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PHILIPPINE ARMY MANUAL 3-03

ARMY AVIATION

Proponent: Aviation Bn, MID, PA Issued: 06 May 2014

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PHILIPPINE ARMY MANUAL 3-03

ARMY AVIATION

Philippine Army Manual 3-03 (PAM 3-03) dated 06 May 2014 is promulgated on authority of the Commanding General, Philippine Army

LTGEN HERNANDO DCA IRIBERRI AFP Commanding General, Philippine Army

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PREFACE

1. This manual provides a standard and ready reference on the employment of air power in support to Philippine Army operations, and a better understanding of the unique task being executed by the Army Aviation Service as a significant component of the combined arms team.

2. This manual covers missions, methods of employment, operations, and

the various service and support functions required by Army Aviation. “Army Aviation” refers to aviation personnel, aircraft, and allied equipment organic to a unit. An “Army Aviation unit” is an organization comprised predominantly of aviation personnel and aircraft whose purpose is to provide aviation support to Philippine Army units with no organic aviation and without the usual day-to-day need for this support.

3. The Proponent of this manual is the Army Aviation (Bagwis) Battalion. The

Army Aviation (Bagwis) Battalion is responsible for the review and update of this publication. Send comments and recommendations to the Commanding Officer, Army Aviation (Bagwis) Battalion, Fort Ramon Magsaysay, 3130 Nueva Ecija, Attention: Operations Officer.

4. References

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Administrative Order No. 14, Series of 1963, Civil Air Regulations governing Handling of Presidential (AF-1) and Vice Presidential (AF-2) Aircraft.

Administrative Order No. 91, Series of 2002, General Flight and Operating Rules, Air Transportation Office.

Aeronautical Information Publication – Philippines, 7th Edition, Air Transportation Office.

AFP Mental Health Handbook, Office of the AFP Surgeon General, December 2002.

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AFPM 1-01, AFP Doctrines Development Manual, 2003. AFPM 2-011, AFP Rules of Engagement for Intelligence Operations, 2007 AFPM 3-1, Joint Air-Surface Operations, April 1979. AFPM 3-3, Joint Airborne Operations, April 1979.

AFPM 3-8-1, Armed Forces of the Philippines Manual on Operational Terms and Symbols, April 2002.

AFPM 8-1, Movement of Troops by Air and Sea, 29 July 1994.

AFPM 21-2, Armed Forces Photo Mapping, April 1982.

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AFPR G 161-121 Change Nr 1, GHQ AFP dated 12 October 1955; Title: Medical Service Standard of Physical Examination for Flying.

AFPR G 351-022, GHQ AFP dated 21 June 1993; Title: Flying Proficiency and Minimum Annual Flying Requirements.

Air Force Instruction 11-218, Flying Operations: Aircraft Operations and Movement on the Ground, Department of the Air Force, 26 May 1994. Air Traffic Control Manual, Air Traffic Service, Air Transportation Office.

Aircraft Accident Investigation: Introduction to Aircraft Accident Investigation Procedures, Lewis and Burrel.

Aircraft Accident Investigation Handout, Society of Aerospace Engineers of the Philippines, March 15, 1997.

Airman’s Information Manual, Tab Books Inc., Blue Ridge Summit, PA 17214, 1987.

Annex 7 – Aircraft Nationality and Registration Marks, International Civil Aviation Organization, fourth edition, August 1997.

Army Regulation 95-1, Flight Regulations, DA, 3 February 2006.

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Army Regulation 385-10, The Army Safety Program, DA, 23 August 2007.

Asian Defence Yearbook: 1999-2000, Syed Hussain Publications SDN BHD, Malaysia.

Aviation Fuels Technical Review (FTR-3), Chevron Products Company, 2000.

Aviation Weather Handbook, Terry T. Lankford, McGraw-Hill Two Penn Plaza, New York, 2001.

Circular Nr 05, HPAF dated 19 December 1995; Title: Utilization of 505SRG’s Air Assets

Circular Nr 1, HPA dated 7 May 1996; Subject: AFP Occupational Specialty for Philippine Army Officers.

Circular Nr 2, HPA dated 31 March 1980; Title: The Army Aviation Badges.

Circular Nr 3, HPA dated 28 July 1980; Title: Aeronautical Ratings and Designations.

Circular Nr 5, GHQ AFP dated 6 July 2004; Title: Utilization, Management and Control of Military Helicopters.

Circular Nr 7, GHQ AFP dated 4 July 1988; Title: Use of AFP Aircraft/Watercraft for Non-Military Missions.

Circular Nr 7, GHQ AFP dated 13 November 2001; Title: Aircraft Operation by Military Personnel.

Circular Nr 7, HPAF dated 6 December 1995; Title: Flight Mission Classification Symbols.

Close Air Support for Ground Commanders, 15th Strike Wing, PAF.

Commandants Paper: An Appraisal of the Light Armor Brigade Philippine Army, Command and General Staff College, TRADOC, PA, July 2002.

Commanding General, Philippine Air Force Annual Air Power Symposium Booklet, Villamor Air Base, Pasay City, 29 June 2000.

Commonwealth Act Nr 616, An Act to Punish Espionage and Other Offenses Against National Security

Control of Tactical Air Strike by Ground Forces, J8, GHQ AFP, 16 September 1993.

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Doc 9554-AN/932, Manual Concerning Safety Measures Relating to Military Activities Potentially Hazardous to Civil Aircraft Operations, International Civil Aviation Organization, 1st edition, 1990.

FC 4-03, Ordnance Service Handout, February 2005.

FM 1-60, Airspace Management and Army Air Traffic in a Combat Zone, DA, 30 September 1977.

FM 1-100, Army Aviation, DA, 5 June 1963.

FM 1-100, Army Aviation Operations, DA, 21 February 1997.

FM 3-52, Army Airspace Command and Control in a Combat Zone, DA, 1 August 2002.

FM 100-2-2, The Soviet Army: Troops, Organization and Equipment, DA, 16 July 1984.

FM 100-2-3, The Soviet Army: Troops, Organization and Equipment, DA, June 1991.

Flight to the Future, HPAF, 1997.

GHQ AFP Publication Nr 1, Dictionary of Armed Forces of the Philippines Terms, 1 May 1964.

Hague Rules of Air Warfare, Commission of Jurist, The Hague, 1923.

Handbook on the Law of War for Armed Forces, International Committee of the Red Cross, Geneva, 1987.

HPA Letter Directive dated 4 May 2005; Subject: Guidelines on the Utilization of PA Aircraft.

Implementing Guidelines, Rules and Regulations to the MOA between the DND and the COMELEC, GHQ AFP dated 22 January 2007.

Information Paper, Aviation Security Plan of Action, International Civil Aviation Organization, 24 September 2004.

Intelligence and Security Handbook for Tactical Unit Commanders and Intelligence Officers, HISG, PA, August 1995.

International Standards and Recommended Practices, Aerodromes, Annex 14 to the Convention on International Civil Aviation, 8th edition, March 1983.

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International Standards and Recommended Practices, Aircraft Accident and Incident Investigation, Annex 13 to the Convention on International Civil Aviation, 8th edition, July 1994.

Law of Armed Conflict: Essentials for Commanders, GHQ AFP.

Law of Armed Conflict New Teaching File, GHQ AFP, 2006.

Letter CO, AABn dated 23 February 2004; Subject: Standardization in the Use of Flight Suit.

Letter of CO, AABn dated 30 January 1998; Subject: Army Aviation Badges.

Letter of CO, AABn dated 21 October 2005; Subject: Rating of Army Aviators.

Letter of CO, AABn dated 11 January 2006; Subject: Proposed Amendments/Changes on HPA Guidelines on the Utilization of PA Aircraft.

Letter Directive of Chief of Staff, AFP dated 6 February 1989; Subject: Guidelines Regarding the Use of AFP Personnel, Equipment, Facilities and Other Military Properties for Commercial Filming.

Letter Directive of CO, AABn dated 23 February 2004; Subject: Standardization in the Use of Flight Suit.

MOA between the DND and the COMELEC on 12 October 2006.

Occupational Safety and Health Standards (as amended), Department of Labor and Employment, Manila.

PAF Air Power Manual, 2000.

PAF Materiel Directive Nr 4G-3, HPAF dated 17 June 1987; Title: Procurement of Services of Flights/Mission Abroad.

PAFM 0-1, Philippine Air Force Basic Doctrine, July 1978.

PAFM 3-8, Air Search and Rescue, July 1978.

PAFM 3-600, Tactical Helicopter Support Operations (MG-520), 20 April 1995.

PAFM 17-1, Aircrew Management, May 2006.

PAFR Nr 01, HPAF dated 19 October 1994; Title: PAF Air Power Structure.

PAM 0-1, The Philippine Army (Interim Draft).

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PAM 2-00, Intelligence Manual, 9 August 2008.

PAM 3-01, Infantry Operations Manual, 13 November 2007.

PAM 3-02, Light Armor Operations Manual, 13 November 2007.

PAM 3-031, Army Aviation Rules of the Air Manual (Interim Draft).

PAM 3-04, Field Artillery Operations Manual, 22 September 2007.

PAM 3-05, Air Defense Artillery Manual, 23 October 2007.

PAM 3-001, Internal Security Operations Manual (Interim Draft).

PAM 3-17, Light Armor Operations, April 1979.

PAM 7-00, Civil Military Operations Manual, 15 May 2008.

PAM 4-01, Combat Service Support Manual, 22 September 2007.

PAM 8-01, Philippine Army Doctrine Development, 13 March 2008.

PAM 10-00, Reserve Force Development, 23 October 2007.

PAM 11-00, Communications, Electronics and Information System Manual, 23 October 2007.

PD 1643, Act to Incorporate the Philippine National Red Cross, 1979.

Philippine Army Soldier’s Handbook on Human Rights and International Humanitarian Law: A Practical Guide for Internal Security Operations, G7, PA.

PNM 3-9, Naval Air Operations, October 1978.

Protocols Additional to the Geneva Conventions of 12 August 1949 (Revised Edition), International Committee of the Red Cross, Geneva, 1996.

RA 25, An Act to Increase the Compensation of Flight Officers and Enlisted Men of the Air Corps of the Philippine Army, 25 September 1946.

RA 6235, An Act Prohibiting Certain Acts Inimical to Civil Aviation, and for other purposes, 19 June 1971.

RA 8491, Flag and Heraldic Code of the Philippines, 12 February 1998.

RA 9372, Human Security Act of 2007.

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Restructuring the Australian Army, Directorate of Publishing and Visual Communications, Canberra, 1997.

RP-US Exercise Balikatan 2006 Information Handbook, J3, GHQ AFP.

Rules and Regulations, Wittman Regional Airport, Oskosh/Winnebago County, Wisconsin, 21 September 2004.

Rules and Regulations Implementing Republic Act No. 8491, Series of 1998, National Historical Institute, Manila.

Rules of International Humanitarian Law and Other Rules Relating to the Conduct of Hostilities: Collection of Treaties and Other Instruments (Revised), International Committee of the Red Cross, Geneva, 2005.

SOP Nr 01, HAABn dated 1 July 1998; Title: Procedures in the Dispatch of Aircraft and Crew for Flight Missions.

SOP Nr 01, HPAF dated 8 March 1994; Title: Command/Staff Visits.

SOP Nr 01-02, H505SRG dated 8 February 2002; Title: Aircrew Stan/Eval Program.

SOP Nr 02, HAABn dated 3 July 1998; Title: Procedures in Filing the Military Flight Plan.

SOP Nr 02, HPA dated 9 February 1993; Title: Salutes, Honors and Ceremonies by PA Units.

SOP Nr 03-01, HAFGH dated 6 May 2003.

SOP Nr 03-17, H15SW dated 8 October 2003; Title Utilization and Employment of the Reconfigured SF.260TP Warrior.

SOP Nr 04, HAABn dated 15 September 2004; Title: Army Aviation Service Ratings. SOP Nr 04, HAABn dated 25 February 2006; Title: Awarding of Army Aviation Badges.

SOP Nr 04-01, HADC dated 8 March 2004; Title: Control of Aircraft for the conduct of Flower Drop/Fly By.

SOP Nr 06, HPAF dated 24 July 1989; Title: Minimum Operational Flight Requirements.

SOP Nr 07, HPAF dated 19 May 1995; Title: Dispatch of PAF Aircraft Abroad.

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SOP Nr 08, HPAF dated 28 August 1997; Title: Movement of Passengers Via PAF Aircraft.

SOP Nr 2, GHQ AFP dated 24 July 1963; Title: Flight Clearance for Foreign State Aircraft.

SOP Nr 2, HPAF dated 22 January 1979; Title: Gassing-up of Non-PAF Aircraft.

SOP Nr 5, HAABn dated 9 November 2006; Title: Aircraft Marking for Philippine Army Aircraft.

SOP Nr 5, HPAF dated 20 April 1981; Title: Restricted Airspace for PAF Aircraft.

SOP Nr 7, GHQ AFP dated 8 July 1993; Title: Administration of AFP Logistics Flight.

SOP Nr 7, GHQ AFP dated 26 June 2001; Title: Vigilance Net.

SOP Nr 10, GHQ AFP dated 6 June 1979; Title: Foreign Visitors in Military Installations and Areas of Operation.

SOP Nr 11, HPAF dated 25 July 1994; Title: Night Flying Operations.

SOP Nr 12, HPAF dated 17 August 1994; Title: Handling of VIP Flights.

SOP Nr 13, HPAF dated31 August 1994; Title: Passengers and Cargo Mix aboard PAF Aircraft.

SOP Nr 14, HPAF dated 1 September 1994; Title: Processing of Passengers and Cargo for PAF Controlled Transport Flight.

SOP Nr 86-1, GHQ NAFP dated 17 April 1986; Title: Priority of Passenger and Cargo Accommodation.

SOP Nr 94-02, H205HW dated 15 February 1994; Title: Helicopter Utilization in Deployment Areas. SOP Nr 98-04, H15SW dated 14 August 1998; Title Utilization and Employment of MD-520MG.

SOP Nr 98-05, H15SW dated 7 October 1998; Title: Utilization and Employment of OV-10A.

SP 3-033, Staff Organization and Operations, February 2005.

SP 3-0033, Operational Terms and Graphics, April 2005.

SP 4-032, Ammunition General, March 2005.

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ST-029, Philippine Military History, April 2005.

Staff Study on the Safety of Air Navigation in the Philippine Army, Combat Arms School, Training and Doctrine Command, PA, 8 February 2000.

Tactical Surveillance System Acquisition Project, Phase I of PA Capability Upgrade Program.

The 1987 Constitution of the Republic of the Philippines.

The Combat Staff Handbook: A Comprehensive Guide for Army Combat Planners, CRSS, G3, PA.

The Command of the Air, Guilio Douhet, 1921, translated by Dino Ferrari.

The Frontline Emblems: New Design of AFOS Insignias for the Infantry, Cavalry, Field Artillery and Corps of Engineer, HPA, 2004.

The Geneva Conventions of August 12 1949, International Committee of the Red Cross, Geneva.

The Philippine Air Force Story, HPAF, 1992.

The Philippine Army Aviation Safety Program, AABn, PA, 19 August 1997.

The Philippine Army Training System, G8, PA, 1997.

TM 5-803-4, Planning of Army Aviation Facilities, DA, 15 July 1983

TOE of Army Aviation Battalion, AABn, LABde, PA, 9 April 2006.

Unit History, AABn, LABde, PA, 2005.

War in the Air: 1914-45, Williamson Murray, Cassell, Wellington House, 125 Strand, London WC2R 0BB, 1999.

Where Triumph Begins: History of the Training and Doctrine Command Philippine Army, 2002.

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CONTENTS

Section Title Page CHAPTER 1 – INTRODUCTION TO ARMY

AVIATION

1-1 General 1-1 1-2 The Philippine Army Aviation Organization 1-2 1-3 Mission, Function and Capabilities 1-3 1-4 Threat to Army Aviation 1-9 CHAPTER 2 – COMMAND, CONTROL AND

COMMUNICATIONS

2-1 Command and Control 2-1 2-2 Command and Control System 2-2 2-3 Command and Control Responsibilities 2-3 2-4 Command and Control Relationships 2-5 2-5 Battle Command 2-5 2-6 Communications 2-7 CHAPTER 3 – AVIATION OPERATIONS

(WARFIGHTING)

3-1 Introduction to Aviation Operations 3-1 3-2 Fundamentals of Army Aviation Operations 3-4 3-3 Army Aviation Operations 3-13 3-4 Army Airspace Command and Control 3-21 3-5 Environmental Effects on Army Aviation Operations 3-26 3-6 Terrain Flying 3-31 3-7 Aviation Rules of Engagement 3-34 3-8 Army Aviation in Joint Operations 3-41 CHAPTER 4 - AVIATION OPERATIONS (INTER-

AGENCY SUPPORT)

4-1 General 4-1 4-2 Anti-Terrorism and Counter Terrorism Operations 4-1 4-3 Peacekeeping Operations 4-2 4-4 Disaster Response Operations 4-2 4-5 Search and Rescue Operations 4-3 4-6 Weather Modification 4-6 4-7 Assistance to Law Enforcement 4-6 4-8 Assistance during Civil Disturbance 4-7 4-9 Assistance to National Development 4-8

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CHAPTER 5 - FLIGHT RULES 5-1 General 5-1 5-2 Pre-Flight 5-4 5-3 Flight Instruction and Simulated Instrument Flight 5-5 5-4 Operating Near Other Aircraft 5-6 5-5 Right of Way 5-7 5-6 Aircraft Speed 5-8 5-7 Operations under VFR, IFR and VFR on Top 5-9 5-8 Operations Outside of the Republic of the Philippines 5-12 5-9 Operations Requiring Specialized Equipment or

Procedures 5-12

5-10 Aircraft Markings 5-13 5-11 Flight Mission Classification Code 5-17 CHAPTER 6 - AIRCRAFT UTILIZATION AND

HANDLING

6-1 Utilization 6-1 6-2 Aircraft Operation by Military Personnel 6-8 6-3 Aviation Services while on Overseas Flight Mission 6-8 6-4 Aircraft Operation and Movement on the Ground 6-12 6-5 Aircraft Marshaling 6-16 6-6 Ground Movement Signals for all Aircraft 6-18 6-7 Additional Signals for Hovering Aircraft 6-46 CHAPTER 7 - AVIATION MAINTENANCE 7-1 General 7-1 7-2 Maintenance Management 7-3 7-3 Levels of Aviation Maintenance 7-8 7-4 Alteration, Repair and Maintenance of Aircraft 7-12 7-5 Aircraft Cleaning 7-23 CHAPTER 8 – AVIATION FACILITIES 8-1 General 8-1 8-2 Planning Factors 8-2 8-3 Basic Facilities and Space Allowances 8-8 8-4 Obstructions to Air Navigation at Aerodromes 8-13 CHAPTER 9 – AIRCREW 9-1 General 9-1 9-2 Policy 9-1 9-3 Aeronautical Ratings 9-3 9-4 Aeronautical Designation 9-4 9-5 Requirements Governing Aeronautical Ratings and

Designations 9-5

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9-6 Flying Duty Status of Aviation Personnel 9-7 9-7 Flying Status of Non-Rated and Non-Designated

Personnel 9-11

9-8 Flying Pay 9-15 9-9 Army Aviation Service Ratings 9-16 9-10 Army Aviation Badges 9-21 9-11 Army Aviation Service Insignia 9-28 9-12 Aviation Crew Flight Uniform 9-30 ANNEXES A History of Aviation In The Philippine Army A-1 B Philippine Army Aerodromes B-1 C Flight Plan Forms C-1 D Weather Forecast D-1 E Military Aircraft Nationality Markings E-1 F Other Distinctive Signs For Protected Persons And

Objects F-1

G After Flight Operation Report G-1 H Authority to Service PA Aircraft on Overseas Flight H-1 I Aircrew Flight Data Record I-1 J Ground Crew Inspection List J-1 K Waiver Form K-1 L Search and Rescue Units L-1 M Emergency Frequency M-1 N Table of Organization N-1 O Aircrew Management O-1

Glossary Abbreviations

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CHAPTER 1 INTRODUCTION

“Dedicate with all your love, as long as there is blood shed every drop of it. If for the defense of the country life is lost, this is fate and true glory.”

― Gat Andres Bonifacio,

Founder of the Katipunan and Father of the Philippine Army,

in his poem Love of Country (1896)

Section 1-1 General 1. Mission. The mission of the Army Aviation Battalion is to conduct aviation operations for the Philippine Army. It may also conduct operations other than war independently or as part of a task force in peacetime environment as required by higher headquarters. Basically, it conducts aviation operations in fighting a land battle and support ground operations by executing the following army aviation missions:

a. Combat mission. b. Combat support mission.

c. Combat service support mission.

2. Capabilities. To accomplish its given mission, the Army Aviation Battalion must have the capability to perform the following:

a. Provide air movement of troops and supplies. b. Perform maneuvers during air assault operations when tasked

organized with other combat forces. c. Provide aerial observation, reconnaissance, and surveillance.

d. Provide evacuation of casualties, captured enemy personnel,

and damaged equipment. e. Provide aircraft for command, control, communication, and

intelligence enhancement for combined arms operations.

f. Conduct night flying operations within tolerable weather conditions.

g. Perform search and rescue operations.

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h. Conduct parachute and air drop operations. i. Perform depot level aircraft maintenance. j. Provide air traffic service and airspace control. k. Provide ground support for aerodrome operations. l. Conduct aviation-related training. m. Perform other functions as higher headquarters may direct.

Section 1-2 The Philippine Army Aviation Organization 3. The Army Aviation Battalion (AABn). The AABn is a combination of combat support and combat service support aviation units. It is composed of the Headquarters and Headquarters Company, the Aeroscout Company, the Combat Aviation Support Company, the Aircraft Maintenance Company, and the Aviation Training Unit.

4. Headquarters and Headquarters Company (HHC). The HHC is composed of a command section and a company headquarters. The company headquarters exercises control and supervision of the headquarters section, command aviation platoon, airfield security platoon, aerodrome operations platoon, and support platoon. 5. Aeroscout Company (Aero Co). The Aero Co is composed of a company headquarters, a service platoon, and three aeroscout platoons. The aeroscout platoons may be tasked organized with infantry divisions or special operations forces to address specific missions. 6. Combat Aviation Support Company (CASC). The CASC is composed of a company headquarters, a service platoon, and three combat aviation support platoons. The combat aviation support platoons may be tasked organized with infantry divisions or special operations forces to address specific missions. 7. Aircraft Maintenance Company (AMC). The AMC is composed of a company headquarters, an aircraft maintenance platoon, and a service platoon. Although located at a fixed-based facility, it can deploy its maintenance support teams to augment the aircraft maintenance sections of the Aero Co or the CASC. 8. Aviation Training Unit (ATU). The ATU is composed of a unit headquarters, a ground training department, a flight training department, and an aviation doctrine department. It can deploy its mobile training to team to conduct aviation-related training to other PA units.

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Section 1-3 Mission, Function and Capabilities

1. Combat Support Units. The AABn’s tactical flying units consist of the Aero Co and the CASC. These aviation units are tactically deployed as it participates in brigade and division operations all over the country. They can also operate independently given the appropriate mission and tasking.

a. Aeroscout Company. Its mission is to perform aerial

reconnaissance, surveillance and security operations in support of combined arms operations. Its ability to gather enemy information with accompanying firepower creates the lethal effect necessary to disrupt the enemy’s operation and defeat them. These formidable characteristics provide a demoralizing effect that can crush the enemy’s will to fight. Its capabilities are the following:

1) Conduct aerial battlefield reconnaissance. 2) Conduct security operations and air cover to both aerial

and ground units during troop movement. 3) Conduct aerial surveillance as an integral task during the

performance of reconnaissance and security operations. 4) Provide airborne platform for command and control of

surface forces. 5) Engage in offensive, defensive and delaying actions.

Figure 1.1 The Army Aviation Battalion (Interim TOE, 2006)

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6) Provide forward air control-air.

7) Adjust battlefield supporting fires and provide aerial fire support.

8) Performs search and rescue operations as well as emergency medical missions.

9) Conduct night flying operations within tolerable weather conditions.

10) Perform unit level maintenance to organic air assets.

11) Perform other functions as higher headquarters may direct.

b. Combat Aviation Support Company. Its mission is to provide tactical air mobility of troops, supplies and equipment within the combat zone. Its ability to rapidly deploy forces in the combat zone allows the troops to close with the enemy in a short period of time in order to destroy or capture them. Its capabilities are the following:

1) Conduct maneuvers during air assault operations.

2) Provide aerial observation, reconnaissance, and

surveillance for combined arms operations. 3) Provide evacuation of casualties, captured enemy

personnel, and damaged equipment. 4) Adjust battlefield supporting fires and provide aerial fire

support. 5) Provide aircraft for command, control, communication,

and intelligence enhancement for combined arms operations.

Figure 1.2 The Aeroscout Company

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6) Conduct night flying operations within tolerable weather conditions.

7) Perform search and rescue operations. 8) Perform parachute and air drop operations.

9) Perform unit level maintenance to organic air assets.

10) Perform other functions as higher headquarters may

direct. 2. Combat Service Support Units.

a. Headquarters and Headquarters Company. Its mission is to

provide personnel and equipment to command and control the AABn. It provides administration, flight operations, mess, finance, and supply to the AABn. It also provides transportation, re-supply for combat service support requirements, medical needs to include initial treatment, and casualty evacuation during operations. It also provides airfield security and ensures the safety of aerodrome operations. Its capabilities are the following:

1) Provide command, control and supervision of the

operation of organic and attached elements of the AABn. 2) Provide intelligence and security support to the AABn. 3) Provide communications support to include centralized

unit level maintenance of communication equipment. 4) Provide unit level medical support.

5) Provide unit administrative support to assigned and

attached units.

Figure 1.3 The Combat Aviation Support Company

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6) Provide flight operation and control to all PA aircraft. 7) Provide air traffic service and airspace control. 8) Provide ground support for aerodrome operations. 9) Perform other functions as higher headquarters may

direct.

b. Aircraft Maintenance Company. Its mission is to provide depot level aviation maintenance to the AABn. It also conducts quality control and technical inspection of maintenance works. Its capabilities are the following:

1) Perform overhauling of aircraft assemblies and

components.

2) Perform major and minor repair of aircraft accessories and armaments.

3) Provide recovery, evacuation and on-site repair of

downed aircraft.

4) Perform other functions as higher headquarters may direct.

4

Figure 1.4 The Headquarters and Headquarters Company

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c. Aviation Training Unit. Its mission is to conduct aviation related training to the AABn. It also undertakes research and development of aviation doctrine and assists in the conduct of aircrew standardization and evaluation. Its capabilities are the following:

1) Conduct initial flight training to Army student aviators.

2) Conduct specialized training on equipment qualification,

aviation safety, flight operations, aircraft maintenance, air traffic control, aerodrome operations, and aircraft weapons system.

3) Provide training platform for flight simulation. 4) Provide pre-flight and post-flight briefings for the

proficiency and re-currency of Army aviators. 5) Conduct evaluation and standardization check for Army

aviators and aircrew. 6) Conduct research and development related to army

aviation operations. 7) Develop, review, update and recommend any revisions of

aviation doctrines for army aviation operations. 8) Conduct other aviation-related and non-aviation related

trainings. 9) Perform other functions as higher headquarters may

direct.

Figure 1.5 The Aircraft Maintenance Company

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Figure 1.7 The Army Aviation Group

3. Upgrading of Unit. To optimize the fighting capability of the ground troops, the HPA will also need to upgrade the AABn to effectively accomplish its mission by being flexible to its functions and by enhancing its capabilities to conduct aviation operations. The need to upgrade the AABn will maximize the warfighting capability of the combined arms to meet the challenges of the future battlefield environment and other emerging threats. The size of the formation can either be a group, regiment, or brigade depending on the PA future force structure requirements.

Figure 1.6 The Aviation Training Unit

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Section 1-4 Threat to Army Aviation 1. Types of Threat. The threat to Army aviation may come from the following:

a. Enemy. Hostile forces will attack aviation forces to:

1) Disrupt or negate command, control and communications (C3).

2) Disrupt or destroy aviation facilities, its personnel and equipment.

3) Destroy or damage aircraft in the air or on the ground.

4) Disrupt or destroy logistics supplies, fuels, and parts.

5) Curtail or sever transportation links.

6) Contaminate or render useless water, food, fuels, oils, and soils.

7) Neutralize or disturb electronic devices used to measure, communicate, navigate, and control.

b. Friendly or Neutral. The growing complexity of modern warfare and the sophistication and lethality of weapons increase the problem of friendly fire. The requirement for camouflage, concealment, and deception for survival also increases the possibility of poor recognition by friendly forces. Combined and joint operations increase the likelihood of electromagnetic interference from radars, communications, and navigation equipment, not to mention friendly electronic warfare operations. 2. Threat Capabilities. The aviation forces may create large signatures for hostile intelligence, reconnaissance, surveillance, and target acquisition systems. Hostile forces may use missiles, artillery, fighter bomber aircraft, attack helicopters, armor forces, directed-energy weapons (DEW), radio-electronic combat (REC) or special operations units attacking aviation facilities.

a. Air Threat. Aircraft and missile forces operating from land bases or seaborne platforms can deliver weapons ranging from nuclear, biological, chemical (NBC) to high-explosive, fragmentation, and incendiary warheads. Delivery means are free-fall bombs, ballistic rockets, precision-guided munitions, and cannon/gun-fired projectiles.

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Figure 1.8 Air Threat. Strike fighter aircraft employs air-to-ground munitions that can disrupt the operation of army aviation forces in the air and on the ground.

Figure 1.9 Ground Forces. Troops on the ground can be deployed rapidly to inflict destruction on rear area aviation facilities.

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b. Ground Forces. Air- and sea-delivered ground forces can attack rear area aviation facilities with howitzers, mortars, and direct-fire weapons. They can lay mines, set ambushes, conduct REC, or provide targeting information to other forces. This threat may also include the use of man-portable air defense (MANPAD) systems.

c. Artillery. Conventional artillery (howitzers, guns, and

mortars) can reach up to 50 kilometers with extended-range ammunition. Multiple-rocket launchers achieve similar ranges with standard rockets and fewer launchers for area saturation. Artillery projectiles include high explosive, fragmentation, incendiary, smoke, and improved conventional munitions. Larger-caliber warheads add nuclear, chemical, and submunition capability to conventional forces. Submunitions include anti-tank and anti-personnel mines, chemical bomblets, and fuel-air explosives. Limited-use munitions are used for marking, electronic jamming, reconnaissance, psychological warfare, and non-nuclear electromagnetic pulse rounds.

d. Missiles. Tactical missiles can reach targets throughout the

theater army area. Free rocket over ground, short-range ballistic missiles, cruise missiles as well as air defense systems (short-range and high-to-medium-range) are becoming more common among regional military powers. Missiles can deliver the full variety of conventional and CBR munitions from land, surface ships, and submarines. Missiles and rockets of diverse origin are available in quantity and lend themselves to single or mass launches.

Figure 1.10 Artillery. High Explosive munitions fired from artillery pieces like Howitzers can inflict casualties to aviation forces from casing fragments and other debris, blast, and burn injuries.

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Figure 1.11 Missiles. Guided missiles launched by enemy warships can hit high value targets such as aviation facilities with pinpoint accuracy.

Figure 1.12 Directed-Energy Weapons. Laser beams coming from airborne platforms can easily destroy C3 structure of the aviation forces.

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e. Directed-Energy Weapons. Directed-energy weapons use amplified, pulsed-light, microwave, or millimeter wave frequencies to disrupt or destroy controls, sensors, structures, or personnel. Current non-weapon lasers can damage night vision devices and optics and can cause eye damage. Future applications of DEW and radio frequency and particle beam weapons are expected to inflict structural damage. DEW presents severe problems for unshielded electronic components such as fly-by-wire systems and computers.

f. Armor. Threat force armor units may operate to exploit their

success in battle. Tanks (76mm to 125mm guns), infantry fighting vehicles (20mm to 73mm automatic cannons/guns), self-propelled artillery, and armored personnel carriers mounting heavy machine guns or grenade launchers may attack aviation forces.

g. Infantry. Infantry-type units (rifle squads, special forces

teams, scout ranger squads, light reaction troopers, marines, and as well as militias or guerrillas) and saboteurs or terrorists pose a threat to aviation facilities, aircraft, supplies, and lines of communication. Large groups of infantry are likely to target high-priority targets that are lightly defended or easy to destroy. Stealthy forces can operate relatively freely in rear areas and attack with little warning. Though man-portable, their weapons will be quite lethal. Rocket-propelled grenades, anti-tank guided missiles, light anti-tank weapons, and recoilless rifles provide heavy punch to light forces. Terrorists,

Figure 1.13 Armor. Enemy armor can exploit its mobility, firepower and shock effect to disrupt operations and damage facilities of aviation forces.

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saboteurs, and snipers may be a persistent and deadly threat to aviation forces.

3. Emerging Threats. The emerging threats refers to those existing methods, actions or objects that could conceivably be used in an act of interference which have not yet been employed or documented for use against aviation forces.

a. Misuse of aircraft as weapons to cause death, injury and damage on the ground through its intentional destruction.

b. Suicide attacks in the air and on the ground.

c. Electronic attacks using radio transmitters or other means to jam

or alter the state of ground or airborne navigation or guidance control systems thereby endangering the safety of soldiers and aircraft.

d. Computer-based attacks which block or alter aeronautical communications or interfere with other aviation operations (e.g. aeronautical data banks) which can endanger the safety of soldiers and aircraft.

e. Chemical and biological attacks against aviation forces or to disrupt aviation operations and deny use of aviation facilities by threatening its use.

Figure 1.14 Infantry. Highly skilled commandoes or special operations forces armed with sophisticated and lethal weapons have the capability to neutralize the aviation forces.

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f. Misuse of nuclear or other radioactive materials to endanger the persons, contaminate property and deny the use of aviation facilities.

g. Misuse of kites, pyrotechnics and radio controlled aircraft

against low flying PA aircraft.

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CHAPTER 2 COMMAND, CONTROL AND COMMUNICATIONS

“To have command of the air means to be in a position to wield offensive power so great it defies human integration. . . It means complete protection of

one’s own country, the efficient operation of one’s army and navy, and peace of mind to live and work in safety.”

― Gen. Giulio Douhet

Italian air power theorist, in his treatise The Command of the Air (1921)

Section 2-1 Command and Control

1. Process. The command and control (C2) comprises coordinating, planning, directing and controlling all unit activities. The C2 process serves two purposes:

a. It gives the aviation commander the means to communicate his intent to his staff and aviation units.

b. It enables the staff to quickly and effectively assist their aviation

commander in planning and executing operations faster than the enemy can react. 2. Effectiveness. To be effective, the C2 must be properly organized and that the staffs must be well trained. The aviation commander and staffs must practice the C2 process so that procedures become instinctive. The commander must have a reliable, secure, fast and durable command and control system in which to communicate, coordinate and provide direction to his forces. 3. Responsibility. Effective leadership is a primary dynamic element of combat power that affects the success of C2. Leaders must be willing to take responsibility and use initiative, guided by their commander’s intent. Leaders must be able to think clearly and quickly. Speed and decisive action are critical. 4. Coordination. One of the keys to success of C2 is the ability of leaders at all levels to issue effective orders. These orders must place restrictions on subordinates only to the degree that coordinated action of the command is assured. They must use terminology that is widely understood throughout the command. Above all, they must accurately communicate the commander’s intent, which guides subordinate in pursuit of the common goal in the absence of communications.

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5. Employment. Aviation forces are most effective when massed. However, they are often decentralized and separated by means of task organization with infantry, armor or special operations units. This can occur down to section level. In such an organization, the commander-subordinate relationships must be characterized by mutual trust and respect. Aviation commanders and subordinates must know how each other thinks. Aviation commanders must teach subordinates not what to think, but how to think. Conversely, when aviation forces are decentralized and attached to infantry, armor or special operations units, aviation commanders must be assertive in advising the infantry, armor or special operation commander and his staff on the best means for aviation employment and logistical requirements.

Section 2-2 Command and Control System 1. Organization. The C2 system is defined as the facilities, equipment, communications, procedures, and personnel essential to a commander for planning, directing, and controlling operations of assigned forces pursuant to assigned missions. The term system is deceptive. It does not solely mean an arrangement of equipment such as communications system. The C2 system is an organization of the resources the aviation commander uses to help plan, direct, coordinate, and control military operations to ensure mission accomplishment. 2. Function. The resources the aviation commander and his unit need to perform critical C2 functions include the following:

a. Personnel (staff and liaison personnel). They help the aviation commander exercise control.

b. Communication. It includes communications equipment,

spaced-based systems, and networks. c. Equipment. Equipment such as automation equipment to carry

out C2 activities and materials to sustain resources committed to C2 support. d. Facilities. This includes a secure working environment or

airfield for the aviation commander and his staff (a headquarters), and an administrative and security organization to protect, sustain, and move the aviation commander and staff.

e. Procedures (including those for decision making). By taking

use of multiple sources such as doctrine, tactics, techniques, regulations, and standing operating procedures to focus the command and staff effort. 3. Characteristics. The C2 system must be flexible, robust, survivable, and capable of providing the aviation commander with information that allows him to perform C2 functions concurrently. The aviation commander is the center around which the C2 system revolves. Any area where functions

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overlap normally indicates where he must focus his personal attention. The staff, using the C2 system, provides the aviation commander with the freedom to focus on the area he has deemed the most important. 4. Essential Measures. Neither the aviation commander nor his staff should consider the C2 system an end unto itself. It exists to support the aviation commander and help him make the decisions necessary to for accomplishing their mission. For example, while exercising command, an aviation commander issues orders that serve as input to subordinate units. As each subordinate unit plans and executes its mission, it produces feedback to its higher commander and his staff. These are the essential measures that support effective C2. The C2 is continuous, and its activities are interrelated.

Section 2-3 Command and Control Responsibilities 1. Battalion Commander. The battalion commander commands all elements of the unit. He determines the C2 organization that best supports his methods of operations. He organizes his staff, determines the succession of command and assigns responsibilities. He provides his subordinates with missions, tasking, and a clear statement of his intent. The battalion commander allows subordinates freedom of action in implementing orders. 2. Battalion Executive Officer (XO). During the commander’s absence, he represents the battalion commander and directs action in accordance with established command policy and guidance. During battle, he is normally in the main command post where he monitors the battle, reports to higher headquarters, keeps abreast on the situation, integrates CS and CSS into the overall plan and plans for future operations. 3. Sergeant Major (SM). The battalion sergeant major is on the commander’s personal staff and his primary advisor concerning enlisted personnel. He must know the administrative, logistical, and operational functions of the Battalion. Since he is the most experienced enlisted soldier in the Battalion, his attention is focused on soldier and soldier support matters. The SM may act also as the commander’s troubleshooter in supervising critical aspects of an operation. The SM may also perform critical liaison, coordinate passage of lines, lead advance or quartering parties, supervise at key breach/ford sites, monitor key defensive preparations, assist in the CSS effort, and monitor unit morale. 4. Personnel Officer (S1). The S1 is a principal staff officer with responsibility for exercising staff functions and coordination for personnel service support. Personnel service support encompasses the areas of personnel service, administrative services, health service support, morale and welfare service support activities, finance support, postal services, spiritual enhancement and guidance, legal service support. The S1 is the assistant officer in charge of the command post (CP), usually acting as the shift leader.

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5. Intelligence Officer (S2). The S2 is responsible for combat intelligence. He organizes for continuous aviation operations in coordination with the S3. The S2 coordinates input from the other staff officers. During aviation operations, he updates the intelligence preparation of the battlefield (IPB) or the graphical estimate of the situation in counter-insurgency (GESCON) and prepares and monitors reconnaissance and surveillance plans in conjunction with the S3. He provides staff supervision over supporting intelligence organizations and request additional support from higher headquarters to support the commander’s intelligence requirement. He normally performs his duties in the main CP.

6. Operations Officer (S3). The S3 is responsible for planning, organizing and employing aviation forces and coordinating combat operations of the Battalion and attached/operational control units, and for coordinating with combat support units. He coordinates with S2 and other combat support planners in preparing the battalion order. He coordinates with the CO, ATU on training matters of the Battalion. He is responsible for integrating combat support and communications countermeasures into the battalion operations. He assists the battalion commander in fighting the ongoing battle. The S3 operates forward with the battalion commander.

7. Logistics Officer (S4). The S4 is responsible for all battalion logistical activities. He supervises all organic and non-organic logistical elements supporting the Battalion. He is responsible for the formulation of logistical policy. He plans, coordinates, and supervises the logistical effort to include coordinating all aspects of CSS in the battalion order with the S1 and the CO, AMC. The S4 is responsible for the arrangement, security, and movement of the combat trains and is the officer-in-charge of the combat trains CP.

8. Civil-Military Operations Officer (S7). The S7 is responsible for all civil military operations in support of all aviation operations. As part of his Civil-Military Operations (CMO) activities, he is also responsible for the conduct of psychological operations and public affairs. The CMO works hand in hand with aviation operations in dealing with counter-insurgency operations. 9. Aviation Safety Officer. The Battalion aviation safety officer is an additional duty of the XO and serves as one of the personal staff of the battalion commander. He ensures the implementation of the aviation safety program of the Battalion and conducts investigation or inquiry on any aviation safety related event. 10. Signal Officer. The signal officer, in addition to leading the signal section of the Battalion, exercises technical supervision over the installation and use of communication systems. His specific duties are directed by the S3. He reconnoiters possible CP sites for communication capabilities such as re-transmission equipment employment, establishing messenger services and scheduling and monitoring of communication security.

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11. Flight Medical Officer. Aside from leading the aviation medical section of the Battalion, the flight medical officer operates the battalion aid station in the combat trains. Together with the flight nurse, they provide training (in coordination with CO, ATU) for the aviation medical section and the flight line section, treatment of wounded personnel and give information on the health of the Battalion personnel.

12. Headquarters and Headquarters Company Commander. The HHC commander is located in the Battalion field trains. He is responsible for coordination, security and movement of the field trains both organic and attached. The HHC commander acts as a battalion CSS coordinator, assisting the S1 and S4 by ensuring that field trains support is smooth, timely and efficient.

Section 2-4 Command and Control Relationships

Command and control relationships are established by the aviation commander according to the unit echelon being supported.

a. Organic Units. Are those forming an essential part of a military organization as shown in its TOE.

b. Assigned Units. Are those placed in an organization on a

relatively permanent basis for the purpose of strategically tailoring the force. A commander has basically the same degree of command and control over assigned units as he does over organic units.

c. Attached Units. Are units placed in an organization on a relatively temporary basis, subject to the limitations stated in the attachment order.

d. Operational Control(OPCON). Is a status often used between maneuver elements but rarely used to establish a relationship between two or more maneuver headquarters. Generally, operational control (OPCON) has the same intent as attachment but the receiving unit has no responsibility for administrative or logistical support.

Section 2-5 Battle Command 1. Battle Command Concept. It is the art of battle decision-making and leading and motivating aviation soldiers and their units towards the accomplishment of the mission at minimal cost to aviation soldiers. This includes visualizing the present states of both friendly and hostile forces, the state that the aviation commander desired these aviation forces to be and figuring out how to achieve the desired state at minimal cost in resources. In so doing, the aviation commander assigns missions, allocates resources,

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decides priorities, selects the time and place to act and makes the needed adjustments based on the unfolding development. This is best done by demonstrating leadership by example and leadership from the front where their presence can decide the issue. 2. Elements of Battle Command.

a. Decision Making.

1) The decision to act will inevitably entail subsequent decisions on commitment of resources, choice of options and time and place of action. Along with these are the inherent risks involved and the strong possibility that the intentions will be revealed to the enemy. This is further complicated by uncertainty and chance. In making his decisions, the commander must retain his objectivity and not be swayed by the passion of the moment. He must also keep a clear view of what is more important and what are less important.

2) The aviation commander is not expected to know

everything and he should not try to. However, he should know those things that are important and this system will provide him with the base of information that will enable him to choose what he needs. Although it will be ideal for him to be able to visit the different parts of the battlefield and his units on it, he must retain access to information and communication with his command post.

b. Leadership.

1) Leadership involves the willingness to make decisions and the responsibilities and consequences of such actions. In almost all cases especially on the battlefield, aviation commanders will be forced to make decisions even in the absence of key information because of time constraints. Once a decision has been made, the aviation commander is expected to follow it through with subsequent decisions to support that primary decision.

2) The leader’s strength of character and ability to motivate

will provide the inspiration for his subordinates to exert every possible effort to achieve the given objectives. Coupled with moral toughness, technical proficiency and tactical skills, surely his aviation soldiers will be equipped with that will to fight towards the successful conduct of aviation operations.

c. Command.

1) Command is that authority that is exercised in an aviation unit. It must be supported with the means with which to achieve the intent of the aviation commander. The aviation commander does not do this in isolation. He is assisted by his staff and other subordinates in developing future courses of action.

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2) Aviation commanders in exercising command must retain enough flexibility to enable him to respond to future developments while avoiding or minimizing possible dysfunctions to his unit. He must also determine the extent of authority and freedom of action that he will delegate to his subordinate commanders. This will enable them to act swiftly on any developments whether these are favorable or unfavorable. In so doing, the aviation commander will be able to realize the full potential of the resources at his disposal.

d. Control.

1) Control is that authority exercised by the aviation

commander over his unit or part of other units. Control is inherent in command. While the aviation commander commands, the headquarters and staff coordinates and make adjustments consistent with the commander’s intent. Control monitors the status and activities of the unit, identifies deviations from the given aim and makes the necessary corrections and changes towards the attainment of that aim. It enables the aviation commander to delegate authority, the freedom to operate and continue to lead the aviation forces from other parts of the battlefield.

2) Effective control results from the clear definition of the

commander’s intent, good training, rehearsals of key activities, observance of SOPs and continuous dialogue between aviation commanders and subordinates. The role of the staffs is clear as they continue to develop, modify, improve and monitor courses of action according to their fields of expertise. Information continues to be collected, collated, analyzed and utilized.

e. Communications.

1) Communication plays an important role in the organization. Its speed continues to increase because of the faster rate in which information and intelligence are being collected, processed and dispatched to the concerned unit.

2) With the swift flow of information and communication, the

pace of the battle quickens. The aviation commander must be quick enough in anticipating or reacting to such factors that he can control the tempo and development on the battlefield.

Section 2-6 Communications 1. Means of Communication. The mobility and flexibility of aviation forces place increasing demands on reliable, timely, secure, and long-range communications. Radio is a primary means of communication for aviation assets. Other means include multi-channel radio, satellite, messenger, wire, sound, e-mail, cordless telephones, and visual communications. Although all

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of these may be used extensively in aviation operations, they will normally complement radio or provide an alternate means of communication. Aviation units maintain both external communications with their echelon and internal communications with their subordinate units for C2. 2. Networks. Effective, reliable communications are essential for commanders and their staffs to C2 their assets. Communications are composed of external nets and internal nets, including telephone systems. 3. Automatic Data Processing Continuity-of-Operations Plan (COOP). Specific guidance for each functional computer system is in the user’s manual for the system. These manuals require the development of COOP. The developer of a COOP will usually consider the following:

a. Threat and risk analysis. b. Work load priorities.

c. Protection of files, programs, and documentation.

d. Alternate site operation.

4. Reliability. Effective command and control of aviation operations depend heavily on secure and reliable communications system. Such capability to provide swift, secure and reliable communications will play a major role in the ability of AABn units to accomplish their given missions. Since tactical aviation units by their nature need to be dispersed both physically and organizationally, the indispensability of a communications system such as that stated cannot be over-emphasized. 5. Characteristics. To be fully suited for aviation operations, its communications must have the following characteristics:

a. Speed of Transmission. The fast paced action and swift developments, which are characteristic of air operations, demand the use of communications system that can speedily transmit and receive messages. Very often, aviation commanders and their aviation facilities and equipment have only a minute or less to transmit and receive the needed data and to react to them after a target has been detected and located.

b. Secured Communications. Swift transmission of

communications can easily be neutralized if it is not secured. The aviation communications net must be secured not only from being monitored but also from jamming, interception, sabotage, or bogus communications inserted by hostile forces.

c. Flexibility. The communications system must be flexible in

terms of the following:

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1) Coverage.

(a) Horizontal and vertical communications between the different echelons and units within the AABn unit itself.

(b) Horizontal and vertical communications with the

supported forces especially in centralized operations situations. (c) Inter-operability with other components of air

operations such as PN air component and the PAF air defense and flying units as well as non-organic unit.

(d) Ability to make the needed adjustments in cases of

combined operations with the armed forces of other nations.

2) Performance.

(a) The ability to maintain operations under extreme battlefield communications including disruptive effects of:

(1) Deliberate EW measures. (2) Sabotage. (3) Incidental disruptions caused by electro-

magnetic emissions from the detonation of non-conventional munitions.

(b) Expected wear and tear suffered by equipment under severe field conditions.

d. Availability. Ready availability of equipment, spare parts and

trained personnel to replace losses. e. Need Sufficiency. The best systems in the world cannot help

accomplish the mission if there is not enough equipment for the aviation forces to use. The quantity of communications equipment available should be at least 20% more than the minimum required.

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CHAPTER 3 AVIATION OPERATIONS (WARFIGHTING)

“If war comes . . . I am certain that you will write your own history, and write it in red, on your enemy’s breast. From time immemorial men have died that

their nation might live and those are fit to live who are not afraid to die.”

― Lt. Gen. Douglas MacArthur, Commander of U.S. Army Forces in the Far East, in his speech during the induction of the PAAC into the USAFFE (15 August 1941)

Section 3-1 Introduction to Aviation Operations 1. General. This chapter describes the doctrinal tenets for the employment of aviation forces in the PA and establishes the basis for understanding army aviation operations as an essential element of combat power. 2. Historical Perspective.

a. When aviation was introduced in the PA in 1936, it was conceived with the mission to defend the Philippine skies and to perform aerial reconnaissance and liaison. The defense plan called for 150 fast fighter and bomber aircraft for the Philippine Army Air Corps (PAAC) which will serve as the country's first line of defense. Its aviators were trained to become fighter and bomber pilots and proved their worth in the air battles they fought in the early days World War Two in the Pacific. Despite the air superiority of Japanese warplanes, the Filipino Army aviators gallantly fought despite the obsolete aircraft they were flying. With no more planes to fly, the PAAC troops displayed uncommon valor in ground warfare through intelligence and guerilla operations.

b. Before the War ended, the PAAC was reorganized and became the Philippine Army Air Force (PAAF) in 1945. The PAAF acquired transport and liaison aircraft but they have no qualified pilots since its veteran aviators were sent to the US mainland to undergo refresher training. It was forced to train some Army officers and enlisted men left in the country to become aviators. The concentration of its flight operations were confined only to transport and liaison missions until it became the nucleus of the Philippine Air Force (PAF) in 1947.

c. For 30 years, there was no air arm for the PA to provide aviation support for its grounds troops. The mission and functions of army aviation were virtually being performed by other tactical units of the PAF. Senior Army commanders (division and brigade) had a hard time requesting for the much needed aviation support for its ground troops who were confronting

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communist insurgents and secessionist forces because they do not have direct control on the employment of PAF or PN aircraft.

d. In 1978, the Army Aviation Battalion was created to provide tactical airlift of combat troops, supplies and equipment of the divisions/brigades during the conduct of operation. While waiting for the acquisition of their aircraft, selected officers underwent flight training on light planes and helicopters while enlisted personnel were sent for technical training in aircraft maintenance and air traffic control. After five years, it was deactivated when the helicopters intended to them were given to the PAF.

e. 1n 1986, the Aeroscout Company was organized to extend by

aerial means the reconnaissance and security capabilities of ground units and to provide tactical air movement of personnel, supplies and equipment in the combat areas. Due to lack of aircraft to perform its missions, only reconnaissance flights were being performed by the unit in support to the anti-dissidence campaign.

f. Finally, a decision was made in 1997 to reactivate the Army Aviation Battalion to provide aviation support and to perform aerial reconnaissance and security operations for the PA. Based on its TOE, it is a helicopter heavy unit but its present inventory has to make use of their existing fixed-wing aircraft to perform limited reconnaissance flights until such time the rotary wing aircraft intended for its use will be procured under the AFP Modernization Program. In 2006, its mission was changed to “to conduct aviation operations for the Philippine Army” to make it more relevant and responsive to the needs of the PA based on its doctrinal foundation.

g. To fully develop its capability and effectiveness, an aviation unit in the PA needs to be placed as a PA Major Subordinate Unit to immediately respond to the needs of its tactical or maneuver units. This will also allow the growth of the Army Aviation Service as a relevant member of the combined arms team. (See Annex A – History of Aviation in the Philippine Army) 3. Vision. To be capable and responsive, it envisions of using all available technology to support the PA mission. Aviation leads the way in the modernization of the PA and is an indispensable force in the modern battlefield. It is a relevant force in the 21st century as army aviation has been proven to be successful in today’s warfighting in most part of the world. The PA envisions of gaining the utmost in mobility, versatility and firepower by employing an organic air arm in its operations in order to be responsive in the combined arms operation. 4. Aviation Operational Principles. Mission planning and execution are driven by general principles that apply and go beyond the principles of war and the tenets of PA operations.

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a. Aviation operates in the ground regime.

1) This cardinal principle defines aviation’s role as an element of landpower. Aviation is a component of the combined arms team, not the air component of the PA.

2) Aviation’s primary mission is to fight the land battle and to support ground operations. Aviation is comprised of soldiers, not airmen, and its battlefield leverage is achieved through a combination of reconnaissance, mobility, and firepower that is unprecedented in land warfare.

3) Aviation greatly enhances the commander’s ability to apply four fundamental principles of war — maneuver, mass, surprise, and economy of force.

b. Aviation expands the battlefield in space and time at each echelon.

1) Expansion of the battlefield is necessary to enable the commander to seize the initiative at a critical point in the battle. Aviation expands the ground commander’s battlefield, principally in space and time, by extending the range at which direct fires and observed fires can be concentrated on the enemy; and by expanding his reconnaissance and surveillance envelope beyond the effective range of other systems.

2) Aviation expands battlespace at each echelon to which it is assigned or attached — providing a capability where none previously existed or enhancing existing capabilities. Aviation allows commanders to achieve the effects of mass without massing weapons systems.

c. Aviation performs combat, combat support, and combat service support battlefield functions.

1) Aviation’s greatest contribution to battlefield success is the ability it gives the commander to apply decisive combat power at critical times, virtually anywhere on the battlefield. This may be direct fire from aviation maneuver units or the insertion of overwhelming infantry forces or artillery fires, delivered into combat via air assault. This versatility is the very essence of Army aviation.

2) Combat support (CS) missions support ground combat operations. These operations include air movement, command and control (C2), ATS, electronic warfare, and combat search and rescue. The primary function of these missions is to support combat elements in contact with the enemy.

3) Aviation performs combat service support (CSS) functions in support of units throughout the entire area of operations. Aviation units enhance the commander’s battlespace through rapid delivery of supplies and personnel and aeromedical evacuation.

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d. Aviation units are integrated into the combined arms down to the

level at which they will be employed.

1) The infantry division is the primary level of integration. The division commander is responsible for the operation of aviation forces; he will normally command and integrate additional aviation units attached or under OPCON from the AABn.

2) When aviation units are placed under OPCON of the other maneuver brigades, they normally will be on a mission basis and tailored or task organized with assets from the air components of other major service. A liaison detachment should be placed at the ground brigade command post to improve synchronization and responsiveness, especially in changing tactical environments.

e. Planning times for aviation and ground maneuver elements will be the same.

1) Aviation units conduct deliberate planning within the same time parameters as the other maneuver elements. Airspace coordination, route clearances, and weather updates complicate the task for aviation staffs; however, for effective combat operations, the standard is the same.

2) Both ground and air mission planning times can be reduced when plans are carefully integrated, effective liaison occurs, and SOPs are optimized.

Section 3-2 Fundamentals of Army Aviation Operations

1. Army Aviation’s Unique Capabilities.

a. Aviation is not a substitute for any other member of the combined arms team. Rather, it brings a degree of versatility not replicated by other members of the combined arms team and a range of unique capabilities that complement those of the other combat arms.

b. Aviation maneuvers rapidly and simultaneously in the ground

commander’s battlespace to bring decisive combat power to bear at the decisive points and times in the area of operations (AO). There is an inextricable linkage between maneuver and fires. Army aviation maneuvers while leveraging organic firepower to shape the battlespace or conduct decisive operations as directed by the force commander.

c. Aviation compresses battlespace by shortening and/or mitigating

the effects of time/distance factors and terrain on maneuver. Aviation forces also reduce time requirements through speed and mobility once thorough

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planning is complete. Aviation’s ability to operate in all dimensions of battlespace provides a degree of flexibility and agility that is unique.

d. Synchronizing aviation maneuver with ground maneuver — by enhancing reconnaissance, providing security, and conducting attacks and counterattacks — allows the friendly force commander to shape the battlespace to set the conditions for the close fight and achieve a positional advantage in both time and space by altering the enemy’s tempo. Linked with deep fires, aviation maneuver offers the ground commander the capability to influence events simultaneously throughout his AO. 2. Tenets of Army Aviation Doctrine. The ability to successfully fight and/or conduct war, peace, and crisis operations depends on the correct application of the five basic tenets of Army aviation doctrine. These tenets include the following:

a. Initiative.

1) Initiative determines or changes the terms of battle through action. In combat operations, aviation commanders set the tempo by seizing the initiative. Commanders fight tenaciously and aggressively, never allowing the enemy to recover from the initial shock of an attack. Soldiers and systems are pushed to the limits of their endurance for as long as necessary.

2) Retaining the initiative requires planning beyond the initial operation and anticipating key events well into the future. In internal security operations (ISO), aviation commanders take the initiative by anticipating near–and long–term personnel, equipment, and logistical support requirements relative to the operation.

b. Agility.

1) Agility is the ability of friendly forces to act faster than the enemy. In combat operations, commanders exploit the agility of their units through speed, mobility, and reaction time capabilities.

2) Technological developments in intelligence gathering,

aviation mission planning, and communications have improved situational awareness during both the pre- and post-aircraft launch phases of an operation. This situational awareness provides an edge to aviation commanders in that aviation assets can now be directed to critical places at critical times on the battlefield.

3) Furthermore, agility allows the aviation commander to

rapidly rearm and refuel, get back into the fight, and continue to attack the enemy. In ISO, field commanders use aviation assets to reach locations unreachable by other means of transportation. Organic army aviation assets can move personnel, equipment, and supplies in a timelier manner.

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c. Depth.

1) Depth is the extension of operations in time, space, resources, and purpose. In combat operations, aviation commanders understand depth as the ability to conduct simultaneous close, deep, and rear operations. Commanders sustain the momentum by taking advantage of all available resources, and attacking the enemy simultaneously in all battlefield dimensions.

2) With access to joint and combined arms capabilities,

aviation commanders can plan for and control numerous means of simultaneous or near-simultaneous ordnance delivery on multiple targets. In ISO, depth is the capability to conduct simultaneous yet different type operations.

3) For example, armed reconnaissance helicopters may be

required to conduct reconnaissance throughout certain areas of an AO, while medium lift helicopter assets are transporting life support supplies in another part of the same AO. At the same time medical relief operations are being conducted by non-organic aviation units in still another part of the same AO.

d. Synchronization.

1) Synchronization is the use of time, space, and resources to produce maximum relative combat power at the decisive time and place. In combat operations, aviation commanders understand synchronization as the planned integration and execution of combat power.

2) Synchronization requires exact coordination among the

various combat, CS, and CSS units in any operation. Joint and multinational asset capabilities must be considered where and when applicable. In ISO, aviation commanders must synchronize planning phases, alert phases, deployment, early entry operations, mission execution, and redeployment both vertically and horizontally.

e. Versatility.

1) Versatility is the ability of units to meet diverse mission

requirements. In combat operations, aviation commanders demonstrate versatility by their ability to shift focus, tailor aviation forces, and move from one role or mission to another rapidly and efficiently.

2) In ISO, the aviation commander recognizes mission

requirements that are not routine to which the aviation unit has been trained. These tasks require a change in focus, rapid train up, and execution under conditions outside the normal operating environment. 3. Army Aviation Missions. Aviation units operate in the ground regime. As a fully integrated member of the combined arms team, aviation units conduct combat, CS, and CSS operations. Aviation units operate across the

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entire length and breadth of the AO (close, deep, and rear), and can be expected to conduct simultaneous operations, 24 hours a day. The key to success in planning aviation maneuver in conjunction with the ground scheme of maneuver is including the aviation commander early in the planning process. Aviation missions are received by the aviation commander and, with his guidance, the aviation headquarters will task organize forces and plan the execution of aviation operations. It is important to note that the aviation commander’s AO can be as large as the division AO, or the Area Command AO during joint operations. The Army aviation missions are the following:

a. Combat.

1) Reconnaissance.

2) Security.

3) Attack.

4) Air Assault.

5) Special Operations.

6) Support by Fire.

b. Combat Support.

1) Command and Control.

2) Air Movement.

3) Electronic Warfare.

4) Combat Search and Rescue.

5) Air Traffic Services.

c. Combat Service Support.

1) Airlift.

2) Casualty Evacuation. 4. Aviation Combat Missions. Aviation combat missions are performed by the aviation maneuver forces engaged in shaping the battlespace and conducting decisive combat operations by employing direct fire and standoff precision weapons in combined arms operations.

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a. Reconnaissance.

1) Reconnaissance operations obtain information by visual observation or other detection methods. This information may concern the activities and resources of an enemy or potential threat, or the meteorological, hydrographic characteristics of a particular area. Reconnaissance assets must possess the ability to develop the situation, process the information, and provide it to commanders in near real time. Army aviation air assets, the armed reconnaissance helicopter, give the force commander a dramatically improved 24-hour air reconnaissance capability that can better develop the situation and rapidly send information to wherever it is most needed.

2) Air reconnaissance complements and extends the zone covered by ground reconnaissance. Successful aerial reconnaissance obtains information useful in effectively directing ground reconnaissance units. Under favorable conditions, aviation furnishes early information concerning the enemy’s general disposition and movements to considerable depth beyond the forward edge of the battle area (FEBA).

3) Army aviation not only participates in the traditional missions of route, area, and zone reconnaissance, it also significantly contributes to reconnaissance–in–force. Reconnaissance–in–force is always conducted by a large enough force to place the enemy at some risk while providing self–protection. It can be conducted by an aviation-pure force or in conjunction with ground forces. Its primary purpose is to gain information and test the enemy’s strength, disposition, and reaction. It is used when the enemy is known to be operating in some strength in a given area but sufficient intelligence cannot be developed by other means.

b. Security.

1) The commander conducts security operations to provide maneuver space, reaction time, and protect the main body. Security is incorporated as part of the battlefield framework in planning all offensive or defensive operations. Although reconnaissance and security missions are primarily associated with the Aeroscout Co., the Combat Aviation Support Company is also well suited for these missions when tasked.

2) Counter reconnaissance is an inherent task in all security

operations. It is the sum of actions taken at all echelons to counter enemy reconnaissance and surveillance efforts through the depths of the AO. It is active and passive and includes combat action to destroy or defeat enemy reconnaissance elements. In the execution of counter reconnaissance, air and ground cavalry units operate either offensively or defensively using whichever tactics best accomplish the task.

3) Surveillance is also continuous during security

operations. Even during security missions that involve fighting the enemy, the primary task of Aero Co remains in gathering information. Air and ground scouts are coordinated to synchronize their complimentary capabilities.

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4) An airborne platform designated as tactical surveillance

aircraft (TSA) performs surveillance to capture visual information by transmitting images and data in real time to a tactical command center and/or a production facility to optimize the combat power of the combined arms. By using an on board camera system, the TSA will capture, process, transmit and interpret integrated images and data.

c. Attack.

1) The primary purpose of attack helicopter operations is the destruction of enemy ground force at decisive points. Attack units can conduct deep operations or be used in conjunction with ground maneuver units during close battle operations. For cross-component support, PA helicopters if equipped and task-organized may perform close air support function.

2) Attack units normally are most effective when used in

mass in continuous operations on the enemy’s flanks and rear. Night operations are the preference. When performing attack mission, the Aero Co and/or the CASC can be used independently by the force commander or placed under OPCON of divisions to execute massed attacks on the enemy in depth.

d. Air Assault.

1) Air assault operations are those air assault forces (combat, CS, and CSS) employing the firepower, mobility, protection, and total integration of helicopter assets in their air or ground roles maneuver on the battlefield, under the control of the air assault task force commander (AATFC), to engage and destroy forces or to seize and hold key terrain. Either the ground or air maneuver commander is designated the AATFC.

2) Air assault operations are inherently complex, fully

synchronized combat operations particularly important for light forces as they are the primary means of rapid deployment. In some cases, they are the only means of employment directly into combat. Air assault should always be considered by heavy forces to assist in overcoming obstacles in the seizure of critical terrain, an in follow and support missions to preserve the momentum of attack.

3) The level of precision required to successfully conduct air

assault operations requires deliberate planning and the detailed synchronization of all battlefield operating system (BOS).

4) Air assault security is provided by air cavalry and attack

units in coordination with conventional fire support to set conditions before the air assault and to continue to provide supporting fires once the air assault force is established on the ground.

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e. Special Operations.

1) Aviation special operations (ASO) units are trained, equipped, and manned to support both the special and conventional operating forces. Special operations cover a series of unique primary, collateral, and emerging missions that directly support a force commander.

2) The PA ASO assets are dedicated to conducting special

operations missions across the full range of military operations. It provides a mix of short-, medium-, and long-range lift, and limited light-attack capabilities. It supports all principal, collateral, and emerging mission areas; as they can conduct autonomous special reconnaissance and direct action missions.

f. Support by Fire.

1) The support by fire (SBF) is a mission usually given to attack helicopters but it may be performed by armed reconnaissance helicopters if equipped and task-organized. It directs the attack helicopters or the armed reconnaissance helicopters to establish a base of fire or an overwatch position. It can be used to engage a target while ground or air maneuver assets move to or bypass the same target area.

2) It may range from suppression to destruction of the

target; however, the primary mission is to fix the target so another force may maneuver. The SBF positions are less restrictive than battle positions. 5. Aviation Combat Support Missions. Aviation CS is the operational support and sustainment provided by an aviation unit to forces in combat.

a. Command, Control, and Communications.

1) Maintaining command, control, and communications (C3) is critical to any operation. Aviation units provide communication enhancement through airborne transmission or relay equipment. Aviation air assets permit commanders to quickly see their AO and C3 on the move.

2) Aviation air assets may conduct liaison between separate units, transmit intelligence, and verify unit situations and locations. Other intelligence functions include target acquisition, reconnaissance, and employment of intelligence-gathering systems. The speed, flexibility, and communication assets inherent to aviation units contribute to the synchronization and de-confliction of PA combat forces.

b. Air Movement.

1) Air movement operations are conducted to reposition units, personnel, supplies, equipment, and other critical combat elements in support of current and/or future operations. These operations include airdrops and air landings.

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2) As these operations are usually aviation-pure missions, the aviation unit commander is usually the most qualified to produce the greatest efficiency of movement.

c. Electronic Warfare.

1) Electronic warfare (EW) is an essential component of C2 warfare (C2W). As part of C2W, EW is used in conjunction with multi-disciplined counter intelligence to protect friendly C2 while attacking the enemy’s C2 structure. Effective use of EW — as a decisive element of combat power — requires coordination and integration of EW operations with the commander’s scheme of maneuver and fire support plan. The integrated use of EW throughout the battlefield supports the synergy needed to locate, identify, damage, and destroy enemy forces and their structure.

2) The special mission aircraft (SMA) use the

electromagnetic spectrum to locate, and target, enemy units and facilities; intercept enemy communications; disrupt enemy command, control, communication, computer and intelligence (C4I); and target acquisition capabilities. The SMA may be placed OPCON to the Central Monitoring Station of G2, PA. The aircrew of SMA receives their mission tasking from the G2, PA not the aviation commander. Unmanned aerial vehicles (UAVs) may be assigned to AABn but may also get their mission tasking from an external source. For both operational and safety reasons, all SMA platforms must operate within the army airspace command and control (A2C2) system.

d. Combat Search and Rescue.

1) The AABn must be prepared to conduct combat search and rescue (CSAR) in support of their own operations and to provide support at both the intra– and inter–service levels. CSAR planning should begin before forces deploy or immediately after arrival in the AO.

2) The AABn must develop a complete CSAR posture using

a planning process that is fully complementary to ongoing operational planning. CSAR plans must be designed with the flexibility to employ all joint CSAR–capable resources in the most efficient and effective manner.

e. Air Traffic Service.

1) Air traffic services (ATS) encompass two areas: the A2C2

and the air traffic control (ATC). The ATS units provide a range of support that spans the entire area during deep, close, and rear operations. Also, ATS operations span the wide range of military operations servicing the PA, major service component, inter-agency, and multinational airspace users.

2) Specifically, ATS personnel support the A2C2 system, a

subordinate element of the PA C2 system. The ATS liaison personnel, along with other staff representatives, are found at the brigade and division A2C2 elements, as well as at other airspace-related elements within the area

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command air–ground system. They provide technical expertise in the operation of the A2C2 system to coordinate, integrate, and regulate use of a defined area of airspace by all users of that airspace. In addition, they integrate the PA, the PAF or the PN flight operation centers — through which air operations data concerning friendly, unknown, and hostile aircraft are exchanged with subordinate units and the tactical operations centers (TOCs).

3) The ATC are those operations that provide advisory,

procedural, and positive control at terminal locations and through enroute coordination centers. These operations are both tactical and fixed base in nature, found from brigade landing/pickup zones to PA controlled aerodromes with instrumented services. The ATC units can conduct airborne, air assault, or air landing operations onto the battlefield; and immediately establish ATS throughout the AO. In many cases PA ATS will be the first on the scene, and they will be controlling aviation forces from the three major services. The

4) The ATS services are the following:

(a) Airspace de-confliction and airspace control

measures. (b) Navigational assistance.

(c) Flight following.

(d) Air threat warnings.

(e) Weather information.

(f) Artillery advisories.

(g) Enroute navigational structures.

(h) Airfield / landing zone (LZ) / pick-up zone (PZ)

terminal control.

(i) Precision and non-precision instrument approaches. 6. Aviation Combat Service Support Missions. Aviation CSS is the assistance provided by the AABn to sustain combat forces. The Combat Support Aviation Company can restore a battalion worth of combat power to a division each day through the expeditious movement of personnel and critical supplies. The AABn provides air movement of personnel, equipment, and supplies; and performs aeromedical evacuation and aviation maintenance.

a. Airlift.

1) Airlift is the movement of equipment, material, supplies, and personnel by utility helicopters or fixed-wing aircraft for operations other

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than air assault and combat support. These air movements are considered CSS missions because the aviation forces are not task organized with combined arms forces, nor do they move CS forces or assets whose primary mission is to engage and destroy enemy forces.

2) The airlift missions include the following:

(a) Inter-island airlift. (b) Administrative relocation of troops and non-military

personnel. (c) Administrative relocation of equipment, material,

and supplies. b. Casualty Evacuation.

1) The casualty evacuation (CASEVAC) is an aviation mission directly supporting a ground unit with casualty evacuation aircraft from forward locations to the brigade support area (BSA) or other designated collection/treatment facility. Aeromedical assets also will move medical personnel and supplies.

2) The medical evacuation (MEDEVAC) is the process of

moving patients while providing them enroute care. Most aviation units are not equipped or staffed to perform MEDEVAC. It is also requested through medical channels. The CASEVAC can be performed by any PA utility aircraft when tasked by the CO, AABn. These requests would go through aviation channels.

3) The CASEVAC is a part of combat health support. The

CASEVAC includes the following:

(a) Battlefield pick-up of casualties.

(b) Evacuation of casualties to initial treatment facilities.

(c) Subsequent movement of casualties to treatment

facilities within the combat zone.

Section 3-3 Army Aviation Operations

1. Offensive Operations. The PA aircraft will contribute during the preparation for offensive operations by assisting in finding, fixing, and engaging the enemy. When early engagement of enemy forces is desired in a meeting engagement, aviation forces may be employed to develop a situation

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until adequate ground forces can be moved into position to join in a hasty attack.

a. Movement to Contact.

1) A movement to contact gains initial ground contact with the enemy or regains lost contact. The Aero Co performs the movement to contact like a zone reconnaissance. Unlike a zone reconnaissance, the effort focuses on finding the enemy force; developing the situation early; and preventing the premature deployment of the main body. Terrain reconnaissance is conducted as necessary to support the intent of locating the enemy.

2) As a result, movement to contact proceeds much faster

than a zone reconnaissance. The Aero Co can perform this mission when serving as part of a covering force or advance guard during a division movement to contact. A movement to contact is characterized by rapid, aggressive action. The commander rapidly develops the situation and may be permitted to bypass enemy forces to maintain momentum. During a movement to contact, aviation assets may perform a number of tasks to include the following:

(a) Reconnoiter and determine the trafficability of all high–speed routes within the zone.

(b) Inspect and classify all bridges, culverts,

overpasses, and underpasses along high–speed routes. (c) Identify all bypasses and fords that cannot support

rapid, heavy movement. (d) Find and report all enemy forces within the zone

and determine their size, composition, and activity.

3) The Aero Co gains contact using the smallest element possible. This is normally a scout team performing reconnaissance for their unit. Actions on contact occur rapidly at team and platoon level to prevent unnecessarily deploying other Company assets.

4) The AABn when OPCON to a division facilitates speed by

using air cavalry to reconnoiter forward of the ground troops or to screen along exposed flanks. The reserve allows flexibility on contact and rapid resumption of movement by the troops.

b. Attack.

1) During attack operations, aviation forces are employed in the close fight. They can be employed deep against second echelon forces, enemy artillery, helicopter forces, and enemy reaction forces, which could

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disrupt the momentum of the attack. Destruction of enemy C2 network can also be critical to the success of the attack.

2) Operations beyond the depth of the close fight —

especially when conducted in synchronization with other combined arms, and joint service contributions — can break the cohesion of enemy defenses and lead to exploitation and pursuit. These operations are least effective against dug–in targets.

c. Exploitation.

1) During exploitation operations, massed aviation assets under the AABn may be used to maintain pressure on the disintegrating enemy forces. They also may be used to strike enemy forces attempting to reform or to provide reconnaissance in front of friendly advancing ground exploitation forces.

2) Aerial reconnaissance gives the commander the

capability to fight for information in the third dimension; then, operating in conjunction with ground forces, it can optimize the speed of advance.

d. Pursuit.

1) When an exploitation or pursuit scenario develops, the inherent speed and mobility of aviation forces are ideally suited to maintain enemy contact, develop the situation, and deliver aerial fires upon positions of enemy resistance. Since pursuit is a difficult phase of an operation to predict, forces may not be positioned to properly exploit the situation.

2) Aviation forces may be moved quickly to find, fix, and attack fleeing enemy units; locate the enemy strike forces; and guide ground forces into attack positions or around enemy exposed flanks. The maneuverability and firepower of the aviation forces make it the optimum force to conduct both exploitation and pursuit operations.

e. Search and Attack.

1) Search and attack operations (a form of movement to contact) are generally conducted by smaller, lighter maneuver forces in densely forested areas to destroy enemy forces; deny area to the enemy; and collect information. They may also conduct search and attack operations on the following:

(a) Against a dispersed enemy on close terrain unsuitable for armored forces.

(b) In rear areas against enemy special operations

forces or infiltrators.

(c) As area security missions to clear assigned zones.

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(d) Search and attack operations can prevent the

enemy from planning, assembling, and executing operations on his own initiative.

2) Most search and attack operations begin without detailed prior information about the enemy. The commander must produce much of his own intelligence as the operation unfolds. These operations are conducted at company, battalion, and brigade levels with division support. Historically, units conduct search and attack operations on the following:

(a) In an environment of friendly air and fire superiority.

(b) Against squad–to–company size forces equipped

with small arms and mortars, but normally without artillery support. (c) Against both regular and guerrilla forces whose

locations are unknown. (d) In an environment where the enemy has the

advantage of knowing both the terrain and the local populace.

3) There is a significant risk associated with this mission. If the aviation unit is surprised by a well–prepared, dug–in force, its effectiveness drops drastically. The probability of aircraft losses increases significantly. 2. Defensive Operations. In defensive operations, the speed and mobility of aviation forces are used to maximize concentration and flexibility. During preparation for defensive operations, aviation forces may support the covering force with aerial reconnaissance and fires. During the defense, aviation forces can be used to attack deep against high–payoff targets, enemy concentrations, and moving columns; and to disrupt enemy centers of gravity. The Aero Co can be employed in depth to attack follow–on echelons before they can move forward to the close battle. Aviation forces can be employed to conduct screening operations; in conjunction with ground forces, they conduct guard operations on an open flank.

a. Mobile Defense.

1) The mobile defense is a defense that actively orients on the destruction of the enemy force. Generally, the force commander will resort to a mobile defense under the following conditions:

(a) Friendly forces are insufficient to adequately

defend the AO. (b) The commander possesses sufficient mobile

forces to create a striking force.

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(c) Orientation of the defense is for the destruction of

the enemy force versus the retention of terrain.

2) The mobile defense employs a combination of fire and maneuver, offense, defense, and delay to defeat the enemy attack and destroy the enemy force. The main effort in the mobile defense will be the striking force. Other considerations in a mobile defense might include the following:

(a) The planning of forward displacement of fire

support assets when the striking force attacks. (b) The ability of the defending force to provide fire

support to the striking force to mass fires. (c) The fact that the targets of the striking force may

be beyond conventional artillery range.

3) The striking force is the key to the commander’s scheme of maneuver; thus, the mobile defense may fail without its commitment. It is not a reserve since it is deployed on a specific mission; it is not available for commitment elsewhere. The mobile defense normally will have a reserve independent from the striking force. The Aero Co can be used to blunt the enemy’s attack. As such, they assist in the setup for the striking force.

4) During the striking force attack, aviation forces can

support ― with direct and indirect fires ― the attacking maneuver force. Aviation helicopter assets can assist in moving artillery and infantry to support the striking force attack. Together, combat aviation and ground maneuver forces provide a much more effective strike force that can bring simultaneous fires to bear upon the enemy from unexpected directions.

b. Area Defense.

1) Area defense is a defense that focuses on denying the enemy access to designated terrain or facilities for a specific time, rather than on the outright destruction of the enemy. The area defense is normally organized around static defensive positions in depth, seeking to destroy the enemy forces with interlocking fires.

2) Division commanders normally position their forces in

sectors and/or battalion battle positions on suitable terrain with a specific orientation of fires. In area defense operations, the ground commander can employ aviation maneuver forces to help contain tactical emergencies by disengaging them from one area and quickly concentrating them in another. Also, the aviation battalion’s mobility and agility permit brigade and division commanders to leverage risk by possibly eliminating the necessity of holding as large a ground maneuver force in reserve.

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3. Retrograde Operations.

a. In the conduct of the delay, aviation forces can assist the ground commander — by rapid concentration and employment of fires — to allow for disengagement and repositioning of friendly forces. Aviation forces can be employed to conduct surprise attacks to confuse advancing enemy formations. Air assault forces may be used to move rapidly between delaying positions.

b. The withdrawal, as in the delay, uses armed reconnaissance

helicopters, in an offensive posture, to attrite enemy maneuver and fire support units; and to provide security for withdrawing friendly forces. During retirement, aviation forces can perform security operations to protect the movement of ground forces.

c. Retirement operations are conducted primarily at night;

therefore, aviation’s ability to maneuver, find, fix, and destroy the enemy, during the hours of darkness, is an advantage to the ground commander. The Aero Co can assist in the security of routes of withdrawal. The retirement may occur over extended distances, and the security mission may be given to the CO, AABn. If so, appropriate ground units should be placed under his OPCON. 4. Internal Security Operations.

a. Aviation Forces in ISO.

1) Aviation units have participated and can anticipate participating in every activity in ISO. The AABn’s ability to rapidly deploy and operate effectively in austere environments makes it an invaluable asset in ISO. Aviation forces provide combat, CS, and CSS for ISO by:

(a) Reaching remote areas. (b) Delivering food and medical supplies. (c) Providing emergency communications. (d) Providing aeromedical evacuation.

(e) Extracting disaster victims. (f) Providing reconnaissance and security, combat

projection, and the movement of personnel and equipment, administratively and tactically.

2) The very presence of aviation forces makes it a highly

visible deterrent force that can rapidly transition from peace to conflict.

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b. ISO and Aviation Task Organization.

1) The ISO can quickly transition from peacetime through crisis to war. The AABn units selected for ISO missions should carefully analyze the possibility of the mission deteriorating to crisis.

2) A critical challenge facing aviation unit commanders is

the task organization of their forces to accomplish the mission. The CO, AABn, before deploying his force, must ensure that the deploying force is manned with a staff whose experience will cover the range of anticipated missions.

3) Some major areas of consideration and planning include:

(a) Rules of engagement must be very clear to every commander and soldier; they should be specific enough to address the appropriate response to each known or suspected threat.

(b) Mission statement and commander’s intent must

be clear and understandable. (c) Increased reliance on non-organic personnel for

assistance (non-government, civil affairs, counterintelligence).

(d) Identify training deficiencies before deployment.

(e) Air Defense threat: tactics and techniques necessary to accomplish the mission.

(f) Military operations on urbanized terrain (MOUT) operations.

(g) Night vision operations. (h) Combat search and rescue. (i) Extraction of downed aircrew.

(j) Non-doctrinal service and support packages. (k) Maintenance sustainability. (l) Compatibility with PAF and PN air components. (m) Facilities.

(n) Compatibility of aircraft to mission requirements. (o) AUM support.

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(p) Combat identification. (q) Aerial command post operations. (r) Convoy security. (s) Non-doctrinal communications requirements. (t) Force protection. (u) Psychological operations (PSYOP).

(v) Transport of civilian personnel on military

aircraft/rules and authority.

(w) Gunnery tactics, techniques, and procedures in an urban environment, limiting collateral damage, and eliminating fratricide.

NOTE: The foregoing is not an inclusive list. The aviation commander, using all available information at hand, will have to anticipate requirement and organize his forces.

c. Counter Insurgency (COIN) Operations.

1) Aviation forces provide covert aviation support to operating units in counter insurgency operations. It can provide TSA or SMA to locate and target enemy units and facilities.

2) It is used in intercepting enemy communications and

providing aerial photographs and/or video footages to ground commanders without the danger of being identified as a military aircraft.

d. Anti-Secessionist Operations.

1) Aviation forces are used similarly in anti-secessionist

operations as in COIN. 2) Its mission includes providing aerial reconnaissance prior

to ground operations and to provide C2 aircraft during operations. e. Attacks and Raids.

1) The PA conducts attacks and raids to create situations

that permit seizing and maintaining political and military initiative. Aviation forces are well suited to these combat operations because attacks and raids are normally conducted to achieve specific objectives other than gaining or holding terrain. Attacks by conventional air, ground, and aviation forces acting independently or in conjunction with SOCOM are used to damage or destroy high–value targets or to demonstrate the government’s capability and resolve to achieve a favorable result.

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2) Raids are usually small–scale operations involving swift penetration of hostile territory to secure information; temporarily seize an objective; or destroy a target. Raids include a rapid, preplanned withdrawal after completion of the mission. Aviation forces conduct such attacks and raids using armed reconnaissance helicopters or multi-purpose medium lift helicopters. 5. Aviation Liaison.

a. Effective liaison between the AABn and its supported elements is imperative. Aviation liaison officers (ALO) will support maneuver, CS, and CSS operations. When under the OPCON of ground maneuver elements, aviation commanders should ensure that they are represented by well–trained, tactically proficient, ALOs especially during the planning process.

b. The role of the commander in this function cannot be overstated.

Aviation commanders are the key linkage in establishing and perpetuating effective liaison; they should maintain a personal interface with the supported unit commander throughout operations.

c. ALOs, and S3/G3 air operations officers, must know aviation

force structure; operational tactics; weapon systems capabilities, aviation maneuver employment; and sustainment requirements. The ALO must be familiar with the capabilities of all PA aircraft available to the supported unit. These officers must continuously conceptualize how aviation forces can influence combat action and help other combat arms to achieve greater combat effectiveness.

Section 3-4 Army Airspace Command and Control 1. General. The A2C2 is the PA’s application of airspace control to coordinate airspace users for synchronized employment in the accomplishment of assigned missions. It provides the necessary C2 structure for the effective use of airspace. The coordination and integration on the use of the airspace is a force multiplier for it ensures that all the BOS are available to positively influence the course of the battle. In addition, the effective airspace management and control enhances force protection measures, minimizes the risk of friendly fire or fratricide to airspace users and ground forces, and increases over-all force effectiveness. 2. Concept. The airspace over the combat zone is subject to use by all friendly forces participating in an operation. As a fundamental consideration, the primary objective is to promote the safe, orderly, and expeditious use of airspace in the combat zone while contributing to maximum combat effectiveness and survivability. Efficient A2C2 should permit combat operations without adding undue restrictions and with minimal adverse impact on the capabilities of the combined arms.

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3. Airspace Control in a Combat Zone. The airspace control in a combat zone as a process used to increase combat effectiveness by promoting the safe, efficient, and flexible use of airspace. Airspace control is provided in order to prevent friendly fire or fratricide, enhance air defense operations, and permit greater flexibility of operations. Airspace control does not infringe on the authority vested in commanders to approve, disapprove or deny combat operations. 4. Airspace Restrictions.

a. Operational factors may generate requirements for airspace restrictions to be applied to the use of segments of airspace within the AO to accommodate specific operational requirement of the PAF and the PN in case of joint operations. The use of airspace restrictions must be minimized. The restrictions will be evaluated on a case-to-case basis, be temporary in nature, and be limited in time and space.

b. Commanders will inform the airspace control authority of their

requirements for airspace restrictions. The information will include the time period during which the airspace restriction will apply. The airspace control authority will coordinate all requests in consideration of the impact of such airspace restrictions on other airspace users. Airspace management liaison units or personnel will continuously monitor the status of airspace restrictions and initiate action to delete them when the need for their establishment is terminated.

c. The horizontal and vertical limits of airspace restricted areas,

effective times, procedures for movement of aircraft to and from adjoining airspace, procedures for coordination of flight information and dissemination of warnings involving flight safety hazards will be precisely defined by the airspace control authority. 5. Aircraft Coordination.

a. To effectively provide airspace control in an area of operations, the ATC/airspace control facilities must have a capability for air traffic identification and control and for receipt and dissemination of information on activity involving the use of airspace. Coordination is required between facilities of the airspace control system and other major service C2 elements to prevent unnecessary disruption of other activities.

b. The coordination of information pertaining to flight operations, air

defense operations, and indirect surface-to surface fires of the PAF and the PN that may create potential conflicts in the joint use of airspace normally will be accomplished at the lowest level of the airspace control system having the capability to prevent or resolve conflicts.

c. Both fixed-wing and rotary wing aircraft have a requirement to

operate in the low and medium altitude structure. Coordinating procedures are required to reduce interference between friendly aircraft operating in areas of

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intense activity, airspace control facility degradation, or excessive enemy jamming of communications/radar while expediting safe, orderly, and effective combat employment of all aircraft.

d. The UAV may also be employed in an AO. During joint

operations, each major service is responsible for coordinating its UAV activities when it affects other airspace users. Flight data for UAV operations will be provided to appropriate airspace control facilities.

6. Indirect Fire Support Coordination. The following considerations form the basis for the development of coordination procedures incorporating indirect fire support:

a. The intensity, duration, and location of friendly fires are tied to the tactical situation and, therefore, are not generally predictable.

b. The highest possibilities of conflict between aircraft and indirectly delivered supporting fires occur at relatively low altitudes in the immediate vicinity of firing unit locations and target impact areas. With the exception of these two areas, the probability of aircraft and indirect fire conflict is relatively low.

c. Indirect fires normally will not be interrupted because of potential conflict with aircraft traffic.

d. Consistent with mission requirements, tactical aircraft will avoid areas of high-risk, indirect-fire conflict. On the other hand, high-priority tactical aircraft missions will not be delayed because of potential conflicts with indirect fire support.

e. Consistent with the above-mentioned considerations, the following apply to indirect fire support/airspace control coordination:

1) In order to reduce the potential conflict between indirect fires and tactical aircraft, a requirement must exist for coordination of information pertaining to indirect fire support activity at the lowest level having the capability to resolve the conflict.

2) Since the reporting of all indirect fire support data would

not be timely, coordination procedures must be based primarily on pre-established fire plans, updated to the maximum extent possible, and consistent with field artillery system capabilities and airspace control requirements. 7. Coordinating Altitude. In order to reduce the conflict between fixed-wing and rotary wing aircraft, an airspace restriction for specified areas in the form of a coordinating altitude may be designated by the airspace control authority.

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a. Rotary wing aircraft normally will operate below the coordinating altitude, and fixed-wing aircraft normally will operate above it. The coordinating altitude assigned to rotary wing aircraft may be below the altitude assigned to fixed-wing aircraft if a buffer zone is desired.

b. Rotary wing aircraft penetrating the coordinating altitude will notify the flight operations center, flight coordination center, or any other available airspace control facility, who, in turn, will notify the airspace management unit or personnel at the control and reporting center.

c. Fixed-wing aircraft penetrating the coordinating altitude will notify an appropriate tactical air control system element, which, in turn, will pass this information to the airspace management unit or personnel at the control and reporting center.

d. Approval or coordination acknowledgement is not required prior to penetration of the coordinating altitude from either above or below. This coordination procedure does not imply an “approve-disapprove” process nor the designation of block airspace. Conflict avoidance is basically “see-and-be-seen” during visual meteorological conditions.

e. The height of the coordinating altitude above ground level will be based on the tactical situation, mission requirements, and capabilities of the major services involved during joint operations. Penetration of the coordinating altitude by close air support sorties flown in response to PA request must be coordinated by the forward air controller or other tactical air control system elements.

Figure 3.1 Coordinating Altitude. A designated airspace control unit must be able to establish a coordinating attitude in the combat zone to ensure safety and altitude separation between fixed-wing and rotary wing aircraft.

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8. Special Airspace Users. The SMA, TSA, and UAV flights and others that operate above the coordinating altitude require airspace control measures for proper coordination. This can result in a positive and procedural control.

a. The SMA and TSA flights require airspace conflict resolution and interface with the appropriate elements of the integrated airspace control system. The airspace required to accommodate typical flight profiles is significant. Normally a restricted operations zone provides the airspace control measure to support the operational requirement of the SMA and TSA missions.

b. The UAV flights also require airspace conflict resolution, established control measures, and coordinated missions with other users. The UAV avoids airspace conflict resolution by separating in time, in altitude, and by sector (zone) from other airborne platforms and missions. Establishing airspace control measures provides procedural control that ensures reduced conflicts.

Figure 3.2 Special Airspace Users. Unmanned airborne platforms like the PA Tactical UAV needs proper handling to ensure reduced conflicts.

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Section 3-5 Environmental Effects on Army Aviation Operations 1. Weather. Adverse weather can influence all aviation operations. Severe weather conditions may completely prohibit or drastically reduce aerial maneuver. However, some weather conditions benefit aviation operations. For example, drizzle, extreme cold weather, or muddy terrain can limit or prohibit the movement of ground forces, while having little effect on aviation operations. Low cloud cover and ceilings may enhance aviation operations by yielding low-level cover and concealment. At the same time, these conditions restrict high-performance aircraft operations. Low-flying fog offers limited concealment from direct-view observation and weapons engagement.

a. Weather information is critical to aviation planning. Aviation commanders and staffs must have current weather forecasts and observations throughout the entire AO. Commanders must evaluate forecasted weather conditions for potential effects on plans, operations, and aviation assets. By exploiting adverse weather conditions, commanders and planners can take advantage of threat vulnerabilities and favorably influence their own courses of action.

b. An aviator must have the basic understanding of weather phenomena and theory. This will provide a firm foundation for the novice and a realistic evaluation for the experienced aviator.

Figure 3.3 Weather. A PA aviator should perform an honest evaluation of whether his skill and/or aircraft capability are up to the challenge posed by a particular set of weather conditions.

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2. Terrain. Aviation conducts operations in all terrains or geographical environments. To effectively employ aviation forces, commanders must understand the unique characteristics of each environment and its effects on aviation operations as described hereunder.

a. Mountains. Aviation forces are ideally suited for sustaining combat operations in mountainous terrain. Helicopters can overcome the difficulties associated with the movement and support of ground forces in mountains. Mountains provide excellent terrain-masking and radar and visual avoidance. Air movement is the principal mode for rapidly displacing forces, equipment, and supplies in mountainous areas where ground transportation is hindered from natural or man-made obstacles. The following factors affect operations in mountainous terrain:

1) Mountainous terrain can limit maneuverability and

engagement areas. 2) In steep mountainous terrain, the look-down angle to a

target can be so great that the target becomes almost impossible to engage. 3) High altitudes restrict aircraft lift capabilities and

armament loads. 4) Weather conditions change rapidly. Strong winds and

turbulence occur in passes and over jagged terrain. 5) Aircraft icing is common in high altitudes and may occur

suddenly. Icing impedes lift in helicopters and can prevent it from flying. Most modern helicopters have de-ice/anti-ice capabilities for their rotor blades. However, these same icing conditions can still prevent armed reconnaissance helicopters from firing its weapons.

b. Jungles. Jungle operations are characterized by dense vegetation, high temperature, high humidity, and heavy rain. The AABn significantly enhances aviation operations in jungle areas. Rugged terrain, dense vegetation, and lack of roads make aviation’s combat, CS, and CSS missions critical in conducting jungle operations. Aviation effectively provides aerial fires, reconnaissance and security, air assaults, C2, re-supply, and aeromedical evacuation. The following factors affect aviation operations in jungle terrain:

1) Range and effects of weapons systems are often limited

by dense jungle vegetation. 2) Artillery fire can be difficult to observe and adjust. 3) Thick foliage and rugged terrain reduce the range of radio

communications.

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4) Hot and humid tropical air decreases aircraft lift capabilities.

5) Weather is subject to rapid and violent change.

6) Problems with corrosion are intensified, thereby increasing demands on spare parts and maintenance.

c. Urban Areas. Urban operations present unique and complex challenges to aviation forces. Urban operations can occur in any of the geographical environments. The following factors affect aviation operations in the urban environment:

1) Restricted/limited landing zones (LZs) and pick-up zones

(PZs). 2) Increased tower, antenna, and wire hazards. 3) Foreign object damage to aircraft from flying debris. 4) Operating in areas with high concentrations of civilians. 5) Collateral damage to property. 6) Night vision system operations in the vicinity of lights. 7) Degraded communications. 8) High risk to aircraft from close-range, small arms fire,

complicated by proximity on non-combatants.

Figure 3.4 Terrain. A PA aviator flying on mountainous terrain should be prepared to experience turbulence caused by the mixing of warm and cold air in the atmosphere by the wind.

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3. Volcanic Eruption. The explosive eruption of Mount Pinatubo in 1991 had a significant impact on military and civil aviation in the Philippines. Many flights were cancelled and many more diverted or re–routed. These episodes were the first time volcanic ash has impacted on modern aviation in the Philippines. The Mount Pinatubo eruption has released gigantic clouds of volcanic ash and acid gases into the stratosphere to altitudes in excess of 100,000 feet and was carried by upper level winds to the west and circled the globe in 22 days until it contaminated some of the world’s busiest air traffic corridors. Sixteen damaging encounters were reported between the drifting ash clouds and jet aircraft. It caused in-flight loss of power to one engine on each of two different aircraft and a total of 10 aircraft engines were damaged and replaced, including all four engines of a single Boeing 747. On the ground, the ash fall damaged aircraft and caused the closure of seven airports. The ash fall damaged the acrylic airplane windows, premature fading of polyurethane paint on aircraft and accumulation of sulfate deposits in engines. Despite the Notice to Airmen (NOTAM) issued by the Air Transportation Office (now Civil Aviation Authority of the Philippines or CAAP), a large number of aircraft affected by the ash clouds indicated that the information either did not reach appropriate officials or that the aviators, air traffic controllers, and flight dispatchers who received the NOTAM were not sufficiently informed about the volcanic ash hazard to know what to do with the information. It was also found out that volcanic ash clouds cannot be detected by radar. The following should be considered to mitigate the hazards posed by volcanic eruption:

a. Remote Sensing Method. Satellite-based remote sensing methods provided information for the detection and tracking of ash clouds. To be of maximum benefit to aviation forces, these data should be collected by the AABn, quickly and concisely interpreted, and widely broadcast and disseminated in a form that is understandable to users including aviators and flight operations personnel. Delays of minutes to hours reduce the value and utility of the information. The AABn may coordinate with the Philippine Institute of Volcanology and Seismology (PHIVOLCS) and the Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA) in getting the necessary satellite image or data needed.

b. Communications. The key to communicating information

about volcanic eruptions in a timely and readily understandable form is to involve all interested groups (geologists, meteorologists, aviators, and air traffic controllers) in the development of information and to streamline the distribution of this information between essential parties. During the Mount Pinatubo crisis, Philippine authorities (AFP, PHIVOLCS, PAGASA, CAAP, and OCD) established practical and straightforward procedures for addressing the volcanic threat. These included regular meetings between all agencies involved with addressing the volcanic threat to aviation safety. An important element of any communications plan is frequent exercising of the plan to ensure that information users are not caught off-guard by the sudden appearance of information about a restless or erupting volcano.

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c. Awareness. In the past, warnings of volcanic eruptions are passed to decision makers including aviators, flight operations personnel, and air traffic controllers who are not adequately informed about the nature of volcanic clouds to know how to use such information to safeguard the aircraft, its aircrew and its passengers. A regular training for the AABn personnel about the volcanic hazards must be a component in the aviation training to be conducted by the ATU. 4. Electronic Warfare Environment. The worldwide proliferation of electronic warfare (EW) systems that can automatically locate transmitters through direction finding (DF) radio, intercept, and jam our electronic signals makes this an important environment from ISO to war. Electronic attack is especially significant to the growing number of aircraft that rely on electronic signals for flight control.

Figure 3.5 Volcanic Eruption. The threat posed by volcanic eruption will not only cause damage to aircraft on the ground but can also cause engine failure for aircraft in flight.

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Section 3-6 Terrain Flying

1. General. To survive and accomplish its mission, the AABn must utilize tactics which minimize the enemy’s capability to detect the PA aircraft. Terrain flying is a tactic of using the terrain, vegetation, and other man-made structures to conceal the aircraft from visual, aural, electronic or other detection systems. This tactic involves a constant awareness of the capabilities and positions of enemy weapons and detection means in relation to masking terrain features and flight routes. Combat experience and results of aircraft survivability tests have proven that terrain flying can minimize the effectiveness of the enemy’s weapons systems. Terrain flying is one of the army aviation’s ways of conducting its operations, i.e. to fly as much as possible closer to the earth’s surface to provide the necessary support needed by the operating troops on the ground. This is inherent to army aviation and differs from the flying units of the PAF which basically flies higher and faster and the naval aviation of the PN which traditionally operates most of the time over the sea close enough to support the naval vessels. 2. Terrain Flying Techniques. Terrain flying involves flight close to the earth’s surface. It includes tactical application of low-level, contour, and nap-

Figure 3.6 Electronic Warfare Environment. An electronic counter measures pod attached on the belly of a hostile electronic warfare aircraft allows periodic surveillance on aviation forces while jamming is in progress.

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of-the-earth flying techniques as appropriate, to diminish the enemy’s capability to acquire, track and engage the PA aircraft.

a. Low-Level Flying. This is generally carried out above obstacles, but an altitude where detection by a threat force is avoided or minimized. It is usually performed at a constant indicated altitude and airspeed.

b. Contour Flying. This is flying at low altitude conforming generally to and in proximity to the contours of the earth. It is characterized by constant airspeed and variable altitude as dictated by vegetation, obstacles and ambient light.

c. Nap-of-the-Earth Flying (NOE). This is flying with varying airspeeds and altitudes as close to the earth’s surface such as vegetation, obstacles and ambient light will permit, while generally following the contours of the earth.

Figure 3.7 Low-Level Flying

Figure 3.8 Contour Flying

Figure 3.9 Nap-of-the-Earth Flying

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3. Mode of Flying. Terrain flying is not only the domain of helicopters. Because of man-made or natural obstacles along a proposed route, an airplane may select low-level flight, whereas a helicopter may choose contour flight or NOE. Weather, rate of closure to obstacles based on airspeed, flight characteristics and maneuvering space all play a part in the differences between airplanes performing contour flying as compared to a helicopter. 4. Factors in Terrain Flying. Since terrain flying requires more attention to detail and the fatigue factor is high, an aviator must consider human factors such as physical conditioning, human comfort in the cockpit, physical well being, and attitude. Not everyone has the skill level or inclination to perform terrain flying. An aviator needs to plan in detail and be proficient in maneuvering close to the ground. For example, an aviator relies heavily on his peripheral vision to ensure terrain and obstacle clearance. This requires the aviator to be aware of any blind spots peculiar to the aircraft being flown because of hazards such as wires. An aviator should be cautious on the presence of wires whenever he flies near roads, man-made structures, kites, or below natural terrain features. 5. Safety Considerations.

a. While studying the map, highlight all potential hazards and during the flight be ready for surprises.

b. Detection of wildlife and vegetation of interest depends upon

altitude, airspeed and weather conditions. c. Terrain flying also increases the probability of bird strikes. A

single bird will avoid an aircraft; however the aircraft may need to be maneuvered to avoid a flock.

d. Distraction and fixation can cause an aviator to exceed his or

the aircraft’s capabilities when trying to avoid the ground or obstacles. e. Terrain flying demands a fast cross check in and out of the

cockpit as well as diversification of attention. f. Some additional suggestion is to avoid flying into the sun, and if

visibility is reduced by the weather, reduce airspeed and/or increase altitude. g. Anticipate loss of altitude in turbulence and vertical thermal air

currents. h. Stay ahead of the aircraft and aviate. i. Terrain flying can be one more tool an aviator can use to

accomplish the mission if he is safety conscious.

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Section 3-7 Aviation Rules of Engagement 1. General. In order to respond to the changing nature of modern warfare and to limit and prevent human suffering in times of armed conflict, the AABn must abide by and follow the rules of engagement in any armed conflict to protect persons who are not or are no longer participating in the hostilities and to limit the methods and means of warfare when using the aviation assets of the PA. To further understand the rules of engagement, the aviation forces must be guided by the basic principles of the law of armed conflict and the respect for human rights in the conduct of aviation operations. 2. Responsibility. The Government of the Republic of the Philippines (GRP) is one of the signatories to the Geneva Conventions and its Additional Protocols where it undertakes to respect and to ensure respect for the Conventions in all circumstances. It further undertakes to ensure that the texts of the Conventions are disseminated as widely as possible, in particular to the AFP. It is clearly understood to the AFP in general and to the PA in particular, being a party to the conflict if found violating the provisions of the law of armed conflict will, if the case demands, be liable to pay compensation and the GRP itself is responsible for all the acts committed by the AFP. 3. Compliance. There are other equally important reasons to be familiar with the rules of engagement in the conduct of aviation operations and to comply with it.

a. Underlines the true professionalism of the PA personnel particularly the aviation troopers.

b. Enhances morale and discipline of aviation troopers.

c. Ensures the support of the civilian population.

d. Makes reciprocal treatment.

e. Ensures that the military effort is concentrated on defeating the adversary and not on unnecessary and counter-productive operations. 4. Conduct Principles. This relates to the methods and means of warfare, unnecessary suffering and damage, distinction between military and civilian field, sparing of civilian persons and objects, and the rule of proportionality.

a. The right to choose the means and methods of warfare is not unlimited.

b. The principle of avoiding unnecessary suffering and damage prohibits all forms of violence that are not required for the overpowering of the enemy.

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c. At all times a distinction shall be made between:

1) Combatants and civilian persons.

2) Military objectives and civilian objects.

d. Constant care shall be taken to spare the civilian population, civilian persons and civilian objects. The purpose of such care is primarily to avoid and in any event to minimize civilian casualties and damages.

e. The rule of proportionality in the conduct of aviation operations shall be observed and respected. An action is proportionate when it does not cause incidental civilian casualties and damage to civilian objects which is excessive in relation to the value of the expected result of the whole military operation. The rule of proportionality cannot be used to justify unlimited destruction or attacks on civilian persons and objects as such. Guidance to subordinates shall be given in the rules of engagement (general and/or specific).

f. When planning actions that could endanger civilian persons and objects, the same extent of care and precautions which are to be taken in the conduct of aviation operations must also be taken at the planning stage. 5. Rules of Behavior in Combat. The aviation troopers take pride and value patriotism in fighting for their country ― the Republic of the Philippines. Equally, it should be a matter of professional and personal pride to show humanity and compassion to their defeated opponent or to the innocent civilians caught up in the battle while conducting aviation operations.

a. Combat Rules.

1) Fight only combatants. 2) Attack only military targets.

3) Spare civilian persons and protected objects.

4) Restrict destruction to what the air mission requires.

5) Protect cultural objects, places of worship and

installations containing dangerous forces.

b. Enemy Combatants Who Surrender.

1) The enemy combatants who surrender must be spared. 2) The enemy combatants who surrender must be

disarmed.

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3) The enemy combatants who surrender must be treated humanely.

4) The enemy combatants who surrender must be handed

over to your immediate commanders/superior officers.

c. Wounded Enemy Combatants.

1) The wounded enemy combatants must be collected in a secured area.

2) The wounded enemy combatants must be given

immediate care and treatment. 3) The wounded enemy combatants must be handed over to

your immediate commanders/superior officers or to the nearest medical personnel.

d. Wounded and Shipwrecked Enemies at Sea.

1) The wounded and shipwrecked enemy at sea must be protected.

2) Exert efforts to search for the wounded and shipwrecked

enemy at sea after every engagement. 3) Protect civilian boats rescuing the wounded and

shipwrecked enemy.

e. Downed Enemy Aircrew.

1) The downed enemy aircrew must be protected.

Figure 3.10 Wounded and Shipwrecked Enemies at Sea. The rights of shipwrecked survivors especially the wounded must always be protected.

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2) Exert efforts to search for the downed enemy aircrew

after being shot down.

3) Protect civilian aircraft rescuing the downed enemy aircrew.

f. Civilian Persons.

1) Civilian persons must be respected. 2) Treat civilian persons in your power humanely.

3) Protect civilian persons against ill-treatment. Vengeance

and taking of hostage(s) are prohibited.

4) Respect the properties of civilian persons. Do not damage or steal it.

g. Recognized Emblems.

1) Respect medical personnel and facilities to include ambulance vehicles, medical aircraft, and hospital ships/coastal rescue craft marked with recognized neutral or distinctive emblems, e.g., United Nations, Red Cross, Red Crescent, Red Crystal, and others.

Figure 3.11 Downed Enemy Aircrew. Parachuting aircrew from downed aircraft must not be engaged especially when they are descending to safety.

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2) Improper use of distinctive emblems (Red Cross, Red Crescent and/or Red Crystal) is prohibited.

3) Deliberate misuse of other internationally recognized protective emblems, signs or signals, including the flag of truce (white flag), and the protective emblems of cultural property is prohibited. (See Annex F – Other Distinctive Signs for Protected Persons and Objects)

NOTE: The use of special adhesive tapes with a high thermal reflection coefficient can make the Red Cross, Red Crescent and/or Red Crystal emblems visible to an infrared camera. Owing to the thermal characteristics of the tapes, the Red Cross, Red Crescent and/or Red Crystal will have a different temperature from that of the white background, allowing it to show up in infrared photographs. Thermal tapes are most effective when they are angled towards the sky as much as possible.

Figure 3.12 Recognized Emblems. The Red Cross, Red Crescent and Red Crystal emblems are internationally recognized symbols of assistance for the victims of armed conflicts and natural disasters that must be respected and protected.

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Figure 3.13 Proper Use of Protected Emblems. Designated aidman or medical personnel especially when wearing Red Cross, Red Crescent or Red Crystal emblems are only allowed to carry short firearms for self defense purposes and not to engage in combat.

Figure 3.14 Protected Emblems on Aircraft. Military aircraft (fixed wing and rotary) involved in humanitarian and rescue missions may use Red Cross, Red Crescent and/or Red Crystal markings provided no armaments are attached on it.

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Figure 3.15 Protected Emblems on Naval Vessels. Naval vessels involved in humanitarian and rescue missions may use Red Cross, Red Crescent and/or Red Crystal markings provided no armaments are attached on it.

Figure 3.16 Protected Emblems on Armored Vehicles. Armored ambulance vehicles involved in casualty evacuation may use Red Cross, Red Crescent and/or Red Crystal markings provided no armaments are attached on it.

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6. Aircraft Markings. All PA aircraft must bear an external mark indicating its nationality and military character. External marks must be affixed that it cannot be altered in flight. It shall be as large as practicable and shall be visible from above, from below and from each side. The use of aircraft nationality marking that is currently being used by other countries and the use of false external marks on PA aircraft is forbidden. (See Annex E – Military Aircraft Nationality Markings) 7. Aircraft Light Signal. During night time or limited visibility where external marks on the aircraft will not be visible even if it is lighted, the aviation forces must respect a medical aircraft which can be recognized by its flashing blue light.

Section 3-8 Army Aviation in Joint Operations 1. Joint Warfare. To achieve assigned objectives, joint forces conduct campaigns and major operations. Major Service components of the joint force conduct subordinate and supporting operations, not independent campaigns. Joint force commanders synchronize the actions of air, sea, and land forces to achieve strategic and operational objectives through integrated joint campaigns and major operations. This goal is to increase the total

Figure 3.17 Protected Emblems on Utility Vehicles. Military utility and ambulance vehicles with Red Cross, Red Crescent and/or Red Crystal markings must be protected always especially when engaged in medical evacuation missions.

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effectiveness of the joint force, not necessarily to involve all forces or to involve all forces equally.

2. Joint Air-Sea Operations. The joint air-sea operations involve the employment of the PA, PN and PAF components in operations under a unified command or a joint task force. Enemy forces which are able to pass through the first screen of defense provided by PAF fighter interceptor aircraft must be destroyed by a combination of air-naval interdictions. 3. Joint Air-Land Operations. The joint air-land operations are primary value from the coast to the hinterland portions of the country. Joint air-land operations are applied in the execution of the defense in depth. Close coordination between the air components and ground maneuver units of the PA, PN and PAF are needed to ensure the success of their joint operation. 4. Joint Air-Sea-Land Operations. Due to insular and archipelagic geography of the Philippines, the viable external defense capability contemplated requires the application of the air-sea-land doctrine. Should the enemy succeed in amphibious landing and establish a beach head, a coordinated air, naval and land forces will engage.

Figure 3.18 Joint Operations. A coordinated action by effectively employing all available air, sea and land forces is needed to achieve strategic and operational objectives.

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CHAPTER 4 AVIATION OPERATIONS (INTER-AGENCY SUPPORT)

“These assets ― when not otherwise needed in its inherent task of defense ― can easily and more productively be employed for developmental

purposes. Essentially, the AFP can assume a catalyst role by bringing development activities and services to the countryside.

― Gen. Arturo T. Enrile, AFP Chief of Staff, in his speech at the De La Salle University (20 July 1994)

Section 4-1 General

1. Military Support to Civilian Authorities. When appropriate governmental authority such as the Civil Aviation Authority of the Philippines (CAAP), Office of the Civil Defense (OCD), Commission on Elections (COMELEC), Philippine National Police (PNP), Bureau of Soils and Water Management and the Anti-Terrorism Council, requests the AFP to assist in calamities and domestic emergencies, the PA has primary responsibility. The AABn supports operations on anti-terrorism, counter terrorism, peacekeeping, disaster relief, search and rescue, and rainmaking; provide ATS and assistance to law enforcement, civil disturbance, national development, and election duties; and conduct similar operations when directed. The ability of aviation forces to rapidly deliver relief supplies and services to devastated or inaccessible areas rapidly is a critical advantage in the execution of such operations. 2. Assistance to Civil Aviation. The AABn may be called upon to assist other government agencies or civil aviation facilities to provide ATC, CFR, flight line operations, flight dispatch, and flight following in times of disasters, calamities, national emergency or during situations where ATS services in civil aviation facilities are threatened to be paralyzed. 3. Restriction on the Use of Military Force. The 1987 Philippine Constitution and the Human Security Act authorizes the domestic use of military force to prevent or suppress lawless violence, invasion or rebellion. The Constitution and the Act, however, place restrictions on the use of military force in this manner.

Section 4-2 Anti-Terrorism and Counter Terrorism Operations

1. Subcomponents of Combating Terrorism. The two major subcomponents to combating terrorism are anti-terrorism and counter terrorism. During peacetime, the PA combats terrorism primarily through anti-

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terrorism passive defensive measures taken to minimize vulnerability to terrorism. Anti-terrorism is a form of force protection and is, therefore, the responsibility of aviation unit commanders at all levels. Counter terrorism is the full range of offensive measures taken to prevent, deter, and respond to terrorism. 2. Inter-Agency Assistance. The PA elements, such as ASO units when operating with SOCOM, assist in this inter-agency effort such as the Anti-Terrorism Council and other law enforcement agencies by applying specialized capabilities to preclude, preempt, and resolve terrorist incidents. The AABn units tasked for special operation may conduct counter terrorism operations by inserting and extracting special operations forces and providing firepower to support their operations. 3. Coordination and Training. The ASO units shall coordinate and train with the tasked/specialized units for anti-terrorism and counter terrorism on the utilization of aviation assets to capitalize on each other’s strength, and offset their weaknesses in support of the mission of higher headquarters.

Section 4-3 Peacekeeping Operations

1. Involvement. Peacekeeping operations (PKO) support diplomatic efforts to maintain peace in areas of potential conflict. It stabilizes conflict between belligerent nations or factions; therefore, it requires the consent of all parties involved in the dispute. Peacekeeping often involves ambiguous situations requiring the peacekeeping force to deal with extreme tension and violence without becoming a participant. As with peacemaking operations, aviation forces engaged in PKO must apply restraint; have patience; and maintain heightened security awareness, in executing these missions. 2. Employment. Peacekeeping forces deter violent acts by their physical presence at violence–prone locations. They collect information on the situation by all means available. The TSA and SMA platforms are indispensable components of a joint peacekeeping force. The C2 and utility aircraft will enable the leaders of the force to move to critical points rapidly and remain abreast of the situation as it develops. The PA aircraft must be properly identified with recognized and protective markings when engaged in PKO.

Section 4-4 Disaster Response Operations

1. Humanitarian Assistance. Disaster response operations provide emergency relief to victims of natural or man-made disasters; these are initiated in response to domestic, foreign government, or international agency requests for immediate help and rehabilitation. Disaster relief operations include refugee assistance; food programs; medical treatment and care;

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restoration of law and order; damage and capabilities assessment; and damage control. 2. Employment. The aviation forces can provide logistics support to move supplies to remote areas; extract or evacuate victims; assist in establishment of emergency communications; and provide aeromedical evacuation services, in support of medical operations. The ability of the AABn to deploy rapidly and its capability to operate effectively in austere environments make it ideally suited for these missions.

Section 4-5 Search and Rescue Operations

1. Responsibility. The search and rescue (SAR) services provided by the AABn shall cover primarily the Manila Flight Information Region. The SAR services in the Philippines are organized in accordance with International Standards and Recommended Practices of the International Civil Aviation Organization (ICAO) and overall responsibility for making available the necessary facilities rests with the Department of National Defense (DND). 2. Dispatch of PA Aircraft. Scramble procedures for designated SAR aircraft must be fully coordinated with all controlling agencies; i.e., all aircraft, watercraft and land vehicle movement controlling agencies. Pre-planned departure routes must be coordinated with ATC facilities, and designated mission briefing frequencies must be used for mission briefing information. Local agreements with established checklist among these various local agencies have proven to be an effective means for ensuring the safe, prompt, and efficient dispatch of PA aircraft on alert responding to a SAR mission. 3. SAR System. The SAR system consists of five SAR stages, supported by five components that are necessary to render SAR services. From an operational viewpoint, the SAR system is activated when information is received that an emergency exists, or may exist, and is deactivated when the survivor or endangered aircraft or watercraft is delivered to a position of treatment or safety, respectively, when it has been determined that no emergency actually existed, or when there is no longer hope for rescue. 4. SAR Stages. The five stages of SAR system are composed of the following:

a. Awareness Stage. Awareness that an emergency situation exist. It includes the receipt of emergency information by any person or unit/agency.

b. Initial Action Stage. Preliminary action taken to alert SAR

facilities and obtain amplifying information. It includes evaluation and classification of the information, alerting SAR facilities, preliminary communication check, extended communication check, and in urgent cases, immediate action from the following stages as circumstances dictate.

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c. Planning Stage. The development of an effective plan of operations, including search plan and, where appropriate, rescue and final delivery plan. May include such things as determining most probable position of the emergency, size of search area, type search pattern, optimum search plan, attainable rescue plan, selection of safe delivery point for survivors, and selection of suitable medical facilities for injured or ailing survivors.

d. Operation Stage. The SAR facilities proceed to the scene, conduct search, rescue survivors, assist distressed aircraft or watercraft, provide emergency care for survivors needing it and deliver injured to suitable medical facility. It includes aircrew briefings, dispatch of facilities, conduct of operations on scene, on scene relief, moving of injured or ailing survivors to a medical facility, and de-briefing of aircrew.

e. Mission Conclusion Stage. The movement of SAR facilities from the safe delivery point to their regular location where they are prepared for another mission. Includes return to base, final de-briefings, refueling, replenishing, re-manning and documentation of the SAR mission. 5. Components. The five functional components of the SAR system are the following:

a. Organization. Provides for geographically defined areas of SAR coordination responsibility and for centralized control and coordination capability to ensure effective use of all available facilities for all types of SAR missions. It includes the following:

1) SAR coordinators. 2) Rescue coordination centers.

3) Rescue sub-centers.

4) SAR mission coordinators. 5) On scene commanders.

b. Facilities. Provides the personnel, equipment, and facilities

necessary to perform the stages of the SAR system. It includes all aircraft, watercraft and land vehicles, including the personnel manning it. (See Annex L – Search and Rescue Units)

c. Communication. Provides all communications media through which early detection, alerting, control, support, and coordination are maintained throughout the SAR system. (See Annex M – Emergency Frequencies)

d. Emergency Care. Provides injured survivors with all the necessary emergency treatment within capabilities. Includes emergency first

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aid skills applied to the injured at the distress scene and life support en route to an emergency receiving medical facility.

e. Documentation. Provides for the collection and analysis of information pertaining to a SAR mission. It includes all data received from the awareness stage to the end of the mission conclusion stage. It specifically includes the survivors’ emergency treatment history from the time of rescue to his final transfer to a medical facility, 6. Emergency Phases. There are three emergency phases into which most SAR incidents and subsequent SAR missions are classified in which aviation forces must be familiar. These emergency phases are, in order of progression:

a. Uncertainty Phase (code word INCERFA). The uncertainty phase is assigned anytime doubt exists as to the safety of aircraft or sea craft or person because of knowledge of possible difficulties, or because of lack of information concerning progress or position. The key word is ‘doubt.”

b. Alert Phase (code word ALERFA). The alert phase is

assigned anytime apprehension exist for the safety of aircraft or sea craft or person because of definite information that serious difficulty exists which does not amount to a distress, or because of a continued lack of information concerning progress or position. The key word is “apprehension.”

c. Distress Phase (code word DETRESFA). The distress

phase is assigned anytime immediate assistance is required by aircraft or sea craft or person because of being threatened by grave and imminent danger, or because of continuous lack of information concerning progress or position. The key words are “grave danger” and “immediate release.” 7. SAR Agreements. The aviation forces involved in SAR mission should be aware of and guided by existing agreements:

a. The Philippine SAR agreements with all neighboring search and rescue regions (SRR) though not updated still follow the dictum of the standard ICAO SAR cooperation concerning the provision of assistance upon receipt of request for aid.

b. Overflight and landing of SAR aircraft without prior permission

are facilitated after submission of a flight plan, SAR surface vessels entry to into another SRR and their operation in common borders needs prior coordination. Stopovers, accommodation, transportation of crew members, and direct communications and liaison between SAR authorities for mutual cooperation are facilitated upon notification of such activities.

c. Request for the entry of aircraft equipment and personnel from

other states to engage in any SAR operation, should be transmitted to the Philippine rescue coordination center in any form and manner.

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Section 4-6 Weather Modification

1. Weather Reconnaissance and Cloud Seeding. The AABn assists in undertaking weather reconnaissance and cloud seeding operations in coordination with the Department of Agriculture and/or the PAF. Drought stricken areas in the country are given rains to provide agricultural lands and water reservoirs the much needed water supply. The use of technology in weather modification makes cloud seeding a viable, long-term water management strategy for augmenting fresh water supply and not a short-term solution to the drought problem. 2. Enhanced Capability. Weather modification could be improved further to include typhoon moderation but this would entail the need for additional equipment. The AABn can also assist in the development of a comprehensive research program to help increase seasonal rainfall in our country. Its participation to commit to rainmaking operations is important which should be conducted over a period of several years and not merely for a few months in order to make use of this capability not only in addressing the problem in drought but also its implications in the conduct of combat operations.

Section 4-7 Assistance to Law Enforcement

1. Employment. The primary mission of the PNP is the enforcement of the country’s laws and performs statutory functions. The AFP and the PNP are often tasked organized by the national government to perform law enforcement duties. The aviation forces do not perform these duties without authority from the national government. In the event of their assignment to law enforcement missions, they are deployed as part of a combined arms team with other forces. The AABn executes aviation-related missions and tasks in support of the overall mission.

2. Law Enforcement Operations. The aviation forces are employed by the task force to support ground forces in the conduct of the following law enforcement operations:

a. Anti-smuggling operations. b. Anti-illegal logging.

c. Anti-kidnapping.

d. Anti-illegal drug trade.

e. Anti-illegal fishing.

f. Apprehension of high profile criminals and lawless elements.

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3. Other Tasks. The aviation forces perform the following tasks to support law enforcement agencies in their operations against crime and lawlessness:

a. Quarantine and Blockade. These are conducted to restrict

movement of persons and things from entering and/or leaving a designated country. Quarantines are less restrictive than blockades and normally target specific types of classes of persons and things. Blockades are very restrictive and normally prohibit all persons and things from entering and/or leaving the designated country. Blockade normally involves air, land, and sea operations to stop, search, and divert or redirect commercial and military means of conveyance. The aviation assets provide surface forces with tactical mobility and firepower that enable them to mutually support and communicate with other forces. They may have to reinforce forward-deployed forces used to initiate the quarantine or blockade.

b. Strikes and Raids. These are conducted to damage and destroy

high value targets. It usually involves the use of violently destructive military power against predetermined objectives through the employment of air, land, sea, and/or special operations. Strikes most often involve direct application of weapon systems against objectives; whereas raids normally involve temporarily seizing and/or destroying objectives, followed by rapid and preplanned withdrawal of raid forces. The capabilities of aviation assets provide the strike/raid force with firepower that can be rapidly introduced into and removed from the objective area.

c. Rescue and Recovery. These operations are conducted in

kidnapping and hostage-taking situations. Under certain conditions, these include aviation forces when additional firepower, security, or mobility is needed.

Section 4-8 Assistance during Civil Disturbance

1. Right to Public Assembly. In democratic institutions, the right to organize demonstrations and rallies is mandated by the Constitution. The right of the people to go to the streets or any authorized public places and air grievances of social import is allowed by the State if done in an orderly and peaceful manner and not causing physical, economic, and social disruptions in their place of assembly.

2. Nature of Civil Disturbance. Civil disturbance is a peculiar event during demonstrations and rallies probably caused by crowds being agitated by patriotic speeches or other verbal and visual provocations. The crowds are described as hostile when the assembled groups refuse to negotiate with the police in a peaceful and reasonable manner. The crowd is hostile when it turns violent and wields deadly weapons like knives, ice picks, Molotov bombs, and pillboxes inflicting casualties to anti-riot police personnel and

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unwary civilians or destroying and looting properties like buildings and vehicles taking advantage of the chaotic situation.

3. Military Support. The PNP who field its anti-riot policemen in the critical areas usually handle this condition. The national government assesses the situation and in the event that the police forces cannot handle the threat singularly, the AFP is called to assist in crowd control, security and defense of the areas besieged by hostile civilian elements.

4. Employment. The aviation forces are among those units that can be tasked to be the last line of defense when the mob becomes hostile and when armed groups join the melee to intentionally attack anti-riot forces, other civilians or destroy public and private property. Anti-riot units and ground forces usually compose the first phalanx of crowd control personnel. The aviation assets are deployed in the immediate vicinity of the besieged camp, government facility or the crowd’s target area securing critical entry points, crowd dispersal, aerial observation, and evacuation of personnel and equipment. The PA aircraft are also utilized in a show of force role to demonstrate the State’s resolve in stabilizing the situation.

5. Rules of Engagement. The aviation forces must exercise restraint and tolerance in dealing with civil disturbance and must be briefed on the existing rules of engagement being observed by the PNP when engaging civilian entities in hostile crowd situations.

Section 4-9 Assistance to National Development

1. Involvement of Army Aviation. The application of military technical skills to meet civilian requirements can be of major importance to government stability, internal security, and national development. The capabilities and equipment of the aviation forces may be utilized from time-to-time by other government agencies to assist them in the pursuit of socio-economic growth and political goals. The aviation units may also be utilized by the AFP National Development Support Command to assist them in the conduct of developmental projects nationwide in order to attain an environment conducive to socio-economic growth in support to the AFP mission. 2. Activities in Support to National Development. The capabilities of the AABn which may be tapped include the following:

a. Aerial Photogrammetry. This involves the taking and interpreting of photographs taken from the air. Aerial photographs may be used to aid projects of the national government such as the following:

1) Anti-pollution. 2) Human resettlement.

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3) Tourism.

4) Agriculture and forest development.

5) Traffic study.

6) Flood control.

7) Dam sites and other sources of water.

8) Mapping and engineering works.

b. Reforestation. Various government and non-government agencies are involved in a massive reforestation project. The capability of the AABn can be utilized for locating the areas difficult to reach in our country for possible reforestation site in order to speed up the forest development.

c. Air Transport. When there are no military requirements for such,

air transportation facilities of the PA can be utilized by other government agencies involved in national development to airlift supplies and/or personnel.

d. Infrastructure Development. The aviation forces providing

security and airlift to PA engineer units contribute to this governmental task. Infrastructure development in the form of airports, communication facilities, roads, bridges and other infrastructures hasten economic growth by minimizing social and economic overhead cost and encourage the establishment of ancillary industries that are able to take advantage of the linkages made possible by the new facilities.

Section 4-10 Deputation to Election Duties

1. Mandate. The participation of aviation forces in election duties is embodied in the Constitution wherein it empowers the COMELEC to deputize the AFP, with the concurrence of the President being its Commander in Chief, for the exclusive purpose of ensuring free, orderly, honest, peaceful, and credible elections. 2. Restrictions. To ensure the integrity of the AFP as a nonpartisan institution, the aviation forces shall be insulated from partisan politics and prohibit its members thereof from engaging directly or indirectly in any partisan political activity, except to vote. Its involvement in any election-related activities must be clearly defined jointly by the DND and the COMELEC on a written agreement to properly address any cases of serious armed threats to the electoral process. 3. Election Involvement. All aviation forces shall be deputized during national and local elections, including special elections, plebiscites, referendums, initiatives, and other electoral exercises, only in areas affected

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by serious armed threats to the electoral process as jointly identified by the DND and the COMELEC. The term “serious armed threats” refers to the presence of paramilitary forces, private armies or identifiable armed groups widely perceived to have committed or is committing terrorism, fraud or other election irregularities and threaten or tend to disrupt the holding of free, orderly, honest, peaceful, and credible elections in any political subdivision or unit, or any part thereof. 4. Functions. The COMELEC deputation to the deputized AABn units shall only include the following functions:

a. Providing aerial security to the area covered by serious armed threat by deploying sufficient aviation forces to conduct patrol and provide AFP visibility in the area.

b. Providing airlift to ground troops manning checkpoints in

locations jointly identified by the COMELEC and the AFP.

c. Enforcing the ban on carrying of firearms on persons who do not possess the necessary authorization from the COMELEC to carry, possess, or transport firearms. 5. Prohibited Acts. The COMELEC deputation of aviation forces shall not, in any case, include the performance of election duties such as the following:

a. Counting or canvassing of votes. b. Clustering of precincts.

c. Transporting of ballots, other election paraphernalia, and

election results. NOTE: However, the aviation units may be requested subject to the approval of the CSAFP, to provide air escorts to the transportation facilities used in transporting election paraphernalia when the security provided by the PNP, cannot address the threat, as determined by the CSAFP and the Chairman, COMELEC.

d. Acting as escorts to any political candidates. e. Providing security to polling places and to members of the Board

of Election Inspectors. f. Providing security to the personnel of COMELEC and other

employees of the Government performing election duties, including the accredited citizens’ arm.

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g. Availability or use of aviation facilities, such as air and land transportation, communications systems, and other equipment, in connection with the elections, except as provided in paragraph 34c hereof.

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CHAPTER 5 FLIGHT RULES

“Hence, all Unit Commanders are enjoined to strictly adhere to flying regulations and stay within the parameters of pilot and aircraft limitations.

Above all, they must develop among their pilots and aircrew a high sense of discipline and safety consciousness at all times.”

― Maj. Gen. Antonio E. Sotelo

Commanding General, Philippine Air Force, in his message to BEE SAFE (March 1987)

Section 5-1 General

1. Applicability. This chapter prescribed the rules governing the operation of PA aircraft within and outside of the Republic of the Philippines. To complement the provisions of this chapter, a more detailed flight rules should be discussed and included in the PAM 3-031 Army Aviation Rules of the Air Manual.

2. Responsibility and Authority. The responsibilities and authority of the pilot-in-command of PA aircraft will be as follows:

a. The pilot-in-command of PA aircraft is directly responsible for, and is the final authority as to, the operation of PA aircraft.

b. In an in-flight emergency requiring immediate action, the pilot-in-

command may deviate from any rule of this chapter to the extent required to meet the emergency.

c. Each pilot-in-command who deviates from a rule under

paragraph 2b of this chapter shall send a written report of that deviation to CO, AABn. 3. Applicability of Rules of the Air:

a. The flight rules contained in this chapter shall apply to all PA aircraft, wherever it may be, to the extent that it will not cause conflict with the rules of the air of PAF, PN and civil aviation as well as the State having jurisdiction over the territory being over-flown. These rules shall also apply to all Philippine registered civil aircraft and all aircraft of foreign registry operating within PA controlled aerodromes.

b. The operation of PA aircraft either in flight or on the maneuvering area of an aerodrome shall be in compliance with the general rules, and in addition, when in flight either with:

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1) The Visual Flight Rules (VFR).

2) The Instrument Flight Rules (IFR). 4. Airworthiness of Aircraft:

a. No aviator may operate a PA aircraft unless it is in an airworthy condition.

b. The pilot-in-command of a PA aircraft is responsible for determining whether that aircraft is in condition of safe flight. The pilot-in-command shall discontinue the flight when unsafe mechanical, electrical or structural conditions occur. 5. Aircraft Flight Manual, Marking and Placard Requirements:

a. No person may operate a PA aircraft without complying with the

operating limitations specified in the approved aircraft flight manual, markings, and placards.

b. No person may operate a PA aircraft unless there is available in

the aircraft a current and approved aircraft flight manual. 6. Prohibition against Interference with Aircrew. No person may assault, threaten, intimidate or interfere with an aviator or aircrew member in the performance of their duties aboard a PA aircraft being operated. 7. Careless or Reckless Operation. No person may operate an aircraft on the ground or in flight in a careless or reckless manner so as to endanger the life or property of another. 8. Dropping of Objects. No pilot-in-command of PA aircraft may allow any object to be dropped from that aircraft in flight that creates hazard to persons or property. However, this paragraph does not prohibit the dropping of any object subject to the following conditions:

a. If reasonable precautions are taken to avoid injury or damage to persons or property and approval has been received from CO, AABn.

b. If the flight requires the dropping of objects to accomplish a

mission. 9. Alcohol or Drugs:

a. No person may act or attempt to act as a pilot-in-command, co-pilot, aircrew member, or ground crew or perform any function associated with the dispatch, loading, maintenance or control, including air traffic control, of aircraft:

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1) Within eight (8) hours after the consumption of any alcoholic beverage;

2) While under the influence of alcohol; 3) While using any drug that affects the person’s facilities in

any way contrary to safety; or 4) While having 0.04% by weight or more alcohol in the

blood.

b. Except in an emergency, no aviator of PA aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft.

c. Whenever the CO, AABn or his subordinate commanders has a reasonable basis to believe that a person may have violated paragraphs 9a(1), 9a(2) or 9a(4) of this section, that person shall submit to a test to indicate the percentage by weight of the alcohol in the blood and furnish the CO, AABn, or authorize any infirmary, dispensary, station hospital, medical officer, or other person to release to the CO, AABn, the results of such test.

d. Whenever the CO, AABn has a reasonable basis to believe that a person shall, upon request by the CO, AABn or his subordinate commanders, submit to a test to indicate the presence of illegal drugs and to furnish the CO, AABn, or authorize any infirmary, dispensary, station hospital, medical officer, or other person to release to the CO, AABn, the results of such test.

e. The tests referred to in paragraphs 9c and 9d of this section shall be taken as soon as possible after a person attempts to act, acts or has acted a person as an aviator, aircrew member or ground crew or person performing any function associated with the dispatch, loading, maintenance or control, including air traffic control, of aircraft, that indicates the presence of any drugs in the body.

f. The CO, AABn or his subordinate commanders may require any aviator, aircrew member or ground crew or person performing any function associated with the dispatch, loading, maintenance or control, including air traffic control, of aircraft to submit to a test to indicate the percentage by weight of alcohol in the blood or a test to indicate the presence of illegal drugs before, during or after the performance of that person’s duty.

g. Any information on the test obtained by the CO, AABn under paragraphs 9c and 9d of this section may be evaluated in determining a person’s qualifications for any aeronautical rating or possible violations of this section and may be used as evidence in any legal proceedings.

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10. Carriage of Prohibited Substances. This paragraph pertains to the carriage of narcotic drugs, marijuana, and depressant or stimulant drugs or substances on PA aircraft.

a. Except as provided in paragraph 10b of this section, no person may operate a PA aircraft within the Republic of the Philippines (RP) with knowledge that narcotic drugs, marijuana and depressant or stimulant drugs or substances as defined in RP laws are carried in the aircraft.

b. Paragraph 10a of this section does not apply to any carriage or

narcotic drugs or substances authorized by or under any military directives/Government law or by any AFP unit/Government agency.

Section 5-2 Pre-Flight

1. Pre-Flight Action. Each pilot-in-command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include: (See Annex C – Flight Plan Forms and Annex D – Weather Reports)

a. For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot-in-command has been advised by ATC.

b. For any flight, runway lengths at aerodromes of intended use,

and the following take-off and landing distance information:

1) For PA aircraft which an approved Aircraft Flight manual containing take-off and landing distance data is required, the take-off and landing distance data contained therein.

2) For PA aircraft other than those specified in paragraph

11b(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of aerodrome elevation and runway slope, aircraft gross weight, and wind and temperature. 2. Aircrew Stations:

a. During take-off and landing, and while en route. Each required aviator and aircrew member shall:

1) Be at the aircrew station unless the absence is necessary

to perform duties in connection with physiological needs.

2) Keep the safety belt fastened while at the aircrew station.

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b. Each required aviator and aircrew member of a PA aircraft shall, during take-off and landing, keep his shoulder harness fastened while at his assigned duty station. This paragraph does not apply if the aviator and aircrew member would be unable to perform required duties with the shoulder harness fastened. 3. Use of Safety Belts and Shoulder Harness. Unless otherwise authorized by the CO, AABn:

a. No aviator may take-off a PA aircraft unless the pilot-in-

command of that aircraft ensures that each person on board is briefed on how to fasten and unfasten that person’s safety belt and, if installed, shoulder harness.

b. No aviator may cause to be moved on the surface, take-off, or land a PA aircraft unless the pilot-in-command of that aircraft ensures that each person on board has been notified to fasten his safety belt and, if installed, his shoulder harness.

c. Except as provided in this paragraph, each person on board a PA aircraft must occupy an approved seat or berth with safety belt and, if installed, shoulder harness, properly secured about him during movement on the surface, take-off, and landing. Notwithstanding any other requirement of this paragraph, a person may:

1) Be held by an adult who is occupying a seat or berth if that person has not reached his second birthday.

2) Use the floor of the aircraft as a seat, provided that the

person is on board for the purpose of airborne operation or military free-fall.

Section 5-3 Flight Instruction and Simulated Instrument Flight 1. Flight Instruction. No aviator may operate a PA aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls.

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2. Simulated Instrument Flight. No aviator may operate a PA aircraft in simulated instrument flight unless:

a. The other control seat is occupied by a safety pilot who possesses at least a PIC rating appropriate to the aircraft being flown.

b. The safety pilot has adequate vision forward and to each side of

the aircraft, or competent observer in the aircraft adequately supplements the vision of the safety pilot.

c. Except in the case of lighter-than-air aircraft, that aircraft is

equipped with fully functioning dual controls.

Section 5-4 Operating Near Other Aircraft

1. Safe Distance. Except as provided in paragraph 17 of this section, no person may operate a PA aircraft so close to another aircraft as to create a collision hazard.

Figure 5.1 Flight Instruction. A PA student aviator orients himself on the dual controls of their light trainer helicopter at the Fort Bonifacio ROTC Hunters Parade Grounds.

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2. Formation Flying. No aviator may operate a PA aircraft in formation flight except by arrangement with the pilot-in-command of each aircraft in formation or with the flight leader.

Section 5-5 Right of Way

1. General. When weather conditions permit, regardless of whether an operation is conducted under IFR or VFR, vigilance shall be maintained by each person operating a PA aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right of way, the pilot shall give way to that aircraft and may not pass over, under or ahead of it unless well clear. 2. In Distress. An aircraft in distress has the right of way over all other air traffic. 3. Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other’s right has the right of way. If the aircraft are of different categories:

a. A balloon has the right of way over any category of aircraft.

b. A glider has the right of way over an airship, airplane, or rotorcraft.

Figure 5.2 Formation Flying. The flight leader or element lead ensures that his flight maintains a safe distance from each aircraft during formation flying.

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c. An airship has the right of way over an airplane or rotorcraft.

However, an aircraft towing or refueling other aircraft has the right of way over all other engine-driven aircraft. 4. Approaching Head-On. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. 5. Overtaking. Each aircraft that is being overtaken has the right of way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear. 6. Landing. An aircraft, while on final approach to land or while landing, have the right of way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an aerodrome for the purpose of landing, the aircraft at lower altitude has the right of way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft. 7. After Taking Off. An aircraft taxiing on the maneuvering area of an aerodrome shall give way to aircraft taking off or about to take-off. 8. Surface Movement of Aircraft. In case of danger of collision between two aircraft taxiing on the maneuvering area of an aerodrome, the following shall apply:

a. When two aircraft are approaching head-on, or approximately so, each shall stop or, where practicable, alter its course to the right so as to keep well clear.

b. When two aircraft are on a converging course, the one which

has the other on the right shall give way. c. An aircraft which is being overtaken by another aircraft shall

have the right of way and the overtaking aircraft shall keep well clear of the other aircraft.

Section 5-6 Aircraft Speed

1. Below 10,000 feet. Unless otherwise authorized or required by ATC, no person may operate a PA aircraft at or below 10,000 feet above the surface within 5 nautical miles at an indicated airspeed of more than 250 knots. 2. At or below 2,000 feet. Unless otherwise or required by ATC, no person may operate an aircraft at or below 2,000 feet above the surface within

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5 nautical miles of the primary aerodrome area at an indicated airspeed of more than 200 knots. This paragraph does not apply to any operations within an aerodrome where specific speed limits are published in the FLIP or AIP. 3. Identified Airspace or VFR Corridor. No person may operate in the airspace identified in the FLIP or AIP designated for an aerodrome or in a VFR corridor, at an indicated airspeed of more than 200 knots. 4. Minimum Airspeed. If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this Section, the aircraft may be operated at that minimum speed.

Section 5-7 Operations under VFR, IFR and VFR on Top

1. Visual Flight Rules. Fixed wing aircraft will be operated under VFR only when VFR operation is necessary to accomplish that particular mission. When mission requirements dictate VFR operation remember that the established weather criteria are minimums. The pilot should allow himself a greater margin of safety when operational requirements permit particularly in terminal areas or when reduced visibility or cloud conditions make flight under VFR questionable.

a. For Day VFR operations, the following instruments and equipment are required:

1) Airspeed indicator.

2) Altimeter.

3) Magnetic direction indicator.

4) Tachometer for each engine.

5) Oil pressure gauge for each engine using pressure system.

6) Temperature gauge for each for each liquid cooled engine.

7) Oil temperature gauge for each air cooled engine.

8) Manifold pressure gauge for each engine.

9) Fuel gauge indicating the quantity of fuel in each tank.

10) Landing gear position indicator, if the aircraft has a retractable landing gear.

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11) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.

12) Shoulder harness.

13) Emergency locator transmitter.

b. For night VFR operations, an authorization from CO, AABn must

be secured prior to the conduct of such flight and the following instruments and equipment are required:

1) Instruments and equipment specified in paragraph 30a of

this section. 2) Approved position and navigational lights. 3) An approved aviation red or aviation white anti-collision

light systems. In the event of failure of any light of the anti-collision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

4) At least one electric landing light. 5) An adequate source of electrical energy for all installed

electrical and radio equipment. 6) One spare set of fuses, or three spare fuses of each kind

required, that are accessible to the pilot in flight. 2. Instrument Flight Rules. The goal of the AABn is maximum air operations under IFR. Commanders of AABn flying units will establish procedures to insure that all flights are conducted under IFR to maximum extent possible without unacceptable mission derogation. Aviators operating in visual conditions under IFR should be aware that they are in a “see and avoid” environment. Separation is provided only from other known aircraft operating within controlled airspace. For IFR operations, the following instruments and equipment are required:

a. Instruments and equipment specified in paragraphs 30a and 30b of this section.

b. Two-way radio communications system and navigation equipment appropriate to the ground facilities to be used. As a minimum, the following are the required navigational equipment:

1) Dual automatic direction finder and/or radio magnetic indicator.

2) Dual VOR.

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c. Gyroscopic rate of turn indicator.

d. Slip/skid indicator.

e. Sensitive altimeter adjustable for barometric pressure.

f. A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

g. Generator or alternator of adequate capacity.

h. Gyroscopic pitch and bank indicator (artificial horizon).

i. Gyroscopic direction indicator (directional gyro or equivalent.)

3. Visual Flight Rules on Top. The VFR on Top is a combination of Visual and Instrument Flight Rules that permits climbs and descents in IFR conditions when the weather at en-route altitudes allows flight under VFR. The cloud clearance requirements, flight visibilities, and see-and-avoid principles of VFR apply when operating in VFR conditions. Cruising altitudes are not assigned by ATC, and separation between aircraft is not provided, however, the pilot may expect to receive traffic information or known IFR traffic.

Figure 5.3 Instrument Flight Rules. A PA aviator simulates instrument flying conditions on a flight simulator while his instructors evaluate his maneuvers.

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Section 5-8 Operations Outside of the Republic of the Philippines

1. Over the High Seas. An aviator operating a PA aircraft outside of the Republic of the Philippines shall when over the high seas, comply with Annex 2 (Rules of the Air) to the Convention on International Civil Aviation. 2. Within a Foreign Country. An aviator operating a PA aircraft outside of the Republic of the Philippines shall when in a foreign country, comply with the regulations relating to the flight and maneuver of aircraft there in force. 3. In International Airspace. An aviator operating a PA aircraft outside of the Republic of the Philippines shall when operating in international airspace requiring minimum navigation performance or where other specialized procedures are required, comply with Section 5-9 of this chapter. Section 5-9 Operations Requiring Specialized Equipment or Procedures

1. Rule. No aviator may operate a PA aircraft in airspace requiring specialized equipment or procedures unless authorized to do so. 2. At MNPS Airspace. No aviator may operate a PA aircraft in airspace designated as Minimum Navigation Performance Specifications (MNPS) airspace unless:

a. The aircraft has the required navigation performance capability.

b. The aircrew has been trained in the use of the navigation equipment and is authorized to use such airspace.

c. The aircrew is authorized to perform such operations. 3. Deviation. The ATC may authorize the aircrew to deviate from the requirements of this section for a specific flight, ATC determines that the aircraft may be provided appropriate separation and that the flight will not interfere with, or impose a burden upon, the operations of other aircraft which meet the requirement of this section.

Section 5-10 Aircraft Markings 1. General. All PA aircraft regardless of its utilization and employment must have standard external markings that will be easily recognized as military aircraft of the Republic of the Philippines based on the provisions of the International Humanitarian Law. All PA aircraft must carry an exterior mark either in full colors or in subdued color pattern indicating its nationality and

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military character but distinct from the aircraft of the PAF and PN. The origin and importance of aircraft markings must be discussed in detail in Chapter 11 - Aircraft Recognition of the PAM 3-031 Army Aviation Rules of the Air Manual. (See Annex E – Military Aircraft Nationality Markings) 2. Standard. This section sets the standard in using the required aircraft markings for PA aircraft. These markings may be applied on PA aircraft by using the paint or decal (except the paint or color scheme which must be applied in the aircraft by using paint): a. Paint Scheme. b. Nationality Markings. c. Aircraft Serial Number. d. Army Aircraft Markings. e. Optional Aircraft Markings. 3. Paint Scheme:

a. All PA aircraft must be painted in such a way it will blend with the skies or the ground environment where it operates.

b. Flat or non-reflective types of paint must be used on all PA

aircraft so as not to reveal its camouflaging purpose and impair the vision of its pilots and aircrews.

c. The colors of the mandatory aircraft markings for PA aircraft

such as the nationality markings, aircraft serial number, and army aircraft markings can be painted either in full colors or in low visibility/subdued color patterns. 4. Nationality Markings:

a. The current Philippine Military Aircraft Nationality Markings [the fifth and sixth designs] also known as the winged lozenge must become part of the external markings for all PA aircraft.

b. The winged lozenge markings is designed in a diamond

configuration with stylized layered wings using the national tricolors with white as the background for the diamond and wings, red for the inner diamond, and blue for the borders of the framed diamond and wings in its full color pattern. For PA aircraft involved in combat and combat support missions, the black or gray colors may be used for the winged lozenge markings as its low visibility/subdued color pattern or any such colors that will blend with the paint scheme of PA aircraft.

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c. The winged lozenge markings must be painted on the following aircraft surface:

1) On the port side and starboard side of the fuselage of all PA aircraft. It can be painted on the tail boom section if space does not permit on the cabin section of a helicopter; and

2) Near the wing tips of fixed wing aircraft both upper wing

surface (left hand side) and lower wing surface (right hand side). d. The Philippine Flag may also be painted especially for PA

aircraft performing aviation missions which are administrative in nature. It must be painted with the hoist side of the Philippine Flag facing the nose of the aircraft. The Philippine Flag must be painted in such a way it will not exceed one fourth the size of the winged lozenge markings. The Philippine Flag may be painted on both sides of the fuselage or both sides of the vertical stabilizer (tail fin). 5. Aircraft Serial Number:

a. The aircraft serial number which are provided by the aircraft manufacturer and reflected on the aircraft placard or data plate must be painted on both sides of the vertical stabilizer of all PA aircraft.

b. The aircraft serial number on the aircraft placard or data plate

must not be replaced, altered or defaced.

c. It must be painted on the vertical stabilizer (tail fin) of an airplane or at the tail boom section of a helicopter.

Figure 5.4 Nationality Markings. The Winged Lozenge is the Nationality Marking for all Philippine military aircraft and must be displayed in all PA aircraft either in full colors or in subdued/low visibility color pattern.

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6. Army Aircraft Markings

a. Army Aircraft Number:

1) It must be painted on the port side and starboard side of the fuselage of all PA aircraft.

2) It must be a three-digit numeric figures wherein the first

two digits represents the last two numbers of the year the aircraft was acquired by the PA and the last digit represents the number of aircraft designated in order of acquisition by the PA on a specific year based on its preceding first two digits.

3) It can be used by the aviators as its aircraft call sign number when communicating with other aircraft, ATC facilities and ground troops.

b. Major Service Seal:

1) The current PA seal must be painted on both sides of the

vertical stabilizer of all PA aircraft. 2) It must be depicted in full details when painted on the PA

aircraft.

c. Major Service Markings:

1) The word “ARMY” must be on the port side and starboard side of the fuselage of all PA aircraft along with the winged lozenge markings. It can be painted on the tail boom section if space does not permit on the cabin section of rotary winged aircraft.

2) The word “ARMY” must be painted near the wing tips of

fixed wing aircraft both upper wing surface (right hand side) and lower wing surface (left hand side). 7. Optional Aircraft Markings:

a. The following optional aircraft markings may be applied on PA aircraft either by paint or by decal:

1) Unit seals or emblems of a PA aviation unit where the aircraft is assigned;

2) Distinctive medical or neutral emblems recognized by the

Geneva Conventions if used in casualty/medical evacuation or peacekeeping/stability missions respectively;

3) Ranks and names of designated pilots and crew chiefs of

PA aircraft;

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4) Aircraft nose art; 5) Warning and instructional markings (DANGER, RESCUE,

PROPELLER, JET INTAKE, EMERGENCY EXIT, BREAK-IN points, CUT-OUT panels, NO STEP and NO PUSH signage, etc.);

6) Mandatory instructions;

7) Victory hits or scores;

8) Commemorative markings; and

9) Other markings not listed above as may be approved by CO, AABn which are not in conflict with the mandatory aircraft markings and/or if needed for the safe operation of the PA aircraft.

b. The optional aircraft markings may be used either permanent or temporary.

Figure 5.5 Aircraft Markings. The standard markings for PA fixed-wing aircraft.

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Figure 5.6 Aircraft Markings. The standard markings for PA rotary wing aircraft.

Section 5-11 Flight Mission Classification Code 1. General. This section prescribes the mission classification code to be used for all flights conducted or directed by the PA. 2. Mission Code. The flight mission classification code is composed of a four-digit representation of flights conducted or directed by the PA. For example, the flight mission classification code 3103 means that it is an army aviation operations performing attack mission which is a tactical flight.

a. First Digit. 3 - Army Aviation Operations b. Second Digit. 1 - Tactical Flight Mission 2 - Non-Tactical Flight Mission c. Third and Fourth Digits. 1) Tactical Flight Mission. 01 - Reconnaissance 02 - Security 03 - Attack 04 - Air Assault

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05 - Special Operations 06 - Support By Fire 07 - Command and Control 08 - Air Movement 09 - Electronic Warfare 10 - Combat Search and Rescue 11 - Air Traffic Services 12 - Airlift 13 - Casualty Evacuation 2) Non-Tactical Flight Mission. 14 - Administrative 15 - Flight Test (Maintenance) 16 - Functional Check (Maintenance) 17 - Maintenance Operational Check

(Maintenance) 18 - Aviator Qualification (Training) 19 - Proficiency (Training) 20 - Re-currency (Training) 21 - Equipment Qualification (Training) 22 - Instrument (Training) 23 - Navigation (Training) 24 - Aerial Gunnery (Training) 25 - Aircrew Standardization Check 26 - Flight Demonstration 27 - Air Weapons Demonstration 28 - Air Patrol

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29 - Range Sweep

30 - Aerial Review 31 - Aerial Salute 32 - Search and Rescue 33 - Disaster Relief 34 - Weather Modification 35 - Peacekeeping 36 - Anti-Terrorism and Counter Terrorism 37 - Law Enforcement 38 - Civil Disturbance 39 - Aerial Photogrammetry (National

Development) 40 - Reforestation (National Development) 41 - Air Transport (National Development) 42 - Infrastructure (National Development) 43 - Election Duty 44 - VIP Transport 45 - Others

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CHAPTER 6 AIRCRAFT UTILIZATION AND HANDLING

“I did not even think that my wings were in such terrible conditions that mere diving would tear them apart.”

― Col. Jesus A. Villamor PAAC aviator, during an interview on his

1942 suicide mission in (1958)

Section 6-1 Utilization

1. General. The following shall be observed in the utilization, management and control of PA aircraft based on its doctrinal employment, capability and limitations. 2. Aircraft Commissioning and Decommissioning.

a. Commissioning. An aircraft about to enter service as a PA aircraft must be commissioned in an appropriate ceremony marking its official entry in the Army Aviation Service and must be properly documented in the PA inventory. The HAABn will publish appropriate orders for the commissioning of the aircraft to that effect before its official employment to conduct aviation operations as a PA aircraft. The CO, AABn should ensure that the aircraft to be commissioned into active service has passed the appropriate technical inspection, flight test and evaluation and has complete aircraft documents and historical records.

Figure 6.1 Aircraft Commissioning. Newly-arrived Cessna 172 Skyhawk light plane for the AABn at the flight line during commissioning ceremonies.

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b. Decommissioning. A PA aircraft declared unserviceable for

such a long period will be decommissioned in an appropriate ceremony marking its official retirement in the Army Aviation Service. The HAABn will publish appropriate orders for its decommissioning prior to storage and all its aircraft records will be kept on file. Decommissioned PA aircraft may also be utilized as a training aid of AABn personnel or may also be utilized as static display in museums, shrines, or military camps to promote awareness on military aviation and to highlight its involvement in shaping the history of aviation in the PA.

3. Utilization Policies.

a. Utilization of PA aircraft for ISO missions shall be subject to the approval of CG, PA. A flight directive from chief, command operations center (COC) of a unified command must be secured if the aviation unit is placed OPCON to such command.

b. Administrative, maintenance (flight test, maintenance

operational check and functional check) and training flights shall be subject to the approval of CO, AABn and then higher headquarters will be informed of such flights. An air tasking order may be prepared and published by the AABn to ensure the efficient conduct of such flights.

Figure 6.2 Aircraft Decommissioning. A post war Boeing-Stearman PT-13 Kaydet trainer biplane of the PAAF on static display after it was decommissioned from active service.

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c. No PA aircraft shall be allowed to fly during extreme weather conditions.

d. Only PA aircraft equipped with the minimum avionics

requirement for an IFR during flight shall be allowed to conduct night IFR missions and/or the aviators are also properly equipped and trained in night flying operations.

e. The use of PA aircraft by infantry divisions or special operations

forces shall be for mission-specific operational requirements of the unit. f. The OPCON of PA aircraft shall only be at the unified command

level with a maximum of period of three months and appropriate orders shall be issued by GHQ AFP.

g. Priority of activities in the utilization of PA aircraft shall be given

to territorial defense, internal security operations, humanitarian assistance and disaster response, and international defense and security engagement missions in that order.

h. Aviation missions in support to combined arms operations shall

take precedence over non-military missions. In cases of conflict due to shortage of aircraft, the G3, PA shall establish or determine the prioritization of missions.

i. The use of PA aircraft for non-military missions shall follow the

prescribed guidelines stated as follows:

1) The written approval of the President or the Secretary of National Defense (SND) shall be secured for the use of PA aircraft for non-military missions.

2) Unless specifically authorized by the President or the

SND, the users of PA aircraft purposely schedules for non-military missions shall be billed by the HPA based on the current table of rates/charges.

3) Two or more end-users may jointly share shoulder the

cost of AVPOL consumed in accordance with the end-user’s prior arrangements.

4) In case of civilian-oriented mission flying at the same time

with a military mission whereby the PA aircraft is diverted from the itinerary of the primary mission, the end-user shall be billed for the cost of the additional legs only.

5) End-users who avail themselves of the PA aircraft in

connection with commercial enterprises/ventures (such as movie making, commercial advertisement, oil exploration, industrial mapping/surveys, dredging and agricultural pest control) shall be charged for all costs in relation with the said undertakings, all expenses incidental thereto are for the account

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of the end-user. The cost of damage on the PA aircraft sustained during the period of undertaking as determined by HPA or unit concerned shall also be to the account of the end-users. The contract of undertaking entered into by the end-users with the PA unit concerned shall contain provisions implemented of the foregoing stipulations. For this purpose, they shall cover the PA aircraft with adequate insurance.

6) The requesting party shall bear the cost of the AVPOL used in case of an aborted non-military mission due to force majeure and shall also be charged for the additional cost of fuel consumed should the PA aircraft be diverted elsewhere for safety reasons.

7) End-users who utilize PA aircraft for a one-way trip shall

be charged the cost of bringing the PA aircraft back to its home base or station where it can commence its next mission. The HPA may use the PA aircraft as appropriate during the return trip.

8) Subject to space availability, military passengers

authorized civilian passengers and/or cargoes may be loaded aboard PA aircraft scheduled purposely to perform non-military missions.

9) The Chief of Staff, AFP (CSAFP) shall determine the

priority of requested non-military missions. 10) The AABn shall render a quarterly report to HPA

(Attention: G3, info MFO) containing the list of end-users and date of mission accomplishment for further submission to the CSAFP (Attention: J3).

j. Civilian passengers shall secure and present a waiver relieving the PA of any liability in passenger and cargo as a result of flight mission. (See Annex K - Waiver for Civilians Boarding PA Aircraft)

k. Utilization of PA aircraft for non-military mission is permitted

provided it does not hamper operational requirements. This includes request of Very Important Persons (VIP) not listed in paragraph 3l(6) of this section. Requesting party shall be billed on the operating cost in accordance with AFP Comptroller Letter Nr 95-11 dated 29 September 1995 and as embodied in GHQ Circular Nr 7 dated 4 July 1988.

l. The VIPs authorized to board PA aircraft are classified as

follows:

1) Executive. The President, Vice President, and Department Heads (Secretaries). NOTE: The aircraft call sign assigned to the Presidential Flight must be used by PA aviators and aircrew members whenever the President of the Republic of the Philippines is on board the PA aircraft. Other than the Presidential Flight, appropriate call sign will be used for the rest of the VIPs when on board the PA aircraft.

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2) Legislative. The Senate President, Speaker of the House, and Chairmen of Senate and House Defense Committees.

3) Judiciary. The Chief Justice of the Supreme Court and

Justices of the Supreme Court. 4) Military. The CSAFP, VCSAFP, TDCS, Major

Service Commanders and Unified Command Commanders. 5) Foreign Dignitaries. Equivalent of the stated VIPs and

ambassadors of other countries to the Philippines. 6) Other VIPs. Those VIPs not listed above and must be

cleared by HPA.

m. When performing aerial salute during military funeral and memorial event, the conduct of missing man formation shall be governed by the following conditions:

1) It shall be rendered as a final tribute or honor only for a fallen or departed PA aviator who had rendered meritorious service to any aviation units of the PA.

2) The missing man formation can either be performed by

pull-up, split-off or empty position. By tradition in military aviation, the aircraft performing pull-up or split-off and the empty position in large aircraft formation represents the PA aviator being honored has departed.

Figure 6.3 Aerial Salute. The ceremonial flyby or missing man formation is a distinct tradition in military aviation to honor a fallen or departed aviator.

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3) A single PA aircraft may perform a low pass (enough altitude to be clearly seen from the ground) for a ceremonial flyby in cases where missing aircraft formation cannot be performed due to unavailability of the required number of aircraft.

4) The conduct of the missing man formation or ceremonial

flyby when performing aerial salute shall observe the local airspace restrictions. 4. Management and Responsibility.

a. The aviation unit maintenance (AUM) shall be performed at the level of Aero Co and CASC while the aviation depot maintenance (ADM) shall be performed at the AMC facility.

b. Requests for maintenance and management support

requirements beyond the unit level support shall be endorsed to HPA. c. Maintenance flight of PA aircraft shall be conducted after every

five days of aircraft non-use and shall only be limited to two hours of flight. d. The PA aircraft can be recalled due to typhoon evacuation and

required maintenance. A replacement aircraft shall be provided when available.

e. The final decision of the cancellation of flight missions and the

safety and security of the PA aircraft rests on the judgment of the pilot-in-command.

f. The AABn flying units shall be responsible for the management,

manning and rotation of personnel. 5. Procedures.

a. All requests for PA aircraft shall be submitted to CG, PA at least one week prior to flight mission. Upon approval of the request, the G3, PA shall issue a flight directive to CO, AABn.

b. The PA aircraft shall immediately return to proper station upon

completion of flight mission and its aircrew shall render an after flight mission report to their immediate aviation commanders within 24 hours for further submission to AOC (or to COC when OPCON with unified command). (See Annex G – After Flight Operations Report)

c. Request for the use of PA aircraft other than military purpose

shall be forwarded to the SND through the CSAFP for disposition. The AFP endorsement shall include a recommendation as well as the information on the availability of the PA aircraft. The availability of PA aircraft should be coordinated with G3, PA or AOC.

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d. Billing of civilians/non-military entities shall observe the following:

1) Upon approval of SND, the request shall be forwarded to HPA of the unified command concerned for appropriate billing of the requesting agency/firm.

2) The HPA or unified command concerned shall prepare

the bill in accordance with the schedule of rates/charges for the PA aircraft’s AVPOL and maintenance cost per flight. The bill together with the approval of SND shall be returned to the requesting agency thru HPA or the unified command concerned.

3) The payment of the requesting party shall be made to the

nearest PA finance unit. Likewise, payment shall be made to the trust fund and deposited/forwarded to the PA Finance Center.

4) The PA Finance Center shall issue an official receipt to

the requesting party. The latter shall be present the official receipt and the approval of the SND to HPA or unified command which shall serve as basis for rendering the requested service. The HPA or unified command shall include the time for rendering the requested service. 6. Limitations and Aircraft Status. The AABn shall consult the appropriate technical manuals and/or service bulletins for the type of PA aircraft to be used in the conduct of aviation operations. The availability of PA aircraft will also depend on its status classified as follows:

a. Full Mission Capable (FMC). The PA aircraft is airworthy and does not have any condition which may make it unreliable during the next 90 days of sustained performance. The color GREEN may also be used to represent FMC status.

b. Partial Mission Capable (PMC). The PA aircraft is operational now but with limitations that may curtail its reliability for 90 days of performance. The color AMBER may also be used to represent PMC status.

c. Grounded (GRND). The PA aircraft is unable to perform

its primary mission immediately, or be unreliable for 90 days of sustained performance. The color RED may also be used to represent GRND status.

NOTE: The PA aircraft may also be grounded for a limited period of time for the purpose of undergoing scheduled/unscheduled maintenance/ servicing or subject for aircraft investigation/inquiry.

d. Unserviceable (USVC). The PA aircraft is declared beyond economical repair, unsafe for operation and may be scheduled for decommissioning for proper storage. The color BLACK may also be used to represent USVC status.

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7. Logistics.

a. The basic and organic supplies and equipment to include the AVPOL of PA aircraft shall be provided or coordinated by HPA/unified commands.

b. The requesting unit shall render the necessary assistance as

may be requested by the aircrew of PA aircraft while on mission.

Section 6-2 Aircraft Operation by Military Personnel

1. Eligibility. Any member of the AFP, who is a holder of an aeronautical rating as a military aviator, or service aviators and rated on a particular type of aircraft, shall be eligible to pilot such military aircraft or aircraft borrowed or chartered for the official use of the AFP. 2. Limitations.

a. Only members of the AFP who possess the above eligibility are authorized to pilot military aircraft or aircraft borrowed or chartered for the official use of the AFP.

b. No member of the PA is authorized to pilot non-military aircraft

except any of the following conditions:

1) Unless he is granted written authority by the CSAFP. If the mission is not for the AFP, the said authority is subject to the approval of the SND.

2) Unless he possesses a current license issued by the

CAAP to pilot such aircraft and complies with the civil air rules and regulations prescribed by the CAAP.

3) Unless he is currently undergoing aviation training or other related courses in a civilian aviation or aeronautics school or civilian flight school recognized and designated by the AABn.

Section 6-3 Aviation Services while on Overseas Flight Mission

1. Purpose. This section establishes policies and procedures that cover places where AVPOL and maintenance services, transportation, accommodation, other services and finance will be needed by PA aircraft on overseas flight mission

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2. Policies.

a. No PA aircraft shall be serviced at any place, other than in places where the PA aircraft has its own servicing agreement with other private companies.

b. A written authority allowing PA aircraft to refuel or be serviced at

any place outside the territorial jurisdiction of the Philippines shall be issued to flight mission commanders before departure for the assigned mission. (See Annex H - Authority to Service PA aircraft on Overseas Flight)

c. Reimbursement of transportation to and from the airport, hotel

accommodations (board and lodging) or other services is authorized subject to annotation by Commission on Audit on the official receipts submitted.

d. A special disbursing officer (SDO) to manage cash advances

from the PA Finance Center should be assigned at AABn with appropriate orders. 3. Responsibilities.

a. G3, PA. Furnish G4, PA two copies of the flight plan for the mission at least three days prior to departure from the Philippines.

b. G4, PA.

1) Issues directive to the CO, PA Procurement Center to make arrangement with appropriate company for AVPOL servicing and for securing of Carnet Card for the overseas flight.

2) Makes arrangement with civilian or other military

establishments for enroute AVPOL maintenance of overseas flight. 3) When required, arranges with the Joint United States

Military Advisory Group regarding the use of necessary US military refueling, maintenance and other facilities for the overseas flight. The CO, Procurement Center will be advised of the arrangement made.

4) Issues written authority to the flight mission commander

regarding the servicing of the PA aircraft abroad as stated in paragraph 6.9b of this section.

c. PA Procurement Center.

1) Makes arrangement with the appropriate companies for AVPOL servicing of the overseas flight.

2) Secures Carnet card or its equivalent for issuance to

flight mission commander as authority in ordering AVPOL servicing. Transmit

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the Carnet Card and/or its equivalent to G4, PA for transmittal to the flight mission commander.

d. PA Finance Center.

1) Designates an SDO with appropriate orders to manage cash advances made for transportation to and from airport and hotel, accommodation (board and lodging), other services and finance.

2) The designated SDO shall coordinate with the

Commission on Audit for the consummated transactions. 3) Receives and processes company bills. 4) Prepares general voucher to effect payment of services

and/or materials.

e. AABn.

1) Ensures that funds for AVPOL are available for overseas flight mission/services.

2) Advises the PA Procurement Center on the chargeability

of the AVPOL consumption/maintenance expenses to be incurred in the flight mission.

Figure 6.4 AVPOL and Maintenance Services. The flight mission commander of a PA aircraft must be provided with a Carnet Card to avail the AVPOL products and maintenance services while deployed on overseas flight mission

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4. Procedures.

a. Flight mission commanders shall secure from G4, PA the necessary authority to refuel/service PA aircraft abroad, and the Carnet Card to be issued for the flight mission.

b. Flight mission commanders shall secure copies of all

receipts/billing accounts of AVPOL services and works done to the PA aircraft.

c. Flight mission commanders shall return the Carnet Card and

AVPOL consumption maintenance service report to G4, PA. The AVPOL Consumption/Maintenance Service Report shall include the following data:

1) Date when PA aircraft was serviced or when AVPOL was

received. 2) Place where the PA aircraft was serviced or where

AVPOL was received. 3) Name of AVPOL received or materials furnished or

services rendered. 4) Quantity in gallons of AVPOL received. 5) Name of aviator(s), type of aircraft, and aircraft number. 6) Unit cost. 7) Name of company, delivery receipt/billing account

number and date.

8) Other remarks.

d. The G4, PA shall transmit the Carnet Card and AVPOL Consumption/Maintenance Service Report to the PA Procurement Center. The Report shall be kept on file with PA Procurement Center for use in checking against the billing of accounts/invoices drawn by the establishment. The PA Procurement Center will coordinate with the organization concerned for any funding requirements.

e. The PA Procurement Center is responsible for the return of the

Carnet Card to the company of origin when requested.

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Section 6-4 Aircraft Operation and Movement on the Ground

1. General Rules.

a. Procedures and Checklists.

1) Personnel authorized to start, test, taxi, or operate PA aircraft (fixed or rotary wing) will adhere to procedures as described in aircraft flight and maintenance manuals.

2) They will use appropriate technical order checklists.

b. Use of Protective Equipment.

1) Personnel must wear protective goggles or an

appropriate helmet with visor, when in rotor wash areas or in front of an aircraft that is being backed using the aircraft’s engines.

2) Personnel must wear ear plugs, muff-type ear defenders,

or headsets in the immediate area of aircraft that have engines running. "Immediate area" is the area where hearing loss may occur if ear protectors are not worn.

c. Use of Simulators.

1) The ATU may schedule aviation maintenance personnel certified to run engines or taxi aircraft to use the flight simulator (aircrew training device) during periods that will not interfere with the training or aviators.

2) As a minimum, each person requires one emergency

procedures evaluation simulator period per year. 2. Start, Run-Up and Test of Engines.

a. Authorized Personnel. Aviation personnel authorized to start, operate, warm-up, or test engines installed in PA aircraft are the following:

1) Rated aviators. 2) Student aviators checked out on type, or being

supervised by a qualified IP.

3) Aviation maintenance personnel authorized, trained, certified, and proficient per AABn directives.

b. Documentation. The proficiency of aviation maintenance personnel authorized to conduct the operations in this section will be documented on the on-the-job training record or an automated product. This

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record must stipulate the maximum power at which the individual is qualified to operate the engines. An AABn directive, SOP or a supplement to this manual must specify qualification requirements and procedures for annual proficiency recertification.

c. Engine Run-Up.

1) Run engines at approved sites.

2) Fasten seat and shoulder harnesses, set parking brake and chock wheels before engine start. Exceptions to this paragraph are the following:

(a) Emergencies.

(b) Helicopters being operated in unimproved areas.

NOTE: For engine maintenance ground runs, the AABn will establish aircraft specific procedures for seat belt and shoulder harness requirements. Procedures may deviate from this paragraph.

3) Do not leave controls unattended when engines are running.

4) Run-up aircraft engines so the propeller wash or jet blast does not pose a safety hazard to personnel, buildings, pavement, stands, vehicles, and other aircraft, particularly those taxiing, taking off, or landing.

d. Use of Position Lights. Aircraft position lights must be on from just before engine start until engine shutdown.

e. Use of Radios. Operators must obtain approval from ground control or control tower, if such facilities are available, before engine start. The PA exempts emergency situations or authorized flights. If the aircraft radios are inoperative, obtain the approval through alternate means.

1) Monitor ground control or tower frequency, if available, during the engine run-up. If the aircraft radios are inoperative, either a person who does have contact with the control tower or CFR personnel must monitor the run-up.

2) At airfields where ground control or control tower do not operate continuously, establish radio contact with base operations, base command post, maintenance job control, or other responsible unit/agency, prior to engine start. The contacted unit/agency must have immediate access to the camp fire station and, when possible, the secondary crash net.

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f. Engine Run-Up of Rotary Wing Aircraft.

1) Only a qualified rotary wing pilot may conduct engine start and run-up on helicopters that require rotor rotation.

2) Aviation maintenance personnel qualified as stated in paragraph 6.13a may operate helicopter engines on a helicopter that has a system in use, such as a rotor brake, that does not allow the rotors to turn. 3. Taxi.

a. Taxi Procedures. Aviation personnel authorized to taxi fixed-wing PA aircraft are the following:

1) Rated aviators. 2) Student aviators checked out on type, or being

supervised by a qualified IP.

3) Aviation maintenance personnel authorized, trained, certified, and proficient per AABn directives

b. Manning Requirements. PA aircraft requiring two aviators for flight must have both seats occupied by qualified personnel during taxi.

c. Taxi Distances.

1) Do not taxi beyond taxiway holding position lines or within 100 feet of an active runway if there are no taxiway holding position lines, unless previously cleared by the control tower or ground control.

2) Do not taxi a PA aircraft within 25 feet of obstructions without wing walkers monitoring the clearance between aircraft and obstruction. Locally based PA aircraft are exempt when fixed taxi routes are marked, and the obstruction is as follows:

(a) A permanent structure. (b) A same model aircraft in specifically designed

parking spots. (c) Support equipment no closer than 10 feet from the

wing tip. Support equipment shall be located in appropriately designated areas.

3) Do not taxi a PA aircraft closer than 10 feet to any obstacles. This restriction is waived under the following circumstances:

(a) During contingency operations when compliance would restrict the mission.

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(b) Operating from alert, readiness, or protective shelters. A plainly visible centerline must be painted along the exit path. An aircraft marshaler must be used.

(c) Operating locally based PA aircraft from parking

bays specifically designed for those aircraft. Parking bays shall be spaced to allow a minimum 10 feet wing tip clearance between aircraft and will have clearly marked taxi routes. Support equipment required for each spot shall be placed in designated and marked locations. An aircraft marshaler must be used.

d. Taxiing of Rotary Wing Aircraft. Only a qualified helicopter pilot, or student helicopter pilot under supervision of a qualified helicopter IP, may taxi a rotary wing PA aircraft. 4. Towing. The rules for aviation personnel engaged in towing operation are the following.

a. Aviation personnel involved in towing operations shall receive instruction in their required duties. This can be done in coordination with ATU.

b. After completion of their training, tow personnel will demonstrate their knowledge to the BFOO. The BFOO will enter the qualification on their appropriate record or automated product.

Figure 6.5 Towing. A Bell UH-1H Iroquois utility helicopter is carefully being towed out from a naval vessel by using a tug tractor.

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Section 6-5 Aircraft Marshaling

1. Compliance. Where possible, signals in this section comply with North Atlantic Treaty Organization (NATO) Standardization Agreement (STANAG) 3117, Air Standardization Coordinating Committee Air Standard 44/42A, the International Civil Aviation Organization (ICAO), and Federal Aviation Administration (FAA) signals. 2. Standard PA Marshaling Signals. All ground crew and aircrew members must use these signals to direct and control movement and operation of PA aircraft on the ground. The AABn will ensure that all ground crew and aircrew members who are or could be directly involved with aircraft movement are tested on their knowledge of marshaling signals. 3. Visual Aid. An aircraft marshaling signals visual aid must be displayed where aircraft maintenance and flight related operations take place. Suitable locations are aircraft maintenance work areas and flight line buildings frequented by ground crew and aircrew members. 4. Aircraft Marshalers. Aircraft marshalers provide hand signals to personnel taxiing or operating aircraft on the ground.

a. Transient aircraft marshalers will wear the prescribed uniform while on the flight line. Uniform consistency is necessary to ensure flying personnel of one nation can readily identify aircraft marshalers of other nations. Individuals directly involved in fueling, defueling, and servicing liquid oxygen systems shall not wear the marshaler’s uniform.

b. The uniform is a sleeveless garment of fluorescent international orange. It covers the shoulders and extends to the waist in the front and back. Wear this garment over the basic uniform prescribed for transient alert personnel.

c. During daylight hours, aircraft marshalers may use high visibility

paddles. Self-illuminating wands are required at night.

5. Aircaft Marshaler’s Position. The aircraft marshaler will signal facing the aircraft while standing in one of these positions:

a. Fixed-Wing Aircraft. The aircraft marshaler will stand forward of the aircraft and remain in full view of the PIC.

b. Helicopters. The aircraft marshaler will stand in full view of the PIC. Except for helicopters in tandem seating configuration, the PIC is usually on the right side of the helicopter.

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6. Night Operations. During night operations, the aircraft marshaler will use a pair of same color light wands. During surface taxiing or parking, the aviator must stop immediately if one or both of the aircraft marshaler’s wands fail.

Figure 6.6 Aircraft Marshalers. An aircraft marshaler assumes his position and executes “Move Ahead” signal to guide the helicopter pilot on his landing.

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Section 6-6 Ground Movement Signals for all Aircraft

1. Proceed To Next Marshaler. Right or left arm down, other arm moved across the body and extended to indicate direction of next aircraft marshaler. NATO signal shows both arms extended at shoulder level pointing to next aircraft marshaler.

Figure 6.7 Night Operations. An aircraft marshaler using a pair of light wands positions in front of the aircraft to guide its aviator in taxiing during night operations.

Figure 6.8 Proceed To Next Marshaler

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2. This Marshaler. Arms above head in vertical position with palms facing inward.

3. Move Ahead. Arms a little aside, palms facing backwards and repeatedly moved upward-backward from shoulder height.

Figure 6.9 This Marshaler

Figure 6.10 Move Ahead

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4. Turn To The Left. Point right arm downward, left arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn.

5. Turn To The Right. Point left arm downward, right arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn.

Figure 6.11 Turn To The Left

Figure 6.12 Turn To The Right.

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6. Slow Down. Arms down with palms toward ground then moved up and down several times.

7. Slow Down Engines(s) On Indicated Side. Arms down with palms toward ground, then either right or left arm waved up and down indicating that left or right side engines respectively should be slowed down.

Figure 6.13 Slow Down

Figure 6.14 Slow Down Engines(s) On Indicated Side

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8. Move Back. Arms by sides, palms facing forward, arms swept forward and upward repeatedly to shoulder height. Do not bend arms at the elbow.

9. Turn While Backing—Tail To The Right. Point left arm down. The right arm by side, palm facing forward, is swept forward and upward repeated to shoulder height. Do not bend arm at the elbow.

Figure 6.15 Move Back

Figure 6.16 Turn While Backing—Tail To The Right

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10. Turn While Backing—Tail To The Left. Point right arm down. The left arm, be side, palm facing forward, is swept forward and upward repeatedly to shoulder height. Do not bend arm at the elbow.

11. Clearance For Personnel To Approach Aircraft. A beckoning motion with right hand at eye level.

Figure 6.17 Turn While Backing—Tail To The Left

Figure 6.18 Clearance For Personnel To Approach Aircraft

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12. Personnel Approach The Aircraft. Left hand raised vertically overhead, palm towards aircraft. The other hand indicates to personnel concerned and gestures towards aircraft.

13. Stop. Arms crossed above the head, palms facing forward. This is the FAA signal for emergency stop.

Figure 6.9 Personnel Approach The Aircraft

Figure 6.20 Stop

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14. Start Engine(s). Circular motion of right hand at head level with left arm pointing to the engine. ICAO and NATO: Number of fingers extended on left hand indicates engine to be started.

15. Cut Engine(s)/Rotor. Both arm and hand level with shoulder, hand moving across throat, palm downward.

Figure 6.21 Start Engine(s)

Figure 6.22 Cut Engine(s)/Rotor

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16. Abandon Aircraft. The aircraft marshaler first gives signal to cut engines, followed be signal simulating unfastening seat belt and shoulder straps and throwing them up and off. No ICAO signal. No NATO signal.

17. Auxiliary Power Unit—Connected. Hands above head, left first partially clenched, right hand moved in direction of left hand with first two fingers extended and inserted into circle made by fingers of the left hand. No ICAO signal.

Figure 6.24 Auxiliary Power Unit -Connected

Figure 6.23 Abandon Aircraft

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18. Auxiliary Power Unit—Disconnected. Hands above head, left first partially clenched, right hand moved away from left hand, withdrawing first two fingers from circle made by fingers of the left hand. No ICAO signal.

19. External Starting Air—Connected. Hands above head, left hand cupped, right first fully clenched, right fist moved in direction of left hand and inserted into cup made by left hand. No ICAO signal. No NATO signal.

Figure 6.25 Auxiliary Power Unit—Disconnected

Figure 6.6 External Starting Air—Connected

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20. External Starting Air—Disconnected. Hands above head, left hand cupped, right first moved away from left hand withdrawing fist from cup made by left hand. No ICAO signal. No NATO signal.

21. Chocks-Inserted. Arms down, fists closed, thumbs extended inwards, swing arms from extended position inwards.

Figure 6.28 Chocks-Inserted

Figure 6.27 External Starting Air—Disconnected

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22. Chocks-Removed. Arms down, fists closed, thumbs extended outwards, swing arms outwards.

23. Lower Wing Flaps Or Flaps Are Extended. Hands in front, palms together horizontally then opened from the wrist.

Figure 6.30 Lower Wing Flaps Or Flaps Are Extended

Figure 6.29 Chocks-Removed

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24. Raise Wing Flaps Or Flaps Are Up. Hands in front, horizontally, with palms open from the wrists, then suddenly closed. No ICAO signal.

25. Tail Wheel/Nose Wheel—Lock. Hands together overhead, palms open from the wrists in a vertical V, then suddenly closed. No ICAO signal. NATO signals tail wheel lock/engage nose gear steering.

Figure 6.32 Tail Wheel/Nose Wheel—Lock

Figure 6.31 Raise Wing Flaps Or Flaps Are Up

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26. Tail Wheel/Nose Wheel—-Unlock. Hands overhead, palms together then opened from the wrists to form a vertical V. No ICAO signal. NATO signals tail wheel unlock/disengage nose gear steering.

27. Tiller Bar/Steering Arm In Place. Hold nose with left hand, right hand moving horizontally at waist level. The affirmative signal immediately following signals means: Man Is Tending Bar. The negative signal immediately following signal means: No One Tending Bar.

Figure 6.33 Tail Wheel/Nose Wheel—-Unlock

Figure 6.34 Tiller Bar/Steering Arm In Place

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28. Weapon Bay—Open. Body bent forward at the waist, hands held with fingertips touching in front of body and elbow bent at approximately 45 degrees, then arms swing downwards and outwards. No ICAO signal. concurrence

29. Weapon Bay—Close. Body bent forward at the waist and arms extended horizontally, then arms swing downwards and in until finger tips touch in front of the body with elbows bent at approximately 45 degrees. No ICAO signal.

Figure 6.35 Weapon Bay—Open

Figure 6.36 Weapon Bay—Close

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30. Affirmative (All Clear Or "Ok"). Hand raised, thumb up.

31. Negative (Not Clear). Arm held out, hand below waist level, thumb turned down.

Figure 6.8 Negative (Not Clear)

Figure 6.37 Affirmative (All Clear Or "Ok")

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32. Fold Wings/Helicopter Blades/Sweep Wings Aft. Arms straight out at sides, then swept forward and hugged around shoulders. No ICAO signal.

33. Spread Wings/Helicopter Blades/Sweep Wings Forward. Arms hugged around shoulders, and then swept straight out to the sides. No ICAO signal.

Figure 6.39 Fold Wings/Helicopter Blades /Sweep Wings Aft

Figure 6.40 Spread Wings/Helicopter Blades /Sweep Wings Forward

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34. Lock Wings/Helicopter Blades. Hit right elbow with palm of left hand. No ICAO Signal.

35. Up Tail Hook. Right fist, thumb extended upward, raised suddenly to meet horizontal palm of left hand. No ICAO signal.

Figure 6.41 Lock Wings/Helicopter Blades

Figure 6.42 Up Tail Hook

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36. Down Tail Hook. Right fist, thumb extended downward, forward suddenly to meet horizontal palm of left hand. No ICAO signal.

37. 6.80 Open Air/Speed Brakes or Air/Speed Brakes Are Open. Hands in front, palms together vertically, then opened from the wrists. No ICAO signal.

Figure 6.43 Down Tail Hook

Figure 6.4 Open Air/Speed Brakes or Air / Speed Brakes Are Open

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38. Close Air/Speed Brakes or Air/Speed Brakes Are Close. Hands in front, vertically with palms open from the wrists, then suddenly closed. No ICAO signal.

39. Down Locks/Landing Gear Pins Installed. With arms above head, the right hand clasps left forearm. No ICAO signal.

Figure 6.45 Air/Speed Brakes or Air/Speed Brakes Are Close

Figure 6.46 Down Locks/Landing Gear Pins Installed

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40. Down Locks/Landing Gear Pins Removed. With arms and hands clasped as in "INSTALLED" position, the right hand unclasps the left forearm. No ICAO signal.

41. Engage Nose Gear Steering. Point to nose with index finger while indicating direction of turn with other index finger. No ICAO signal. NATO signal shows hands together overhead, opened from the wrists in a V, 3 then closed suddenly. (See signal at Figure 6.32 and paragraph 48.)

Figure 6.47 Down Locks/Landing Gear Pins Removed

Figure 6.8 Engage Nose Gear Steering

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42. Disengage Nose Gear Steering. Point to nose with index finger, lateral wave with open palm of other hand at shoulder height. No ICAO signal. NATO signal shows hands overhead, palms together then hands opened from wrists to form a V, wrists remain together.

43. Fire In The Engine or APU. Make rapid horizontal figure-of-eight motion at waist level with either arm, pointing at source of fire with the other.

Figure 6.49 Disengage Nose Gear Steering.

Figure 6.50 Fire In The Engine or APU

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44. Hot Brakes. Arms extended with forearm perpendicular to ground. Palms facing body. No ICAO signal. No NATO signal.

45. Hot Brakes—-Left Side. Arms extended with forearm perpendicular to ground. Gesture indicates left side. No ICAO signal. No NATO signal.

Figure 6.51 Hot Brakes

Figure 6.52 Hot Brakes—-Left Side

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46. Hot Brakes—-Right Side. Arms extended with forearm perpendicular to ground. Gesture indicates right side. No ICAO signal. No NATO signal.

47. Feather/Fuel Shut Off (Propeller Aircraft Only). Make a chopping motion with one hand slicing into the flat and open palm of the other hand. Number of fingers extended on left hand indicates affected engine. No ICAO signal. No NATO signal.

Figure 6.53 Hot Brakes—-Right Side

Figure 6.54 Feather/Fuel Shut Off (Propeller Aircraft Only)

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48. Need Fuel. Right fist clenched with thumbs up moving upwards until it touches the lips.

49. Lights On. With the index, middle and ring fingers of the right hand together and raised in front of the eyes.

Figure 6.55 Need Fuel

Figure 6.56 Lights On

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50. Zero. Right fist clenched with thumb between the index and middle fingers.

51. One. Right hand closed with the index finger pointing upward.

52. 6.95 Two. Right hand closed with the index and middle fingers pointing upward

Figure 6.57 Zero

Figure 6.58 One

Figure 6.59 Two

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53. Three. Right hand closed with index, middle and ring fingers pointing upward.

54. Four. Right hand opened with index, middle, ring and little fingers pointing upward.

55. Five. Open hand with all fingers pointing upward.

Figure 6.60 Three

Figure 6.61 Four

Figure 6.62 Five

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56. Six. Right hand closed with the index finger pointing sideway.

57. Seven. Right hand closed with the index and middle fingers pointing sideway.

58. Eight. Right hand closed with the index, middle and ring fingers pointing sideway.

Figure 6.63 Six

Figure 6.64 Seven

Figure 6.65 Eight

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59. Nine. Open hand with all fingers pointing sideway.

Section 6-7 Additional Signals for Hovering Aircraft

1. Landing Direction. Aircraft marshaler turns and faces toward point where aircraft is to land, the arms are lowered repeatedly from a vertical position to a horizontal position, stopping finally in the horizontal position.

Figure 6.66 Nine

Figure 6.67 Landing Direction

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2. Vertical Movement—Move Upward. Arms extended horizontally sideways beckoning upwards, with palms turned up. Speed of movement indicates rate of ascent.

3. Vertical Movement---Move Downward. Arms extended horizontally sideways beckoning downwards with palms turned down. Speed of movement indicates rate of descent.

Figure 6.68 Vertical Movement—Move Upward

Figure 6.69 Vertical Movement---Move Downward

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4. Horizontal Movement—Move To The Right. Left arm extended horizontally sideways in direction of movement and other arm swung over the head in same direction, in a repeating movement.

5. Horizontal Movement—Move To The Left. Right arm extended horizontally sideways in direction of movement and other arm swung over the head in the same direction, in repeating movement.

Figure 6.70 Horizontal Movement—Move To The Right

Figure 6.71 Horizontal Movement—Move To The Left

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6. Lower Wheels. When aircraft approaches with landing gear retracted, aircraft marshaler gives signal by side view of a cranking circular motion of the hands.

7. Wave Off. Waving of arms over the head

Figure 6.72 Lower Wheels

Figure 6.73 Wave Off

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8. Release Load. Left arm extended forward horizontally, fist clenched, right hand making horizontal slicing movement below the left fist, palm facing body. No ICAO signal.

9. Load Has Not Been Released. Bend left arm horizontally across chest, with fist clenched, palm downward; open right hand pointing up vertically to center of left fist.

Figure 6.4 Release Load

Figure 6.75 Load Has Not Been Released

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10. Down Cargo Hook. Right fist, thumb extended downward, repeatedly raised and lowered to meet palm of left hand.

11. Up Cargo Hook. Right fist, thumb extended upward, repeatedly raised and lowered to meet palm of left hand.

Figure 6.76 Down Cargo Hook

Figure 6.77 Up Cargo Hook

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12. Hover. Arms extended horizontally, palms downward.

13. Spot Turn. Left or right hand moving upward and backward, from a horizontal position, to indicate direction of tail movement. Other hand pointing to center of spot turns. Aircraft marshaler must remain in full eye-view with pilot. No ICAO signal. No NATO signal.

Figure 6.78 Hover

Figure 6.79 Spot Turn

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14. Land. Arms crossed and extended downwards in front of the body.

15. Winch-Up. Left arm horizontal in front of body, fist clenched, right-hand with palm turned upwards making upward motion. No ICAO signal.

Figure 6.80 Land

Figure 6.81 Winch Up

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16. Winch-Down. Left arm horizontal in front of body, fist clenched, right hand with palm turned downwards making downward motion. No ICAO signal.

17. Droop Stops Out. Hand above head level, thumbs pointing out. No ICAO signal.

Figure 6.82 Winch Down

Figure 6.83 Droops Stops Out

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18. Droop Stops In. Hand above head level, thumbs pointing in. No ICAO signal.

19. Remove Blade Tie-Downs. Left hand above head, right hand pointing to individual boots for removal.

Figure 6.84 Droops Stops In

Figure 6.85 Remove Blade Tie-Downs

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20. Wheels Or Sling Load This High. Hands extended before body and palms facing each other. The bottom hand indicates the ground and the top hand the wheels or bottom of sling load. The distance between the hands will indicate the height of the wheel or bottom of sling load above the ground. No ICAO signal. No NATO signal.

21. Cargo Load Secure. Arms extended forward, elbows flexed, right hand grasping left fist. No ICAO signal. No NATO signal.

Figure 6.86 Wheels or Sling Load This High

Figure 6.87 Cargo Load Secure

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22. Take Off This Way (At Pilot’s Discretion). Aircraft marshaler conceals left hand and makes circular motion of right hand over head in horizontal plane ending in a throwing motion of arm towards direction of takeoff. NATO signal for fixed wing only.

23. Engage Rotor(s). Circular motion in horizontal plane with right hand above the head. No ICAO signal.

Figure 6.88Take Off This Way (At Pilot’s Discretion)

Figure 6.90 Engage Rotor(s)

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24. Hook Up Load. Hands make a rope climbing motion. No ICAO signal.

25. Spread Pylon. Bend elbow across chest, palm downward. Extend arm outward to horizontal position, keeping palm open and facing down. No ICAO signal.

26. Fold Pylon. Extend right arm horizontally, palm downward. Bend arm across chest, keeping palm down. No ICAO signal.

Figure 6.91 Hook Up Load

Figure 6.92 Spread Pylon

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27. Cut Cable. A signal similar to "Release Load" except that the right hand has the palm of downwards and not clenched. Rapid repetition of right hand movement indicates urgency. No ICAO signal. NATO signal shows right arm extended, left arm making horizontal slicing motion.

Figure 6.93 Fold Pylon

Figure 6.94 Cut Cable

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7-1

CHAPTER 7 AVIATION MAINTENANCE

“The fellows who make airplanes fly, and make records fall, and who drive 10,000 airplanes 50 million miles a year were not the pilots. They were the

mechanics. . . There is no accounting for occupational tastes, but every time I fly I thank fate for a good mechanic.”

― Capt. Ira C. Eaker, U.S. Army Air Corps aviator and Commander of the Philippine Air Depot, in his tribute to mechanics (April 1931)

Section 7-1 General

1. Purpose. This chapter provides general information pertaining to the maintenance management, the levels of aviation maintenance, the alteration, repair and maintenance of aircraft, and the aircraft cleaning procedures in the PA. This chapter is also of maximum benefit to the aircraft maintenance personnel who desires general information about aviation maintenance and practices. It furnishes the aircraft maintenance personnel a source of information about how to perform various maintenance practices used on all PA aircraft. 2. Organization.

a. The mission and focus of the Aircraft Maintenance Company (AMC) and the aircraft maintenance sections of Aeroscout Company (Aero Co) and Combat Aviation Support Company (CASC) are oriented and functionally organized to provide depot and unit levels of aircraft maintenance respectively for the AABn. Aircraft maintenance units are manned predominately by mechanics, technicians and specialists. They provide a one-of-a-kind maintenance and supply support to PA aircraft.

b. Maneuver force commanders can maximize combat potential if

they understand that the aviation maintenance force is essential to the success of aviation operations. The aviation maintenance system is structured for operational and sustainment maintenance. 3. Objectives.

a. The primary objective of the army aviation maintenance is to provide safe and mission-capable aircraft to satisfy all mission requirements. In time of war, the PA aviation missions primarily involve combat and CS. In peacetime, the primary mission is training for combat. In many instances, peacetime training requirements for aircraft are almost as stringent as wartime

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combat requirements. The CO, AMC and the chiefs of aircraft maintenance sections of Aero Co and CASC must realize the significance of aircraft availability if the unit is to accomplish its mission in both war and peace.

b. Attaining the maintenance objective becomes much more

challenging when resources are limited. This creates a secondary objective of making aircraft available in an economical and timely manner using available resources.

4. Concepts. The aviation maintenance concept is a general expression of intent; for instance how to maintain and support the weapons system. Concepts provide overall guidance while policies provide specific guidance. Examples of aviation maintenance concepts are the following:

a. Each commander is responsible for the maintenance of equipment issued to the unit.

b. Maintenance is accomplished at the levels prescribed by TMs. It

is preformed at the lowest level consistent with the tactical situation, skill, time, repair parts, tools, and test equipment.

c. Repairs are made on site, whenever possible.

Figure 7.1 Aviation Maintenance. The aircraft maintenance personnel ensure that all mission ready aircraft in the PA are airworthy.

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d. Unserviceable material beyond the maintenance authority or capability of a unit is promptly reported or delivered to the next higher maintenance level.

e. All authorized maintenance within the capability of an

organization is done, if possible, before evacuation of economically repairable items to the next higher maintenance level.

f. When required, higher levels perform the maintenance of lower levels.

g. Controlled exchange is used as a last resort to obtain repair parts and assemblies to support maintenance of equipment. Controlled exchange is taking serviceable parts from one unserviceable repairable end item to put on another unserviceable repairable end item to return the gaining end item to serviceable condition.

h. Repairs are made at all levels of aviation maintenance. Aviation unit maintenance and aviation depot maintenance return an item to the user or to the supply system according to maintenance standards established for each item of equipment.

i. Quality maintenance depends on preventive maintenance services and inspections. Aircraft maintenance inspections are oriented to the early detection of faults. All levels will make maximum use of test equipment for diagnostic testing and fault isolation.

j. Operator (crew chief) maintenance is constantly emphasized throughout the chain of command because it is the key to the operational readiness of PA aircraft.

k. Work will be completed by the smallest possible number of personnel. The CO, AMC and the chiefs of aircraft maintenance sections of Aero Co and CASC should establish standard procedures for doing jobs. As a result, aviation troopers will need to consult their officers or NCOs only in unusual situations.

l. Time standards are determined by averaging the amount of time required to perform identical tasks. Time standards should be reviewed regularly and revised as needed.

Section 7-2 Maintenance Management 1. Aviation Maintenance Management. The right aviation assets are critical to the PA’s ability to maintain battlefield mobility. Especially important are the maintenance and repair of PA aircraft. To ensure that vital air assets remain ready to perform its mission, a highly developed maintenance system must evolve from years of peacetime and combat operational experience.

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Experience has shown that experienced aviation maintenance personnel who understand the complexities of the PA’s aviation air assets and the value of these air assets to battlefield mobility must operate an effective maintenance program. 2. Methods of Performing Aviation Maintenance.

a. Crew Chief. This is the primary method of performing maintenance on the PA aircraft. It is accomplished by a crew chief (senior aircraft/helicopter crew) assigned to the aircraft, who becomes the primary maintenance person for that aircraft. If the PA aircraft should require extensive maintenance, the crew chief (senior aircraft/helicopter crew) will request and receive assistance from the personnel of aircraft maintenance sections of the Aero Co and the CASC. Unlike the Aero Co and the CASC who have its own aircraft maintenance sections, the crew chiefs (senior aircraft/helicopter crewmen) of PA aircraft under the HHC and ATU will request and receive assistance from the AMC if the aircraft assigned to them will require extensive maintenance.

b. Dock. This method is for PA aircraft undergoing extensive

repairs or lengthy inspections. It uses a fixed maintenance dock or bay. The dock could be a location in a hangar or shop, a parking spot on the flight line, or any pre-arranged location. The aircraft normally remains in the maintenance dock until all maintenance is complete. Maintenance crews or teams rotate to and from the aircraft. The dock method is normally used at AUM units (Aero Co and CASC).

Figure 7.2 Crew Chief. The crew chiefs perform their task in the level of operator maintenance especially when the aircraft is deployed during aviation operations.

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c. Production Line. This method is routinely used for PA aircraft

undergoing extensive modifications or complete overhaul in the ADM unit (AMC). Beyond the capability and expertise of the AABn, a contractor facility (must be a CAAP-certified aircraft repair station) should be considered as the next option or the technical assistance of personnel from the 410th Maintenance Wing, PAF as well as its equipment and facilities may also be considered. This method is also similar to an automobile production line, except that the aircraft or components can be disassembled or assembled using this system. Examples of the production line method can be seen at any airline overhaul facility. The basic characteristic of this method is that the aircraft moves through the disassembly or assembly area as maintenance crews or teams perform their respective tasks at a fixed location.

Figure 7.3 Dock. The mechanics and specialists from the aircraft maintenance sections of Aero Co and CASC performs their task on the level of AUM at their respective fixed maintenance docks or bays.

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3. Quality Control. The quality control (QC) activities complement those of production control. The QC management is coordinated with all phases of production control management to ensure maximum productivity. Properly designed QC procedures can ensure an acceptable level of quality while reducing inspection requirements and management efforts. However, QC standards must never be sacrificed to increase production. To ensure complete objectivity, QC personnel are directly responsible to the unit commander. The major functions and responsibilities of the QC element are the following:

a. Establish and maintain a complete technical reference library for assigned or supported aircraft and systems.

b. Ensure all aircraft maintenance sections maintain a technical

data familiarization chart for their section’s personnel. c. Inspect the accuracy of equipment records. This responsibility

includes the proper use, preparation, and disposition of these records. d. Ensure full participation in the product quality deficiency report

program. e. Monitor the application of the modification work order.

Figure 7.4 Production Line. The AMC personnel perform their task on the level of ADM at their fixed base facility.

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f. Ensure compliance with the any oil analysis program.

g. Monitor and maintain the aircraft time-change component schedule and ensure that production control is given adequate notice of upcoming component-change requirements.

h. Review and update all shop standard inspection procedures files

to incorporate new inspection techniques and to establish procedures for new equipment.

i. Monitor non-destructive inspections of aircraft components and

airframe structural members. j. Establish and maintain calibration schedules for TMDE. k. Perform required technical inspections of aircraft, components,

and related systems. l. Inspect all areas where aircraft maintenance is performed to

secure that maintenance operations are completed in a safe manner. 4. Aircraft Recovery and Evacuation. It is essential that the CO, AMC and the chiefs of aircraft maintenance sections of the Aero Co and the CASC prepare for aircraft maintenance failures during operations and battle damage severe enough to prohibit any of the PA aircraft from being flown. This is why a recovery team should be assembled, briefed, and on close hold. Personnel should be well trained in aircraft recovery techniques and have all the required equipment easily available to them. Transportation should also have been pre-arranged for the recovery team and for the recovered aircraft, either by ground or preferable by air. 5. Aircraft Maintenance Collection Point. An aviation maintenance collection point (AMCP) is a point established to collect equipment awaiting repair, controlled exchange, cannibalization, or evacuation. The lowest level a maintenance collection point should be established is the AUM level. Aircraft that cannot be fixed forward by the AUM or its detachment are evacuated to the AMCP. Here they are evaluated and repaired or evacuated to another maintenance facility for repair. The aircraft maintenance sections must ensure they know where their support maintenance is located and that they are very familiar with their support external SOP. The aircraft maintenance sections must consider accessibility to their supported units when selecting a tactical site. 6. Battle Damage Assessment and Repair. The Battle Damage Assessment and Repair (BDAR) can be divided into two separate but mutually supporting functions: the battle damage assessment (BDA) and the battle damage repair (BDR).

a. Battle Damage Assessment. The BDA involves inspecting damaged equipment to determine the extent of damage, classifying the

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equipment according to the type of repairs required, and developing a plan of action for each item. BDA begins with the initial assessment by the crew chief/operator and continues through the various stages of repair, recovery, and evacuation.

b. Battle Damage Repair. The BDR uses emergency expedient

repairs to return the system to a full or partial mission-capable status. Priorities for repair of the battle-damaged systems are usually the following:

1) Essential to completion of the immediate mission. 2) Repairable in the least amount of time.

3) Repairable, but not in time to continue the immediate

mission. 4) Damaged beyond capability of repair; possible candidate

for recovery.

The BDAR teams must be trained, equipped, and organized before the start of any aircraft mission.

7. Threat to Aviation Maintenance. Aviation maintenance units and facilities in the field have distinct signatures. Reconnaissance units or observers can easily recognize the characteristic shape and configuration of vehicles and equipment under normal conditions. Thermal emissions, energy output, electronic signals, and noises associated with maintenance work contribute to the identification of aviation maintenance locations. The sites are vulnerable not only to weapons but also to electronic countermeasures, disruption of lines of communications, and even to environmental conditions like humidity, temperature extremes, and weather. Environmental conditions may impede mission completion and increase the effect of CBR or incendiary weapons. Directed-energy weapons can destroy electronic equipment with no visible damage. Aircraft at the facility, both on the ground and in flight, increase the facility’s signature and priority for threat targeting. Forward maintenance and BDAR require deployed maintenance teams who face the same threat as the unit they are supporting.

Section 7-3 Levels of Aviation Maintenance

1. Aviation Maintenance System. The aviation maintenance system in the PA is a two-level system: the Aviation Unit Maintenance (AUM) and the Aviation Depot Maintenance (ADM).

a. Aviation Unit Maintenance. The aircraft maintenance sections of the Aero Co and the CASC handle operational maintenance. Operational maintenance provides quick turn-around through repair by replacement, minor repairs, adjustments, cleaning, lubricating and servicing.

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b. Aviation Depot Maintenance. The AMC provides the ability to overhaul, repair, alter, retrofit, and modernize aircraft systems. Although depot maintenance is normally performed at fixed facilities, maintenance support teams may be deployed for on-site repairs as necessary especially for the aircraft maintenance requirements of the HHC and the ATU which do not have its own aircraft maintenance sections.

2. Elements of Aircraft Maintenance. The aircraft maintenance sections of the Aero Co and the CASC are responsible for unit-level maintenance of PA aircraft that is beyond the capability or responsibility of the crew chief (senior aircraft/helicopter crew).

a. Scheduled Maintenance. To effectively perform its mission, the aircraft maintenance section must perform the following maintenance tasks:

1) Perform scheduled periodic maintenance inspections

assisted by the crew chief (senior aircraft/helicopter crew) and aircraft component repair section personnel.

2) Comply with unit-level technical bulletins requiring one-

time or recurring inspections of aircraft in coordination with the QC element.

Figure 7.5 The Levels of PA Aviation Maintenance System

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3) Perform operator maintenance on ground support equipment (GSE) to the aircraft maintenance section.

b. Unscheduled Maintenance. The aircraft maintenance sections of the Aero Co and the CASC will often have to perform unscheduled maintenance. This requirement normally results from the replacement of a component. The crew chief (senior aircraft/helicopter crew) or other personnel will handle the majority of unscheduled maintenance actions, as determined by the aircraft maintenance officer or the chiefs of the aircraft maintenance sections.

c. Deferred Maintenance. Minor faults noted during daily

inspections that do not affect mission readiness or the safe operation of the PA aircraft may be deferred until the next scheduled inspection. The more faults deferred, however, the more delays when the aircraft receives scheduled maintenance. Minor faults deferred due to shop backlog or awaiting replacement parts will be re-entered from Aircraft Maintenance and Inspection Record or Aircraft Technical Inspection Worksheet to Uncorrected Aircraft Fault Record only after a valid requisition document number or work order number has been received. The entries will be re-entered back to Aircraft Maintenance and Inspection Record and signed off when corrected. To ensure flight safety, the following factors must be considered before classifying a deficiency for deferred maintenance:

1) No flight safety faults are considered for deferred maintenance.

2) The PA aircraft must be grounded for maintenance if

there is a reasonable doubt about flight safety.

d. Other duties. Aircraft maintenance section personnel may also provide maintenance support teams as required and assistance in maintaining GSE. 3. Aircraft Maintenance in Tropical Environment. Factors having deteriorating influence on fabrics in tropic areas like the Philippines can be categorized as high humidity, high temperatures, salt-laden air, and sunshine. These factors create corrosion, rot, mildew, and mold. Preventing these deteriorating effects to ensure safety and proper operation requires constant, regular inspections and preventive maintenance measures. This paragraph is not to be considered as a substitute for detailed maintenance and operating instruction, but as a supplement to each aircraft operation and maintenance manual. Proper cleaning, packaging, and storing ensure longer life and serviceability of aircraft and equipment. The following practices should be used as a guide:

a. Treat corrosion-affected area.

b. Prevent rot, mildew, and mold by keeping fabrics, rubber, and other susceptible items as dry as possible. Clean fabrics in aircraft daily.

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c. Operate all heat-producing electrical equipment daily to remove moisture. When this procedure is not practical, dry equipment using a ground heater or by placing in sun.

d. Wash aircraft often, and lubricate moving parts when aircraft is

exposed to salt-laden air or mud. e. Keep all drain holes clear of obstructions, and drill holes where

necessary in wings, fuselage, enclosed equipment, etc., (when approved by the maintenance officer), to facilitate draining where a noticeable accumulation of water is observed.

f. Leave canopy windows or doors open when aircraft is parked in

sun to permit air circulation within flight compartment. Protect windshields and windows from sun by covering with canvas.

g. Blow out brakes frequently with compressed air when operating

from muddy or dusty fields to prevent damage to brake disks. h. To prevent rust, wipe control cables daily with an oily rag. i. Check battery every third day to maintain proper electrolyte

level.

j. Every 25 hours, dip paper air filter cartridges in leaded gasoline and dry thoroughly.

k. Drain all fuel traps and strainers immediately prior to flight. l. While the aircraft is on ground, avoid excessive water in fuel

systems by keeping fuel tanks completely filled. m. Run up reciprocating engines at least once every third day. n. Operate gas turbine engines at east once every seven days for

approximately 10 minutes at flight idle. o. Inspect webbing for wear and fungi. p. Inspect canvas or duct covers for wear, torn seams, stains,

fungi, etc.

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Section 7-4 Alteration, Repair and Maintenance of Aircraft

1. Scope. This section provides the information on the alteration, repair and maintenance of airframes, powerplants, propellers and appliances of PA aircraft. The alteration and repair of airframes, powerplants, propellers and appliances is categorized as major and minor.

2. Airframes.

a. Major Alteration.

1) Major changes to the basic design or external configuration of any structural component such as:

(a) Wings.

(b) Tails surfaces.

(c) Fuselages.

(d) Engine mounts.

(e) Control system

Figure 7.6 Alteration, Repair and Maintenance of Aircraft. The aviation maintenance personnel of the AABn are highly trained and technically skilled to perform their tasks to ensure the airworthiness of all PA aircraft.

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(f) Landing gear.

(g) Hull or floats

(h) Elements of components (spars, ribs, fittings, shock absorbers, bracing, cowlings, fairings, balance weights, etc.) of an airframe.

2) Changes in equipment where the cumulative weight of all such alterations since the PA aircraft was reweighed or the weight and balance data recomputed exceed two percent of the certificated empty weight of aircraft under 12,500 pounds gross weight or ½ of one percent of the certificated maximum landing weight on aircraft over 12,500 pounds gross weight and/or the empty weight center of gravity location exceeds ½ of one percent of MAC.

3) Changes to the basic design of the fuel, oil, cooling,

heating, cabin pressurization, electrical, hydraulic, deicing, and exhaust systems.

4) Modifications to the wing or to fixed or movable control

surfaces which affect flutter and vibration characteristics. 5) Installation or modification of any system affecting the

structural airworthiness, flight behavior or control of the aircraft.

b. Minor Alteration.

1) Optional equipment on aircraft specification. The installation or removal of specific items of optional listed equipment listed in the aircraft specification when such installation is made in accordance with the manufacturer’s instructions.

2) Equipment of equal or less weight. The installation or

removal of equipment of equal or less weight and in the same location as that listed as optional equipment in the aircraft specification.

3) Changes to improve service life. Changes of a minor

nature may be made to a structural or nonstructural elements for the purpose of improving the service life or reducing the maintenance costs, provided the cumulative weight changes of all such alterations since the aircraft was reweighed or the weight and balance data recomputed do not exceed two percent of the certificated weight empty on aircraft under 12,500 pounds gross weight, or one half of one percent of the certificated maximum landing weight on aircraft over 12,500 pounds gross weight and provided the empty weight center of gravity location does not exceed one half of one percent of MAC.

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c. Major Repair.

1) All repairs involving the strengthening, reinforcing, splicing and manufacturing of primary structural members of its replacement, when replacements is by fabrication such as riveting or welding, are considered airframe major repairs. The following are examples of such members:

(a) Box beams. (b) Monocoque or semi-monocoque wings or control

surfaces. (c) Wing stringers or cord members.

(d) Repair involving the substitution of materials.

(e) Spars. (f) Spars flanges. (g) Members of truss-type beams.

(h) Keel and chine members of boat hulls or float.

(i) Corrugated sheet compression members which act

are flange materials of wings of tail surface.

(j) Wings main ribs and compression members. (k) Wing or tail surface brace struts.

(l) Engine mounts.

(m) Fuselage longerones.

(n) Members of the side truss, horizontal truss or

bulkheads.

(o) Main seat support braces and brackets.

(p) Landing gear brace struts.

(q) Axles.

(r) Wheels.

(s) Skis and ski pedestals.

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(t) Parts of the control system such as control columns, pedals, shafts, brackets or horns

2) The repair of damaged areas in metal or plywood stressed covering exceeding six inches in any direction, the repair of portions of skin sheets by making additional seams; splicing of skin sheets.

3) The repair of three or more adjacent wing or control

surface ribs or leading edge of wings and control surfaces, between such adjacent ribs.

4) Repair of fabric covering involving a greater area than required to repair two adjacent ribs replacement of fabric on fabric covered components such as wings, fuselages, stabilizers, and control surfaces.

5) Rebuilding, including re-bottoming of removable or

integral fuel tank, and oil tanks.

d. Minor Repair.

1) Non-structural members. Repairs to nonstructural members which may affect the airworthiness of an aircraft such as:

(a) Cowlings. (b) Wing and control surface fairings.

(c) Electrical installations . (d) Windshields.

2) Tanks. Patching and repairing of leaks in non-

integral fuel, oil, hydraulic, and de-icer fluid tanks. 3) Ribs, leading, and trailing edges, tip strips. The repair

of not more than two adjacent wing or control surface ribs of a conventional type (wood or metal); the leading edge of wing and control surfaces between two adjacent wing or control surfaces ribs; the trailing edge of wings, control surface, and flaps; the wing and control surface tip strips.

4) Fabric covering. Patching of fabric involving

replacement of fabric covering of surfaces when such replacement is of an area not greater than that required to repair two adjacent ribs.

5) Metal or plywood stressed covering. The patching of

holes in metal or plywood stressed covering not to exceed 6 inches in any direction when ribs, strings, bulkheads, and reinforcements are not directly affected.

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6) Replacement of components. Replacements of components or complete units such as listed below with parts supplied by the original manufacturer or manufactured in accordance with approved drawings:

(a) Wings.

(b) Replaceable wing tips.

(c) Control surfaces (fixed and movable) and control

cables. (d) Wing or control surface bracing (struts or wires).

(e) Floats.

(f) Landing gears.

(g) Tail wing assemblies.

(h) Fuel and oil system accessories.

(i) Hydraulic/ pneumatic system accessories.

(j) Fuels and oil tanks.

(k) Power plant controls.

(l) Propeller controls.

(m) Appliances such as instruments, hydraulic or

electrical actuating units of components, pressurization units, cabin pressurization unit, air conditioning units, electrical and radio units, and auto-pilots, etc. 3. Power plants.

a. Major Alteration.

1) Installation of a type of engine different from the approved for the aircraft.

2) Conversion of an aircraft engine from approved model to

another, involving any changes in compression ratio, propeller, reduction gear, impeller gear ratios or the substitution of the major engine parts which requires extensive rework and testing of the engine.

3) Modification of the engine by replacing aircraft engine

structural parts with the other than those supplied by the original manufacturer or otherwise specifically approved by appropriate aviation authority.

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4) Installation of an accessory which has not been approved for the engine.

5) Removal of accessories that are listed as required

equipment on the aircraft or engine specification. 6) Installation of structural parts such as engine mount

attachment bolts or engine attachment bolts, other than the other type of parts approved for the installation.

7) Conversions of any sort for the purpose of using fuel rating or grade other than that called for in the engine specification.

b. Minor Alteration.

1) Alterations to supporting brackets or braces of units of the powerplant which do not adversely affect the structural integrity of such parts.

2) Changes to the cowlings which do not affect engine

cooling, such as revisions to mounting bracket attachment. 3) The alteration or conversion of an aircraft engine by

simple substitution of different design or addition of any appropriate aviation authority approved parts in accordance with approved engineering practices and in conformity to the engine manufacturers or instructions of appropriate aviation authority.

c. Major Repair.

1) Any maintenance operation requiring the following:

(a) The separation or disassembly of a crankcase or crankshaft of a reciprocating engine equipped with an integral supercharger and/or propeller reduction gearing.

(b) Opening of the cold and hot sections of a turbine

engine. (c) Disassembly of a non-float type of a carburetor or

fuel injection unit used with such engines. (d) Top overhaul of such engines.

2) Special repairs to structural engine parts by welding,

plating, metalizing or other methods.

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d. Minor Repair.

1) Engine top overhauls. Reciprocating engines which have neither an integral supercharger nor integral propeller reduction gearing, consisting of the following:

(a) Removal of cylinders.

(b) Grinding valves and removing carbon.

(c) Fitting new rings.

(d) Adjustment of valve gear or replacement of parts

in valve mechanism outside of the crank case.

2) Engine complete overhauls. Complete overhauls of neither engines which have neither an integral supercharge nor integral propeller reduction gearing.

3) Replacement of components. The replacement of components not a part of the basic structure of the engines such as the carburetors, burners, combustion chamber assembly, flame tubes, magnetos, ignition harnesses on engines of any horse power and other related components of a piston or turbine engines.

4) Replacement of accessories. The replacement of components such as generators, starters, fuel pumps, hydraulic pumps, vacuum pumps and oil coolers on engines of any horsepower and other related accessories of a reciprocating or other turbine engines. 4. Propellers.

a. Major Alteration.

1) Changes in blade design.

2) Changes in hub design.

3) Changes in governor or control design.

4) Installation of a propeller governor or feathering system. 5) Installation of a propeller de-icing system.

6) Installation of parts not approved for the propeller.

7) Any changes in the design of a balance propeller or its

control

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b. Minor Alteration.

1) Initial installation of a propeller spinner.

2) Changes to the basic design of, or the relocating of brackets or braces of the propeller controls.

3) Changes to the basic design of propeller control rods or

cables.

c. Major Repair.

1) Any repairs to or straightening of steel blades.

2) Repairing or machining of steel hubs.

3) Shortening of blades.

4) Re-tipping of wood propellers.

5) Replacement of outer laminations on fixed pitch wood propellers.

6) Repairing elongated belt hoses in the hub of fixed pitch

wood propellers. 7) Inlay work on wood blades.

8) All repairs to composition blades.

9) Replacement of tip fabric.

10) Replacement of plastic covering.

11) Repair of propeller governors.

12) Repair of balance propellers rotorcraft.

13) Overhaul of controllable pitch propellers.

14) Repairs to deep dents, cuts, scars, nicks, etc., and

straightening of aluminum blades.

15) The repair or replacement of internal elements of blades. d. Minor Repair.

1) Repairing dents, cuts, scars, scratches, nicks, leading

edge pitting of aluminum blades, provide removal or treatment does not

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materially affect the strength, weight, balance, or performance of the propeller.

2) Repairing dents, cuts, scars, scratches, nicks, and small cracks parallel to the grain of wood blades.

3) Removal and installation of propellers. 4) Assembly and disassembly of ground adjustable

propellers. 5) Balancing of fixed pitch and ground adjustable propellers. 6) Refinishing of wood propellers.

5. Appliances.

a. Major Alteration. Changes to the basic design not made in

accordance with the approved recommendations of the appliance manufacturer or in accordance with the Airworthiness Directive of an appropriate aviation authority are considered to be major appliance alterations. In addition, changes in the basic design of radio communication and navigation equipment approved under type certification or a Technical Standard Order that have an effect on frequency stability, noise level, sensitivity, selectivity, distortion, spurious radiation, AVC characteristics or the ability to meet environmental test conditions and other changes that have an effect on the performance of the equipment is also major alterations.

b. Minor Alteration. Changes to the basic design made in

accordance with the approved recommendation of the appliance manufacturer, or in accordance with the Airworthiness Directive of an appropriate aviation authority are considered to be minor appliance alterations.

c. Major Repair.

1) Instrument. All repairs to instruments.

2) Electronics equipment. Adjusting and calibration of VOR, DME and ILS equipment etc.

3) Electrical equipment. Rewinding of any electrical

accessory field coil.

4) Hydraulic/pneumatic accessories. Complete disassembly of complex hydraulic/pneumatic power valves if repairable, per manufacturer’s instruction.

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5) Mechanical accessories.

(a) Pressure-type carburetor overhaul. (b) Overhaul of pressure type fuel, oil or hydraulic

pumps etc. (c) Air conditioning, heating, cooling, pressurization

and other mechanical accessories involving an airframe control system. d. Minor Repair. Any repair to an appliance which would not

be defined as appliance major repair is considered to be a minor appliance repair. 6. Preventive Maintenance. The following are considered to be typical preventive maintenance operations:

a. Removal, installation, and repair of landing gear tires.

b. Replacing of elastic shock absorber cords on landing gear. c. d. Servicing landing gear shock struts by adding oil and/or air.

e. Servicing landing gear wheel bearing such as cleaning and

greasing.

f. Replacing defective wiring and cotter keys.

g. Any lubrication requiring disassembly other then removal of nonstructural covers plates, cowlings, failing, etc.

h. Making simple fabric patches not requiring rib stitching or removal structural parts or control surface.

i. Replenishing hydraulic fluids in hydraulic reservoir.

j. Refinishing decorative coating of fuselage, wings and tail group surface (excluding balance control surface), fairings, cowling, landing gear cockpit interior not requiring removal or disassembly of any primary structure or operation system such as hydraulic or fuel system.

k. Applying preservative or protective material of component where no disassembly of primary structure or operation system is involved. Such as seaplane preservation (paralketone to control cables, etc.) anticorrosive plain to structure components where such coating is not prohibited or is not contrary to good practices.

l. Cabin or cockpit interior work (repairing upholstery and decorative furnishings) which does not require disassembly of any primary

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structure or operation system or interfere with operating system or affect primary structure of the aircraft.

m. Small simple repairs to fairings, non structural cover plates, cowling such as drilling stop holes, small patches and reinforcements not making any change ton contour where such would interfere proper airflow.

n. Replacing of side windows where such work does not interfere with structure or any operating system such as control, electrical equipment etc.

o. Replacing of safety belts.

p. Replacing of seats or seats parts with replacement part

approved for the aircraft, not involving disassembly of any primary structure or operating system.

q. Trouble shooting or repairing broken circuits in landing light wiring circuits.

r. Replacing bulbs, reflector, and lenses of position and landing

lights.

s. Replacing of wheels and skis where no weight and balance computation is involved.

t. Replacing any cowling not requiring removal of the propeller or any disconnecting flight controls.

u. Replacing of any hose connection except hydraulic connection.

v. Replacing or cleaning and settings of spark plug gap clearance.

w. Replacing prefabricated fuel lines.

x. Cleaning fuel, oil, water methanol, hydraulic strainer filters.

y. Replacing batteries and checking fluid level and specific gravity.

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Section 7-5 Aircraft Cleaning

1. General. Proper and frequent cleaning is the most important part of a corrosion control program. Frequency of cleaning and related treatment will depend on type of aircraft and local conditions. All PA aircraft shall be washed and cleaned every 30 days, unless aircraft are stationed within two miles of salt water. Extended or low level operations over salt water require daily fresh water rising. External corrosion prone areas will require more frequent cleaning.

WARNING: Do not use synthetic wiping cloths with highly flammable solvents having a flash point of 100°F (37.8°C) or less, such as aliphatic naphtha TT-N-95. Static electricity may build up and cause ignition.

CAUTION:

Do not use aircraft cleaning compounds MIL-C-43616 or MIL-C-25769 at strength other than specified because this will damage aircraft finish and components. Do not allow cleaning solutions to dry on aircraft surface.

NOTE:

Use only authorized cleaning materials and equipment.

2. Cleaning Practices and Procedures. The following paragraphs explain preparation for cleaning, cleaning methods, cleaning of corrosion prone areas, and post-cleaning.

a. Preparation for Cleaning. Prepare aircraft for cleaning by accomplishing the following procedures:

CAUTION:

Make sure that static vents are not fouled by tape adhesive transfer. Cover static vents with a properly sized disc of suitable material, and then apply masking tape. Fouled vents will give wrong readings.

1) Prior to lubricating any components or parts, remove all

foreign matter from joints, fittings, and bearing surfaces. Cleaning cloth shall be used for this purpose. Clean up all spilled or excess oil or grease. Some solvents can damage rubber, neoprene, and electrical insulation. They can also damage paint and should be removed as soon as possible.

2) To protect against cleaning solution entrapment, inspect

all lubrication points that have exposure type lubrication fittings. Lubricate

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those that have not been regularly lubricated in accordance with the applicable maintenance manual.

3) Close all doors and emergency openings.

4) Make sure that all drain holes are clear by inserting a

probe such as a pipe cleaner, except where pressurized flapper valves are located.

b. Cleaning Methods. Various cleaning methods are explained in the following paragraphs. The method used depends upon the availability of tap water.

1) Waterless wipedown. This procedure will be used when

water is not available for rinsing or when cold weather prevents the use of water.

2) Detergent. When limited water is available, the following no rinse procedures may be used.

3) Water detergent cleaning. This is the preferred

method where water of suitable quality is available for rinsing purposes. 4) Rinsing. Rinse the cleaner and loosened soil from aircraft

surface with pressure equipment having a fan spray nozzle. Direct water at an angle between 15 and 30 degrees from the surface to rinse it. Continue rinsing until all evidence of cleaner and soils have been removed from aircraft.

5) Deluge rinsing. To prevent buildup of salt deposits, the deluge rinse facilities shall be used as frequently as possible.

c. Cleaning of Corrosion Prone Areas. Specific efforts shall be made to clean all corrosion prone areas as frequently as possible, even if unusual conditions prevent complete aircraft cleaning. Refer to the applicable maintenance manual.

d. Post-Cleaning. Corrosion prevention depends on carrying

out the prescribed preservation and lubrication procedures. Strict compliance with the following procedures is essential post-cleaning procedures shall be done in the following order:

1) Remove covers from all static vents, pitot tubes, air

ducts, heater ducts, etc. Tape shall be removed from all other openings sealed with masking tape.

2) Clean all drain holes by inserting a probe such as a

pipe cleaner except where pressurized flapper valves are located. Assure that all areas accumulating water have been drained. Whenever this is recurring problem, procedures shall be developed and implemented to remove entrapped water and prevent accumulation.

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3) Inspect for corrosion and deterioration as part of routine maintenance procedures.

4) Re-lubricate, preserve, and seal. 5) Polish and wax.

3. Cleaning Safety. All cleaning procedures should be accomplished with the applicable maintenance manual. Proper precautions must be taken when working with cleaning substances.

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CHAPTER 8 AVIATION FACILITIES

“What I’m suggesting is a military taxiway, not on the apron of a commercial aviation ― a taxiway and an apron that will not complicate the operations of a

civilian aircraft. . . because I know that mixing the operations of the military and civilian aviation is not conducive to safety. You have your own requirements while civilian operations have different requirements.”

― Capt. Jacinto F. Ortega Jr., ATO Assistant Secretary, on his answer to a question during the 1st CG, PAF Annual Air Power Symposium (29 June 2000)

Section 8-1 General 1. Purpose. This chapter presents the provisions, criteria, and policy for guidance and planning, designing, and construction programming of permanent PA aerodromes, heliports, and other aviation-related facilities. 2. Scope.

a. The criteria and guidance provided in this chapter apply to all PA installations in the Republic of the Philippines.

b. This chapter provides the basic and essential information

necessary to plan and program PA aviation facilities to meet the sustained peacetime operations assigned active PA aerodromes. When aviation missions are imposed upon PA aerodromes which require design and construction of facilities to higher standards than contain herein, the project will be forwarded to HPA for review, coordination with other agencies and HPA approval.

c. Excluded from this chapter are structural building facilities

required for production, manufacture, test and research of aircraft, new aircraft components, aircraft armament and weapon systems. Aviation facilities in these categories will be individually justified and programmed. 3. Authority and Responsibilities.

a. By authority provided and delegated by the G4, PA, the Office of the Army Chief Engineer is responsible for the development of master planning criteria and for development of space allowances for PA aviation facilities. In conjunction with this authority, the Office of the Army Chief Engineer is responsible for coordination with HPA for the following: obtaining concurrence for proposed changes in space allowances of criteria, and for policy guidance on new concepts of aircraft, aviation units, aircrew training requirements, and aviation unit and/or aircraft stationing plans. Matters

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pertaining to aviation safety, request for waivers of criteria affecting aviation safety, aircraft maintenance hangar requirements, and matters concerned with instrument procedures and ATS will be coordinated by the Office of the Army Chief Engineer with the CO, AABn.

b. It is also the responsibility of the Office of the Army Chief

Engineer to keep current the planning criteria and space allowances as set forth herein so as to permit timely and sound master planning and construction programming actions.

Section 8-2 Planning Factors

1. General. The planning and design of PA aerodromes, heliports, aviation-related facilities, and the airspace clearances should be based on the general provisions of this chapter and the PAM 3-033 Army Aerodrome Operations Manual. 2. Justification. Regardless of the source and amount of funds, the PA aviation facilities will be planned, programmed and constructed in accordance with the aerodrome site plane approved by HPA. The cost of construction and operation of an aerodrome solely for a few miscellaneous aircraft that can be

Figure 8.1 Planning Studies. Engineers and aviation personnel counterchecks the field elevation and reference point of the runway in Fort Magsaysay Army Aerodrome.

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accommodated at an existing aerodrome within a reasonable commuting distance of the installation usually cannot be justified from the standpoint of military necessity, assignment of navigable airspace, and economy. In order to reduce the requirement for new construction and aerodrome operating personnel, existing facilities on a civilian aerodromes or air base/air station of another service, will be used where feasible. New construction is authorized only where required facilities are unavailable or inadequate. 3. Planning Considerations. The planning and design of aviation facilities will emphasize safety for all modes of aircraft operations. Aircraft permanently assigned to an installation will require permanent unobstructed airspace, facilities, and equipment especially constructed or installed to facilitate maintenance, ground handling and flight operations. In addition, facilities may be justified to support continuing or recurrent Army aviation missions at installation or facility locations where PA aircraft are not permanently assigned. Facilities to be provided will be based upon the mission requirement. 4. Planning Studies: The planning of PA aerodromes and heliports should be based upon sound requirements. Knowledge of existing facilities and conditions and of known or current aviation unit and aircraft stationing plans plus a realistic assumption of future requirements, are essential to development of basic plans. Principles and criteria for development of aerodrome general site plan for future development of the aerodrome are contained in PAM 3-032 Army Aerodrome Operations Manual. Planning studies should be prepared and reviewed locally, and when additional assistance or guidance appears necessary, the Office of the Army Chief Engineer should be consulted to help resolve problems in the preliminary planning stage. 5. Design and Selection of Pavements for PA Aerodromes.

a. Pavements for PA aerodromes will be designed according to the mission requirements of each aerodrome.

b. The following aircraft pavement areas will be designed for rigid

pavement only:

1) Maintenance and hangar access points. 2) Aircraft parking aprons.

3) Aircraft washings points.

4) Compass swinging base, not including access taxiway.

All other pavements subject to aircraft traffic will be designed for

both rigid and flexible pavements and the selection of the pavement type to be constructed will be based on least first cost.

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c. Exceptions to design loadings and pavement types as follows:

1) Special consideration will be given to design of pavements for primary training and other special mission aerodromes and heliports and landing pads. Pavements for these special missions will be designed to support the planned operations of the most critical using aircraft.

2) Special consideration should also be given to pavement

surfacing requirements for non-standard training operations of skid-mounted aircraft. To minimize the problems in these areas, the following actions are necessary:

(a) Non-standard operation should be confined as much as possible.

(b) Fuel spillage should be minimized in these areas.

(c) High density asphaltic concrete should be provided

in these areas.

(d) The asphaltic concrete should be allowed to cure satisfactorily prior to operations. If it is not possible to prevent excessive fuel spillage in these areas, portland cement concrete pavement should be required if it is cost-competitive with high density asphaltic concrete pavement.

3) Where reduced operations warrant consideration of least first cost pavement in apron areas, justification will be forwarded to G4, PA. 6. Aircraft Noise.

a. The PA fixed-wing aircraft noise levels generally at the typical noise levels generated at the typical PA aerodromes usually will not impact upon noise sensitive facilities found in cantonment areas or on off base adjoining properties. This is due to two reasons:

1) The PA fixed-wing aircraft are small light aircraft which do not generate a serious noise impact over a large area.

2) The volume of or density of PA fixed-wing aircraft is low.

b. The PA helicopter noise levels, although more critical than fixed-

wing, are more readily controlled because of the operational characteristics inherent in the helicopter. Flight adjustments in both direction and elevation provide the means by which conflicts with noise sensitive facilities may be avoided. Excellent guidance for planning helicopter traffic patterns is contained in the PAM 3-032 Army Aerodrome Operations Manual.

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c. Noise contours generated from aircraft operations will be shown on the installation plans. These noise contours will be integrated with noise contours generated from other sources on the installation along with the aircraft hazard zones. This combination of contours and hazard zones will identify the potential impact areas both on and off the installation. These actions are essential to the development of compatible land use areas which in turn will help to assure protection of the military investment and mission from encroachment.

d. In instances where an assessment of the noise level indicates

that a proposed project, a change in flight operational procedures or a change in aircraft type would significantly affect the quality of the human environment, then an environmental impact statement will be prepared. 7. Aerodrome Layout. The layout of aerodrome facilities should be functional to permit operational efficiency and to provide safe conditions for take-off/landing operations and ground handling of aircraft.

a. Wind direction and velocity. To be functional, efficient and safe, the runway should be oriented with the prevailing winds to provide favorable wind coverage, crosswinds not exceeding 13 miles per hour, 87% of the time. Wind data, obtained from local sources, for a period of not less than five years, preferably longer, should be used as a basis for development of the wind rose to be shown on the aerodrome map.

b. Taxiways. Runway efficiency is best accomplished by development of parallel taxiway system with appropriate connecting laterals which permit rapid entrance and exit of traffic between the apron areas and the runway. At installations with low air traffic density, such a taxiway may be modified to suit local requirements; however, plans should be so developed that a full parallel taxiway system may be constructed in the future when it can be adequately justified.

c. Parking aprons. Aircraft parking aprons should be located between the parallel taxiway and the hangar line with its supporting facilities. The depth of the apron area between the taxiway and hangar line should normally permit parking for 85% of the aircraft assigned, with the proper clearances for safety.

d. Buildings for supporting facilities. Supporting facilities will be located along and to the rear of the hangar line with the central area normally being allocated to aerodrome operations, flight control, crash, fire and rescue station, and flight simulator facilities. Also, in or adjacent to this area, provision should be made for transient and VIP aircraft activities. Other support facilities, when required, such as aviation fuel storage and dispensing, heating plants, water storage, consolidated parts storage, and motor pool facilities, may often be conveniently sited on the far side of an access to the rear of the hangars for vehicle parking and service vehicle access to hangars and maintenance aprons.

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e. Orientation of facilities. Facilities which are designed to be parallel and perpendicular, or nearly so, to the runway will provide the most efficient use of the available area. Diagonal and curved areas tend to cut the area and result in awkward or unusable spaces which also create hazardous ground traffic patterns.

8. Air Traffic Service Facilities. Technical advice and guidance for flight control and for navigational aids equipment should be obtained from AABn. The ATS facilities and navigational aids including control towers, lighting systems and ground controlled approach equipment authorized for PA aerodromes are listed in Section 8-3. 9. Crash, Fire and Rescue Facilities. The PA aerodrome facilities and flight operations will be supported by crash, fire and rescue (CFR) equipment and trained personnel. Fire station facilities will conform to criteria contained in Section 8-3. The allowances listed in Section 8-3 should not be exceeded, unless the installation has an additional fire protection mission or requirement for special rescue equipment to be stationed in the vicinity of the aerodrome, and it is economically sound to develop a consolidated or expanded station facility.

a. Site of Crash, Fire and Rescue Station. The site for CFR station should permit ready access of equipment onto the aircraft operational areas and the road system serving the aerodrome facilities. A site centrally located

Figure 8.2 Aerodrome Layout. The parking aprons, flight line/ramp, taxiways and runway in a PA aerodrome are the designated movement areas for aircraft.

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in the hangar line near the aerodrome operations and aerodrome control tower is preferred.

b. Site of rescue and ambulance helicopters. With the increasing use of helicopters for emergency rescue and air ambulance service, consideration should be given to providing an alert helicopter parking space near the CFR station. This space may be located as part of the CFR station complex, or in a designated area on an adjacent aircraft parking apron.

c. Site of hospital helipad. A helipad will normally be sited in close proximity to each hospital to permit helicopter access to the hospital for emergency use. Subject to necessary flight clearances and other hospital site factors, the hospital helipad site should permit reasonably direct access to and from the hospital emergency entrance. 10. Airspace. Projects for construction of new aerodromes, heliports, helipads or hoverpoints or modification to existing facilities affecting the use of airspace and changes in aircraft densities all require notification to the Director of the CAAP. 11. Site Conditions. The site conditions to be considered should include topography, vegetative cover and/or existing construction, weather elements, wind direction, soil conditions, flood hazard, natural and man-made obstructions, adjacent land use, availability of usable airspace, accessibility of roads and utilities in the area and capability for future expansion. Site selection for a new aerodrome or heliport, not located on PA controlled property should be done in coordination with other major service or agencies. An urgent requirement for immediate construction should not compromise the plan for future development merely because a usable but not completely satisfactory site is available. Hasty acceptance of an inferior site can prevent the orderly expansion and development of permanent facilities on an aerodrome, and may reduce the efficiency and safety of present and future operations. Initial land acquisition (fee or lease) or navigation easements of adequate area adjacent to the aerodrome and in the approach-departure zones will prove to be the greatest asset in protecting the valuable aerodrome investment.

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Section 8-3 Basic Facilities and Space Allowances

1. General. The basic facilities and space allowances discussed in this section are those required to support the permanent peacetime PA aviation mission at all PA installations, other than at industrial installations. These allowances apply to PA installations unless specified to the contrary. 2. Facilities for PA aerodromes and heliports. The type, size and numbers of facilities described herein are those that normally are required for support of aircraft operations and maintenance and administration of AABn units. By adjustment, it may be adopted for use at other types of installations, such as, PA training schools, division training units, station hospitals and others. Except where specified as minimums the numbers and/or capacities listed are maximums which will not be exceeded unless specifically waived. The PA aircraft permanently assigned to an installation will require permanently unobstructed airspace, facilities and equipment especially constructed or installed to facilitate aircraft maintenance, ground handling, and flight operations. Additional facilities will be required for continuing or recurrent aviation activities at auxiliary locations. Required facilities may comprise a complete aerodrome, and heliport, one or more helicopter landing areas or helipads, and/or auxiliary aerodromes, heliports, and landing strips

Figure 8.3 Site Conditions. A STOL runway was designed and constructed in Camp Capinpin Army Aerodrome due to the unfavorable type of topography of the camp.

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as necessary for operation and maintenance of aircraft in conjunction with training activities and air movement of personnel and equipment. 3. Application. The allowances listed herein are applicable to master planning and construction programming for facilities.

4. Aviation Facilities.

a. Operational and training facilities:

1) Aerodromes Pavements:

(a) Fixed-wing aircraft runway.

(b) Rotary wing aircraft runway.

(c) Helipad.

(d) Hoverpoint.

(e) Taxiway.

(f) Apron:

(1) Fixed-wing aircraft parking apron.

Figure 8.4 Aviation Facilities. An aircraft maintenance hangar is needed in a PA aerodrome to secure the aircraft as well as a covered area for aircraft maintenance activities.

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(2) Rotary wing aircraft parking apron.

(3) Aviation maintenance parking apron.

(4) Aircraft holding apron.

(5) Aircraft washing apron.

(6) Personnel loading apron.

(7) Aircraft special-purpose apron:

Arming and/or disarming aircraft weapons.

Loading and unloading ammunitions.

Special handling and/or

decontamination facilities for biological and chemical warfare items.

Special security areas.

(8) Aircraft compass swinging base.

(g) Stopway.

2) Liquid Fueling and Dispensing Facilities:

(a) Aircraft direct fueling facility.

(b) Aircraft fuel storage.

3) Navigational Aids and Aerodrome Lighting:

(a) Aerodrome control tower.

(b) Navigational aids building.

(c) Radar building.

(d) Low frequency non-directional radio beacon.

(e) Radio beacon.

(f) Ground control approach system.

(g) Instrument landing system.

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(h) Aerodrome rotating light beacon.

(i) Heliport/helipad beacon.

(j) Lighted wind direction indicator.

(k) Air navigation obstruction lighting.

(l) Aerodrome and heliport lighting.

(m) Runway lighting.

(n) Approach lighting system.

(o) Visual approach slope indicator.

(p) Hoverpoint lighting.

(q) Helipad lighting.

(r) Taxiway lighting.

(s) Holding apron lighting.

(t) Hoverlane lighting.

(u) Taxiway centerline lighting.

(v) Aerodrome lighting-equipment vault.

(w) Aircraft apron lighting.

(x) Lightning protection.

4) Land Operational Facilities:

(a) Aerodrome administrative and operations building.

(b) Aerodrome crash, fire and rescue station.

(c) Aviation unit administrative and operations building.

5) Training Facilities:

(a) Lecture rooms.

(b) Audio-visual room.

(c) Laboratory.

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(d) Aircraft flight simulator room.

(e) ATC simulator room.

(f) Library. b. Maintenance facilities:

1) Aircraft maintenance hangar.

2) Aviation unit maintenance hangar.

3) Aviation depot maintenance hangar.

4) Avionics maintenance shop c. Supply facilities.

1) Aircraft parts storage building. 2) Armory/ammunition depot.

Figure 8.5 Aviation Facilities. Aerodrome administration and operations building as well as control tower are one of the important facilities in a PA aerodrome.

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Section 8-4 Obstructions to Air Navigation at Aerodromes

1. General. Any natural or man-made object that protrudes above the aircraft or surfaces is considered an obstruction to air navigation. 2. Limiting Heights Aboveground. Objects exceeding the limiting heights aboveground described in this section will be considered obstructions to air navigations but may be considered unobjectionable after special aeronautical study.

a. Height of 500 feet above the ground at the site of the structure.

b. A height of 200 feet above the ground at the site of the structure within three nautical miles of the center of the aerodrome. This height limit will rise at a rate of 100 feet for each additional nautical mile from the aerodrome center up to a maximum of 500 feet.

c. A height above the established aerodrome elevation which

would require an increase in the final instrument-approach minimum flight altitude. 3. Removal of Obstructions. Natural objects and man-made structures determined to be obstructions to air navigation will be removed where both feasible and economical. Where such removal is not feasible or economical, obstructions will be lighted and marked. 4. Marking of Objects. All fixed markers to be marked shall, whenever practicable, be colored, but if this is not practicable, markers or flags be displayed on or above them, except objects that are sufficiently conspicuous by their shape, size or color need not be otherwise marked. All mobile objects to be marked shall be colored or display flags using black and yellow.

Figure 8.6 Marking of Objects. A checkered black and yellow flag should be displayed by all ground vehicles to ensure safety in the aircraft movement areas.

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a. An object must be colored to show a checkered pattern if it has essentially unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5 meters in both dimensions. The pattern should consist of not less than 1.5 meters and not more than 3 meters on a side, the corners being the of the darker color. The colors of the pattern should contrast each other and with the background against which they will be seen. Black and yellow should be used, except where such colors merge with the background. (See Figure 8-7.)

b. An object should be colored to show alternating contrasting bands if:

1) It has essentially unbroken surfaces and has one dimension, horizontal or vertical, greater than 1.5 meters, and the other dimension, horizontal or vertical, less than 4.5 meters; or

2) It is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 meters.

The bands should be perpendicular to the longest

dimension and have a width approximately 1/7 of the longest dimension or 30 meters, whichever is less. The colors of the bands should contrast with the background against which they will be seen. Black and yellow should be used, except where such colors are not conspicuous when viewed against the background. The bands on the extremities of the object should be of the darker color. (See Figures 8.7 and 8.8.)

Figure 8.7 Marking of Objects. The standard dimensions and color pattern used in marking objects within and at the vicinity of a PA aerodrome.

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Figure 8.8 Marking of Objects. The standard lighting, dimensions and color pattern used in marking vertical objects within and at the vicinity of a PA aerodrome.

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3) An object should be colored in a single conspicuous color if its projection on any vertical plane has both dimensions less than 1.5 meters. Yellow should be used, except where such colors merge with the background. 5. Protection of Airspace. Control over the use of land under jurisdiction of the HPA in order to prevent erection of obstructions to air navigation will be accomplished by:

a. Real estate action securing control of the necessary airspace by fee purchase or easement acquisition.

b. Zoning coordination with local authorities. c. Implementation of Civil Air Regulations or the National Building

Code. 6. Exceptions. Deviations from these provisions for protection of navigation of airspace and obstruction clearances will not be permitted without the written approval from HPA. Requests by the using unit for such deviations will be submitted through channels to HPA.

Figure 8.9 Marking of Objects. High vertical objects like water tanks should be properly marked to ensure the safety of low flying aircraft.

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CHAPTER 9 AVIATION SAFETY

“Aviation is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”

― Capt. A. G. Lamplugh,

British Aviation Insurance Group (circa 1930s)

Section 9-1 General

1. Safety Awareness. The Army Aviation Battalion is the sole air arm of the Philippine Army. The unit exists because of the special and technical skills of its aviators, aircrew members and ground support personnel, and most importantly its dedication, esprit de corps, and desire to conduct aviation operations. The success of every flight mission or operation can be achieved if an aviation safety program is being practiced within the unit and included in the decision making process considering the occupational hazards involved in the conduct of aviation operations. 2. Goal. Despite the hazards in their operational environment, the goal of the AABn is ― ZERO Accident. 3. Principle. The AABn is a mission-oriented organization but the success and accomplishment of its mission will also rely on the level of safety awareness and culture of the individuals working with the machines. As such, the personnel of AABn will be guided by the tenet of “MISSION FIRST, SAFETY ALWAYS.”

Section 9-2 Policy

1. Unit Responsibility. Unit commanders, staffs, platoon leaders and platoon sergeants as well as aviation safety personnel at all levels will comply with the following policies regarding aviation safety. Aviation Safety shall be a prime consideration in all mission and training planning and operations to include wartime and peacetime operations. Army aviation commanders shall:

a. Ensure that safety is a principal element in all aviation operations and shall apply crew resource management (CRM) procedures in each phase of the training-management cycle in order to identify hazardous conditions and correct deficiencies responsible for these conditions.

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b. Establish a written commander’s safety philosophy that contains current safety goals, objectives, and values and include the philosophy in the quarterly in-service trainings of the unit.

c. Employ CRM to ensure maximum combat power is available for

use at the decisive point and time for successful operations. d. Ensure after flight mission/operations reports are conducted to

assess the effectiveness of CRM and safe performance. e. Ensure compliance with DND, AFP, PA, CAAP and ASFP safety

standards and requirements. When conflict arises between the various standards, the more stringent shall be applied.

f. Develop and integrate safety goals, objectives, and values into

appropriate training guidance based upon the identification of the most probable and severe types of accidents and incidents expected and the most likely reasons (hazards) for these accidents and incidents. 2. Individual Responsibility. Each aircrew member is ultimately responsible for his own safety and for expeditiously advising the pilot-in-command that an unsafe practice is taking place or is about to take place.

Section 9-3 Aviation Safety Section

1. Battalion Aviation Safety Officer. The position of Battalion Aviation Safety Officer (BASO) shall be an additional duty of the Battalion Executive Officer. The Aviation Safety Section through its BASO will be reporting directly to CO, AABn on matters pertaining to the implementation of Aviation Safety Program of the unit. Moreover, the implementation of the Aviation Safety Program shall be the combined effort within the command structure of the AABn. 2. Composition. The Aviation Safety Section of the AABn shall be composed of one BASO, one Aviation Safety NCO, one Records Clerk, one Computer Analyst/Data Encoder and five Aviation Safety Specialists that will be coming from the subordinate units of AABn. Those serving as Company Aviation Safety Sergeants and Aviation Safety Instructor can be detailed with the Aviation Safety Team as Aviation Safety Specialists as their additional duty. 3. Fund Support. The Personnel and Operations Sections of the AABn will initially assist the Aviation Safety Section on their financial requirements until such time a quarterly fund support has been appropriated.

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Section 9-4 Duties and Responsibilities

1. Battalion Aviation Safety Officer.

a. Ensure the implementation of the Aviation Safety Program.

b. Require and/or encourage reporting among the personnel, either verbal or in writing, of any aviation safety related accident and incident.

c. Conduct an investigation or inquiry on any aviation safety

related event. d. Coordinate and make representations with any units or agencies

for the safety education and training of the personnel of AABn. e. Create and improve the necessary data base in the

implementation of the Aviation Safety Program. f. Review and revise the Aviation Safety Program. g. Recommend implementation, SOP, and control measures on

safety practices.

h. Perform other tasks as directed. 2. Aviation Safety Non-Commissioned Officer.

a. Assist the BASO in the over-all implementation of the Aviation Safety Program.

b. Recommends corrective measures of any unsafe practices in all

the activities of the AABn. c. Assist in the safety awareness trainings or seminars conducted

to all personnel.

d. Perform other tasks as directed. 3. Aviation Safety Specialist.

a. Assist the BASO in the over-all implementation of the Aviation Safety Program in their respective companies/unit.

b. Remind personnel in their respective companies/unit on the safe

practices to be followed in their operational environment. c. Assist in the safety awareness training or seminars conducted to

all personnel.

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d. Perform other tasks as directed. 4. Records Clerk.

a. Administer records management of documents, files, reports and other records on aviation safety.

b. Produce, record, index and distribute official minutes of

meetings and conferences on aviation safety.

c. Perform other tasks as directed. 5. Computer Analyst/Data Encoder

a. Plans, designs, develop and installs computer systems and data base on aviation safety.

b. Enters data to a computer system or to type routine information

or written materials such as forms, notices, bulletins, letters, or lists from straight copy or rough draft on aviation safety related matters.

c. Perform other tasks as directed.

Section 9-5 Internal Reporting System

1. Manner of Reporting. Any accident or incident resulting from any aircraft operation will be reported to the control tower thru tactical radios, air band radios, telephones (landline or field), or mobile phones. The control tower will then notify the Operations Section, Duty Officer of the Day, or the BASO. 2. Offense Committed. Likewise, the same will also be done in reporting any unsafe acts or practices observed. The identity of the personnel who made the report will be treated with confidentiality. 3. Types of Reports. The following reports or records will be maintained:

a. Operational Hazard Report.

b. Aircraft Accident Investigation Report.

c. Accident Report.

d. Incident Report.

e. Investigation Report.

f. Spot Report.

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4. Submission. Appropriate reports will be submitted to higher headquarters as soon as possible after the occurrence of the event and the CO, AABn had acted and/or recommended appropriate action. 5. Documentation. All the necessary reports will be developed by the BASO. It will be kept simple and will be published or filed accordingly. 6. Action Taken. All reports received, including anonymous and those reported by other available means will be acknowledge and will always be provided with feedback as soon as possible. Management or handling of any reports will be delegated to the BASO in coordination with other staff officers for appropriate action. Action taken on all reports received will be relayed to the sender or will be published in the bulletin board.

Section 9-6 Information Distribution 1. Responsibility. The BASO will be responsible for obtaining and distributing all pertinent aviation safety information. Critical information will be distributed thru the use of NOTAM and during the pre-flight briefing with the Battalion Flight Operations Officer (BFOO) or BASO. 2. Publication and Dissemination. Non-critical information will be placed on the bulletin boards of the administrative building, hangars, work stations, motor pool, officers quarters, barracks and other appropriate places in the form of posters or markings and then to be discussed during aviation safety meetings/conferences and TI&E. 3. Other Means. Appropriate SOPs, letter directives, or policies pertaining to aviation safety shall be maintained and developed.

Section 9-7 Aviation Safety Committee 1. Functions. The need for Aviation Safety Committee in the AABn is inevitable. It has to be realized that aviation safety is a concern of everybody. The Aviation Safety Committee must be able to:

a. Establish a forum from its organization in order to study and enforce measures designed to prevent any mishaps in the AABn.

b. Develop a safety awareness campaign within the AABn. c. Review and discuss all matters relating to aviation safety to

include past and recent mishaps in the military and civil aviation, and the status of hazard, safety survey and inspections reports.

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2. Procedures. The Aviation Safety Committee will be guided by the following procedures:

a. The Committee will meet every month or as directed by its chairman.

b. The agenda and minutes, in coordination with the chairman, will

be prepared by the Aviation Safety NCO. c. Every member is encouraged to present existing safety

problems. d. The Committee may approve, reject or recommend actions on

any matter brought out in the discussions.

e. All records will be maintained by the Aviation Safety Section. 3. Organization. The Aviation Safety Committee will be composed of the following:

a. Battalion Executive Officer - Chairman

b. Battalion Operations Officer - Vice Chairman

c. Battalion Personnel Officer - Member

d. Battalion Intelligence Officer - Member

e. Battalion Logistics Officer - Member

f. Battalion CMO Officer - Member

g. Battalion Sergeant Major - Member

h. Aviation Safety NCO - Member/Recorder

i. All Aviation Safety Specialists - Member

Section 9-8 Aviation Safety Inspections

1. Goal. The AABn will develop and maintain an aviation safety inspection program in order to gauge the level of commitment with safety standards and then evaluate the total effectiveness of the Aviation Safety Program.

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2. Standards.

a. All functional areas to include flight line operations, aircraft maintenance, motorpool and other ground related function areas will be subjected for inspection at least semi-annually.

b. The BASO will conduct and record the inspection using all

available technical specialists in addition to the Aviation Safety Section personnel.

c. All reports as stated to be prepared will be routed to the staff

officers concerned for appropriate action. Reports which could not be resolved on the staff level will be immediately brought to the attention of CO, AABn. Adequacy of the reports and responses will be reviewed by the BASO and the staff officers concerned. At any given event, the CO, AABn is to be informed.

d. All reports are to be kept by the Aviation Safety Section for use

on their safety analysis system.

e. Review of the effectives of these inspections will be conducted during the semi-annual aviation safety inspection of the BASO.

3. Control.

a. Appropriate staff action is expected within five days upon receipt or acknowledgement of the report.

b. The BASO will brief the CO, AABn on the defects noted and on

the corrective action taken. Those that cannot be corrected will be forwarded to higher headquarters for proper disposition on the recommended courses of action.

c. The BASO will monitor and follow-up the progress or

development of corrective actions and give feedback to CO, AABn.

Section 9-9 Safety Education, Training and Awards

1. Training Development. The AABn will develop a training program that will form part of the unit’s Aviation Safety Program through its Battalion Operations Section and the Aviation Training Unit. 2. Training Program. Local, foreign and in-service trainings on safety must be made available for AABn personnel and must be included in the annual training program of the unit. Participation in the seminars, workshops, symposiums and forums relating to safety issues organized by other civilian agencies should also be arranged and coordinated.

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3. Required Safety Training. All AABn personnel should be provided with the necessary safety training needed for a safe and efficient execution of their assigned task. The safety trainings should directly address problem areas but not only limited to the following:

a. General safety requirements particular to the operation.

b. Risk mitigations techniques and controls.

c. Special safety requirements.

d. Lessons learned from previous operations.

e. Procedures for reporting and responding to accidents.

f. Identification of all known and perceived hazards.

4. Educational and Campaign Materials. Safety education and campaign materials such as posters, videos, technical publications, pamphlets, promotional items, and other related materials are proven cost-effective safety awareness tools and therefore will be provided funds for and used within the AABn to promote safety.

Figure 9.1 Safety Awareness. A safety conscious aviation personnel will ensure a safe working environment.

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5. Aviation Safety Awards. Appropriate awards must be given to any deserving individual and group to recognize their achievements, contributions and efforts to enhance the Aviation Safety Program of the unit. The exemplary deeds shown by the awardees must be published in the safety bulletins, included in the newsletters for widest dissemination, and discussed during in-service trainings or TI&E. Any awards or form of recognition within the Battalion level may be established by the CO, AABn to enhance aviation operations and improve safety awareness among its personnel.

Section 9-10 Risk Management

1. Integration. The BASO shall see to it that risk management is integrated into aviation mission planning and execution at all levels. 2. Process. The risk management process shall begin at mission conception and continues until mission completion. The process will be applied with the goal of eliminating hazards where possible and reducing residual risks to acceptable levels. 3. Documentation. When possible, the hazard assessment step of the process should be documented by the mission planner. 4. Aircrew Endurance. Aircrew endurance is an integral part of the over-all risk management program. It is used to control risk due to sleep depravation or fatigue and to describe thresholds to trigger command decisions whether to accept those risks. The BASO will design an aircrew endurance program tailored to fit their unit mission and include it in their SOP. The CO, AABn and its subordinate commanders should consider the advice of the Aviation Medical Officer or Flight Surgeon to include the BASO in designing their programs.

Section 9-11 Aviation Safety Analysis System

1. System. The Aviation Safety Section will develop Aviation Safety Analysis System using all available data derived from all reports and promote an open exchange of information to enhance aviation safety. This will also identify areas of immediate concern requiring definite commander’s evaluation or staff actions. 2. Data Base. A systematic approach must be followed in the development of data base for Aviation Safety Analysis System. Sources of data must be made available as the System advance in response to increased access to shared data and to technological innovations.

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Section 9-12 Aircraft Accident Investigation

1. Purpose and Scope of Investigation. Aircraft accidents can be prevented when their causes are known. The fundamental purpose of the aircraft accident investigation is to determine the facts, conditions, and circumstances pertaining to the accident with a view of establishing the probable cause thereof, so that appropriate steps may be taken to prevent a recurrence of the accident and the factors which led to it. Another equally important purpose is to determine the facts, conditions and circumstances pertaining to the survival or non-survival of the occupants and the crashworthiness of the aircraft. Generally speaking, the basic purpose of aircraft accident investigation is threefold:

a. To determine the cause of the accident.

b. To provide information upon which to base recommendations for preventing further accidents.

c. To provide statistical data which can be used to evaluate and

categorize causes for establishing flight and aircraft maintenance programs. 2. Factors in Aircraft Accident.

a. Man. Many accidents occur because this human factor fails to meet the operational requirements imposed by equipment and operational commitments. These elements may be physical, physiological, psychological or combination of these. Specific causes must be revealed, analyzed, evaluated and reported. This will involve the pilot, co-pilot, aircrew members, aircraft maintenance personnel and passengers. Errors and deficiency of performance may occur whether operations are as planned, whether unexpected conditions develop, or whether emergency situations arise. These errors as categorized may lead to:

1) Errors of Perception. This may be related to auditory,

visual tactile or postural stimuli.

2) Error of Judgment and Interpretation. Misjudgment of distance, misinterpretation of instruments, confusion of instructions, sensory illusions, disorientation, lapse of memory, etc., falls in this category.

3) Error of Reaction. This relates to timing and

coordination of neuromuscular performance and technique as related to the movement of controls.

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Contributing causes of errors and performance deficiency may lie in such as areas as:

1) Attitude and motivation. 2) Emotional effect. 3) Perseverance.

b. Machine. This factor refers to the aircraft involved in the

accident including all its parts, components and weapon systems. Although the machine has made substantial advances in aviation technology, there are still occasions when hazards are found in the design, manufacture, or maintenance of the aircraft. In fact, a number of accidents can be traced to errors in the conceptual, design, and development phases of an aircraft. Modern aircraft design, therefore, attempts to minimize the effect of any one hazard. This also covers the flight and technical records.

c. Medium. This factor refers to the environmental elements or condition in which aircraft operations takes place, equipment is used, and personnel work directly affects safety.

d. Mission. Military aviation in general is a mission-oriented

institution which always put accomplishment of a given mission on a different level of perspective. This factor also puts the individuals involved in the field of army aviation subject to a certain pressure to accomplish their task which leads to infraction of safety procedures without them knowing it. Notwithstanding the Man, Machine and Medium factors, it is considered that the type of mission or operation to be equally important. The risks associated with different types of mission or operation varies considerably. In addition, each mission or operation has certain inherent hazards that have to be accepted. 3. Fundamentals of Investigation.

a. Pre-Accident Plan. Aircraft accidents generally occur when they are least expected. The initial atmosphere at the accident scene is generally aggravated by confusion. Often valuable time and critical evidence is lost between the time of the accident occurred and an investigative effort can be organized. A well executed Pre-Accident Plan may result in the difference between the success and failure of the investigation. Therefore, the Aviation Safety Section should have a Pre-Accident Plan to cover the following areas:

1) Procedures for notification of units, offices and agencies

concerned and the members of the Aircraft Accident Investigation Committee. There must be a checklist or personnel directory with their address/location and contact numbers either by landline telephone or mobile phone.

2) Prearrange for the availability of air, land and sea mode

of transportation which may be required to proceed to the scene or location of

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the accident. Consideration should also be given for the availability of engineer equipment for the recovery of wreckage as may be required.

3) An investigator’s kit should be made available for use any time it will be required. This kit usually contains clothing appropriate for the environment and weather, equipment needed in the conduct of investigation, food and water.

4) Letter directives or SOPs on the creation of Aircraft Accident Investigation Committee and the procedures to be followed in the conduct of investigation.

5) Photographic and video requirements should be made available for documentation purposes.

6) Security arrangement should be considered and prearranged on the scene or location of accident.

7) Preservation of wreckage should be considered in advance. There should be no hurry in disposing of the wreckage. It is sometimes necessary to re-examine parts or components subject for investigation. Ensure that the critical parts are not destroyed or disposed of until the investigation is completed.

8) Plan for the possibility of reconstruction of the wreckage. This is often necessary for the evaluation and analysis of certain types of accidents. When applied, this will require space and experienced personnel.

9) Liaison with the nearest military unit, local police force and proper agencies to ensure the security requirements, traffic control to the scene of accident, crowd control, and establishing lines of communication at remote accident areas.

10) Maps with suitable grid or coordinate systems to enable all concerned individuals or groups to pinpoint promptly the accident scene.

11) Liaison with local news media to ensure understanding of the command policies governing the release of accident information.

b. Qualification of an Investigator. Aircraft accident investigation is a highly specialized task which should only be undertaken by trained personnel possessing many qualities. The investigator must have a good sound working knowledge of aviation and factors which affect operations as a whole. Technical skills, perseverance and logic are the tools of his profession. Humility, integrity and respect for human dignity are his guiding principle. The investigator must also possess the following:

1) The ability to refrain from making a decision until all the facts are obtained, evaluated and carefully considered.

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2) The integrity to be above influence of any kind and to report the facts that are determined from the investigation.

3) The perseverance to ferret out every factor until the

ultimate cause is determined.

4) The capability of being tactful in contact with all individuals who are parties to the investigation. The pride of the pilots, aircrew members, aircraft mechanics and ground crew frequently results in a reluctance to provide all the information needed. Tact and diplomacy on the part of the investigator are required to overcome this reticence.

5) A broad basic knowledge in the field of aviation and the type of aircraft involved in the accident.

6) Must be properly trained on aircraft accident investigation

or aviation safety. 4. Aircraft Accident Investigation Committee. The Aircraft Accident Investigation Committee must be created by CO, AABn to establish the facts to the accident by making use of the specialized knowledge and practical experience of the participating individuals with respect to the construction and operation of the aircraft involved in the accident and of the facilities and services that provided service to the aircraft prior to the accident. It also ensures that undue emphasis is not placed on any single aspect of the accident to the neglect of other aspects which might be significant to the investigation, and that, whenever is possible to establish a particular point by means of several methods, all those methods have been resorted to and coordination of results has been ensured. The Aircraft Accident Investigation Committee will be composed of the following:

a. Chairman. He is responsible in directing the conduct of investigation and serves as the Chief Investigator.

b. Operations Investigator. He is responsible for developing all

the facts concerning the history of the flight and aircrew activity in the final phase of the flight, during and after the accident. This includes flight planning, aircraft dispatch, weight and balance, weather briefing, radio communications, air traffic control, navigation facilities, en-route stops, refueling, aeronautical experience, flight checks and general information concerning the aircrew. The medical history of the aircrew including the recent illness, psychological factors, aircrew rest periods, and activities (particularly during the 24-hour period prior to the accident) should be determined. The medical history and other important details must be coordinated with the Human Factor Investigator. In coordination with the Witness Statement Investigator, information will be developed on the flight path just prior to the accident.

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c. Weather Investigator. He is responsible for the collection and compilation of all factual meteorological data pertinent to the accident including both actual surface and upper air conditions, pilot reports, recorded meteorological data, as well as forecast of anticipated conditions prepared and issued by the appropriate units or agencies. Close coordination must be maintained with the Operations, Air Traffic Services and Witness Statement Investigators.

d. Air Traffic Services Investigator. He is responsible for the review

of the original records of the air traffic services unit or agency. This also includes available radar screen recordings, monitoring of original voice recordings and verification that the written transcripts of the voice communications are consistent with the recordings. He is also responsible in the reconstruction of the history of flight based on air traffic control information. In addition, he will determine the operating status of pertinent navigation aids, communication equipment, radar, transponder equipment, computers, etc., and to provide the technical data on all such equipment and its operations whenever necessary.

e. Aircraft Structures Investigator. He is responsible for

investigating the airframe and flight controls. If the wreckage is scattered, the group’s first concern is to locate and identify as many sections, components and parts as possible and to plot their exact position on a wreckage distribution chart. A reconstruction of the structure may be desirable and this could vary from laying out various pieces of wreckage on a flat area to the more complicated reassembly of all the available pieces in position on a framework. This procedure is most often used in collision, structural failure, in-flight fire, or explosion type of accidents. The purpose of reconstruction is to identify the point of original failure and to establish progression of the break-up pattern.

f. Aircraft Powerplant Investigator. He is responsible for the

investigation of the engine(s), including fuel and oil systems, propeller(s), and powerplant controls. His initial work may be carried out in coordination with the Aircraft Structures Investigator in locating and plotting of the wreckage. Powerplant fire is to be investigated as to the extent and time of occurrence. He is also responsible for investigating the type of fuel used, the possibility of being contaminated, and the effectiveness of the powerplant fire extinguishing system.

g. Aircraft Systems Investigator. He is responsible for a detailed

examination of all systems and components, such as hydraulics, pneumatics, electrical, avionics, radio communication, navigation equipment, air conditioning and pressurization, ice/rain/lightning protection, cabin fire extinguisher, oxygen, and others. His examination will include determination of the condition and/or operating systems be accounted for with reason. The examination includes the determination of the positions of associated controls and switches.

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h. Aircraft Maintenance Records Investigator. He is responsible for reviewing all aircraft maintenance records to ascertain the maintenance history of the aircraft with respect to adequacy of inspection, malfunctions that might be related to the occurrence, time on the aircraft, engines and components and time since overhaul.

i. Human Factors Investigator. He is responsible for the

aeromedical and crash injury-related aspects of the investigation. He is concerned with the possibility of aircrew incapacitation, the general physical and psychological conditions of the aircrew and the environmental factors which might have affected the aircrew. He is also concerned with the identification of the aircrew, their location at the time of the accident and by reviewing their injuries and pathological examination of the cockpit what they were doing at the time of impact. Included in his concern are the psychological factors among passengers that might have contributed to the accident. I will also cover matters involving autopsies of pilots, aircrew members and passengers as appropriate. He will also investigate the evacuation and survival aspects, the design factors which may have contributed to the accident, the injury or death of the aircraft occupants and the crashworthiness of the aircraft. His functions must be closely coordinated with the Operations, Aircraft Structures, and Witness Statement Investigators.

j. Witness Statement Investigator. He is responsible for

contacting and interviewing all persons who may have seen or heard some portion of the flight or who may have knowledge concerning the flight or of the weather conditions at the time of the accident. They will obtain signed statements from witnesses, including survivors of the accident. The extent of his activity can range from questioning a relatively few witnesses to a door-to-door activity covering great distances along the flight path in which hundreds of possible witnesses will be interviewed. Information concerning observed positions, heights, altitudes, sounds, aircraft behavior and airborne disintegration can be developed in this manner. The location of a witness at the time of the accident should be plotted on a suitable map the area. Close coordination with the Operations Investigator must be maintained in developing the probable flight path from the witnesses’ statements and with the Human Factors Investigator.

At the accident site, each investigator is responsible for the

investigation of their respective areas. Much of the work of the Aircraft Accident Investigation Committee can be completed at the accident site, but frequent tests or the continued study of the parts or components are carried out at testing facilities which may include the manufacturer’s base where specialists will be required to test and analyze the parts or components.

As an aircraft accident investigator, he should take nothing for granted,

he should not jump to conclusions, follow every possible clue to the extent of usefulness, and apply the principle that there is no limit to the amount of effort justified to prevent the recurrence of one aircraft accident or loss of one’s life.

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5. Investigative Procedures.

a. Scene of the Accident. Security and rescue operations in the area of accident should be coordinated with the local police force and medical agencies to provide the necessary medical assistance. The site must be secured, cordoned and guarded to prevent tampering and looting of the aircraft components and personal belongings. The accident site must be preserved until the arrival of any member of the Aircraft Accident Investigation Committee. The important factors to consider are the following:

1) Safeguarding of the accident site by military and police

authorities.

2) Rescue and medical assistance to survivors.

3) Identification of personnel (aviators, aircrew members and passengers).

4) Security of the wreckage. 5) Preservation of all evidences to prevent tampering. 6) Obtain the names of witnesses and their contact details. b. Examination of Wreckage. An overall survey of the accident

scene and a study of the relative positions of the aircraft wreckage and some other ports or components will normally establish the manner by which the aircraft struck ground or other objects, i.e., disintegration in flights, dives into the ground, spins, low-level flight, and loss of control and so on. The procedures are the following:

1) Plotting of Wreckage. An accurate diagram of the

wreckage area preferably drawn to scale and showing relative positions of wreckage, bodies, obstructions, flight path of aircraft, positions of witnesses, etc. The scattered parts must be plotted in a grid paper with adequate scale to list down the scatter of parts and components relative to the flight path direction by use of a compass. The parts must be identified by means of coordinates and degrees from a central point which could be the initial impact point. This impact point could be referenced in the vicinity of the accident scene. The following guide will aid the investigator in making the accident diagram:

(a) Wreckage Diagramming. The typical items in an

accident diagram include:

(1) Location references (runways, roads, buildings, etc.).

(2) Direction and scale reference.

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(3) Elevations or contours (depending on the level of detail).

(4) Impact heading or ground scars. (5) Location of human remains.

(6) Location of major aircraft parts.

(7) Burn areas.

(8) Damage to buildings, trees, other

structures, etc.

(9) Location of eye witness.

(b) Diagramming Methods:

(1) Grid System. A grid is transposed onto an aerial view of the wreckage so that each piece of the wreckage falls within a certain square. This helps identify the wreckage areas in harsh terrains or vegetations.

(2) Polar System. In this system, the

center of the wreckage site serves as a reference point. From this point, major pieces of the wreckage are plotted in relation to the direction and distance from the central wreckage point.

(3) Single Point System. This is similar to

the Polar System, except the central point does not necessarily have to be central wreckage point.

(4) Straight Line System. This one is the

more common and simpler forms of diagramming available. Select a starting point (usually the first impact point) and make a straight line marking off every 50 feet. Then plot the major components of the aircraft or anything else of important information relevant to the straight line.

(c) Equipment. The following equipment may assist with the creation of a wreckage distribution diagram:

(1) Linear measuring equipment. 100 foot

tape measure. (2) Vertical angle measuring equipment. Flight

navigation plotter. (3) Horizontal angle measuring equipment.

Magnetic compass.

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(4) Plotting equipment. Grid (graph) paper.

(d) Inventory of Wreckage. A common phrase used by accident investigators to ensure that all major aircraft sections are accounted for is “TESTED.” T - Tips E - Engines S - Surfaces T - Tail E - External devices D - Doors

2) Photography, Videography, Marking and Preserving Evidence. All physical evidence having a direct bearing on the aircraft accident should be preserved.

(a) Photographs. Aerial Photographs are very useful

for overall orientation of impact or fallout of wreckage patterns and other factors as topography. Use of both color and black and white films is important in order to provide definition and clarity.

(b) Video. Video recordings are becoming increasingly

popular as they often show a dynamic process. Aside from documenting an on going narrative, it also provides real-time illustration, illustrates a process, easily edited, and results can be used as training aid.

(c) Markings Parts. Parts or sub-assemblies

suspected of failure, malfunction or faulty design must be photographed, wrapped or placed in a box to prevent damage. These should be tagged and marked to identify them in relation to the accident place and in respect to their location in the accident scene. Tags should also contain a brief statement regarding the suspected relationship of the parts to the causes of the accident so that proper tests may be made.

(d) Preservation. Any part or component of the aircraft

should be safeguarded and preserved for examination. Examples of these are the following:

(1) Those suspected of initial failure, improper

heat treatment, materials specifications, etc.

(2) Those that seem faulty in the design or workmanship.

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(3) Lines, fittings or controls not properly supported and subject to excessive vibrations.

(4) Ruptured connections or fittings.

(5) Wiring, electrical, electronic or radio equipment suspected to be faulty.

(6) Faulty instruments, gauges autopilots, weapons stations, etc.

(7) Defective powerplant, propellers, rotors, transmission or accessories such as carburetors, alternators, generators, governors, superchargers, etc.

3) Reporting Procedures. As each investigator completes their respective investigation, all of the factual data accumulated will be studied and a factual report by the Aircraft Accident Investigation Committee will be prepared. The Chairman, who also acts as the Chief Investigator, will supervise the collection of investigation reports and will be responsible for the consolidated report. The report to be submitted shall be a comprehensive factual report of the whole investigation and shall form the basis for the development of an analysis report which must be fully supported by factual information collected and recorded during the investigation and which leads ultimately to the determination or establishment of the probable cause(s), together with the definition of any other matters which may have a bearing on aviation safety.

There are several types of reports prepared to complete the investigation, and the Aircraft Accident Investigation Report is composed of the following:

(a) Aircraft Accident Preliminary Report. This Report provides a simple and standard reporting such preliminary information. This report is submitted to all concerned within 30 days from the date of the accident.

(b) Aircraft Accident Data Report. This Report provides simple and standard report when the investigation has been completed on the accurate and complete information on the accident.

(c) Final Aircraft Accident Investigation Report. This

Report is a synthesis of the report of the Chairman of the Aircraft Accident Investigation Committee which covers in detail all aspect of the investigation. The standard format and contents of this Report is as follows:

(1) Reference(s). (2) Purpose.

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(3) Synopsis. (4) Factual Information.

History of the flight. A brief narrative

giving the following information:

Flight call sign, type of operation, last point of departure, time of departure (local time or UTC), point of intended landing.

Flight preparation, description

of the flight and events leading to the accident, including reconstruction of the significant portion of the flight path, if appropriate.

Location (latitude, longitude,

elevation), time of the accident (local time or UTC), whether day or night.

Injuries to persons. Completion of the following (in numbers):

Injuries Aircrew Passengers Others Fatal Serious Minor None

Damage to aircraft. Brief statement of the damage sustained by aircraft in the accident (destroyed, substantially damaged, slightly damaged, no damage).

Other damage. Brief description of damage sustained by objects other than the aircraft.

Personnel information:

Pertinent information concerning each of the pilots and aircrew members including: age, ratings, mandatory checks, flying experience (total and on type) and relevant information on duty time.

Brief statement of

qualifications and experience of pilots and aircrew members. Pertinent information

regarding other personnel, such as air traffic services, maintenance, etc., when relevant.

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Aircraft information:

Brief statement on airworthiness and maintenance of the aircraft (indication of deficiencies known prior to and during the flight to be included, if having any bearing on the accident).

Brief statement on

performance, if relevant, and whether the mass and the center of gravity were within the prescribed limits during the phase of operation related to the accident. (If not and if of any bearing on the accident give details.)

Type of fuel used.

Meteorological information:

Brief statement on the

meteorological conditions appropriate to the circumstances including both forecasts and actual conditions, and the availability of the meteorological information to the crew.

Natural light conditions at the

time of the accident (sunlight, moonlight, twilight, etc.).

Aids to navigation. Pertinent information on navigation aids available, including landing aids such as ILS, MLS, NDB, PAR, VOR, visual ground aids, etc., and its effectiveness at the time of the accident.

Communications. Pertinent information on navigation aeronautical mobile and fixed service communications and its effectiveness.

Aerodrome information. Pertinent information associated with the aerodrome, its facilities and condition, or with take-off or landing area if other than the aerodrome.

Wreckage and impact information. The general information on the site of the accident and the distribution pattern of the wreckage; detected material failures or component malfunctions. Details concerning the location and state of the different pieces of the wreckage are not normally required unless it is necessary to indicate a break-up of the aircraft prior to impact. Diagrams, charts and photographs may be included in this section or attached in the Annexes.

Medical and pathological information. The brief description of the results of the investigation undertaken and pertinent data available there from.

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Fire. If fire occurred, information on the nature of the occurrence, and of the fire fighting equipment used and its effectiveness.

Survival aspects. Brief description of search, evacuation and rescue, location of crew and passengers in relation to injuries sustained, failure of structures such as seats and seat belt attachments.

Test and research. Brief statements regarding the results of tests and research.

Organizational and management information. Pertinent information concerning the organization and their management involved in influencing the operation of the aircraft. The organization includes, for example, the command/unit, the air traffic services, airway, aerodrome and weather service agencies; and the regulatory authority. The information could include, but not limited to, organizational structure and functions, resources, economic status, management policies and practices, and regulatory framework.

Additional information. This may include relevant information not already included in the above-mentioned factual information.

Useful or effective investigation techniques. When useful or effective investigation techniques have been used during the investigation, briefly indicate the reason for using these techniques and refer here to the main features as well as describing the results under the appropriate sub-headings.

(5) Analysis. (6) Conclusion.

Findings Causes

(7) Safety Recommendation(s).

(8) Annexes.

Section 9-13 Aerodrome Operations Safety

1. General. One of the busiest, most important and dangerous operating environment in the Army Aviation Service is the flight line. Every aviator, aircrew member and ground support personnel must be aware of the related

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safety precautions to reduce personal injury, aircraft and equipment damage, and prevent a loss of operational readiness due to ground accidents. This section outlines some of these crucial factors. 2. Operating Ground Support Equipment around the Aircraft. When mobile equipment is used around aircraft, certain operating techniques, handling procedures, and safety precautions are followed to reduce the number of accidents, to prevent damage to aircraft and equipment, and to ensure the safety of aviation personnel. The following operating techniques and handling procedures should be followed:

a. Vehicles should not pass under any part of a parked aircraft. Where such passing is absolutely necessary, the vehicle must come to a complete stop and, before proceeding; a visual check must be made to ensure that sufficient clearance exists.

b. Vehicles carrying passengers must stop only at the boarding entrance and clear of aircraft while loading or unloading passengers.

c. Riding on fenders, hoods, running boards, or any place not intended for passengers is strictly prohibited.

d. Personnel involved in the towing of aircraft must be alert and exercise extreme care.

e. Tractor drivers must always maintain a safe distance from parked aircraft and be on the alert for movements of other aircraft.

f. Motorized vehicles used to service aircraft or those used near aircraft must be driven or parked adjacent to aircraft so that inadvertent movement of the vehicle will not result in a collision.

g. When aircraft are serviced, all refueling vehicles should be parked forward of the aircraft and parallel to the wing. The refueling vehicle should be parked at a point as distant from the aircraft as the length of hose permits, and preferably to the windward (upwind) side of the aircraft.

h. If it is necessary to park near a parked aircraft, the hand brake of a motorized vehicle must be set and the ignition turned off. If the service being rendered requires running the motor, the motorized vehicle must be manned.

i. The speed limit for operating vehicles on airfields or aerodromes 50 feet in the vicinity of aircraft and hangars is 5 mph.

j. On runways, taxiways, parking areas, ramps, and work areas, the speed limit is 10 mph.

k. When aircraft are towed, the towing speed should never be faster than the slowest person can walk or exceed 5 miles per hour.

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l. Sudden starts and stops must be avoided. Extreme caution must be exercised when an aircraft is towed over unprepared surfaces or into or through a congested area. 3. Hazards of Ground Support Equipment. Tow tractors, electrical power units, hydraulic jennys, jet aircraft start units, air conditioners, nitrogen carts, work stands, jacks, floodlight carts and utility vehicles are mostly big, heavy, clumsy, noisy, and dangerous. Aviation personnel should always be aware of the following ground support equipment (GSE) hazards.

a. Smoking or having an open flame around or near aircraft and fueling equipment is strictly prohibited.

b. A personnel should never operate GSE that he is not licensed/rated and qualified to operate.

c. High voltage can zap personnel and aircraft electric systems without warning.

d. High pressure air or hydraulics can blow up hoses, equipment, aircraft systems, or personnel.

e. Contamination, (water, dirt, grease, oil, trash, FOD) when introduced to the wrong system, can ruin an aircraft, GSE, or injure personnel.

f. Unfamiliar controls on GSE can cause personnel to go in directions he didn't intend.

g. Cables and hoses hooked up to aircraft incorrectly or when they shouldn't be.

h. Avoid breathing fuel vapors and noxious gases that can cause sickness or death.

i. Defective, nonstandard, or jury-rigged hoses, cables, plugs, and devices that can kill a person or damage an aircraft.

j. Avoid loud noises by wearing appropriate hearing protection.

k. Driver's seats that restrict visibility can cause personnel to run over people, equipment, or aircraft.

l. Crankcases and radiators ruin an engine when they run dry.

m. Jacks or work stands that collapse because of neglect or improper use can spoil a person’s day. 4. Color Markings of Ground Support Equipment. All handling and servicing equipment used around aircraft have standard colors and markings. This is necessary so that the equipment and markings can be seen easily by

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aviators taking off, landing, or taxiing in aircraft, or by tower operators. These colors and markings identify the equipment as being authorized for use around aircraft on the flight line, hangar bays, parking ramps, taxiways, and runways. Most GSE is painted yellow and/or white with reflective tape strips on the corners. The front and rear bumpers are painted with alternate black and yellow stripes at a 45-degree angle. Danger areas, such as intakes/exhaust and front/rear pintels for attaching tow bars, are painted red.

5. Flight Operations in PA Aerodromes. The combined efforts of aviators, aircrew members and ground support personnel are necessary to conduct effective and safe air operations on PA aerodromes. There are those who have prepared the plans, briefed the aviators, plotted the weather, and fueled and armed the aircraft. There are others who assist in the taxiing and air traffic control of the aircraft. After the aircraft have returned, there are still others who check the results, debrief with the aviators, and refuel and rearm in preparation for the next flight mission. The efficient and coordinated efforts of all aviation personnel concerned are of vital importance to the success of the aviation operation. As part of this team, aviation personnel whose duties require them to work on the flight line must wear the proper flight line uniform.

a. Clothing. The standard battle dress uniform (BDU) is the uniform of choice when performing aircraft marshaling duties. Additionally, all aviation personnel should have adequate clothing available (jackets, gloves, etc) for working in cold temperatures if necessary. During warm temperatures, aviation personnel may remove their BDU shirts while on the flight line. Ensure that BDU shirts and other personnel items are placed were they would

Figure 9.2 Color Markings. The standard color markings (black and yellow) for GSE such as the tug tractor must be applied to identify authorized equipment on the flight line.

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not be blown back onto the flight line. The flight suits and flight coveralls may also be used while performing duties in the flight line.

b. High-Visibility Vests. All personnel marshaling aircraft must wear high-visibility clothing. This may be an international orange vest worn over normal duty uniforms. Aircrew members traveling to and from their aircraft do not need to wear high-visibility clothing, however if conditions warrant, the flight line sergeant of the Aerodrome Operations Platoon may consider having aircrew members escorted to and from their aircraft by any personnel from the Flight Line Section. During the hours of reduced visibility, all personnel must wear a vest with reflective material on it. In addition, aircraft marshalers shall have high-visibility wands available during the day, and operating flashlights with visibility cones attached at night. Cone color shall be the same for both flashlights.

c. Headgear. The BDU cap or lousy hat is not normally worn on

the flight line. However, there may be situations such that aircraft marshalers may want to wear headgear when marshaling aircraft. This may be because of intense sunlight, rain, or just for warmth. If worn, though, they should be secured somehow. Hat retainer devices may be locally purchased or fabricated, to help secure the cap/hat. But it is very important to remember that should a hat or anything be blown from an aircraft marshaler’s head, let it go! Under no circumstance should an aircraft marshaler run on the flight line. Carefully walk and retrieve it. It is mandatory, however, that head-coverings be removed and stored securely during any activities involving helicopters or if any turbine powered engines are in the area. The flight line sergeant should brief personnel on headgear during his team briefing. If he doesn’t, ask!

d. Earplugs. Hearing-loss prevention is another concern on the flight line. Hearing protection is recommended during engine start for all aircraft. During operations around turbine powered (turbojet, turbofan, or turboprop) aircraft and helicopters, a hearing protection tested by the Occupational Safety and Health Center (OSHC) and certified by the Bureau of Product Standards (BPS) must be worn. The use of foam type earplugs is recommended due to their low cost. Earplugs may be connected to each other for security, however this is not necessary. Care must be exercised when wearing hearing protection. It not only blocks unwanted noise, it may also prevent the personnel from getting the wearer’s attention.

e. Eye Protection. Along with Mother Nature’s own wind, the wind generated by spinning propellers and rotors can sometimes stir-up another hazard on the flight line --- blowing debris. Personnel operating in areas of blowing debris, sand, dirt, etc should have eye protection. This protection should be suitable OSHC and BPS certified goggles. However, sunglasses or spectacles may be worn. During any helicopter operation, goggles must be worn.

f. Sun Protection. All personnel performing duties at the flight line should have sunscreen (at least SPF 15) available, and should use it. Remember, sunburn is an injury! The flight line sergeant will ensure that

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personnel have and use sun protective products as needed. Sunscreen should be applied to all exposed skin surfaces at least every two hours or per the manufacture’s instructions. Lip balm containing sun protection should also be available to all aircraft marshalers. For ultra-violet protection, a good pair of ultra violet-blocking sunglasses should be worn. 6. Communications. If available, the Flight Line Section personnel will be equipped with short-range radios. The flight line sergeant will brief personnel on call signs and operation of the communication equipment. 7. Flight Line Safety. Safety is the primary concern during any emergency services operation. No activity is important enough that the safety of any personnel should be compromised, for any reason. All personnel are authorized to stop any activity on the flight line if any activity is occurring which is unsafe or perceived to be unsafe. Aircraft marshalers must be constantly on the lookout for hazards. Also, watch out for other personnel in the area. They may be so involved in what they are doing that they may not see a potential hazard. Contact the flight line sergeant, BASO, or the duty officer if there is any concern over flight line safety.

Figure 9.3 Flight Line Safety. This kind of vehicle with black and yellow checkered markings may be utilized to guide aircraft while taxiing in the flight line area.

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8. Safety Rules. Some general flight line safety rules are the following:

a. Look before walking.

b. Never walk backwards.

c. Wear safety vests.

d. Do not wear headgear that is not secure or carry loose items.

e. Listen for aircraft and “Clear Prop” warnings.

9. Flight Line Hazards. There are many potential hazards out on the flight line. Some examples of these hazards are taxiing aircraft, spinning propellers, fire hazards (fuel, engines), outside elements (sun, rain, cold, or lightning), dehydration, heat exhaustion, etc. By far, the most dangerous hazard on a flight line is a spinning aircraft propeller or tail rotors. They are practically invisible while spinning and will bite into anything that makes contact with it. Give propellers and rotors a great deal of respect. Personnel should make it a habit to always think of them as spinning so that they won’t forget. A very good idea is to always approach a small high-wing aircraft from left wingtip and walk just aft of the wing towards the cabin. On some low-wing aircraft the only cabin door is on the right side. The personnel should do the same but approach from the right side. If they do this every time they approach an aircraft it will become second nature to them. That way, they will always be a safe distance from the propeller or rotor (spinning or not) and the aviator can see them. 10. Safety and Security. The flight line being a hazardous place, personnel and vehicles should be kept to minimum. Remember that this is for safety reasons not for security reasons. The only aviation personnel that should be allowed on the flight line are the aircrews and Aerodrome Operations Platoon personnel. Some of the AABn staff, such as the BASO, S3 or BFOO, may visit the flight line to check on aerodrome operations. They, of course, are authorized to do so. Although a PA aerodrome, the personnel will probably expect some civilians in the area too. Remember, the AABn has control and authority to challenge non-AABn personnel. If the personnel feel that there is a safety concern involving non-AABn personnel, notify the flight line sergeant. He will more likely explain to them what is going on and ask them for their safety that they be cautious. Vehicles, like personnel, need to be kept to a minimum for safety reasons. It’s hard enough to be on the look out for taxiing aircraft and having to also watch for vehicles can be a bit too much. If vehicles on the flight line are necessary, the flight line sergeant may have to remind drivers that they should obey the following rules:

a. Drive with driver side toward aircraft.

b. Observe 5 mph within 50 feet of aircraft.

c. The aircraft has the right-of-way.

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d. At night, switch to parking lights with approaching aircraft. e. Appropriate and functioning emergency, warning and caution

lights must be installed in ambulance vehicles, fire trucks, security/escort vehicles, fuel trucks, GSE and other vehicles authorized to operate inside the aircraft movement areas.

11. Emergencies. When marshaling an aircraft and an emergency occurs, the personnel should indicate to the aircrew that an emergency is occurring. They may not see what is happening. Next, report the emergency immediately. Reporting is more important than assisting in any further activities so that more help can be on the way. Next, if necessary, assist personnel on board the aircraft to exit, only if it is safe to do so (engine has stopped, aircraft is not moving, no flame threat). Remember, that the aircrew should be wearing flame retardant clothing and aircraft marshalers typically aren’t. 12. Aircraft Fires. One of the most dangerous hazards on the flight line is fire. A fire can occur at the re-fueling station or on an aircraft. All personnel of the Aerodrome Operations Platoon should have fire extinguisher training and the flight line sergeant should include what do in case of a fire in his briefing. While modern aircraft are designed to reduce the potential for a fire, there is a slight possibility that a fire may happen during engine start-up. Flight line personnel will attempt to extinguish fires only after the engine and

Figure 9.4 Safety and Security. Vehicles entering the flight line must observe the speed limit and maintain a safe distance from the aircraft to avoid accident resulting to damage to expensive government property.

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propellers/rotors have come to a complete stop. Operate the fire extinguisher by pulling the safety pin, and directing the extinguishing agent onto the base of the flames from the upwind side. Keep low and sweep the extinguisher back and forth. Never use water on fuel or oil fires. In the event of a fire, the local fire department must be contacted. If the fire seems out, the flight line sergeant may direct the Flight Line Section personnel to carefully move the aircraft into a safe location where people and property will not be damaged should the fire breakout again. Have some personnel standing by with a fresh fire extinguisher, if available.

13. Foreign Object Damage. A hazard more for aircraft than personnel is Foreign Object Damage (FOD). FOD are small loose objects unintentionally left on the flight line that could damage an aircraft engine, propeller, rotor, or other component. You should be on the lookout for and remove any FOD material (including trash, rocks, nuts, bolts, screws, etc) and place them in a suitable trash receptacle. Use your pocket if you have to. A responsible flight line sergeant will have personnel make a line sweep to remove any FOD before flight operations begin for the day. 14. Night Operations. When an aircraft marshaler guides an aircraft in the dark, use a pair of same color light wands (flashlights with cones). During surface taxiing or parking, the aviator must stop immediately if one or both of the aircraft marshaler’s wands fail. The aircraft marshaler must be careful to not shine a light into the cockpit of an aircraft or the aviator’s night vision will be impaired.

Figure 9.5 Aircraft Fires. A quick reaction from the CFR personnel will save the aircraft from further damage and the crew from injury due to accidents caused by fire.

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ANNEX A

HISTORY OF AVIATION IN THE PHILIPPINE ARMY

“A soldier without a sense of military history, is a soldier doomed to be unaware of his own military identity.”

― Cpt. Richard T. Servito, PA aviator and

armor officer, in his article A Closer Look on the Philippine Army Seal in the Army Journal (2003)

The Genesis of Philippine Military Aviation

Aviation unit of the PNG Signal Corps.

During the American colonial period, a bill sponsored by Senate President Manuel L. Quezon creating the Philippine Militia otherwise known as the Philippine National Guard (PNG) was approved by American Governor General Francis B. Harrison on March 17, 1917. The bill which became Militia Act No. 2715 was enacted in anticipation of the outbreak of hostilities between the United States of America and Germany. This paved the way for the birth of Philippine military aviation.

The PNG Signal Corps was organized to have an aviation unit to be manned by 15 officers and 135 enlisted men. But barely a year after it was created, it was disbanded on March 18, 1918 when the American authorities cannot provide aircraft for use of the Filipino students who were undergoing their ground training at Fort Mills in Corregidor Island. The Philippine Air Service

A new air unit was created again on July 7, 1920 when the Council of State approved the creation of the Philippine Air Service (PAS) under the Philippine Militia Commission that will provide airmail service, carriage of passenger and air defense of the Philippine Islands. The PAS was able to train and graduate the first Filipino military aviators composed of 33 officers from the Philippine National Guard and the Philippine Constabulary.

However, when Leonard Wood replaced Harrison as governor general

of the Philippine Islands, he did not like the idea that an aviation service like PAS was being manned by Filipinos. He then ordered the abolition of PAS when the question for its further appropriations was brought before him. On December 19, 1921, the PAS finally ceased to exist when Wood ordered the turn-over of all the aircraft, spare parts, equipment and hangars of PAS in Camp Claudio in Parañaque to the U.S. Air Service.

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The Philippine Constabulary Air Corps.

Thirteen years later, the Legislative Act No. 4194 which was passed by the 10th Philippine Legislature was signed by American Governor General Frank Murphy on December 8, 1934, which provides for the creation of an aviation unit in the Philippine Constabulary effective 1 January 1935. With the passage of the new law, Maj. Gen. Basilio J. Valdez issued General Orders No. 18 on January 2, 1935 formally organizing and activating the Philippine Constabulary Air Corps (PCAC).

The primary function of PCAC was to provide aerial reconnaissance

support to the peace and order mission of the Constabulary. Its secondary functions which may be performed after prior approval of the American governor general of the Philippine Islands, ranged from the control of the pernicious locusts and other pests infestations to assisting customs and immigration authorities in their functions.

The PCAC was organized with two companies --- the Tactical

Company and the Service Company. Each company was authorized a strength of 58 personnel or an aggregate of 116 men to be composed of aviators, aircraft mechanics and other ground support personnel. The existence of PCAC was cut short when the National Defense Act was passed by the Philippine National Assembly on December 23 organizing the Army of the Philippines.

The Philippine Army Air Corps

The birth of PAAC.

On December 21, 1935, the Army of the Philippines was formally established by the Philippine National Assembly pursuant to Article II of the Commonwealth Act No. 1, otherwise known as the National Defense Act. The Army Regular Force was composed of the Infantry, the Cavalry, the Field Artillery, the Coast Artillery Corps, the Air Corps, the Corps of Engineers, the Signal Corps and the active elements of the Off-Shore Patrol.

With the passage of the Commonwealth Act No. 1, the 6,000-strong officers and men of the Constabulary formed the nucleus of the Army's Regular Force and for its part, the PCAC became the Philippine Army Air Corps (PAAC) on January 10, 1936, thus, giving birth to aviation in the Philippine Army. The PAAC under the command of Cpt. Basilio B. Fernando was conceived with the mission to defend the Philippine skies and to perform aerial reconnaissance and liaison functions. The defense plan called for 150 fast fighter and bomber aircraft for the PAAC which will serve as the country's first line of defense.

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The first air battle.

When World War Two broke out in the Pacific on December 8, 1941, the PAAC was immediately mobilized to defend the Philippine skies. The “baptism of fire” for the Army aviators occurred on December 10 when five obsolete Boeing P-26A Peashooter fighter planes of the 6th Pursuit Squadron led by Cpt. Jesus A. Villamor gallantly engaged the numerically superior Japanese warplanes composed of Mitsubishi A6M2 Zero-sen fighters and G4M Betty bombers into an aerial battle over Rizal and Batangas. Villamor was credited to have shot down an enemy plane.

On December 12, Lt. Cesar Basa became the first Army aviator to die

in aerial combat when he was riddled with machine gun fire by Japanese fighter planes after he bailed out from his burning aircraft. On December 14, while on an aerial reconnaissance mission, Lt. Jose Gozar claimed to have shot down an enemy plane after engaging with three Japanese A6M2s in a dogfight. Another dogfight took place on December 23 when Lt. Jose Kare chanced upon a Japanese A6M2 over Ragay Gulf and confirmed to have shot it down where he was wounded on his seat but managed to fly back to Batangas Field in Barrio Alingalan, Batangas.

The air battles that was fought proved that the kind of warplanes sold

by America to the Philippines did not matched the bravery and fighting skills of the Filipino fighter pilots. Despite its obsolescence, the PAAC’s P-26As holds the distinction of being the only fighter aircraft of its type to have engaged in air combat during the War. With no more aircraft to fly, other PAAC personnel valiantly engaged the invading Japanese forces on the ground during the defense of Bataan and Corregidor, during the guerilla and resistance operations throughout the Philippine archipelago, and until the liberation of the Philippines.

The Philippine Army Air Force

Reorganization of the PAAC.

Before the War officially ended in 1945, the surviving PAAC personnel were immediately sent to the U.S. mainland for retraining while the U.S. Army Air Force (USAAF) reorganized the PAAC. By virtue of Headquarters Army of the Philippines General Orders No. 58, the PAAC was reorganized as the Philippine Army Air Force (PAAF) when the 1st Air Materiel Squadron and the 1st Air Engineer Squadron was initially activated on May 15, 1945. The reorganization of PAAF was patterned from what the U.S. Army did to create the USAAF before the outbreak of World War Two in the Pacific.

On September 1, the PAAF under the command of Col. Edwin D.

Andrews regained its flying status when its 1st Troop Carrier Squadron was activated and initially equipped with two Douglas C-47 Skytrain transport planes. On March 13, 1946, the 1st Air Squadron of PAAF was initially

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equipped with two Piper L-4 Grasshopper liaison planes and was based at Grace Park Field in Kalookan, Rizal.

A month later, the 1st Air Squadron was re-designated as the 1st Liaison

Squadron and was given five Stinson L-5 Sentinel liaison planes as additional air assets. On May 25, the 1st Air Liaison Squadron vacated Grace Park Field and transferred to Lipa Army Air Base in Lipa, Batangas to join the 1st Troop Carrier Squadron.

Independence from American colonial rule.

With the War over and security concerns changing, U.S. President Harry S. Truman released the Army of the Philippines from service of America effective midnight of June 30. When the Philippines regained its full independence as a sovereign nation from American colonial rule on July 4, the Army of the Philippines returned to the control of the Philippine government under Manuel A. Roxas, the last president of the Philippine Commonwealth and the first president of the Republic of the Philippines (RP). The Filipinos were finally given the chance to govern themselves again as a sovereign nation.

On April 21, 1947, another batch of 22 student aviators mostly enlisted

men graduated from Liaison Pilot Training. The 1st Liaison Squadron was again equipped with additional 23 L-5s courtesy of the RP-US Military Assistance Pact. The lack of pilots in the PAAF and the continued arrival of liaison planes prompted the Army to authorize some of its qualified enlisted men to undergo flight training.

Demise of aviation in the Philippine Army.

Effective July 1, the PAAF was converted into Philippine Air Force (PAF) after Roxas issued Executive Order No. 94 on October 4, 1947 in Malacañan Palace and was raised to the category of a major command. All the PAAF's powers, functions, duties, appropriation, personnel, records, armaments, weapons, equipment, supplies, clothing, buildings, real estate and its appurtenances thereto were transferred to the PAF. With its separation from the Army, the PAF was given the primary mission of providing air defense to the entire Philippine archipelago.

Inspired by the efforts made by the British Royal Air Force and the

German Luftwaffe, the PAF became an independent branch ahead of the USAAF [later became the U.S. Air Force] before it separated from the U.S. Army.

Unlike the U.S. Air Force (USAF) which left few liaison, observation

and VIP airplanes and some wobbly experimental machines called helicopters to the U.S. Army, the PAF packed all its available aircraft with nothing left for the Army. The separation of the PAAF from the Army also caused the exodus of some veteran PAAF aviators and aircraft mechanics to join the civil aviation industry particularly in the Philippine Airlines.

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The PAF even gave up and abandoned the pre-war PAAC airfields of

Maniquis, Zablan, Batangas and Lahug in favor of Floridablanca, Nichols and Lipa Army Air Bases which were previously used and developed by the USAAF. Three months after the PAAF became the PAF, the Philippine Naval Patrol [now the Philippine Navy] organized its own aviation unit by activating the Naval Air Section [now the Naval Air Group under the Philippine Fleet of the Philippine Navy] to provide air support to its naval operations.

The Army abandoned the development of its own air component and

instead concentrated on ground operations and the mission and functions of the army aviation were taken and performed by the PAF. Later, the Army was left as the only major service of the Armed Forces of the Philippines (AFP) with no aviation unit to be proud of. Many senior Army commanders did not realized the value of having its own air component and its possible effect on future ground operations --- a blunder in the history of Philippine military aviation that would haunt the Army for the next 30 years.

The Army Aviation Battalion (Provisional) of 1978 Activation of the Army Aviation Battalion.

After three decades of having no aviation unit that is organic to the Army, senior Army commanders realized the Army's blunders on its decision to abandon the development of its own air component when heavy toll of casualties were suffered by the Army, Navy and Constabulary operating troops on its anti-dissidence campaigns and counter-insurgency operations (COIN).

Army field commanders especially those assigned in far flung areas had a hard time requesting for air support from the Air Force. They have no direct control on the utilization and deployment of their combat and utility aircraft when it comes to the Army's need in aerial reconnaissance, forward observer, close air support, battlefield mobility, and casualty evacuation.

The inefficient system and lack of coordination between the Army combat units and the Air Force tactical flying units resulted to the loss of many lives from the military and the civilians and even brought extensive damages to properties during the turbulent years of the Huk rebellion and the Kamlon-led uprising in the 1950s and followed by the armed conflict in the 1960s and in the 1970s against the communist insurgents New People's Army (NPA), the secessionists Moro National Liberation Front and other armed lawless groups.

With the Army’s desire to organize an aviation battalion of its own, an

aviation committee was created by Headquarters Philippine Army (HPA) on November 10, 1977 to come up with the Table of Organization and Equipment for Army Aviation based on the PA Revitalization Program. On April 15, 1978, the Army Aviation Battalion (Avn Bn) was activated as a provisional unit of the

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Army pursuant to HPA General Orders No. 72 with the primary mission of providing tactical airlift of combat troops, supplies and equipment of the divisions/brigades during the conduct of operation. Two Army aviators, Maj. Roderico A. Castro and 1Lt. Ernesto C. Nano who were performing flight missions with the Air Force as rotary and fixed wing pilots respectively were immediately recalled by HPA to organize and lead the Avn Bn. Castro became the first commander of the Avn Bn. No aircraft for the Army.

Immediately after its activation, the Army sent some of its officers to undergo flight training on light plane and helicopter while the enlisted personnel underwent training on aircraft maintenance and air traffic control. Unluckily while it was attached with the Army Special Warfare Brigade, the planned acquisition of utility helicopters for the Avn Bn did not materialize. With no aircraft to fly and maintain, the Avn Bn was deactivated by HPA on March 31, 1983.

One of the reasons why the Avn Bn was deactivated was due to the

insistent lobbying or influence made in the Ministry of National Defense and in the General Headquarters AFP of some senior officers from the Air Force that ". . . anything that flies belongs to Air Force!” As a result, the former U.S. Army helicopters which were already on its way to the Philippines and were intended for the Avn Bn were given instead to the Air Force.

The Aeroscout Company Activation of the Aeroscout Company.

Three years after the lamentable deactivation of Avn Bn, a smaller but a compact air component emerged as the core of a more durable aviation unit of the Army. The Aeroscout Company (Aero Co) was activated on June 16, 1986 by Army Commanding General Brig. Gen. Rodolfo A. Canieso through HPA General Orders No. 153 as a provisional unit of the Light Armor Brigade (LABde).

Based on the proposed TOE submitted to the Organizational Branch of the Office of the Army Assistant Chief of Staff for Operations three days before its activation, the mission of Aero Co was to extend by aerial means the reconnaissance and security capabilities of ground units and to provide tactical air movement of personnel, supplies and equipment in the combat areas.

The Aero Co was organized into a Company Headquarters, a Service

Platoon, a Flight Operations Platoon and an Aeroscout Platoon. It was also authorized to have 20 officers and 102 enlisted personnel at full strength and 14 officers and 83 enlisted personnel at reduced strength.

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For its initial fill-up, it had 10 enlisted men [mostly members of the defunct AABn] with Cpt. Ernesto C. Nano as its first commander and the lone aviator. The two 1958 model Cessna 172 Skyhawk light planes were given to Aero Co as its initial aircraft and carried its new Army aircraft numbers, the PA 861 and the PA 862. These aircraft were acquired by Aero Co through the efforts of the Army and not even one was negotiated through the RP-US Military Assistance Pact. The headquarters of Aero Co was stationed at the former cadre site beside the airstrip of Fort Ramon Magsaysay in Palayan City, Nueva Ecija where it became the new home of the Army Aviation.

The First COIN Mission.

On July 1, Aero Co started its first official mission when it participated directly in COIN operations to support the Army's First Scout Ranger Regiment against the dissident terrorists in the Southern Tagalog province. The Cessna 172 No. PA 861 was dispatched along with Nano himself as pilot and established its aero detachment in Lucena Airfield in Lucena City, Quezon as its base for flight operations. The first Filipino female military aviator.

When the Army saw the need to have additional aviators in the newly activated air unit, the Aero Co immediately initiated a flight training program for selected student aviators. The Army tapped the services of a civilian flight training school since it was not yet capable of training its own aviators. On August 23, 1Lts. Ramona M. Palabrica and Leonido P. Bongcawil started their ground and flight training at Aerostar Flight Training Center located at the General Aviation Area of Manila Domestic Airport in Pasay City, Metro Manila.

The 29-year old Palabrica, a native of Iloilo, entered the history of Philippine aviation as the first Filipino female military aviator after she was released by Nano to fly solo in Cessna 172 No. PA 862 on November 3 at Fort Magsaysay Army Aerodrome. Her first solo flight in an Army aircraft was a historic feat in the field of Philippine military aviation never before achieved by any air units from the Constabulary, the Air Force and the Navy [the Air Force started admitting women for flight training only in 1992 while the Navy only in 2001].

Two days later, Nano also released Bongcawil for his first solo flight

also in Fort Magsaysay Army Aerodrome. On December 24, a 1965 model Beechcraft 80 Queenair light transport plane No. RP C-701 was added to the fleet of the fledging unit.

Additional aircraft for Aeroscout Company.

During the first quarter of 1987, a Cessna 421B Golden Eagle and a Cessna 310 twin-engine light transport planes were acquired by Aero Co. Upon arrival in Fort Magsaysay, these aircraft were immediately painted with Army markings and carried its new Army aircraft registry numbers --- the Cessna 421B became PA 871 while the Cessna 310 as PA 872.

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On June 29, 1987, Aero Co was attached to the Training Command, Philippine Army (TCPA) pursuant to HPA General Orders No. 279 to assist the latter on its training activities particularly in Close Air Support subjects. It also provided communications and forward observer platforms for the field artillery live fire exercises and likewise conducted reconnaissance flights over the Fort Magsaysay Military Reservation which covers 34,115.9 hectares of land.

On August 12, 1988, the Aero Co continued its direct participation in

COIN operations by putting up another aero detachment at Yulo Airfield in Canlubang, Laguna. The aero detachment supported independent Scout Ranger companies operating in Southern Luzon area. It was also during this time that the six newly-trained Army aviators were put to test when they were tasked to fly aerial reconnaissance missions.

Exactly after one month, an order came moving them out of Yulo

Airfield and transferred its aero detachment in Bagabag Airport in Bagabag, Nueva Vizcaya to support the 4th Scout Ranger (Mountain) Battalion and the 1st Scout Ranger Company operating in the mountainous areas of Isabela, Nueva Vizcaya and Ifugao provinces.

In 1989, the Aero Co saw the delivery in Fort Magsaysay additional

aircraft to boost its capability in aerial reconnaissance when it acquired two 1980 model Cessna 172N Skyhawk light planes and were given its Army aircraft registry numbers --- the PA 891 and the PA 892. On March 8, its aero detachment transferred to Lingayen Airport in Lingayen, Pangasinan to intensify its COIN operations by supporting the 1st Scout Ranger Company and other Army combat units operating in the provinces of Pangasinan and Zambales.

On December 1, Aero Co witnessed its first turn over of command when Nano relinquished his position to Cpt. Carlos M. Taganas. Taganas initiated a project to renovate their hangar and the construction of an air traffic control tower. Before 1991 ended, Aero Co witnessed the delivery of two second-hand 1966 model Cessna 206 light planes to Fort Magsaysay --- the Cessna P206A Skylane No. PA 911 (formerly RP C-66) and the Cessna U206A Skywagon No. PA 912 (formerly RP C-756). The Cessna P206A which was bought at PhP 2.6 million and the Cessna U206A at PhP2.8 million from a civilian aircraft dealer were soon grounded after several test flights conducted by Aero Co and were recommended for complete repair and engine overhaul.

Cpt. Leonido P. Bongcawil took command of Aero Co on June 24,

1992 vice Taganas. It was during his term that the air traffic control tower was finally completed and then pursued the training program for new aviators and aircrew. On December 28, 1993, the HPA General Orders No. 1287 was published on orders of Army chief Lt. Gen. Arturo T. Enrile terminating the Operational Control status of Aero Co to TCPA effective December 15 but was transferred to 7th Infantry Division also on the same date.

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On August 1, 1995, Cpt. Ricardo B. Jalad took over the helm of

leadership of Aero Co from Maj. Leonido P. Bongcawil. Upon assumption of command, he immediately facilitated the major repair of the two grounded Cessna 206s and the overhaul of their engines as well as the immediate procurement of aircraft spare parts and other fast moving items for the Beechcraft 80 and the two Cessna 172s. Bronze Cross for Army aviators.

On January 19, 1996, an aerial reconnaissance mission was flown by 1Lt. Jesus Rico D. Atencio and 2Lt. Richard T. Servito on board their Cessna P206A No. PA 911 over known and suspected NPA encampments in the four municipalities and one city in Nueva Ecija and one municipality in Aurora including the thickly-forested mountain ranges of the Sierra Madre.

Their reconnaissance flight led to several internal security operations

conducted by the government troops in the municipality of Rizal in Nueva Ecija which resulted to two armed encounters with the enemies. The armed encounters further resulted to the killing of two dissident terrorists, the capture of one wounded enemy, and the recovery of four high-powered and two low-powered firearms with no casualties on the government side.

Two years later, the Army awarded these two aviators with Bronze

Cross Medals in recognition for their acts of heroism involving risk life as pilots of that aerial reconnaissance mission. The said medal was the first of its kind to be awarded to Army aviators for their heroic action and extra-ordinary feats in flying the Army aircraft in support to COIN operations.

Aside from supporting the AFP on its COIN operations, it also extended

its assistance to the national and local government agencies and various non-government organizations particularly in the areas of environmental protection and in disaster relief and rehabilitation operations as well as other cause oriented activities.

The plaques, awards, certificates and commendations received by

Aero Co particularly from the 5th Infantry (Star) and 7th Infantry (Kaugnay) Divisions, the Special Forces Regiment (Airborne), the Department of Environment and Natural Resources, and the city government of Cabanatuan City was a proof of recognition for its humble contributions made in the accomplishment of the Army's mission and in pursuit of the national economic development despite its limited resources and capabilities.

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The Army Aviation Battalion (Provisional) of 1997 Reactivation of Army Aviation Battalion.

When Republic Act No. 7898 or otherwise known as the AFP Modernization Act was signed into law on February 23, 1995, the Army immediately prepared its modernization program to develop its ground force capability. The AFP Modernization Program to be implemented for a period of 15 years was given an initial PhP50 billion to be used for the first five years.

The force restructuring and organizational development component of the Army Modernization Program calls for the creation of an organic air unit that will be supporting the soon to be created three rapid deployment infantry divisions as well as the eight separate infantry brigades to be geographically deployed on the three major island groups of the country. With the Army's desire to initially acquire three twin-engine light planes and 14 multi-purpose helicopters to support its rapid deployment concept, the plan to reactivate the Army Aviation Battalion was finally considered with Aero Co as its nucleus.

In anticipation of the planned reactivation, the Aero Co prepared a proposed TOE for the Philippine Army Aviation Battalion wherein it will be manned by 85 officers, 370 enlisted personnel and four civilian employees. It was proposed to be organized with a Headquarters and Headquarters Company, an Aircraft Maintenance Company, an Aeroscout Company, a Combat Aviation Support Company and an Aviation Training Unit.

To effectively perform its mission, it was also proposed to be equipped with three utility airplanes, four trainer airplanes, 12 armed reconnaissance helicopters, 15 medium lift utility helicopters and four trainer helicopters.

On July 1, 1997, HPA issued General Orders No. 1020 dated June 25, 1997 reactivating the Army Aviation Battalion (AABn) as a provisional unit with a mission to provide aviation support and to perform aerial reconnaissance and security operations for the Army. The AABn also became a major subordinate unit of HPA. The newly-promoted Maj. Ricardo B. Jalad who was the last to command the Aero Co was designated to be the battalion commander of AABn.

Additional Army aviators.

After re-organizing his unit, Jalad realized the need to upgrade the flying skills of his organic aviators and to train a new batch of student aviators. He immediately requested a new flight training program to HPA wherein the funding was immediately approved for the conduct of flight trainings. The Aviation Training Unit of the AABn started to conduct its own basic flight training for 11 student aviators undergoing the Aviator Qualification Training wherein it was the first class to be conducted jointly with Master’s Flying School, a civilian flight training institution registered with the Air Transportation Office (now Civil Aviation Authority of the Philippines).

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Barely three months after the reactivation of AABn, the Philippine Army

Weapons, Equipment and Systems Committee (PAWESC) under the PA Modernization Board created the Sub-Committee on Aviation composed of selected AABn organic personnel. The Sub-Committee on Aviation was tasked of formulating its own Circular of Requirements (COR) for the acquisition of the Army's light planes and utility helicopters. With an initial budget of PhP 108 million for each helicopter, the AABn immediately conducted research and created its initial COR on utility helicopters.

The Army Aviation (Bagwis) Battalion AABn absorbed by LABde.

Seven months of being a major subordinate unit of HPA, the AABn was absorbed by LABde on February 1, 1998 pursuant to HPA General Orders No. 82 dated 16 January 1998. As AABn became one of the combat support units of LABde, its mission was changed to perform aerial reconnaissance and security operations for the Light Armor Brigade and general support for the Philippine Army. The first Silver Wing.

On March 31, the Silver Wing Medals were finally awarded by HPA to

Maj. Ricardo B. Jalad, Cpt. Gregorio S. Raymundo Jr., Cpt. Nicolas C. Pongos Jr., 1Lt. Jesus Rico D. Atencio, and 1Lt. Richard T. Servito for their meritorious achievements in aerial flights as aviators of Army aircraft and for reconnaissance operation activities conducted against the enemies of the state while serving the Aero Co from August 1, 1995 to July 1, 1997.

The said medal was also awarded to Cpt. Pascual Luis D. Bedia, Cpt. Ferdinand B. Ramos, and Cpt. Rynell R. More. They were the first Army aviators to be recognized and to receive such kind of recognition for meritorious achievements in flying the Army aircraft --- seven years after the Army was given the authority to award the said Medal. Fit for armed reconnaissance.

On August 30, the Aircraft Maintenance Company successfully completed their project to mount a 7.62mm M60 Light Machine Gun on the Army aircraft which was never done before. The machine gun was borrowed from the Commando V-150S Armored Vehicle of the 3rd Light Armor (Kaagapay) Battalion.

To test its firing platform while on flight, Pongos and 1Lt. Rolando M. Acido flew the Cessna U206A No. PA 912 with the mounted machine gun together with TSg. Cecilio B. Suyat as gunner and SSg. George I. Reburiano as ammunition bearer. The 20-minute test flight was conducted in Fort

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Magsaysay at the gunnery range near the Taclang Damulag Hill. The first pass was done at 100 knots and started with an initial of two to three burst of fire and then followed by continuous firing of 20 rounds. The test firing was successful and it was repeated again for the second pass at 90 knots before they landed.

The indigenous project spearheaded by Acido with his skilled aircraft

maintenance personnel to locally fabricate a gun mounting showed that the AABn can prove its capability in making the Army aircraft fit for armed reconnaissance mission.

Deregistration of Beechcraft 80.

Before the year ended, the Army Beechcraft 80 No. RP C-701 ceased to exist as a civilian registered aircraft after it was pulled out from the Aerostar hangar at the Domestic Airport in Pasay City, Metro Manila. The aircraft was deregistered from the Air Transportation Office and its civil registry number was replaced by an Army registry number and became known as PA 701 with Army markings painted on its fuselage and wings. The Army aircraft was transferred to Air Ads hangar and remained there for several months to undergo major repairs before it was flown back to Fort Magsaysay Army Aerodrome.

Army aircraft in Mindanao.

After a series of flight demonstrations made by AABn at the

headquarters of LABde in Camp O'Donnell in Capas, Tarlac on the capability of Army aircraft to provide air support to infantry and armored units, the HPA finally decided to deploy an aero detachment to Southern Philippines upon the recommendation of Brig. Gen. Efren L. Abu, the commander of LABde. The much awaited deployment of an aero detachment which was originally planned in 1996 finally came through.

The aero detachment was placed under the operational control of the

2nd Light Armor (Frontliner) Battalion based in Maguindanao to support the Army's 6th Infantry (Kampilan) Division who were confronting the Southern Philippines Secessionist Groups and the Local Communist Movement in Central and Southern Mindanao.

On June 4, 1999, the Aeroscout Company of the AABn was manned

when an aero detachment was initially organized as Scout Team Alpha composed of three aviators and three aircrew. On the early morning of July 29, the Cessna U206A No. PA 202 flown by Atencio and Servito with Jalad and their crew chief MSg. Cecilio B. Suyat landed at Cotabato Airport in Awang, Datu Odin Sinsuat, Maguindanao.

Reconnaissance of MILF strongholds.

The Scout Team Alpha immediately conducted route checks and reconnaissance flights on the different airports and airfields in Mindanao as

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well as discovering new airfields not shown on their aeronautical charts. On July 12, the Cessna U206A No. PA 202 flown by Atencio and Servito with personnel from the 6ID Tactical Operations Center (TOC) and the 29th Military Intelligence Company took off Cotabato Airport for their first tactical aerial reconnaissance mission in the strongholds of the Moro Islamic Liberation Front (MILF). The Cessna U206A No. PA 202 was the first military aircraft of the AFP to conduct aerial reconnaissance at Camp Abubakre Al-Siddique.

Their epic flight which was successfully executed along with two Air

Force McDonnell Douglas MD-520MG Defender attack helicopters (PAF No. 398 and PAF No. 437) as armed escorts was the first kind of joint air operation conducted by the AABn and the 15th Strike Wing in support to the anti-dissidence campaigns. It even proved the reliability and inter-operability between the air components of the two AFP major services when it comes to joint air operations. The photographs and video shots they got were used extensively during the massive military operations of the AFP during the first two quarters of the following year against the MILF forces.

As part of the ceasefire agreement between the Philippine government

and the MILF, the AFP was ordered to avoid offensive operations or provocative actions against the MILF. Despite the existing agreement, the MILF continued conducting terrorist activities by showing that it was a force to reckon with and had gone to a certain extent and openly declared that its objective was secession and formation of an independent Islamic state. What was called the time for peace and confidence building measures by the Ramos administration from 1995 to 1998 was actually a time for war and force build-up for the MILF.

The fall of Camp Abubakre.

From January to July 2000, the Scout Team Alpha actively took part in various tactical aerial reconnaissance missions against the MILF forces. While the Scout Team Alpha was on its peak of providing air support to defeat the MILF forces in Mindanao, the stewardship of AABn was transferred by Jalad to Maj. Jose Rizaldy S. Matito on July 7 in a simple turn-over ceremony held at its headquarters in Fort Magsaysay. After a challenging stint and productive years of Jalad at the AABn, he was chosen by Abu to be the assistant chief of staff for operations of LABde.

On July 8, the MILF's main headquarters in Camp Abubakre Al-

Siddique fell to the hands of the AFP troops --- ten days ahead of schedule. Captured among others in the MILF stronghold were the Bedis Military Academy, its armory and concrete bunkers, and the fortified residence of MILF Chairman Hashim Salamat. Since the capture of all enemy camps and concentration areas, the remaining MILF rebels have splintered into small groups and retreated to the mountains of Central Mindanao.

Although the MILF forces was finally defeated, the Scout Team Alpha

remained in Mindanao to continue providing air support to Army combat units involved in internal security operations. Their capability to provide air support

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even extended to the Zamboanga peninsula and the islands of Basilan and Sulu to support the AFP Southern Command [now AFP Western Mindanao Command] on its operations against the extremist Abu Sayyaf and the notorious Pentagon kidnap for ransom groups.

The Army aviators and aircrew who actively took part in various tactical

aerial reconnaissance missions during the Mindanao anti-dissidence campaign against the MILF forces were either awarded with Bronze Cross and Silver Wing Medals in recognition for their heroic and extra-ordinary feats in providing air support to AFP combat units.

The flight to Sabah.

On June 27, 2001, the Beechcraft 80 No. PA 701 conducted its first flight outside the Manila Flight Information Region when it took off Edwin Andrews Air Base in Zamboanga City and landed at Sandakan International Airport in Sandakan, Sabah in Borneo Island with Lt. Gen. Gregorio M. Camiling Jr. and his party on board to participate in the annual Philippines-Malaysia VI (PHIMAL VI) Border Patrol Coordinating Conference.

Two days after the coordinating conference between the two countries,

the Army aircraft took off Sandakan on the way back to Zamboanga City with the same crew and passengers including the Malaysian Consul to the Philippines Hadji Mahalil. The Army aircraft flew back to Fort Magsaysay Army Aerodorme after their passengers disembarked at Edwin Andrews Air Base. The flight of the Beechcraft 80 to Sabah was the first flight in international airspace ever made by an Army aircraft in the history of the Army aviation.

For their historic feat, the AFP Southern Command awarded Matito,

More and Suyat the Distinguished Aviation Cross on September 12. The award was the first of its kind to be awarded to Army aviators and aircrew. Two years later, the Beechcraft 80 No. PA 701 flew again to Sandakan during the PHIMAL 8 with Maj. Gregorio S. Raymundo Jr. as co-pilot.

The women of Army aviation.

Before the Republic Act No. 7192 also known as Women in

Development and Nation Building Act was enacted into law, the Army was the first major service in the AFP to open its doors to its female members the highly specialized field of military aviation. The re-assignment of 2Lt. Virginia P. Nepomuceno and 2Lt. Maria Mignon Y. Aseniero to AABn brought the number of qualified and rated female Army aviators to three, fifteen years after Palabrica made the first solo flight by a female officer of the AFP.

On January 16, 2003, Matito relinquished his position as commander of the AABn to Lt. Col. Ramona P. Go in a historic turn-over of command ceremony held at its headquarters in Fort Magsaysay. Go (nee Palabrica), who was the first female aviator of the AFP, holds the distinction of becoming

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the first female military officer to become a battalion commander and to command a flying unit in the AFP.

On February 13, an enlisted woman made her mark in Army aviation when the Army Aircrew Badge was awarded to PFC Lorna D. Linga which officially recognized her as the first female aircrew in the Army. Linga was assigned with the Aircraft Maintenance Company of AABn as a rated Army aircrew before the Badge was awarded. Additional aircraft for AABn.

Despite its limited resources, the LABde was able to acquire additional

aircraft for AABn. On March 29, the LABde entered into an agreement with the Aviation Technology Innovators, Inc. to provide PhP6 million for the inspection and repair of two Cessna 421Bs No. RP C-1243 [named Habagat] and No. RP C-1244 [named Ipo-ipo] operated by the Bureau of Soils and Water Management. On July 1, the Cessna 421B No. 1243 was received by the AABn and became the PA 401. On December 4, 2003, Majors Gregorio S. Raymundo Jr. and Danilo O. Cariño who were undergoing training in Advance Aviator Course with Cpt. Russell Y. Gentica and 1Lt. Virginia P. Nepomuceno were released to fly the Beechcraft 80 No. PA 701 as pilots-in-command and co-pilots respectively at the Fort Magsaysay Army Aerodrome. Eighteen years after it was acquired by the Army for the Aero Co, the said twin-engine aircraft was finally given to Army aviators to fly without the services anymore of a civilian aviator. Then on July 6, 2004, the AABn finally took charge of providing basic flight training in the Army when its Aviation Training Unit (ATU) was tasked to conduct the Aviator Qualification Course (AQC) Class 01-2004 to seven student aviators of LABde for the first time without the assistance anymore of a civilian flight training school. On December 1, Lt. Col. Edgar L. Labitoria was designated to be the commander of the AABn replacing Maj. Gregorio S. Raymundo who held the position in an acting capacity. During Labitoria’s watch, the aviation facilities of the AABn in Fort Magsaysay Army Aerodrome were improved to enhance its operational efficiency. On the same month, the Beechcraft 80 No. PA 701 flown by Raymundo and Cpt. Richard T. Servito was used for the first time in the conduct of parachute operations for the airborne students of the Special Forces School. They were the last Army aviators to fly the Beechcraft 80 after it was grounded for an indefinite period due to lack of aircraft spares for the said aircraft.

Labitoria’s stint as commander of AABn was cut short when he was succeeded by Lt. Col. Eliezer L. Losañes on October 1, 2005. Losañes was instrumental in the acquisition of air traffic control equipment for the Fort Magsaysay Control Tower. He was also able to convince HLABde for the immediate acquisition of a flight simulator for the Aviation Training Unit in order to enhance the flying proficiency of its aviators. The flight simulator was

PAM 3-03

A-16

delivered to AABn before the year ended. Losañes was replaced by Lt. Col. Pascual Luis D. Bedia on August 22, 2006. Before 2006 ended, two aircraft from the AABn flown by Maj. Alex T. Aduca, Cpt. Richard T. Servito and 1Lt. Jose Antonio O. Isiderio joined the search and rescue mission for the 96 Filipino fishermen who were missing in South China Sea. Flying the Cessna 172N No. PA 101 and the Cessna 421B No. PA 401 aircraft, the Army aviators were able to locate some of the missing fishermen at the vicinity of Scarborough Shoal in South China Sea. This was the first time the AABn joined a massive joint air, land and sea search and rescue mission which was also participated by the different units from the Army, the Navy, the Air Force, the Coast Guard, and the National Police. In 2007, additional aircraft were acquired by the AABn when a Cessna 172L (RP C-2120) and a Cessna 172M (RP C-2765) light planes arrived at Fort Magsaysay Army Aerodrome on March 2 and April 27 respectively. When the two aircraft was deregistered with the Air Transportation Office, it officially became an Army aircraft when Cessna 172L became no. 072 and the Cessna 172M became no. 103 as its Army registry numbers. A few weeks later, the AABn received an Italian-made Polaris Motor SRL microlight aircraft which was bought by HPA. After a series of familiarization flights, Cpt. Vincent D. Mauricio became the first to fly a microlight aircraft in the Army on May 14. On June 11, the AABn through its ATU opened the AQC Class 02-2007 due to lack of organic aviators. Bedia was replaced by Lt. Col. James Ezra P. Enriquez on August 1, 2008 during a joint ceremony held in Fort Magsaysay Army Aerodrome wherein seven student aviators graduated from their AQC including 2Lt. Zeerah Blanche L. Lucresia, the fourth female aviator in the Army.

The Future of Army Aviation Battalion Not included on the re-prioritized list.

Despite the allocated budget of PhP331 billion for the Armed Forces' modernization, the CORs made by the AABn personnel who exerted efforts and devoted their precious time on their research works and presentations for the acquisition of their utility helicopters and twin-engine light planes were not considered by the AFP Modernization Board on its priority list. The Asian financial crisis in 1997 and 1998 and the AFP major offensives against the MILF forces and Abu Sayyaf group in Mindanao in 1999 and 2000 contributed to the shifting of the AFP priorities from external defense to internal security concerns. The Armed Forces focused on addressing the economic and legal issues affecting the implementation of its modernization program. The Army's acquisition of utility helicopters was suspended along with the Air Force's multi-role fighter jets and the Navy's off-shore patrol vessels

PAM 3-03

A-17

projects due to inflated costs following the peso devaluation. The existing aircraft of the Army were not even included on its re-prioritized list unlike the Air Force and the Navy whose aircraft were given the chance for upgrading. Still no budget. While the Air Force and the Navy had shown significant progress on their respective Force Restructuring and Organizational Development projects, the Army was unable to meet its restructuring target due to the arduous internal security situation since 2001.

With the resurgence of rebel and terrorist activities and the return of the internal security operations by the Philippine National Police to the AFP, the planned acquisition of the utility helicopters and the twin-engine light planes for the Army will only remain a dream for the Army aviators, aircrew members and ground support personnel until the funding for the AFP modernization is properly addressed.

PAM 3-03

A-18

PAM 3-03

B-1

ANNEX B

PHILIPPINE ARMY AERODROMES 1. FORT MAGSAYSAY ARMY AERODROME

a. Aerodrome Geographical and Administrative Data

b. Operational Hours

PAM 3-03

B-2

c. Handling Services And Facilities

d. Passenger Facilities

e. Rescue and Fire Fighting Services

f. Apron, Taxiway and Check Location Data

PAM 3-03

B-3

g. Surface Movement Guidance and Control System and Marking

h. Aerodrome Obstacle

i. Meteorological Information Provided

PAM 3-03

B-4

j. Runway Physical Characteristics

PAM 3-03

B-5

k. Declared Distances

l. Approach and Runway Lighting

m. Other Lighting, Secondary Power Supply

n. Helicopter Landing Area

PAM 3-03

B-6

o. Air Traffic Service Airspace

p. ATS Communication Facilities

q. Radio Navigation And Landing Aids

PAM 3-03

B-7

r. Local Traffic Regulations

1) Aerodrome Regulations

(a) Closed to civil aircraft except on emergency or prior request shall be made to the Commanding General, PA. Request for landing clearance for civil registered aircraft should be addressed to: The Commanding General, Philippine Army Fort Andres Bonifacio, Makati City 1201 Attention: AC of S for Operations, G3

(b) Closed to aircraft without a functioning two-way radio.

(c) Aerodrome traffic are controlled. No aircraft shall penetrate the Air Traffic Zone with an indicated airspeed exceeding 200 knots without ATC authorization.

(d) All aircraft are restricted from flying low over the Integrated Firing Ranges, the Artillery Impact Areas and the Air-to-Ground Gunnery Ranges unless authorized/cleared by ATC.

(e) Flight operations during sunset to sunrise needs prior coordination with the Army Aviation (Bagwis) Battalion. Due to the unavailability of runway lights, an aircraft may land and take-off provided pilots are trained in night flying and equipped with night vision devices.

(f) Due to the unavailability of spacious ramp to accommodate large aircraft, fixed wing aircraft operations will be temporarily suspended whenever a C-130 aircraft or aircraft with same category is parked or loading/unloading troops and cargoes at both ends of Runway 05/23.

(g) The threshold of Runway 05 is the designated Helicopter Touchdown and Lift Off Area for helicopters intending to land at the Aviation Helipad. Upon touchdown, helicopter pilots will be instructed by Control Tower to taxi/air taxi from threshold of Runway 05 on the way to the designated helipads. Helicopters are prohibited to lift off from Taxiway Alpha or Taxiway Bravo.

(h) All engine run-ups must be conducted at the taxi holding positions except for C-130 aircraft or aircraft with the same category.

(i) All civil aircraft must exercise extreme caution when flying near the Danger Area (RP D28 Magsaysay).

PAM 3-03

B-8

2) Taxiing to and from stands

(a) An aircraft may taxi-out with power from the parking bays. Taxi-in with power to the parking bays is not allowed.

(b) A C-130 aircraft or aircraft with the same category must continue to taxi after touchdown towards the end of the runway before making a 180-degree turn. All 180-degree turns must be made only at the concrete pavement of the runway.

3) Parking

(a) Parking Bays 1 to 4 are exclusively for light aircraft only.

(b) Helicopters may park only on one taxiway. Helicopters may also park in the grassy area located between Taxiway Alpha and Taxiway Bravo.

4) Taxiing - limitations

(a) Taxiing in the ramp and taxiways is limited only to light aircraft operations.

(b) Pilots shall not taxi/air taxi aircraft at any time without communication with and clearance from the Control Tower.

(c) If wind condition is calm, high speed taxi must be

made at Runway 23.

5) School and training flights, technical test flights and use of runways

(a) School and training flights from civilian flight training institutions must only be made after permission has been granted by the Commanding General, Philippine Army.

(b) Technical test flights must not be flown over the Integrated Firing Ranges and ammunition/POL dumps.

(c) Any aircraft that is unable to enter the taxiways to load and unload troops and cargoes may use the active runway for such purpose in coordination with the Control Tower only for a limited period of time.

(d) Aircraft with hot armaments except machine guns must arm/de-arm its weapons stations only at threshold of Runway 05.

PAM 3-03

B-9

6) Helicopter traffic – limitation

(a) All civilian helicopters are restricted from passing within 1 NM from the periphery of Fort Ramon Magsaysay.

(b) All helicopters shall be maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstruction to avoid midair collision.

(c) All helicopters flying within the aerodrome must contact the Control Tower before crossing the final approach and midfield of Runway 05/23.

s. Noise Abatement Procedures

Nil

t. Flight Procedures

1) General

(a) Unless otherwise instructed by the Control Tower for reasons of safety or for expeditious flow of air traffic, departing and arriving aircraft shall conform to the published traffic circuit.

(b) Air traffic control instructions and traffic information issued by the Control Tower shall be acknowledge and complied with.

(c) All aircraft passing within the Fort Magsaysay Military Flight Training Areas are advised to switch to Fort Magsaysay Tower frequency (123.45 MHZ) for traffic monitoring.

2) Procedures for Departing Aircraft

(a) Departing aircraft shall contact the Control Tower for taxi and take-off clearance or instructions before taxiing out of the ramp.

(b) Departing aircraft shall maintain a continuous listening watch on the Control Tower frequency until cleared to change the frequency or until outside the ATZ.

3) Procedures for Arriving Aircraft

(a) Arriving aircraft flying on VFR shall contact the Control Tower and report over the designated visual reporting points for landing instruction and traffic information.

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B-10

(b) Designated Visual Reporting Points: Reporting Points Distance to Aerodrome North Palayan 6.5 NM Camp Tinio (abeam) 3.0 NM Northwest Cabanatuan 7.2 NM West Sta. Rosa (abeam) 7.8 NM South Gapan (abeam) 7.7 NM Peñaranda 5.4 NM

(c) Arriving aircraft flying on IFR shall contact the Control Tower at least 10 NM or upon leaving Approach Control.

4) Fort Magsaysay Military Flight Training Areas

(a) Mike One (M1) - Located north of Fort Magsaysay Army Aerodrome, bordered by an imaginary line starting on Talavera town, then north to Muñoz City; eastward to Rizal town, southward to Laur town and back to Talavera town. Vertical limits is from surface up to 3,000 feet.

(b) Mike Two (M2) - Located adjacent to the southern border of Mike One starting from Laur town southward towards the peak of Hill 370 (Taklang Damulag Hill), then westward to Santa Rosa town, northward to Talavera town and back to Laur town. Vertical limits is from surface up to 3,000 feet.

(c) Mike Three (M3) - Located adjacent to the southern border of Mike Two starting from Santa Rosa town going southward to Gapan City and further south to San Miguel town, then eastward to Tartaro town, northward towards the peak of Hill 370 (Taklang Damulag Hill) and back to Santa Rosa town. Vertical limits is from surface up to 3,000 feet.

u. Additional Information

1) Bird concentration in the vicinity of the aerodrome

(a) Bird strikes sometimes occur during take-off roll and while at the traffic circuit. Vigilance is necessary between October to April annually as this is the bird migratory season. Some transient and resident birds flock near the Cababaza Creek, near the Pahingahan and Cordero Dams and on the ricefields within the Fort.

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B-11

(b) Dispersal activities to eliminate birds through the use of live ammunition is prohibited since the Fort Magsaysay Military Reservation is a wildlife sanctuary.

2) Designated Parachute Drop Zones

(a) Paratrooper’s Drop Zones: Drop Zone Dimension DZ BULLET / DZ ROWE 914 M x 549 M DZ CYNTHIA 800 M x 300 M DZ HAYUFOX 800 M x 550 M DZ TALAHIB 859 M x 350 M DZ GUERILLA

(b) Skydiver’s (Military Freefall) Drop Zones:

Drop Zones Dimension

DZ AIR OPS 100 M x 100 M DZ AVIATION 50 M x 75 M DZ DIVISION PARADE GROUNDS 700 M x 150 M DZ OLD HOSPITAL BUILDING 10 M x 16 M DZ SOCOM PARADE GROUNDS 200 M x 100 M

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B-12

v. Charts Related to an Aerodrome

Traffic Circuit Chart (RWY 05) Traffic Circuit Chart (RWY 23)

PAM 3-03

B-13

PAM 3-03

B-14

2. CAMP CAPINPIN ARMY AERODROME

a. Aerodrome Geographical And Administrative Data

1 ICAO Location Indicator RPLM 2 Aerodrome Reference Point

coordinates and site at Aerodrome 14° 30’ 11” N 121° 21’ 47” E

3 Direction and distance from town 16 KM (8.63 NM) Northeast of Tanay.

4 Elevation/Reference temperature 390 M (1,279 FT) / 29° C 5 Magnetic variation/Annual change 6 Aerodrome administration,

address, telephone, telefax, telex, AFS

2nd Infantry (Jungle Fighter) Division, PA Camp Capinpin Army Aerodrome Camp Capinpin, Tanay 1980 Rizal HQ: (02) 6748888 OPTR: (02) 6742679 locals 6523 and 6543

7 Types of traffic permitted VFR 8 Remarks Military training area. Closed to civil

aircraft except on emergency or prior request shall be made to the Commanding General, PA.

b. Operational Hour

1 Aerodrome Administration 24 hours. 2 Custom and immigration None. 3 Health and sanitation 24 hours 4 Fueling Sunrise to sunset. 5 Handling Sunrise to sunset 6 Security 24 hours.

c. Passenger Facilities

1 Hotels At the town proper. Transient quarters only for military personnel.

2 Restaurants Within the camp. 3 Transportation Tricycle and Jeepney for hire. 4 Medical Facilities Medical Company and Camp

Capinpin Station Hospital. 5 Bank and Post Office Banks at the town proper. Post

Office within the camp. 6 Tourist Office At the town proper.

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B-15

d. Rescue And Fire Fighting Services

1 Rescue equipment Fire extinguishers, ambulance, utility trucks and wrecker.

e. Apron, Taxiway And Check Location Data

1 Apron surface and strength Macadam

f. Surface Movement Guidance And Control System And Marking

1 Used of aircraft stand identifier signs, taxiway guide lines and visual docking/parking guidance system of aircraft stands

Aircraft marshal and smoke grenades available upon request.

g. Aerodrome Obstacle

In approach/take off areas in circling area and at

aerodrome Remark

s 1 2 3

Runway/Area

affected

Obstacle type Elevation

Markings/Lightings

Coordinates

Runway/Area

affected

Obstacle type

Elevation Markings/ Lightings

a b c a b RWY 04 TRANSCO power APCH lines and trees

RWY 22 Communication APCH antenna and trees

RWY 04/22

Mountains, trees, obstacle courses and antennas located along the runway strip.

PAM 3-03

B-16

h. Runway Physical Characteristics

Designation

Runway Number

True &

Magnetic

Bearing

Dimension of Runway

(M)

Strength

(PCN) and surface of

runway and

stopway

Threshold Coordinate

s (Geoid

Undulation)

Threshold elevation

and highest elevation of Touchdown

Zone of precision approach runway

1 2 3 4 5 6 04

22

400 x 12

400 x 12

Concrete

Concrete

Slope of Runway - Stopway

Stopway

dimensions (M)

Clearway dimensions

(M)

Strip dimensions

(M)

Obstacle Free Zone

Remarks

7 8 9 10 11 12

Deep embankments at the end of Runway 04. Elevated surface at the end of Runway 22.

i. Declared Distances

Runway Designat

or

TORA (M)

TODA (M)

ASDA (M)

LDA (M)

Remarks

1 2 3 4 5 6 04 22

400 400

400 400

400 400

400 400

STOL RWY STOL RWY

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B-17

j. Helicopter Landing Area

1 Remarks The Runway and the AFP Officer Candidate School parade grounds may be used as Helicopter Touchdown and Lift Off Area.

k. Local Traffic Regulations

1) Aerodrome regulations

(a) Closed to civil aircraft except on emergency or

prior request shall be made to the Commanding General, PA. Request for landing clearance for civil registered aircraft should be addressed to: The Commanding General, Philippine Army Fort Andres Bonifacio, Metro Manila Attention: AC of S for Operations, G3

(b) All civilian helicopters are restricted from passing within 1 NM from the periphery of Camp Capinpin.

(c) Pilots must make a low pass before landing.

PAM 3-03

B-18

PAM 3-03

C-1

ANNEX C

FLIGHT PLAN FORMS

PAM 3-03

C-2

Figure C-2. Military Flight Plan Form (Philippine Navy)

PAM 3-03

C-3

Figure C-3. Military Flight Plan Form (Philippine Air Force)

PAM 3-03

C-4

Figure C-4. Civilian Flight Plan Form – Domestic (Air Transportation Office)

PAM 3-03

C-5

I N S T R U C T I O N S

1. Accomplish form in quadruplicate:

a) Original (white) to FOBS, FSS, TWR or Airport Officer-In-Charge;

b) Duplicate (yellow) to pilot-in-command; c) Triplicate (green) to aircraft owner; d) Quadruplicate (pink) to be carried on board the aircraft.

2. Complete all items in the Flight Plan form as required.

3. Completed flight plan form must be personally filed by the pilot-

in-command or his authorized representative (Licensed Flight Dispatcher) with the appropriate air traffic services unit (FOBS, FSS and TWR, accordingly).

4. Erasure or alteration in accomplishing this form is not allowed.

5. Filed flight plan shall be kept for a period of one (1) year and must be made available for references by the appropriate authority.

PAM 3-03

C-6

Figure C-5. Civilian Flight Plan Form – International (Air Transportation Office)

PAM 3-03

D-1

ANNEX D

WEATHER FORECASTS Figure D-1. Military Weather Forecast (Philippine Army)

PAM 3-03

D-2

Figure D-2. Civilian Weather Forecast (Air Transportation Office)

PAM 3-03

E-1

ANNEX C

MILITARY AIRCRAFT NATIONALITY MARKINGS

Albania Algeria Angola Argentina

Armenia Australia Austria Azerbaijan

Bahrain Bangladesh Belgium Benin

Bolivia Botswana Brazil Brunei

PAM 3-03

E-2

Bulgaria Burkina Faso Burundi Cambodia

Cameroon Canada Central African Chile Republic

People’s Republic of China Republic of China Colombia (Taiwan)

Republic of Congo Côte d'Ivoire Croatia Cuba

PAM 3-03

E-3

Czech Republic Denmark Djibouti Dominican Republic

Ecuador Egypt El Salvador Eritrea

Estonia Ethiopia Finland France

France Gabon Georgia Germany (Naval Aviation)

PAM 3-03

E-4

Ghana Greece Guatemala Guinea

Guinea-Bissau Guyana Hungary

India Indonesia Iran Iraq

Ireland Israel Italy Jamaica

PAM 3-03

E-5

Japan Jordan Kenya Kuwait

Latvia Lebanon Libya Lithuania

Luxembourg Macedonia Madagascar Malaysia

Malta Mauritania Mexico Montenegro

PAM 3-03

E-6

Morocco Myanmar The Netherlands New Zealand

Niger Nigeria North Korea Norway

Pakistan Panama Peru

Philippines Poland Portugal

PAM 3-03

E-7

Qatar Romania Russia Rwanda

Saudi Arabia Senegal Serbia

Sierra Leone Singapore Slovenia Somalia

South Africa South Korea Spain

PAM 3-03

E-8

Sri Lanka Sudan Suriname

Sweden Switzerland Syria Tanzania

Thailand Togo Tunisia Turkey

Uganda Ukraine United Arab United Kingdom Emirates

PAM 3-03

E-9

United Kingdom (low visibility) United States

Vietnam Yemen

Zambia Zimbabwe

PAM 3-03

E-10

PAM 3-03

F-1

ANNEX F

OTHER DISTINCTIVE SIGNS FOR PROTECTED PERSONS AND OBJECTS

SYMBOL MEANING

- Flag of Truce - Surrender - Out of combat - Interruption of combat

- Civil Defense

- Marked cultural objects: general protection - Personnel for protection of cultural objects

- Marked cultural objects: special protection

- Works and installation containing dangerous forces: dams dikes, nuclear power plants

PAM 3-03

F-2

PAM 3-03

G-1

ANNEX G

AFTER FLIGHT OPERATIONS REPORT

(Security Classification)

H E A D Q U A R T E R S AEROSCOUT COMPANY

ARMY AVIATION (BAGWIS) BATTALION, LAD, PA Cotabato Airport, Awang, Datu Odin Sinsuat, Maguindanao

AC __________________ (Date) SUBJECT: After Flight Operations Report TO: Commanding Officer, AABn, LAD, PA Fort Ramon Magsaysay, 3130 Nueva Ecija Attn: S3 1. REFERENCE(S):

2. BACKGROUND: 3. FLIGHT DATA:

a. Type of Mission: b. Type of Aircraft/Aircraft Nr: c. Date Conducted: d. Place(s) Conducted: e. Total Flight Time/Nr of Sorties: f. Flight Crew:

4. NARRATIVE: 5. RESULT OF FLIGHT OPERATION:

6. OBSERVATION(S) AND ANALYSIS: 7. LESSON(S) LEARNED: 8. RECOMMENDATION(S):

_______________________ _______________________ Commanding Officer

Annexes: (If any)

(Security Classification)

PAM 3-03

G-2

PAM 3-03

H-1

ANNEX H

Authority to Service PA Aircraft on Overseas Fligh

H E A D Q U A R T E R S P H I L I P P I N E A R M Y

Fort Andres Bonifacio, Metro Manila

______ __________________ SUBJECT: Authority to Service PA Aircraft on Overseas Flight TO: _____________________________ (Flight Commander) 1. You are hereby authorized to have the PA aircraft composing the flight mission under your command to be refueled or serviced abroad at points authorized in the POL Carnet Card issued to you and/or at the following points: _______________________________________ _______________________________________ _______________________________________ 2. Comply with the provisions of PAM 3-03 Army Aviation Operations Manual. ____________________________ ____________________________ AC of S for Logistics, G4

PAM 3-03

H-2

PAM 3-03

I-1

ANNEX I

AIRCREW FLIGHT DATA RECORD

PAM 3-03

I-2

PAM 3-03

J-1

ANNEX J

GROUND CREW INSPECTION CHECKLIST

H E A D Q U A R T E R S ARMY AVIATION (BAGWIS) BATTALION

LIGHT ARMOR DIVISION, PHILIPPINE ARMY Fort Ramon Magsaysay, 3130 Nueva Ecija

GROUND CREW INSPECTION CHECKLIST

ACFT TYPE: CESSNA 172N SKYHAWK DATE: _____________________ ENG MODEL: O-360-A4M ACFT SERIAL NR: 73504 ARMY ACFT NR: 891

Items for Inspection Pre-flight Post flight Remarks A. Cabin 1. Control Wheel Lock - REMOVE 2. Ignition Switch - OFF 3. Master Switch - ON 4. Fuel Quantity Indicators – Check Quantity 5. Master Switch – OFF 6. Fuel Selector Valve – Fuller Tank B. Empennage 1. Rudder Gust Lock – REMOVE 2. Tail Tie Down – DISCONNECT 3. Control Surfaces – Check Freedom of Movement and Security C. Right Wing Trailing Edge 1. Aileron – Check Freedom of Movement and Security D. Right Wing 1. Wing Tie Down - DISCONNECT 2. Main Wheel Tire – Check for Proper Inflation (29psi) 3. Before first flight of the day and after each re-fuelling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade (BLUE)

4. Fuel Quantity – Check Visually for Desired Level 5. Fuel Filler Cap – Secure and Vent Obstruction E. LEFT WING TRAILING EDGE 1. Aileron – Check Freedom of Movement and Security F. LEFT WING LEADING EDGE 1. Pitot Tube Cover – REMOVE and Check opening for stoppage. 2. Stall Warning Vane – CHECK Opening for Stoppage. 3. Wing Tie Down – DISCONNECT 4. Fuel Tank Vent – Check for Stoppage G. LEFT WING – 1. Main Wheel Tire – Check for Proper Inflation (29psi) 2. Before first flight of the day and after each re-fuelling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade (Green)

3. Fuel Quantity – Check Visually for Desired Level 4. Fuel Filler Cap – Secure and Vent Obstruction H. NOSE 1. Static Source Opening (Both Side of Fuselage) – Check for Stoppage. 2. Propeller and Spinner– check for Nicks, Security and Oil Leaks. 3. Landing and Taxi Lights – check condition and Cleanliness. 4. Nose Wheel Strut – Check for proper inflation (45psi) 5. Nose Wheel Tire – Check for Proper Inflation (31psi). 6. Nose Tie Down – DISCONNECT. 7. Fuel Strainer – Pull-out strainer drain knob for about 4 sec to clear fuel strainer of possible water and sediment.

I. LIFE SUPPORT SYSTEM 1. Life vest – minimum of 4 pcs and check for expiration. 2. Fire extinguisher – check quantity 3. First aid kit – check completeness 4. Emergency locator transmitter – check battery and operation J. FORMS AND DOCUMENTATION 1. Pre-flight inspection checklist 2. Aircraft logbook 3. Laminated checklist

AAS FORM NR 3-02 INSPECTED BY: CERTIFIED CORRECT: NOTED BY: ____________________ ___________________ __________________ Ground Crew/Crew Chief Co-Pilot Pilot-In-Command

NOTE: The same format is also used for other PA aircraft. Only the items for inspection vary on the checklist.

PAM 3-03

J-2

PAM 3-03

K-1

ANNEX K

WAIVER FORM FOR CIVILIANS BOARDING PA AIRCRAFT

WAIVER FORM FOR CIVILIANS BOARDING PHILIPPINE ARMY AIRCRAFT

_______________________

(Date) KNOW ALL MEN BY THESE PRESENTS: WHEREAS, WE the undersigned are about to take flight this date in a PA Aircraft; whereas we are doing so of our own initiative responsibility and risk not upon orders, desire or suggestion to the Government of the Republic of the Philippines or any of its officers and agents; whereas we have with us personal belongings, properties, goods and/or equipment. Now, therefore, in consideration of the permission extended to us by the Government of the Republic of the Philippines through its officers and agents to this flight, we, our executor administrator hereby assign, dismiss, absolve, release and to forever discharge from the Government of the Republic of the Philippines, its officers and agents from any liability, course of action arising or of injury or death that may occur to us, loss, destruction or deterioration of said belongings, properties, goods and/or equipment by reason this flight irrespective of how much injury or death may occur to us or loss, destruction or deterioration of said occurrence. Aircraft Type/Army Aircraft Nr: _____________ Destination: __________________________ Aviators:____________________________ Itinerary: _______________________________

_____________________________ Aircrew Members: ____________________________ _____________________________

Name of Passengers Telephone Nr

Person to be notified in case of emergency/Address

Signature

AAS FORM NR 3-04

SIGNED IN THE PRESENCE OF: ______________________________ ______________________________ (CO or duly authorized representative of the concerned AFP unit)

PAM 3-03

K-2

PAM 3-03

L-1

ANNEX L

SEARCH AND RESCUE UNITS

PAM 3-03

L-2

PAM 3-03

M-1

ANNEX M

EMERGENCY FREQUENCIES

Frequency Emission Effective Range (NM) Remarks

121.5 MHz VHF AM Voice/data Generally limited to line of sight.

Most ATS facilities, military towers; an ELT or EPIRB transmitting on 121.5MHz may make this frequency impractical for communications.

243.0 MHz VHF AM Voice/data Generally limited to line of sight.

Military emergency frequency.

123.1 MHz VHF AM Voice Generally limited to line of sight.

SAR operations; on-scene communications.

2182 kHz HF R3E, H3E, J3E, J2A, J2B radiotelephony

Generally less than 300 miles for average aircraft installations.

International Maritime voice distress, safety, and calling frequency. Silence period on this frequency are observed for three minutes (3 min.) twice an hour. Beginning on the hour and at 30 minutes past each hour to facilitate reception of distress calls. Ships, boats at sea, Coast Guard Stations, commercial coast stations.

3023 kHz HF 4125 kHz HF 5680 kHz HF

R3E, H3E, J3E, J2A, J2B radiotelephony

Several thousand miles depending upon propagation conditions.

Alternate on-scene and SAR coordination communications. Vessels and aircraft SAR coordination.

500 kHz MF CW, telegraphy Generally less than 100 miles for average aircraft installations.

Ships at sea, Coast Guard Stations, FSS, and commercial coast stations. Use is decreasing due to advanced comm. technology. As of February 1999, international requirements to have this capability aboard ships ceased.

156.8 MHz, VHF Channel 16

FM, voice Line of sight International VHF maritime voice distress, safety and calling frequency.

3023 kHz HF 4125 kHz HF 5680 kHz HF

R3E, H3E, J3E, J2A, J2B radiotelephony

Several thousand miles depending upon propagation conditions.

Alternate on-scene and SAR coordination communications. Vessels and aircraft SAR coordination.

156.3 MHz, VHF Channel 06

FM, voice Line of sight On-scene Maritime SAR communications.

PAM 3-03

M-2

PAM 3-03

N-1

ANNEX N

TABLE OF ORGANIZATION

ARMY AVIATION BATTALION Designation: Combat Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To conduct aviation operations for the Philippine Army.

2. ASSIGNMENT: Philippine Army

3. CAPABILITIES:

a. Provide air movement of troops and supplies. b. Perform maneuvers during air assault operations when

tasked organized with other combat forces. c. Provide aerial observation, reconnaissance, and

surveillance. d. Provide evacuation of casualties, captured enemy

personnel, and damaged equipment. e. Provide aircraft for command, control, communication,

and intelligence enhancement for combined arms operations. f. Conduct night flying operations within tolerable weather

conditions. g. Perform search and rescue operations. h. Conduct parachute and air drop operations. i. Perform depot level aircraft maintenance. j. Provide air traffic service and airspace control. k. Provide ground support for aerodrome operations. l. Conduct aviation-related training.

PAM 3-03

N-2

4. BASIS OF ALLOCATION: One (1) aviation battalion for the Philippine Army.

5. MOBILITY: 80%

PAM 3-03

N-3

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOCATIONS

DESCRIPTION STRENGTH AABn GRADE

OFFICERS O6 1 O5 1

O4 5

O3

O2

O1

10

26

53 TOTAL 96

ENLISTED PERSONNEL

E8 1 E7 15 E6 24

E5 57 E4 197 E3 160

E2

E1

14

0

TOTAL 468

CE 4CIVILIAN EMPLOYEE

AGG TOTAL 564 / 4

PAM 3-03

N-4

TABLE OF ORGANIZATION

HEADQUARTERS & HEADQUARTERS COMPANY

Designation: Combat Service Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To provide personnel and equipment to command

and control the Army Aviation Battalion. 2. ASSIGNMENT: Army Aviation Battalion 3. CAPABILITIES:

a. Provide command, control and supervision of the

operation of organic and attached elements of the Battalion. b. Provide intelligence and security support to the Battalion. c. Provide communications support to include centralized

unit level maintenance of communication equipment. d. Provide unit level medical support. e. Provide unit administrative support to assigned and

attached units. f. Provide flight operation and control to all Army aircraft. g. Provide air traffic service and airspace control. h. Provide ground support for aerodrome operations.

4. BASIS OF ALLOCATION: One (1) headquarters and

headquarters company per Aviation Battalion.

5. MOBILITY: 85%

PAM 3-03

N-5

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES

DESCRIPTION STRENGTH HHC, AABn GRADE

OFFICERS

O6 1 O5 1 O4 5 O3 6 O2 4 O1 11 TOTAL 28

ENLISTED PERSONNEL

E8 1 E7 11 E6 12 E5 13 E4 84 E3 72 E2 9

E1 0

TOTAL 202

AGG TOTAL 230

PAM 3-03

N-6

VOLUME II

SECTION II – A UNIT MANNING DOCUMENT

DESCRIPTION GRADE STRENGTH

HHC, AABn BATTALION HEADQUARTERS

` COMMAND SECTION

Battalion Commander O6 1 Battalion Ex-O O5 1 Battalion Sgt Major E8 1 Liaison NCO E5 1 Driver/Security E5 1

Sub-Total - - - - 5 S1 & ADJUTANT SECTION

Admin/Pers Officer and Adjutant O4 1 Admin/Personnel NCO E7 1 Asst Admin/Personnel NCO E6 1 MILVED / MILE NCO E5 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 1 Messenger/Driver E2 1

Sub-Total - - - - 7 S2 SECTION

Intelligence Officer O4 1 Intelligence NCO E7 1 Counter-Intelligence Spec E5 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 1 Messenger/Driver E2 1

Sub-Total - - - - 6 S3 SECTION

Operations Officer O4 1 Asst Operations Officer/Flight Operations Officer

O3 1

Operations NCO E7 1 Training NCO E6 1 Draftsman/Comp Graphics Spec E4 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 1 Messenger /Driver E2 1

Sub-Total - - - - 8

PAM 3-03

N-7

S4 SECTION Logistics Officer O4 1 Asst Logistics Officer/ RSO O3 1 Logistics and Supply NCO E7 1 Asst Logistics and Supply NCO E6 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 2 Messenger/Driver E2 1

Sub-Total - - - - 8 S7 SECTION

Civil Military Operations Officer O4 1 Civil Military Operations NCO E7 1 PSYOPS NCO E6 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 1 Messenger/Driver E2 1

Sub-Total - - - - 6 AVIATION SAFETY SECTION

Aviation Safety Officer O5 (1) Aviation Safety NCO E7 1 Records Clerk E4 1 Computer Analyst/Data Encoder E3 1

Sub-Total - - - - 3 SIGNAL SECTION

Signal Officer O3 1 Signal NCO E7 1 Radio Optr/Technician E4 6 SWB Optr/Driver E3 3 Computer Analyst/Data Encoder E3 1

Sub-Total - - - - 12 AVIATION MEDICAL SECTION

Flight Medical Officer O3 1 Flight Nurse O2 1 Aviation Medical NCO E7 1 Aidman E4 7 Ambulance Driver E3 2

Sub-Total - - - - 12 PROCUREMENT & FINANCE

SECTION

Procurement/Finance Officer O3 1 Procurement NCO E7 1 Finance NCO E7 1

PAM 3-03

N-8

Records Clerk E4 1 Computer Analyst/Data Encoder E3 1

Sub-Total - - - - 5 HEADQUARTERS AND

HEADQUARTERS COMPANY

COMPANY HEADQUARTERS

HEADQUARTERS SECTION

Company Commander O3 1 Company Ex-O/RSO/AMO O2 1 Company F/Sgt E7 1 Operations Sgt E6 1 Admin/Personnel Sgt E5 1 Computer Analyst/Data Encoder E3 1 Messenger /Driver E2 1

Sub-Total - - - - 7 COMMAND AVIATION PLATOON

Platoon Leader O2 1 FW Pilot O1 9 Platoon Sgt E5 1 Sr Acft Crew E4 6 Acft Crew E3 6 Ground Spt Eqpt Spec E3 6

Sub-Total - - - - 29 AIRFIELD SECURITY PLATOON

PLATOON HEADQUARTERS

Platoon Leader O2 1 Platoon Sgt E6 1

Sub-Total - - - - 2 1ST SECURITY SQUAD

Squad Ldr E5 1 Team Ldr E4 2 Grenadier E3 2 LMG Gunner E3 2 Rifleman E3 2

Sub-Total - - - - 9 2ND SECURITY SQUAD

Squad Ldr E5 1 Team Ldr E4 2 Grenadier E3 2 LMG Gunner E3 2 Rifleman E3 2

Sub-Total - - - - 9

PAM 3-03

N-9

AIR DEFENSE SECTION Squad Ldr E5 1 AD System Spec E4 4 AA MG Gunner E4 3 SAM Gunner E4 3 Ammo Bearer E2 3

Sub-Total - - - - 14 AERODROME OPERATIONS

PLATOON

PLATOON HEADQUARTERS

Platoon Leader O1 1 Platoon Sgt E6 1

Sub-Total - - - - 2 FLIGHT OPERATIONS SECTION

Flight Opns Sgt E5 1 Flight Dispatcher E5 1 Sr Air Traffic Controller E5 1 Air Traffic Controller E4 6 Airspace Control Spec E4 2 Air Weapons Control Spec E4 2 Radar Systems Spec E4 4 Weather Spec E4 2

Sub-Total - - - - 19 FLIGHT LINE SECTION

Flight Line Sgt E5 1 Flight Line Control Spec E4 2 Crash, Fire & Rescue Spec E4 4 Aviation Firefighter E3 7 Fire Truck Driver E3 2 Wrecker Truck Driver E3 2 Ramp Eqpt Optr E3 4

Sub-Total - - - - 22 SUPPORT PLATOON

PLATOON HEADQUARTERS

Platoon Leader O1 1 Platoon Sgt E6 1

Sub-Total - - - - 2 MESS SECTION

Mess Sgt E6 1 Mess Steward E4 4 Cook E3 5

Sub-Total - - - - - 10 SUPPLY SECTION

Supply Sgt E6 1 Asst Supply Sgt/Armorer E4 1 POL Sgt E4 1

PAM 3-03

N-10

Fuel Handling Spec E3 2 Sub-Total - - - - - 6

FACILITY MAINTENANCE SECTION

Facility Maintenance Sgt E6 1 Carpentry Spec E4 6 Electrical System Spec E4 4 Concrete Construction Spec E4 4 Water System Spec E4 2 Mower Tractor Optr E3 2 Power Supply Optr E3 2

Sub-Total - - - - 21 TRANSPORTATION SECTION

Transportation Sgt E6 1 Chief Mechanic E4 1 Power Generator Mech E4 2 Driver/Auto Mech E3 10

Sub-Total - - - - 14 GRAND TOTAL 237

PAM 3-03

N-11

TABLE OF ORGANIZATION

AIRCRAFT MAINTENANCE COMPANY

Designation: Combat Service Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To provide depot level aviation maintenance for the Army Aviation Battalion.

2. ASSIGNMENT: Army Aviation Battalion

3. CAPABILITIES:

a. Perform overhauling of aircraft assemblies and components.

b. Perform major and minor repair of aircraft accessories and armaments. c. Provide recovery, evacuation and on-site repair of downed aircraft.

4. BASIS OF ALLOCATION: One (1) aircraft maintenance company for Army Aviation Battalion.

5. MOBILITY: 85%

PAM 3-03

N-12

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES

DESCRIPTION GRADE STRENGTH AMC, AABn

OFFICERS

O3 1 O2 3 TOTAL 4

ENLISTED PERSONNEL

E7 1 E6 1 E5 13 E4 28 E3 25

E2 1 TOTAL 69

CIVILIAN PERSONNEL CE 4

AGG

TOTAL 73 / 4

PAM 3-03

N-13

VOLUME II

SECTION II – A UNIT MANNING DOCUMENT

DESCRIPTION GRADE STRENGTH

AIRCRAFT MAINTENANCE COMPANY

COMPANY HEADQUARTERS

Company Commander O3 1 Ex-O/RSO/Acft Maintenance Officer O2 1 F/Sgt E7 1 Operations Sgt E6 1 Admin Sgt E5 1 Maintenance Sgt E4 1 Mess Sgt E4 1 Computer Analyst/Data Encoder E3 1 Driver/Mechanic E3 1 Mess Steward E3 1 Messenger/Driver E2 1

Sub- Total - - - - - 11 AIRCRAFT MAINTENANCE

PLATOON

PLATOON HEADQUARTERS Pltn Ldr/Acft Maintenance Officer O2 1 Pltn Sgt E5 1 Tool Keeper E4 1 Computer Analyst/Data Encoder E3 1

Sub- Total - - - - - 4 FABRICATION SECTION

Fabrication Sgt E5 1 Machine Shop Technician E4 2 Corrosion Control Technician E4 2 Airframe Repair Technician E4 2

Sub- Total - - - - - 7 POWERPLANT SECTION

Powerplant Sgt E5 1 Reciprocating Engine Technician E4 2 Power Train Technician E4 1 Turbine Engine Technician E4 1 Turbine Engine Repairman E3 2 Reciprocating Engine Repairman E3 2 Power Train Repairman E3 2 Turbine Engine Technician CE 1

PAM 3-03

N-14

Power Train Repairman CE 1 Sub-Total - - - - 11 / 2

AERO SYSTEM SECTION Aero System Sgt E5 1 Pneudraulic System Technician E4 1 Fuel System Technician E4 1 Pneudraulic System Mech E3 1 Fuel System Mech E3 1

Sub-Total - - - - - 5 PROPELLER SECTION

Propeller Sgt E5 1 Propeller Technician E4 1 Propeller Repairman E3 2

Sub-Total - - - - - 4 AVIONICS SECTION

Avionics Sgt E5 1 Engine Instrument Technician E4 2 Navigation Instrument Technician E4 2 Flight Instrument Technician E4 1 Avionics Repairman E3 1 REI Technician CE 2

Sub-Total - - - - - 7 / 2 SERVICE PLATOON

PLATOON HEADQUARTERS

Platoon Ldr / Aviation Safety /Quality Control Officer O2 1 Pltn Sgt E5 1 Computer Analyst/Data Encoder E3 1

Sub-Total - - - - - 3 ARMAMENT REPAIR SECTION

Armament Repair Sgt E5 1 Gun System Repair Technician E4 1 Electronic Warfare and Countermeasure Rpr Technician E4 1 Missile System and Control Repair Technician E4 1 Armament Repairman E3 1 Electronic Warfare and Countermeasure System Repairman E3 1 Missile and Control System Repairman E3 1

Sub-Total - - - - 7 SUPPLY SECTION

Supply/Replacement Parts Sgt E5 1 Replacement Parts Spec E4 1

PAM 3-03

N-15

Tool Keeper E4 1 Sub-Total - - - - 3

GROUND SUPPORT EQUIPMENT SECTION

Ground Support Equipment Sgt E5 1 Ground Support Equipment Optr/Mech E3 2

Sub-Total - - - - 3 TRANSPORTATION SECTION

Transportation Sgt E5 1 Driver/Mechanic E3 5

Sub-Total - - - - 6 AVIATION SAFETY/QUALITY

CONTROL SECTION Aviation Safety/Quality Control Sgt E5 1 Technical Inspection Spec E4 2

Sub- Total - - - - - 3 TOTAL - - - - 74 / 4

PAM 3-03

N-16

TABLE OF ORGANIZATION

AEROSCOUT COMPANY

Designation: Combat Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To perform aerial reconnaissance, surveillance and security operations in support of combined arms operations.

2. ASSIGNMENT: Army Aviation Battalion

3. CAPABILITIES:

a. Conduct aerial battlefield reconnaissance. b. Conduct security operations and air cover to both aerial

and ground units during troop movement. c. Conduct aerial surveillance as an integral task during the

performance of reconnaissance and security operations. d. Provide airborne platform for command and control of

surface forces. e. Engage in offensive, defensive and delaying actions. f. Provide forward air control-air. g. Adjust battlefield supporting fires and provide aerial fire

support. h. Performs search and rescue operations as well as

emergency medical missions. i. Conduct night flying operations within tolerable weather

conditions. j. Perform unit level maintenance to organic air assets.

4. BASIS OF ALLOCATION: One (1) aeroscout company for

Army Aviation Battalion.

5. MOBILITY: 80%

PAM 3-03

N-17

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES

DESCRIPTION GRADE STRENGTH Aero Co, AABn

OFFICERS

O3 1 O2 5 O1 21 TOTAL 27

ENLISTED PERSONNEL

E7 1 E6 5 E5 5 E4 26 E3 28 E2 1

TOTAL 66

AGG TOTAL 93

PAM 3-03

N-18

VOLUME II

SECTION II A UNIT MANNING DOCUMENT

DESCRIPTION GRADE STRENGTH AEROSCOUT COMPANY

COMPANY HEADQUARTERS

Company Commander O3 1 Ex-O / RSO O2 1 F/Sgt E7 1 Operations Sgt E6 1 Finance Sgt E4 1 Pers/Admin Sgt E5 1 Aviation Safety Sgt E5 1 Mess Sgt E4 1 Mess Steward E3 1 Aidman E3 2 Messenger /Driver E2 1

Sub-Total - - - - - 12 SERVICE PLATOON

PLATOON HEADQUARTERS

Platoon Leader O2 1 Platoon Sergeant E6 1

Sub-Total - - - - - 2 FLIGHT OPERATIONS SECTION

Flt Opns Sgt E5 1 Air Traffic Controller E4 2 Weather Spec E4 1

Sub-Total - - - - - 4 SUPPLY SECTION

Supply Sgt E5 1 Asst Supply Sgt/Chief Fuel Handler E4 1 Armorer E3 1 Fuel Handler E3 4 Driver/Mechanic E3 3

Sub-Total - - - - - 10 AIRCRAFT MAINTENANCE

SECTION Chief Mechanic E5 1 Helicopter Repair Technician E4 2 Avionics Mechanic E4 3 Aircraft Repairman E4 3

PAM 3-03

N-19

Powerplant Repairman E3 3 Armament Repairman E3 2

Sub-Total - - - - 14 1ST AEROSCOUT PLATOON

Platoon Ldr O2 1 RW Pilot O1 7 Platoon Sgt E6 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 2ND AEROSCOUT PLATOON

Platoon Ldr O2 1 RW Pilot O1 7 Platoon Sgt E6 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 3RD AEROSCOUT PLATOON

Platoon Leader O2 1 RW Pilot O1 7 Platoon Sgt E6 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 TOTAL 93

PAM 3-03

N-20

TABLE OF ORGANIZATION

COMBAT AVIATION SUPPORT COMPANY

Designation: Combat Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To provide tactical air mobility of troops, supplies

and equipment within the combat zone.

2. ASSIGNMENT: Army Aviation Battalion

3. CAPABILITIES:

a. Conduct maneuvers during air assault operations. b. Provide aerial observation, reconnaissance, and

surveillance for combined arms operations. c. Provide evacuation of casualties, captured enemy

personnel, and damaged equipment. d. Adjust battlefield supporting fires and provide aerial fire

support. e. Provide aircraft for command, control, communication,

and intelligence enhancement for combined arms operations. f. Conduct night flying operations within tolerable weather

conditions. g. Perform search and rescue operations. h. Perform parachute and air drop operations. i. Perform unit level maintenance to organic air assets.

4. BASIS OF ALLOCATION: One (1) combat aviation support

company for Army Aviation Battalion

5. MOBILITY: 85%

PAM 3-03

N-21

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES

DESCRIPTION GRADE STRENGTH CASC, AABn

OFFICERS

O3

O2

O1

1

5

21

TOTAL 27

ENLISTED PERSONNEL E7 1 E6 2 E5 8 E4 26

E3

E2

28

1

TOTAL 66

AGG

TOTAL 93

PAM 3-03

N-22

VOLUME II

SECTION – A UNIT MANNING DOCUMENT

DESCRIPTION GRADE STRENGTH

COMBAT AVIATION SUPPORT

COMPANY

COMPANY HEADQUARTERS

Company Commander O3 1 Ex-O / RSO O2 1 F/Sgt E7 1 Operations Sgt E6 1 Finance Sgt E4 1 Pers / Admin Sgt E5 1 Aviation Safety Sgt E5 1 Mess Sgt E4 1 Medical Aidman E3 2 Mess Steward E3 1 Messenger /Driver E2 1

Sub-Total - - - - 12 SERVICE PLATOON

PLATOON HEADQUARTERS

Platoon Leader O2 1 Platoon Sergeant E6 1

Sub-Total - - - - 2 FLIGHT OPERATIONS SECTION

Flight Opns Sgt E5 1 Air Traffic Controller E4 2 Weather Spec E4 1

Sub-Total - - - - 4 SUPPLY SECTION

Supply Sgt E5 1 Asst Supply Sgt/Chief Fuel Handler E4 1 Armorer E3 1 Fuel Handler E3 4 Driver/Mechanic E3 3

Sub-Total - - - - 10 AIRCRAFT MAINTENANCE

SECTION Chief Mechanic E5 1

PAM 3-03

N-23

Utility Helicopter Repair Technician E4 2 Avionics Mechanic E4 3 Aircraft Repairman E4 3 Powerplant Repairman E3 3 Armament Repairman E3 2

Sub-Total - - - - 14 1ST COMBAT AVIATION SUPPORT

PLATOON Plt Ldr O2 1 RW Pilot O1 7 Platoon Sgt E5 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 2ND COMBAT AVIATION SUPPORT

PLATOON Plt Ldr O2 1 RW Pilot O1 7 Platoon Sgt E5 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 3RD COMBAT AVIATION SUPPORT

PLATOON Plt Ldr O2 1 RW Pilot O1 7 Platoon Sgt E5 1 Senior Helicopter Crew E4 4 Helicopter Crew E3 4

Sub-Total - - - - 17 TOTAL - - - - 93

PAM 3-03

N-24

TABLE OF ORGANIZATION

AVIATION TRAINING UNIT Designation: Combat Service Support Unit SECTION I. General Organization SECTION II. Personnel Allowances

A. Recapitulation of Total Personnel by Grade (Vol. 1)

B. Unit Manning Documents (Vol. II)

SECTION I

GENERAL

ORGANIZATION

1. MISSION: To conduct aviation related training for the Army

Aviation Battalion.

2. ASSIGNMENT: Army Aviation Battalion

3. CAPABILITIES:

a. Conduct initial flight training to Army student aviators. b. Conduct specialized training on equipment qualification,

aviation safety, flight operations, aircraft maintenance, air traffic control, aerodrome operations, and aircraft weapons system.

c. Provide training platform for flight simulation. d. Provide pre-flight and post- flight briefings for the

proficiency and re-currency of Army aviators. e. Conduct evaluation and standardization check for Army

aviators and aircrew. f. Conduct research and review of doctrines for army

aviation operations and administration. g. Conduct other aviation-related and non-aviation related

trainings.

4. BASIS OF ALLOCATION: One (1) aviation training unit for Army Aviation Battalion.

5. MOBILITY: 80%

PAM 3-03

N-25

VOLUME 1

SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES

DESCRIPTION GRADE STRENGTH

ATU, AABn FULL

OFFICERS O3 1

O2

9

TOTAL 10

ENLISTED PERSONNEL E7 1 E6 4 E5 19 E4 33 E3 7

E2

1

TOTAL 65

AGG

TOTAL 75

PAM 3-03

N-26

VOLUME II

SECTION II – A UNIT MANNING DOCUMENT

DESCRIPTION GRADE STRENGTH

AVIATION TRAINING UNIT

UNIT HEADQUARTERS

Unit Commander/Chief Instructor O3 1 Ex-O/RSO/Ground Instructor O2 1 First Sgt E7 1 Operations Sgt E6 1 Admin/Pers Sgt E5 1 Mess Sgt E4 1 Supply Sgt E4 1 Driver/Mechanic E3 2 Computer Analyst/Data Encoder E3 1 Mess Steward E3 1 Messenger E2 1

Sub-Total - - - - 12 GROUND TRAINING DEPARTMENT

Department Head/Sr Grnd Instructor O2 1 Ground Instructor O2 1 Ground Training Department Sgt E6 1 Aviation Operations Instructor E5 2 Aircraft Maintenance Instructor E5 2 Avionics Instructor E5 2 Aviation Safety Instructor E4 2 Aerodrome Operations Instructor E4 2 Air Weapons Instructor E4 2 Airspace & Air Traffic Instructor E4 2 Aviation Meteorology Instructor E4 2 Aerial Photography Instructor E4 2 Aviation Medicine Instructor E4 2 Computer Analyst/Data Encoder E3 1

Sub-Total - - - - 24 FLIGHT TRAINING DEPARTMENT

Department Head/Sr Flight Instructor O2 1 Flight Instructor (FW) O2 2

PAM 3-03

N-27

Flight Instructor (RW) O2 2 Flt Trng Department Sgt/Crew Chief E6 1 Senior Aircraft Crew (FW) E5 3 Aircraft Crew (FW) E4 3 Senior Aircraft Crew (RW) E5 5 Aircraft Crew (RW) E4 5 Computer Analyst/Data Encoder E4 1

Sub-Total - - - - 23 AVIATION DOCTRINE

DEPARTMENT

Department Head/Ground Instructor O2 1 Doctrine Department Sgt E6 1 Research & Special Studies Spec E5 4 Training Development Spec E4 2 Doctrine Development Spec E4 2 Archives Custodian E4 2 Computer Graphics Spec E4 1 Draftsman E4 1 Computer Analyst/Data Encoder E3 2

Sub-Total - - - - 16 TOTAL 75

PAM 3-03

N-28

R E S T R I C T E D

R E S T R I C T E D O-1

ANNEX O

AIRCREW MANAGEMENT

“It is possible to fly without motors, but not without knowledge and skill.”

― Wilbur Wright, American airplane inventor and pioneer of manned powered flight (along with his brother Orville), in his letter to Octave Chanute (13 May 1900)

Section I - General

1. Purpose. This chapter pertains to the management of PA aircrew to provide guidance and outline PA circulars to all PA personnel in the field of Army Aviation Service for easy reference and use in administering standard aircrew management and evaluation programs. A detailed aircrew management program shall be discussed in detail in the PAM 3-035 Army Aircrew Management Manual. 2. Applicability. The provisions outlined in this manual specifically apply to:

a. All rated and designated PA personnel on flying status. b. All non-rated and non-designated personnel on flying status. c. Officers and enlisted personnel from other AFP major services

assigned/attached to and/or duty with the AABn. 3. Responsibility. The CO, AABN shall establish specific aircrew management program to meet the following:

a. Achieve an orderly and systematic plan to program and complete all flight requirements of this manual.

b. Continuously monitor aircrew performance to ensure that all

requirements are satisfied.

Section 2 - Policy

4. Authority to Perform Aircrew Duties. A person will not fly or perform aircrew member duties in PA aircraft unless specifically authorized. The CO, AABn may authorize performance or aircrew duties in PA aircraft to:

R E S T R I C T E D

R E S T R I C T E D O-2

a. Professionally and physically qualified personnel who hold

appropriate and current military aeronautical rating, and are required by orders to participate in regular and frequent aerial flights.

b. Other personnel who are professionally and physically qualified,

and are required by orders to participate in frequent and regular aerial flights. c. Those personnel authorized by competent authority to receive

instructions in aircrew duties at appropriate training units. d. Military personnel of allied countries may be allowed to perform

aircrew duties, as required, to successfully complete the purpose of their mission with the approval of the CG, PA. 5. Management of Female Aircrew. The female aircrew of the PA may be declared Duty Not Involving Flying (DNIF) under the following conditions/circumstances:

a. After three months of pregnancy or earlier due to complications

as certified by the Battalion Flight Medical Officer or attending medical officer of a military medical facility through the established medical evaluation procedures.

b. During menstrual periods, they will be declared DNIF for seven days.

c. In case of post delivery complication as certified by the Battalion Flight Medical Officer or attending medical officer of a military medical facility. 6. Proficiency of Non-Organic Aviators. A PA aviator not organic to AABn may be allowed to fly PA aircraft under the supervision of a designated safety pilot to maintain his currency status provided that he is not relieved from duty with the PA. The services of proficient/current PA aviators not organic to AABn may be utilized to augment the manning requirement of PA aircraft when deployed to conduct aviation operations as the need warrants it. 7. Piloting Non-PA Aircraft. A PA aviator may operate non-PA aircraft when appropriately authorized if:

a. He holds an appropriate military aeronautical rating.

b. He is physically qualified based on his current annual physical examination.

c. He is required by orders to participate in regular and frequent

aerial flights.

R E S T R I C T E D

R E S T R I C T E D O-3

d. He holds a current and appropriate rating issued by the CAAP and complies with its civil air regulations when directed to operate a civil aircraft. 8. Aircrew Duties on Foreign-Operated Aircraft. The CG, PA by written orders, may direct PA personnel to perform aircrew duties on aircraft flights operated by any allied countries. 9. Flying with Units other than the AABn. The flight time logged by PA personnel on duty with, or attached to, units other than the AABn for flying will be credited during the tour of duty of attachment if they meet the minimum flying requirements of that major service or agency. 10. Flying While on Official Leave. The PA aircrew is not authorized to perform aircrew duties while on official leave.

Section 3 - Aeronautical Ratings

11. Army Aviation Aeronautical Ratings. The following aeronautical ratings are currently effective for use in the Army Aviation Service:

a. Army Aviator Rating.

b. Senior Army Aviator Rating. c. Command Army Aviator Rating.

12. Qualification: The qualifications for the aeronautical ratings are as follows:

a. Army Aviator Rating.

1) Must be a commissioned officer of the AFP assigned with

the PA with at least one year of combat duty.

2) Must have successfully completed a prescribed course of training in a properly designated aviation school.

3) Must be physically qualified in accordance with the physical standards for flying as prescribed in AFPR G 161-121, GHQ AFP dated 21 January 1954.

b. Senior Army Aviator Rating.

1) Must have served the AFP continuously for at least five

years.

R E S T R I C T E D

R E S T R I C T E D O-4

2) Must have logged at least 700 flying hours as pilot in command or instructor pilot in conventional aircraft or rotary type of aircraft.

3) Must at the time of application, have corresponding valid instrument rating.

4) Must be current in a tactical or military trainer type aircraft

or as pilot in command for multi-placed aircraft. 5) Must have satisfied the minimum annual flying time

requirement consistently.

c. Command Army Aviator Rating.

1) Must have served the AFP continuously for at least ten years.

2) Must have logged at least 1,200 flying hours as pilot in command or as instructor pilot in conventional aircraft or rotary type aircraft.

3) Must at the time of application, have corresponding valid

instrument rating. 4) Must be current in a tactical or military trainer type aircraft

or as pilot in command for multi-placed aircraft. 5) Must have satisfied the minimum annual flying time

requirement consistently. 13. Temporary Aviator Rating. In times of actual national emergency and mobilization, individuals called to the colors with at least a CAAP pilot’s license who do not meet the qualifications on paragraph 12 of this section may be utilized as service aviators on a case-to-case and on the need basis. Such aviators may be given temporary aviator rating for the purpose of allowing them to fly military aircraft and/or fly missions subject to other requirements that may be further prescribed and in accordance with other existing circulars, directives or regulations.

Section 4 - Aeronautical Designation

14. Aeronautical Designations. The following aeronautical designations are currently effective for use in the Army Aviation Service:

a. Flight Medical Officer Designation.

b. Flight Nurse Designation.

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15. Qualification: The qualifications for the aeronautical designations are as follows:

a. Flight Medical Officer Designation.

1) Must be a commissioned officer and a member of the Medical Corps, AFP.

2) Must have completed training with a specialization related to aerospace medicine or its equivalent.

3) Must have been assigned for at least six months as a flight medical officer of the AABn with appropriate orders on flying duty status.

4) Must have completed at least ten hours of flying time with

various types of aircraft while on flying duty status as flight medical officer. b. Flight Nurse Designation.

1) Must be a commissioned officer and a member of the

Nurse Corps, AFP.

2) Must have completed training with a specialization related to aerospace medicine or its equivalent.

3) Must have been assigned for at least six months as a flight nurse of the AABn with appropriate orders on flying duty status.

4) Must have completed at least ten hours of flying time with

various types of aircraft while on flying duty status as flight nurse.

Section 5 - Requirements Governing Aeronautical Ratings and

Designations

16. Authority. The Commanding General, PA upon the recommendation of CO, AABn may grant aeronautical ratings and designations to individuals who may qualify in any of the ratings or designations. 17. Initial Army Aviator Rating. The HPA through G1, PA shall publish orders awarding the Army Aviator Rating to any officer who passed the prescribed aviator training of the AABn or flight school recognized by the AABn. 18. Advancement of Aeronautical Rating. Request for upgrading or advancement in aeronautical rating will be forwarded by the CO, AABn through proper channels to the CG, PA and will contain the following evidence of qualification:

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a. Letter request for advancement or aeronautical rating duly

signed by the appropriate certifying officer.

b. Latest certificate of aircrew qualification. c. Latest individual flight record.

19. Flight Medical Officer and Flight Nurse Designations. Request for Flight Medical Officer and Flight Nurse Designations shall be forwarded by the CO, AABn through channels to the CG, PA and will contain the following evidence of qualification:

a. Statement of service in the AFP.

b. Orders of assignment to PA. c. Orders of flying duty status as flight medical officer or flight

nurse. d. Certification of flying time. e. Certificate of graduation or completion of training on aerospace

medicine or its equivalent. 20. Termination of Aeronautical Rating. Aeronautical ratings after validly awarded are not terminated and shall remain valid unless revoked by CG, PA. Grounds for revocation are any of the following:

a. When the aeronautical rating was issued through administrative error.

b. When aeronautical rating was issued or obtained through fraud. c. When the individual is separated from the service as a result of

conviction by a military court, by recommendation of a flight evaluation board, or by action of the efficiency and separation board. 21. Termination of Aeronautical Designation. Aeronautical designation is terminated upon relief from assignment in the AABn or when so revoked by the CG, PA due to misconduct or gross inefficiency upon recommendation of a flight evaluation board. 22. Honorary Aeronautical Rating and Designation.

a. The CG, PA upon the recommendation of the CO, AABn may award honorary aeronautical rating and designation and grant authority to wear the corresponding Army Aviation Badges to authorized individuals as stated in paragraph 22b of this section who have excelled and distinguished themselves in the field of aviation. The honorary aeronautical rating or

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designation granted to an individual carries with it the authority to wear only the corresponding Army Aviation Badge. Such individuals granted honorary aeronautical rating and designation are not authorized to log flying time for the purpose of completing flying requirements or receive flying pay in their honorary capacity.

b. Awards for honorary aeronautical rating and designation must

be passed upon or recommended by an award and decorations board. Honorary aeronautical ratings and designations are awarded only to any of the following:

1) Foreign dignitaries who are known exponents of aviation science.

2) Civilian individuals who have contributed immensely to

the development of aviation science. 3) Other civilian personalities whose achievements have

directly or indirectly contributed to the advancement of aviation science.

c. Honorary aeronautical rating and designation are not awarded to members of the AFP whether in the active or inactive list. Honorary aeronautical rating and designation previously awarded to members of the AFP will remain in force but will not be used as a precedent for future awards. Orders awarding honorary aeronautical rating and designation will indicate authority to wear the corresponding Army Aviation Badge.

Section 6 - Flying Duty Status of Aviation Personnel 23. Applicability. This section applies to all rated, designated, non-rated and non-designated commissioned officers in the active service of the PA. 24. Awarding Authority. The CG, PA may place any rated, designated, non-rated and non-designated individual on flying status. 25. Placement of Flying Status. Officers and enlisted personnel are placed on flying duty status when granted an aeronautical rating and designation and shall remain in flying status while assigned with or on flight duty status with the AABn or until such orders terminate or until the individual is suspended from flying under the provision of paragraph 29 of this section. The AABn personnel who possess currently effective aeronautical rating and are on flying duty status may be ordered to fly in the capacity in which they are physically and professionally qualified.

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26. Publication on Flying Duty Status Orders.

a. All orders which place, suspend, or revoke a rated, designated, non-rated or non-designated individual on flying duty status, will be prepared on appropriate orders by G1, PA.

b. Retroactive orders placing an individual on flight duty status is not authorized.

c. Orders requiring an individual to participate in frequent and

regular aerial flights will remain in effect as long as the individual maintains a continuous service in the PA except when terminated under paragraph 28 or suspended under paragraph 29 of this section.

d. Orders requiring an individual to participate in frequent and

regular aerial flights unless falling under paragraphs 28 and 29 of this section, or restricted in the period of effectivity will remain in effect so long as the individual is assigned or on flying duty status with the AABn. 27. Issuance of Flying Status Orders. Qualified individuals are placed on flying status upon assignment to or on flight duty status with the AABn and on the following circumstances:

a. While currently undergoing aviator training in the AABn or a recognized and designated military or civilian flight school.

b. Upon graduation from a military aviation training and

subsequent assignment to the AABn. c. Upon graduation from civilian flight school duly recognized by

AABn and subject to the standard prescribed by CG, PA and subsequently assigned with the AABn. 28. Termination. Flying duty status orders shall be terminated automatically when the rated and designated individual is retired, separated and reverted to inactive status or when a designated, non-rated and non-designated individual is relieved from duty with PA. 29. Suspension. A rated, designated, non-rated or non-designated individual shall be suspended under the following circumstances:

a. A Flight Evaluation Board action by endorsement to the CG, PA under justifiable causes:

1) If the individual exhibits inefficiency in the performance of

duties in the aeronautical rating or designation held on in the accomplishment of required flying duties.

2) If the individual possess habits or traits of character or

personality characters which preclude his continued utilization in flying duties.

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3) If the individual for reason of aptitude, fails to complete a

course of training which is directly related to the aeronautical rating held. 4) If the individual is professionally unfit for flying for any

reason not specified above.

b. In cases of incapacity or fear of flying, the CG, PA upon the recommendation of the CO, AABn shall suspend an individual from flying duty status who professed in writing his fear of flying.

c. For serious willful violation of flying regulation, the CG, PA, upon

the recommendation of the CO, AABn shall suspend an individual from flying if the individual exhibits:

1) A complete disregard for established safety rules and

regulations. 2) An intentional breach or gross negligence in complying

with the provisions or regulations, orders or standards related to aviation safety.

d. When flying duty is not required, the CG, PA upon the recommendation of the CO, AABn shall suspend an individual who:

1) Is on flying status under an aeronautical rating which in

not currently effective, or

2) Possesses a Flight Medical Officer and Flight Nurse designation and is reassigned in duties outside AABn.

3) Upon application for retirement.

4) Has a pending case.

e. The CO, AABn may suspend any individual who is physically

disqualified for flying duty by inquiry or incapacitation as a result of an accident incurred while in the performance of lawful duty. If a physical disqualification is anticipated to be more than 30 days, copies of suspension orders with complete medical information will be forwarded for confirmation by the CG, PA.

f. The CG, PA may suspend an individual from flying duty status

without Flight Evaluation Board action when such suspension is in the best interest of the service or when is there no longer a valid requirement for the individual’s retention on flying duty status.

g. Aircrew involved in aircraft mishaps are automatically

suspended from flying status and are categorized as follows:

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1) Category 1. Mishaps caused by material failure or systems malfunction. Suspension shall be lifted after completion of required medical and physiological examinations.

2) Category 2. Mishaps caused by environmental factors,

such as adverse weather condition, failure of NAVAIDS, etc. Suspension shall be lifted as in Category 1.

3) Category 3. Mishaps caused by poor judgment and/or negligence. The aircrew shall undergo flight evaluation check. Suspension may be lifted upon completion of the required flight evaluation check.

4) Category 4. Mishaps caused by violation of flight rules

and regulations. Aircrew shall be suspended indefinitely and a Flight Evaluation Board shall be created to determine his final status.

h. An individual who is arrested or confined automatically

suspends him from flying duty status and shall be allowed to be on flying duty status only on written orders.

i. Aircrew found guilty of being involved in illegal drug use shall be

suspended from flying duty status permanently and be evaluated by the Flight Evaluation Board for possible recommendation for removal or termination of rating or designation. 30. Removal of Suspension from Flying Status.

a. Revocations of suspension entitle an individual to flying pay

provided to meets the flight requirements. Rescission of orders entitles an individual to flying pay only from the date of removal of suspension from flying status.

1) For suspension resulting from assignment when flying

duty is not required, removal of suspension of flying duty status may be in effect after the individual is reassigned to engage in refresher flight training for the rating held.

2) For suspension resulting from injury, the individual may

be removed from suspension after he has submitted a medical certificate as evidence that he is physically fit for flying.

3) For suspension resulting from pending case, the

individual may be removed from suspension after his acquittal.

4) Suspension resulting from arrest ceases after such terminates.

5) For suspension resulting from physical disqualification, an

individual may be removed from suspension after medical report is submitted to higher headquarters for certification. If the suspension been effect for more

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than six months, the individual must appear before a Flight Evaluation Board to evaluate his status after the Board has received a certification of physical qualification report from the Flight Medical Officer.

b. Authority to Remove Suspension.

1) The CG, PA may remove suspension from flying duty status.

2) When the conditions of paragraph 29e of this section are

fulfilled, the CO, AABn may remove suspension by reason of physical disqualification provided that it has been in effect for less than 30 days. 31. Flying Status for Dual Rated and/or Designated Personnel. Individuals who possess more than one aeronautical rating and/or designation may be suspended from flying in one of his aeronautical rating under appropriate provisions, and be retained on flying status in another aeronautical rating. In such cases, orders affecting the suspension should specify the aeronautical rating and/or designation in which the individual is being suspended. 32. Suspension as Punitive Measure. Suspension from flying duty status will not be used as punitive measure. Misconduct will be suspended from flying only in accordance with paragraph 29 of this section. Commanders may take disciplinary actions against an individual for violation of any other laws and regulations. This will be completely separate action from sanity of the individual’s fitness for flying duties under the provisions of this chapter.

Section 7 - Flying Status of Non-Rated and Non-Designated Personnel

33. Applicability. This section applies to all non-rated and non-designated personnel approved by the CO, AABn through appropriate orders. They shall be placed on flying status when the major portion of their primary duties or specialties requires participation in frequent and regular aerial flight. 34. Duties Entailing Flight Status. The following non-rated and non-designated individuals who are physically qualified for flight duty may be placed on flying duty status.

a. Personnel undergoing training. Individuals undergoing training when the program of instruction requires participation in frequent and regular aerial flights.

b. Flight testing and research. Individuals assigned to testing and research duties can be accomplished only while participating in aerial flight.

c. Others. Individuals assigned to technical fields (e.g. loadmaster,

technicians, etc) as prescribed in the following paragraph.

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35. Non-Rated and Non-Designated Personnel. Individuals who are categorized as non-rated and non-designated personnel who are qualified to perform flying duties are the following:

a. Non-Rated Personnel.

1) Aircraft Maintenance Officer.

2) Aircraft Observer.

3) Flight Engineer Officer.

4) Student Aviator.

5) Student Flight Medical Officer.

6) Student Flight Nurse.

7) Weather Reconnaissance Officer.

b. Non-Designated Personnel.

1) Aerial Photographer. 2) Aerial Reconnaissance Specialist. 3) Aero System Specialist.

4) Aeromedical Specialist.

5) Air Defense System Specialist.

6) Air Traffic Controller.

7) Air Weapons Control Specialist.

8) Airborne Surveillance Equipment Operator.

9) Aircraft Crew.

10) Aircraft Gunner.

11) Aircraft Loadmaster.

12) Aircraft Maintenance Specialist.

13) Aircraft Mechanic.

14) Airframe Repair Technician.

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15) Airspace Control Specialist.

16) Armament Repair Specialist.

17) Armament Repairman.

18) Aviation Safety Specialist.

19) Avionics Repairman.

20) Avionics Specialist.

21) Chief Fuel Handler.

22) Chief Mechanic.

23) Cloud Seeding Specialist.

24) Crew Chief.

25) Electronic Warfare and Countermeasure Repairman.

26) Electronic Warfare and Countermeasure Technician.

27) Engine Instrument Technician.

28) Fabrication Specialist.

29) Flight Instrument Technician.

30) Flight Operations Specialist.

31) Fuel Handling Specialist.

32) Fuel System Repairman.

33) Fuel System Technician.

34) Gun System Repair Technician.

35) Helicopter Crew.

36) Helicopter Repairman.

37) Missile and Control System Repairman.

38) Missile and Control System Technician.

39) Navigation Instrument Technician.

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40) Pneudraulic System Repairman.

41) Pneudraulic System Technician.

42) Power Train Repairman.

43) Power Train Technician.

44) Powerplant Repairman.

45) Propeller Repairman.

46) Propeller Specialist.

47) Propeller Technician.

48) Quality Control Specialist.

49) Radar Systems Specialist.

50) Radio Electronic Instrument Technician.

51) Reciprocating Engine Repairman.

52) Reciprocating Engine Technician.

53) Search and Rescue Operator.

54) Senior Air Traffic Controller.

55) Senior Aircraft Crew.

56) Senior Helicopter Crew.

57) Weather Observer.

58) Weather Reconnaissance Specialist.

59) Weather Specialist.

60) Technical Inspection Specialist.

61) Turbine Engine Repairman.

62) Turbine Engine Technician.

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36. Duration of Flight Duty Status Orders. a. Personnel undergoing training requiring aerial flights shall be

covered with flying duty status orders for the period necessary to complete such training.

b. All other non-rated and non-designated personnel shall be on

flying duty status only during the period they are required to perform aerial flight.

c. Flight duty status orders on non-rated and non-designated

individuals, except undergoing training as described in paragraph 34 of this section shall terminate upon their assignment to other stations which do not require flying duties.

d. Flying duty status orders for commissioned officers in the

Reserve Force and enlisted personnel automatically terminate upon their discharge from the service or upon termination of their tour of active duty and enlistment respectively. A request shall be made to the AABn to regain their flight duty status after approval of their extension to continue their military service. 37. Suspension.

a. Orders for suspension from flying duty status will be issued by

HPA upon the recommendation of the CO, AABn. b. The provisions in paragraph 29d, e, g and h of Section 9-6 apply

to the suspension of non-rated and non-designated personnel. c. The CG, PA upon the recommendation of CO, AABn may

remove a suspension from flying duty status. 38. Adherence to Manning Documents of Personnel Ceiling.

a. The CO, AABn may recommend to placement of flying duty

status at any one time the number of enlisted personnel authorized within the applicable manning document.

b. Additional aircrew members may be recommend to be placed on

flying duty status temporarily to replace the aircrew members during periods the latter are temporarily disqualified under the provisions of paragraph 29 of Section 9-6.

Section 8 - Flying Pay

39. Applicability. Flying pay incentives applies to the following:

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a. All rated or designated commissioned officers.

b. All non-rated or non-designated officers and enlisted personnel. 40. Authority. The Republic Act Nr 25 dated 25 September 1946, provides that officers and enlisted men of the Air Corps of the Philippine Army involved in regular and frequent aerial flights are authorized to receive 50% of the base pay as flying pay incentive. 41. Personnel Authorized to Log Flying Time.

a. Personnel authorized to log their flight time are categorized into

rated/designated and non-rated/non-designated as follows:

1) Rated/Designated. Personnel with currently effective army aviation aeronautical rating shall log their flight time in the proper forms provided.

2) Non-Rated/Non-Designated. Personnel categorized

as non-rated/non-designated under the provisions of paragraph 35 of Section 9-7 shall have flying duty status orders duly authorized by CG, PA shall logged their flying time for pay purpose in the proper forms provided.

b. Rated and non-rated personnel placed on flying duty status, as

provided for this chapter, shall be authorized to flying pay incentive provided they have logged a minimum of four hours time per month.

Section 9 - Army Aviation Service Ratings

42. General. This section institutes the awarding of Army Aviation Service (AAS) Ratings. It sets forth the qualifications, requirements, policies and procedures in the awarding of the different AAS Ratings to qualified personnel of the PA. These AAS Ratings are the following:

a. Equipment rating.

b. Co-Pilot rating. c. Pilot-In-Command rating.

d. Instrument rating.

e. Instructor Pilot rating. f. Test Pilot rating.

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43. Purpose. To institutionalize and regulate the standards in the granting of AAS Ratings to PA aviators. 44. Objectives. The objectives in granting the AAS Ratings are the following:

a. To promote effective and efficient CRM.

b. To delineate roles and limitations of aircrew in the performance of flight operations.

c. To promote aviation safety. 45. Scope. This section applies to all PA aviators in the active service who are holder of valid aeronautical rating. 46. Authority. The CO, AABn upon recommendation of the flight evaluation board may grant the AAS Ratings to qualified individuals. 47. Qualifications. The qualifications needed for the AAS Ratings are the following:

a. Equipment Rating.

1) Must be a holder of an Army Aviation Aeronautical Rating granted by the CG, PA.

2) Must have successfully completed equipment

qualification training on the particular aircraft for which the rating is sought. 3) Must have logged a minimum of ten hours dual

instruction time on the particular aircraft for which the rating is sought.

4) Must pass the theoretical and practical examinations conducted by the Flight Evaluation Board.

5) Must have undergone and passed the latest annual

physical examination (APE).

b. Co-Pilot Rating (CP).

1) Must satisfy the requirements for equipment rating on the particular aircraft for which the rating is sought.

2) Must posses an equipment rating on the aircraft for which

the CP rating is sought.

3) Must posses an IR if the CP rating being sought is for multi-engine.

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4) Must pass the theoretical and practical examinations conducted by a duly constituted Flight Evaluation Board.

5) Must have undergone and passed the latest APE.

c. Pilot-In-Command Rating (PIC).

1) Must posses a CP rating on the particular aircraft for which the PIC rating is sought.

2) For single engine, must have accumulated of at least 150

hours including 50 hours on the particular aircraft for which the rating is sought.

3) For multi-engine, must be instrument rated and must have accumulated at least 500 hours to include 50 hours on the particular equipment for which the rating is sought.

4) Must pass the theoretical and practical examinations conducted by a duly constituted Flight Evaluation Board.

5) Must have undergone and passed the latest APE.

d. Instrument Rating (IR).

1) Must have successfully completed and passed an approved training on advance aviator course or its equivalent.

2) Must have logged at least 25 hours of instrument flight

time.

3) Must pass the theoretical and practical examinations conducted by a duly constituted Flight Evaluation Board.

4) Must have undergone and passed the latest APE.

e. Instructor Pilot (IP).

1) Must have successfully completed and passed an approved training on Advance Aviator Course or its equivalent.

2) Must be rated as PIC on the particular aircraft under

which the training shall be conducted.

3) Must be a holder of an IR.

4) Must pass the theoretical and practical examinations conducted by a duly constituted Flight Evaluation Board.

5) Must have undergone and passed the latest APE.

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f. Test Pilot (TP).

1) Must have successfully completed and passed an

approved training on Test Pilot Qualification Course or its equivalent. 2) In the absence of required training for this type of Rating,

he must have the qualifications of PIC and IR and proper training on aircraft airframes and powerplants until such time the required training for TP is acquired. 48. Requirements. The following are the requirements needed by the applicant to support his application for the AAS Rating:

a. Certification of flight time issued by the Battalion Flight Operations Officer (BFOO).

b. Certification from CO, ATU or other flight schools properly

designated by CO, AABn. c. Proof of passing the examination administered by the Flight

Evaluation Board. d. Latest APE with medical certificate from the Chief Surgeon, PA.

49. Procedures. The following are the procedures to be followed before an AAS Rating is granted to the applicant:

a. The applicant applies for the desired AAS Rating by presenting required documents to the BFOO.

b. The BFOO reviews the completeness and authenticity of the applicants supporting documents.

c. The BFOO recommends to CO, AABn the convening of the

Flight Evaluation Board to determine the fitness of the applicant.

d. The CO, AABn orders the convening of the Flight Evaluation Board and directs the adjutant for the issuance of appropriate orders.

e. The adjutant publishes orders convening the Flight Evaluation Board.

f. The Flight Evaluation Board evaluates the fitness of the applicant thru the administration of theoretical and/or practical examination.

g. The Flight Evaluation Board issues the certificate of aircrew qualification if the applicant passes the examination and forwards it to the

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BFOO for appropriate action. The Flight Evaluation Board sets retest if the applicant fails.

h. The BFOO recommends to CO, AABn the granting of the AAS Rating being applied for.

i. The CO, AABn approves the application and directs the adjutant to publish aeronautical orders.

j. The adjutant publishes the aeronautical orders for the AAS Rating. 50. Currency of PA Aviators. The following are the conditions set before a PA aviator will be downgraded to non-current status and before regaining back his currency:

a. Downgrading to Non-Current Status.

1) Equipment Rating. An equipment rating for a particular type of aircraft shall be deemed not-current when a CP fails to log flying time for the preceding 90 days reckoned from the date of his last flight on that particular type of aircraft.

2) Co-Pilot Rating. A CP rating shall be in concurrence

with the equipment rating and shall also be simultaneously downgraded to non-current status with the equipment rating.

3) Pilot-In-Command Rating. A PIC rating on a particular

type of aircraft shall be deemed not-current and is automatically downgraded to CP rating when the rated pilot fails to log flying time for the preceding 90 days reckoned from the date of his last flight on that particular type of aircraft.

4) Instrument Rating. An instrument rating shall be deemed

not-current when the rated pilot fails to fly under IFR for the preceding 90 days reckoned from the date of his last flight under IFR, unless subject pilot has logged at least five hours of instrument ground time.

5) Instructor Pilot Rating. An IP rating becomes

automatically not-current when the rated pilot is deemed not-current on either or both his PIC and instrument rating(s).

6) Test Pilot Rating. A TP rating becomes automatically

not-current when the rated pilot is deemed not-current on either or both his PIC and instrument rating(s).

b. Upgrading to Current Status. Reinstatement of AAS Ratings from non-current to current status shall only be made upon the approval of the chairman of the Flight Evaluation Board after the applicant has satisfied the currency flight check conducted by a properly designated check pilot.

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51. Policies. The following policies are set forth to guide all concerned in the granting of AAS Ratings:

a. No aviator shall fly a PA aircraft, either as PIC or CP, unless he is properly rated on that particular type of equipment.

b. No aviator shall fly under IFR unless he is instrument rated. c. No aviator shall act as IP unless he is properly rated to conduct

flight instruction.

d. A rated aviator shall refrain from performing the accordant privileges of a particular rating if he has been considered not-current as stated in paragraph 50 of this section.

e. The BFOO shall act as the custodian of individual flight records of PA aviators concerning AAS Ratings.

f. Equivalent trainings obtained from the following schools are qualified for accreditation under the provisions of this section subject to the approval of CO, AABn upon the recommendation of the Flight Evaluation Board:

1) Other military aviation schools either local or foreign. 2) Civilian flight schools accredited by CAAP.

3) Foreign civilian flight schools recognized by ICAO.

Section 10 - Army Aviation Badges

52. Policy. The Army Aviation Badges denotes qualification by training and experience within the Army Aviation Service. Except as provided in the award of honorary rating and designation in paragraph 22 of Section 9-5, authority to wear shall be granted only to those individuals who are awarded Army Aviation Aeronautical Ratings and Designation or those individuals who qualify for the Army Aircrew Member Badge. Being part of the heraldic devices, the Army Aviation Badges should be filed with the National Historical Commission of the Philippines and request for its recognition and inclusion in the National Registry of Heraldic Items and Devices subject to the provisions of the Implementing Rules and Regulations of Republic Act 8491. 53. Authority to Wear Army Aviation Badges.

a. The CG, PA is the authority in granting the award of Army Aviation Badges. The CO, AABn shall recommend to CG, PA those individuals qualified to receive and wear the Army Aviation Badges based on

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their respective aeronautical ratings/designations and non-ratings/non-designations.

b. The Army Aviation Badges enumerated below may be worn by

persons authorized by appropriate orders.

1) Command Army Aviator Badge.

2) Senior Army Aviator Badge. 3) Army Aviator Badge.

4) Army Aircrew Member Badge.

c. The Army Aircrew Member Badge shall not be worn by

personnel who were permanently removed from flying duty status as a result of an action of a military court or board for purely physical reasons. 54. Wearing of more than one Aviator Badges. Only one Army Aviator Badge is authorized to be worn at any one time. An additional aviation badge granted by foreign armed forces, governments or a flying school recognized by AABn however may be worn together with any Army Aviation Badges. The manner of wearing of additional badges will conform to the existing regulations on uniform, insignias and decorations. 55. Accreditation of Aviation Competency. This paragraph applies to officers and enlisted personnel assigned in PA who satisfactorily completed the required flight training or any aviation-related training from any civilian flight training institutions/aviation schools duly recognized by the CAAP or any military aviation training units outside of PA. All officers and enlisted personnel who were previously awarded the corresponding Army Aviation Badges are not covered by this provision effective after the promulgation of this manual.

a. Requirements. The following shall be the additional

requirements to qualify an individual for the award of the Army Aviation Badges:

1) Army Aviator Badge and Rating.

(a) Must have passed the aviation physical/medical examination intended for military aviators.

(b) Must be placed on flight duty status for the purpose of proficiency check flight.

(c) Must be checked-out in a PA aircraft by a designated safety pilot or IP of the AABn.

2) Army Aircrew Member Badge.

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(a) Must have an aeronautical designation based on the Army Aviation technical job classification which also requires participation in regular and frequent aerial flights.

(b) Must be currently performing aircrew functions based on their respective aeronautical designation for a period of at least six months.

(c) Must have a flight duty status.

b. Procedures. The following are the procedures to be followed for the accreditation of competency to qualify an individual for the Army Aviation Badges.

1) For the Army Aviator Badge and Rating.

(a) Any PA officer who intends to become an army aviator should make a formal written request addressed to the CO, AABn for the grant of an Army Aviator Badge and Rating. The request should be accompanied by authenticated copies of the certificate of completion and the certification of grades. Authenticated copies of the pilots logbook and/or certification of flying time should also be included if the officer has already accumulated and logged flying time. The AABn should ensure the authenticity of the documents submitted by conducting records check.

(b) After conducting records check on the documents submitted, the concerned officer should immediately undergo the aviation physical/medical examination at any AFP hospitals that has the capability to conduct such medical test in accordance with the physical standards for flying particularly in EENT and nuero-psychiatric test intended for military aviators to determine if the individual is fit for military flying and submit its results to the Flight Evaluation Board.

(c) The AABn will request to HPA for the issuance of orders for flight duty status to the officer applying for the Badge and Rating before undergoing the proficiency check flight. For non-organic officers of AABn, the concerned applicant should be placed on detached service status with the AABn for the purpose of undergoing proficiency check flight to be supervised by the ATU.

(d) Upon issuance of flight duty status, the applicant shall undergo the required proficiency check flight by a designated flight evaluator or safety pilot of AABn in a series of flight maneuvers and emergency procedures. The applicant should pass the said check flight within ten hours by performing one simulated emergency and one solo take-off and landing in a designated Army aircraft. The AABn will recommend the termination of the flying duty status of any applicant who failed in the proficiency check flight.

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(e) Only applicants who successfully passed the proficiency check flight will be recommended by the CO, AABn for the Army Aviator Badge and Rating.

2) For the Army Aircrew Member Badge.

(a) Any officer or enlisted personnel of the AABn who intends to become an army aircrew should submit authenticated copies of their certificate of completion/diploma and certification of grades/transcript of records and/or certificate of employment/experience if available to their respective commanding officers. Submitted documents will be subjected to records check to determine their authenticity.

(b) The skills and the proficiency shown by the officers

and enlisted personnel on their respective fields of specialization will be evaluated by their immediate commanding officers who has full knowledge of their performance during the required period to warrant the award of the Army Aircrew Member Badge.

(c) Only qualified officers and enlisted personnel who

have successfully met the requirements according to their respective fields of specialization will be recommended by the CO, AABn for the Army Aircrew Member Badge. 56. Description of Army Aviation Badges. The Army Aviation Badges are distinction to depict qualification and proficiency in the highly specialized field of military aviation. It is a symbol worn by officers and enlisted personnel to denote an aeronautical rating, designation, non-rating and non-designation awarded or granted to him by virtue of his knowledge and specialized skills in the Army Aviation Service.

a. Army Aviator Badges. The Army Aviator Badges composed of the Army Aviator Badge, the Senior Army Aviator Badges and the Command Army Aviator Badge constitute the PA seal with a pair of wings in sterling silver (gold for Command Army Aviator Badge). It shall be 7.62 centimeters in length, 2.1 centimeters in width, and 0.2 centimeter in thickness.

Figure 9.1 The Army Aviator Badge

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1) Obverse.

(a) Blazonry and Tincture.

(1) Philippine Army Seal. The pentagon-shaped PA Seal is in relief and in full enamel color.

(2) Wings. It is a pair of wings in sterling silver

(gold for Command Army Aviator). (3) Star. It is in sterling silver and the base of

the star rests on the top side of the PA Seal. It is added to the Army Aviator Badge when the recipient is authorized to wear the Senior Army Aviator Badge.

Figure 9.2 The Senior Army Aviator Badge

Figure 9.3 The Command Army Aviator Badge

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(4) Laurel Leaves. It is in gold and in circular formation with each tip leaf meeting at the center. The star within the leaves with its base rests on the top side of the PA Seal. It is added to the Senior Army Aviator Badge when the recipient is authorized to wear the Command Army Aviator Badge.

(b) Symbolism and Significance.

(1) Philippine Army Seal. The Army Aviation

Service, as a combat support unit of the PA is envisioned to augment the fighting capability of its ground troops.

(2) Wings. It symbolizes the art and skill of

flying. It further depicts the Army Aviation Service’s combat support role, flexibility and responsiveness whenever an opportunity or need arises.

(3) Star. For Senior Army Aviator, the five-

pointed star symbolizes the high level of proficiency in the art of flying the aircraft. It also depicts professionalism and wide experience in the field of army aviation.

(4) Laurel Leaves. For the Command Army

Aviator, it symbolizes the highest level of proficiency, dedication to the service and expertise in the art of flying the aircraft. It also depicts further an authority in the flying profession.

(5) Silver and Gold. Silver for Army Aviator and

Senior Army Aviator Badges and gold for Command Army Aviator Badge, are the colors of the wings, star and laurel leaves to represent the nobility of the flying profession as it requires discipline in both mind and body to withstand all pressures. It also represents the fervor of our people’s hopes and aspirations for the nation, the sincerity of purpose, and the intensity with which the pursuit of these goals are made.

2) Reverse. The blazonry and tincture is in sterling silver (gold for Command Army Aviator Badge) outline of spread wings and the PA Seal.

3) Accessories. A pair of clutch attachments on the reverse.

4) Materials Used and Craftsmanship. Base metal is brass or bronze.

b. Army Aircrew Member Badge. The Army Aircrew Member Badge constitutes a gear inside the pentagon shield with a pair of wings in sterling silver. It shall be 7.62 centimeters in length, 2.1 centimeters in width, and 0.2 centimeter in thickness.

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1) Obverse.

(a) Blazonry and Tincture.

(1) Wings. It is a pair of wings in sterling silver. (2) Shield. It is pentagonal in shape with a

green background. (3) Gear. It is a silver-plated gear with 12 gear

teeth and placed at the center of the shield.

(b) Symbolism and Significance.

(1) Wings. It represents involvement in or participation in flying activities.

(2) Shield. It signifies that the Army Aviation

Service where the aircrew members belong is an integral part of the PA.

(3) Gear. It represents the highly technical job of the aircrew members in the Army Aviation Service. Its 12 gear teeth represent the dial of the 12-hour timepiece wherein the aircrew members maintains the round-the-clock readiness to conduct aviation operations.

(4) Green Color. The background color of the

shield represents the verdant land and its resources over which the PA exerts it influence.

2) Reverse. The blazonry and tincture is in sterling silver outline of spread wings and the pentagon-shaped shield.

3) Accessories. A pair of clutch attachments on the reverse.

Figure 9.4 The Army Aircrew Member Badge

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4) Materials Used and Craftsmanship. Base metal is

brass or bronze. 57. Usage.

a. The Army Aviation Badges in metal form shall be worn at all times by specifically authorized officers and enlisted personnel when in general office uniform and white duck/service blouse/bush coat uniforms or appropriate office or formal uniform.

b. The Badges should be placed directly 0.30 centimeter above the

top line military awards and decoration ribbons when wearing such. In the absence of other military awards or decoration ribbons, it may also be placed at the center and 0.30 centimeter above the top seam of the left breast pocket.

c. A miniature replica of the Badges is authorized to be worn on

occasions requiring the wearing of the miniature medals and ribbons.

d. A delicately interwoven fabric badge with stitched silver or gray threads (gold threads for Command Army Aviator Badge) and appropriate colors of the PA Seal and the pentagon shield shall be made when wearing flight suits, flight coveralls and flight/field jackets. A subdued color pattern of the Badges shall be made for the battle dress uniform.

e. The wearing of the Badges will also conform to the AFP Uniform Code.

Section 11 - Army Aviation Service Insignia 58. Policy. The Army Aviation Service Insignia denotes the occupational specialty of the Army Aviation Service. Authority to wear shall be granted only to those individuals who are serving with the AABn or upon completion of a career course on army aviation. Being part of the heraldic devices, the Army Aviation Service Insignia should be filed with the National Historical Commission of the Philippines and request for its recognition and inclusion in the National Registry of Heraldic Items and Devices subject to the provisions of the Implementing Rules and Regulations of Republic Act 8491. 59. Authority to Wear Army Aviation Service Insignia. The CG, PA is the authority in granting the Army Aviation Service Insignia. The CO, AABn shall recommend to CG, PA those individuals qualified to receive and wear the Army Aviation Service Insignia subject to paragraph 58 of this section.

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60. Description of the Army Aviation Service Insignia. The Army Aviation Service Insignia is a distinction to depict the occupational specialty of the officers and enlisted personnel in the field of Army Aviation Service. It is composed of an eight-rayed sun superimposed on a three-bladed propeller/rotor and two outstretched wings.

a. Obverse.

1) Blazonry and Tincture.

(a) Wings. It is a pair of outstretched wings in gold. (b) Propeller/Rotor Blades. It is a three-bladed

airplane propeller/helicopter rotor in gold. (c) Sun. It is an eight-rayed sun in gold with an

ancient Filipino script “K” in blue.

2) Symbolism and Significance.

(a) Wings. It symbolizes swiftness and protection. It represents the distinct capability of the Army Aviation Service to conduct aviation operations in the PA which was started by the PAAC in 1936.

(b) Propeller/Rotor Blades. It symbolizes power

and strength. It represents the aviation missions the Army Aviation Service

Figure 9.5 The Army Aviation Service Insignia

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has to perform, i.e., combat, combat support and combat service support missions.

(c) Sun. It symbolizes the PA itself where the Army

Aviation Service belongs. It represents the eight-rayed sun of the PA seal which was further represented by the ancient Filipino script “K” where it was extensively used in the war standards of the Katipunan Army.

(d) Gold Color. It symbolizes nobility of profession of

the officers and enlisted personnel serving in the Army Aviation Service.

b. Reverse. The blazonry and tincture is in gold outline of outstretched wings, propeller/rotor blades and sun.

c. Accessories. Three clutch attachments on the reverse.

d. Materials Used and Craftsmanship. Base metal is brass or

bronze. 61. Usage.

a. The Army Aviation Service Insignia in metal form shall be worn at all times by specifically authorized officers and enlisted personnel when in general office uniform and white duck/service blouse/bush coat uniforms or appropriate office or formal uniform.

b. The Insignia should be placed at the center of the left breast

pocket of the general office uniform/bush coat and on both collars of the white duck/service blouse.

c. A delicately interwoven fabric Insignia in subdued color pattern

should made for the battle dress uniform. It should be placed on the left collar.

d. The wearing of the Insignia will also conform to the AFP Uniform Code.

Section 12 - Aviation Crew Flight Uniform 62. Authorization for Wear. The aviation crew flight uniform (ACFU) is authorized for year-round wear by all AAS personnel when issued as outer garment organizational clothing and as prescribed by the CO, AABn. Being part of the heraldic devices, the AFP Coat of Arms, rank insignia, organizational and qualification patches attached on the ACFU should be filed with the National Historical Institute and request for its recognition and inclusion in the National Registry of Heraldic Items and Devices subject to the provisions of the Implementing Rules and Regulations of Republic Act 8491.

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63. Occasions for Wear. The ACFU shall be worn whenever participating in aerial flights, aircraft maintenance and aircraft ground support activities or any event as required by the CO, AABn. 64. Uniform Composition and Specification.

a. Composition. The ACFU is composed of flight suit and flight coverall with headgear.

b. Specifications.

1) Flight Suit. Fabric is 65% polyester/35% cotton, with lightweight and fire-resistant/fire-retardant characteristics, and in sage green color pattern. The flight suit has left sleeve pen pocket, flashlight pocket, zippered front, hip and leg pockets, underarm vent holes, hook-and-loop strips for nameplate and unit patches, zippered cuffs, and hook-and-loop adjustable waist.

2) Flight Coverall. Fabric is 100% cotton, ripstop weave and printed in four-color woodland camouflage pattern. The flight coverall has left

Figure 9.6 Flight Suit

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sleeve pen pocket, flashlight pocket, zippered front, hip and leg pockets, underarm vent holes, hook-and-loop strips for nameplate and unit patches, zippered cuffs, and hook-and-loop adjustable waist.

3) Flight Jacket. Fabric is nylon flight satin with quilted

nylon lining, polyester batting, knit cuffs and waist, and in sage green. The Jacket has a reversed orange liner, cargo pockets, map/pen pocket, and hook-and-loop strip for nameplate.

4) Oversea Cap. Fabric is 35% cotton/65% polyester in dark

green color and with black and yellow piping. The oversea cap is used with the flight suit. The metal AFP Coat of Arms is placed on the front left side of the oversea cap (for officers only)

5) Beret. Fabric is 100% wool, soft, unlined, full cut, molded

design with leather sweatband and in black color. The beret is used with the flight coveralls. A metal officer rank insignia is placed over the flash. 65. Authorized Items Worn with the Aviation Crew Flight Uniform.

Figure 9.7 Flight Coverall

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a. Accessories.

1) Flight Boots. Water and oil resistant leather exterior,

quick-drying interior, zippered lace, cushioned, steel shanks, and in black color.

2) Flight Gloves. Capeskin, fire-resistant, and in sage green

color. 3) Socks. Fabric is 80% cotton/20% stretch nylon. Cushion

sole, high splice heel, and in black or olive drab colors. 4) Flight Helmet. Lightweight, padded, intercom with volume

control, active noise reduction, visor, and chinstrap. 5) Headset. Dual volume controls, lightweight, active noise

reduction, and ear seals. 6) Ear Muff. Lightweight. 7) Ear Plugs. Rubberized with container. 8) Life Preserver Unit. Quick-release and inflatable. 9) Sun/Wind/Dust Goggles. Interchangeable clear and

neutral gray acrylic lenses and rubber frames with elastic band. 10) Helmet Bag. Nylon with quilted ripstop lining, 19” x 19”

main compartment, two inside and outside pockets, and zip closure. 11) Mechanic’s Tool Bag. Canvass or nylon with two side

pockets, eight interior wall pockets, hard bottom, and zip closure. Either in sage green, woodland camouflage or black colors.

12) Flight Kit Bag. Canvass or nylon with zipper and snap-on on top. Resistance from punctures and tears. Either in sage green, woodland camouflage or black colors.

13) Flight Vest. Nylon mesh with pistol holster, two document

pockets and nine pouches. Either in sage green, woodland camouflage or black colors.

14) Aviator Kneeboard. Aluminum or plastic with clip and

strap.

15) Aviator Sunglasses. Military Specifications MIL SPEC 25948. Scratch and shatter resistant. Comfort-fit bayonet and paddle temples. 100% Ultraviolet A/B protection.

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16) Others. Other accessories needed by AAS personnel which are essential in the performance of their duties.

b. Patches and Insignias.

1) Officer Rank Insignia. Fabric is 65% polyester/35% cotton. Borders and rank insignia shall be sewn in black with the ancient Filipino script “K” in blue while the background will be in olive drab.

2) Nameplate. Fabric is 65% polyester/35% cotton with olive

drab as background with hook-and-loop strip. Aviation badges for aviators, aircrew members and ground support personnel shall be sewn in full-colors while the name, rank, occupational specialty and branch of service shall be in silver/gray.

3) Organizational and Qualification Patches. Sewn in full-

thread either in full-colors or in subdued color pattern.

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GLOSSARY

Aerobatic - Intentionally performed spins, vertical recoveries, and other maneuvers requiring pitch or bank angles greater than 90 degrees. (Also known as acrobatic flight.) Aerodrome - A defined area on land or water intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. The term also includes any building, installation, and equipment in this area. Aeronautical Chart - A map used in air navigation containing all or part of the following: topographic features, hazards and obstructions, navigation aids, navigation routes, designated airspace, and airports. Aeronautical Information Publication (AIP) - A publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation. Air Defense Identification Zone (ADIZ) - An airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security. Air Traffic - Aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas. Air Traffic Control (ATC) - A service operated by appropriate authority to promote the safe, orderly and expeditious flow of air traffic. Air Traffic Controller - A person authorized by any civil or military aviation authority to provide air traffic control service. Air Traffic Controllers also authorize aircraft to land or take off at the aerodrome or on the movement area. Air Traffic Service (ATS) - A generic term meaning variously flight information service, alerting service, air traffic advisory service, air traffic control service, area control service, approach control service or aerodrome control service. Aircraft - Any machine or device that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. Airfield - Any area in which aircraft may land, take off, and park. An airfield may also be called an airport, airstrip, or aerodrome. The term airfield includes the buildings, equipment, and maintenance facilities used to store or service aircraft.

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Airplane - An engine-driven, fixed wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the air against its wings. Airport - An area of land or water including its buildings and facilities, if any, which is used, or intended to be used for the landing and take-off of aircraft Airship - An engine-driven lighter-than-air aircraft that can be steered. Airspace - The space above a certain geographical area. Airspeed - The rate at which an aircraft is moving through the air. Airway - A control area or portion thereof established in the form of a corridor equipped with radio navigational aids. Altimeter - An aneroid barometer whose dial is calibrated in feet or meters above a reference pressure level. An altimeter measures the difference between the pressure which is set on the barometric pressure dial on the face of the instrument. Altitude - The vertical distance of a level, a point or an object considered as a point, measured from mean sea level or above ground level. Ambient - Surrounding. Anti-collision Light - A flashing light on the wings, vertical stabilizer (fin) or belly of an aircraft. It increases the visibility of the aircraft, especially at night and under conditions of poor visibility. Approach - The part of an aircraft flight wherein the aircraft is positioned in such a way that it can touch down at the correct part of the runway on landing. Approach Control Office - A facility established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes. Approach Control Service - Air traffic control service for arriving and departing controlled flights. Area Control Center - A facility established to provide air traffic control service to controlled flights in control areas under its jurisdiction. Area of Influence - A geographical area including both organic and supporting combat power, to include joint, multi-national, or intra-agency assets. Area of Interest - A geographical area from which information and intelligence are required to execute successful tactical operations and plan for future operations. It includes any threat force or characteristic of the battlefield

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environment that will significantly influence the accomplishment of the command mission. Area of Operations - A geographical area, including the airspace, usually defined by lateral, forward, and rear boundaries assigned to a commander, by a higher commander, in which he has responsibility and authority to conduct operations. Area of Responsibility - The geographical area associated wherein combatant commander has authority to plan and conduct operations. Area Reconnaissance - A form of reconnaissance operations that is a directed effort to obtain detailed information concerning the terrain or enemy activity within a prescribed area, such as a town, ridgeline, woods, or other feature critical to operations. An area reconnaissance could be made of a single point, such as a bridge or installation. Area Security - A form of security operations that includes area reconnaissance, rear operations, and security of designated personnel, unit convoys, facilities, and main supply route critical points. Army Aviation - The aviation personnel, aircraft, and allied equipment organic to a unit. Army Aviation Unit - An organization comprised predominantly of aviation personnel and aircraft whose purpose is to provide aviation support to PA units with no organic aviation and without the usual day-to-day need for this support. Attitude - The relationship between the axes of an aircraft and a fixed reference. The earth’s horizon is often used as this reference. Aviation - The branch of science or technology that deals with any part of the operation of machines that fly through the air. Aviator - The operator or pilot of an aircraft. Bail Out - To jump from an aircraft in flight and use a parachute for descent. Balloon - A lightweight aerostatic machine, usually spherical in shape and neither powered nor steerable. Base Leg - A flight path at right angles to the landing runway off its approach end. Battalion Aviation Safety Officer (BASO) - A person in a military organization responsible in the implementation of the unit’s aviation safety program.

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Call Sign - Any combination of letters, numbers or words that identifies a communication facility. Ceiling - The height above the ground or water of the base of the lowest layer of cloud below 6,000 meters (20,000 feet) covering more than half the sky. Civil Aircraft - Aircraft other than public aircraft. Cockpit - The portion of an aircraft or a spacecraft from which the flight crew controls the air vehicle. Cockade - The nationality marking for French military aircraft. Control - A mechanism or system used to regulate or guide the operation of a machine or organization. Control Tower - An aerodrome facility that uses air or ground communications, visual signaling, and other devices to provide ATC services to aircraft operating in the vicinity of the aerodrome or on the movement area. Control Zone - A controlled airspace which extends upward from the surface and terminates at the base of the continental area. Co-Pilot - A rated person who assists the pilot in flying the aircraft, but is not in command of the aircraft. Crewmember - A person aboard an aircraft for the purpose of operating the aircraft in flight. It is also a person assigned to perform duty in an aircraft during flight time. Crosswind - A wind blowing across the flight of an aircraft. Crosswind Leg - A flight path at right angles to the landing runway off its upwind end. Danger Area - An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. Downwind - The direction measured relative to the way the wind is blowing. Downwind Leg - A flight path parallel to the landing runway in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg. Drop Zone - A designated area on the surface where paratroopers or equipment can be dropped safely and cleared from obstacles.

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Ejection Seat - A type of seat installed in a military aircraft that may be shot out of the aircraft with the powder charge in the event of an in-flight emergency. Estimated Time of Arrival (ETA) - The time the flight is estimated to arrive at the aerodrome or upon completing the aircraft’s touchdown on the active runway. Estimated Time of Departure (ETD) - The time the flight is estimated to leave an aerodrome or upon lift off from the active runway. Final Approach - A flight path in the direction of landing along the extended runway centerline. The final approach or leg normally extends between the crosswind leg and the base leg. Fixed Wing Aircraft - An airplane or glider whose wing is rigidly attached to the structure. The term fixed wing is used to distinguish these aircraft from rotary wing aircraft, such as helicopters and autogyros. Flight - A composition of two or more aircraft flying in one formation wherein the element lead or flight leader controls their synchronized maneuvers. Flight Information Publication (FLIP) - A publication similar to the Aeronautical Information Publication issued by or with the authority of a certain military air unit and contains aeronautical information of a lasting character essential to the safety of air navigation. Flight Information Region - An airspace of defined dimensions within which Flight Information Service and Alerting Service is provided. Flight Instrument - (See Instrument.) Flight Leader - A rated person in command of more than one aircraft flying in one formation as a single aircraft. (Also Element Leader.) Flight Log - A record kept of flight activities. Flight Plan - A specified information relating to the intended flight of an aircraft that is filed orally or in writing with a Flight Service Station, Air traffic Control facility or Base Operations unit. Flight Service Station (FSS) - Air traffic facilities which provide pilot briefing, enroute communications and VFR search and rescue services, assist lost aircraft and aircraft in emergency situation, relay ATC clearances, originate NOTAMs, broadcast aviation weather, receive and process IFR flight plans, and monitor Navigation Aids. Foreign Clearance Guide (FCG) - Is the basic source of information for guidance on national and foreign right, foreign clearance, authority, foreign

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clearance bases, and procedures for clearance and control on international aircraft movement. Formation Flying - Flight of more than one aircraft which, by prior arrangement between the pilots, operate as a single aircraft with regard to navigation and position reporting. (Also Formation Flight.) Fuselage - The body, or central structural component of an airplane. The passengers and flight crew are housed in the fuselage, and the wings and tail attached to it. In most single-engine airplanes, the engine and landing gears are attached to the fuselage. Glider - A heavier-than-air aircraft that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine. Hazard - Something that is potentially very dangerous. Helicopter - A heavier-than-air aircraft supported in the flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes. Hinomaru - The nationality marking for Japanese military aircraft. Horizontal Stabilizer - The fixed horizontal tail surface on an airplane. Identification Friend or Foe (IFF) - An electronic identification system that is the forerunner of the modern radar beacon transponder used by air traffic controllers to identify specific aircraft. If the airborne equipment is set to respond with the proper code, the IFF identifies the aircraft as friendly. But if the equipment does not reply with the correct code, the ground station is alerted to the fact that the indications received on its radarscope may be caused by a foe or enemy. International Civil Aviation Organization (ICAO) - A specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and foster planning and development of international civil air transport. Instrument - A device using an internal mechanism to show visually or aurally the attitude, altitude, or operations of an aircraft or aircraft part. It includes electronic devices for automatically controlling an aircraft in flight. Instrument Flight Rules (IFR) - Rules that govern the procedures for conducting flight under instrument meteorological condition. Instructor Pilot - A rated person responsible of providing instructions to persons undergoing flight training.

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Landing Light - A high-intensity spotlight mounted on an aircraft and aimed in such a direction that it shines on the runway when the aircraft is on the final approach for landing. Landing Zone - Any locality either on land, water, or structures, including airports/heliports and intermediate landing fields, which is used, or intended to be used, for the landing and take off of aircraft whether or not facilities are provided for the shelter, servicing, or for receiving or discharging passengers or cargo. Mean Sea Level (MSL) - The datum used as reference for measuring elevations. It is the average height of the surface of the sea for all stages of tide. Minimum Enroute Altitude (MEA) - The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes. Minimum Obstruction Clearance Altitude (MOCA) - The lowest published altitude in effect between two fixes on VOR airways, off-airways route, or route segment and which assures acceptable navigational signal coverage only within 22 nautical miles of a VOR. National Airspace - The common network of Philippine airspace air navigation facilities; equipment and services, airports or landing areas; aeronautical charts, information and services; rules, regulations and procedures, technical information, and manpower and material. Included are system components shared jointly with the military. Navigation Light - Colored lights on an aircraft used at night, to show the direction that the aircraft is moving. A red light is installed on the left wing tip, a green light is on the right wing tip Notice to Airmen (NOTAM) - A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. Parachute - A large umbrella-shaped or rectangular-shaped device, used to slow an object falling through the air. Paratrooper - A member of the paratroops or airborne forces trained and equipped to parachute from an aircraft. Pilot - A rated person who flies or is qualified to fly an aircraft or spacecraft. Pilot-in-Command - The pilot responsible for the operation and safety of aircraft during flight time.

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Pilot Weather Report (PIREP) - A report of meteorological phenomena encountered by aircraft during flight. Position Report - A report over a known location as transmitted by the aircraft to the ATC. Prohibited Area - An airspace of defined dimensions, above the land areas or territorial waters of the Republic of the Philippines; within which the flight of an aircraft is prohibited. QNE - The barometric pressure used for the standard altimeter setting (29.92 Hg) Radar - Radio detection and ranging equipment; complex electrical apparatus with which targets are detected and their ranges and directions measured; radio detector; radio locator. Radar Advisory - The provision of advice and information based on radar observations. Red Star - The nationality marking for Soviet military aircraft. Restricted Area - An airspace of defined dimensions, above the land areas or territorial waters of the republic of the Philippines, within which the flight of aircraft is restricted in accordance with certain conditions. Roundel - The nationality marking for British military aircraft. Runway - A defined rectangular area on a land airport or aerodrome prepared for the landing and take off run of aircraft along its length. Safety Belt - A belt installed in an aircraft to hold the occupants tight in their seats (also known as Seat Belt or Lap Belt). Safety Pilot - A rated person responsible of conducting safety check to another pilot while on training flight. Standard Terminal Arrival (STAR) - A preplanned IFR air traffic control arrival route procedure published for pilot use in graphic and/or textual form. Standard Instrument Departure (SID) - A preplanned IFR air traffic control departure route procedure published for pilot use in graphic and/or textual form. Student Aviator - A non-rated personnel undergoing initial flight training from a designated instructor pilot. Take-Off - The portion of an aircraft flight during which the aircraft leaves the ground.

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Taxi - To move an aircraft along the ground or water under its own power. Taxi Light - A light, similar to the landing light, installed on an aircraft in such a way that illuminates the runway or taxiway when the aircraft is on the ground in its normal attitude for taxiing. Taxiway - A defined path on a land aerodrome, selected or prepared for the taxiing of aircraft. Terminal Control Area (TCA) - A control area normally established at the confluence of ATS routes in the vicinity of one or more aerodromes. Touch and Go - A type of flight practice in which the pilot makes a series of landings and take offs. The landing is made, but the aircraft is not allowed to come to a complete stop before power is applied and the take off is made. Traffic - A term used by ATC to refer to one or more aircrafts. Traffic Pattern - The traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from an aerodrome. (Also know as Traffic Circuit.) Transition - The general term that describes the change from one phase of flight or flight condition to another. Transponder - The airborne radar beacon receiver or transmitter portion of the Air Traffic Control Radar Beacon System which automatically receives radio signals from interrogators on the ground, and selectively replies with a specific reply pulse or pulse group only to those interrogations being received on the mode to which it is set to respond. Upwind - The direction from which the wind is blowing. Upwind Leg - A flight path parallel to the landing runway in the direction of landing. Vertical Stabilizer - The fixed vertical surface in the empennage of an airplane (also known as Vertical Fin.) VFR on Top - The operation of an aircraft over-the-top under VFR when it is not being operated on an IFR flight plan. Visual Flight Rules (VFR) - Rules that govern the procedures for conducting flight under visual meteorological condition. Weather - The state of the atmosphere, mainly with respect to its effects on life and human activities. Winged Lozenge - The nationality marking for Philippine military aircraft (also known as Winged Diamond).

PAM 3-03

10

PAM 3-03

1

ABBREVIATION AND ACRONYM A2C2 - Army Airspace Command and Control AABn - Army Aviation Battalion AAS - Army Aviation Service AATFC - Air Assault Task Force Commander ACFU - Aviation Crew Flight Uniform ADM - Aviation Depot Maintenance Aero Co - Aeroscout Company AFP - Armed Forces of the Philippines AFPR - Armed Forces of the Philippines Regulations AFPM - Armed Forces of the Philippines Manual AIP - Aeronautical Information Publication ALO - Aviation Liaison Officer AMC - Aircraft Maintenance Company AMCP - Aviation Maintenance Collection Point AO - Area of Operation AOC - Army Operations Center APE - Annual Physical Examination ARH - Armed Reconnaissance Helicopter ASFP - Air Safety Foundation of the Philippines ASO - Aviation Special Operations ATC - Air Traffic Control ATO - Air Transportation Office ATS - Air Traffic Service ATU - Aviation Training Unit

PAM 3-03

2

AUM - Aviation Unit Maintenance AVN - Aviation AVPOL - Aviation Petroleum, Oil and Lubricants Avn Bn - Aviation Battalion BASO - Battalion Aviation Safety Officer BDA - Battle Damage Assessment BDU - Battle Dress Uniform BDAR - Battle Damage Assessment and Repair BDR - Battle Damage Repair BFOO - Battalion Flight Operations Officer BOS - Battlefield Operating System BPS - Bureau of Product Standards BSA - Brigade Support Area C2 - Command and Control C2W - Command and Control Warfare C3 - Command, Control and Communications C4I - Command, Control, Communication, Computer and Intelligence CAAP - Civil Aviation Authority of the Philippines CASC - Combat Aviation Support Company CASEVAC - Casualty Evacuation CBR - Chemical, Biological, Radiological CFR - Crash, Fire and Rescue CG - Commanding General CMO - Civil Military Operations CO - Commanding Officer

PAM 3-03

3

COC - Command Operations Center COIN - Counter Insurgency COMELEC - Commission on Elections COOP - Continuity-of-Operations Plan COR - Circular of Requirements CP - Command Post; or Co-Pilot CRM - Crew Resource Management CRSS - Combat Research and Special Studies CS - Combat Support CSAFP - Chief of Staff, Armed Forces of the Philippines CSAR - Combat Search and Rescue CSS - Combat Service Support DA - Department of the Army DEW - Directed-Energy Weapon DF - Direction Finding DME - Distance Measuring Equipment DND - Department of National Defense DNIF - Duty Not Involving Flying EENT - Eye, Ear, Nose and Throat EW - Electronic Warfare Eval - Evaluation FAA - Federal Aviation Administration FEBA - Forward Edge of the Battle Area FLIP - Flight Information Publication FM - Field Manual

PAM 3-03

4

FOD - Foreign Object Damage FW - Fixed Wing G1 - Assistant Chief of Staff for Personnel G2 - Assistant Chief of Staff for Intelligence G3 - Assistant Chief of Staff for Operations G4 - Assistant Chief of Staff for Logistics G7 - Assistant Chief of Staff for Civil Military Operations G8 - Assistant Chief of Staff for Education and Training GHQ AFP - General Headquarters Armed Forces of the Philippines GOU - General Office Uniform GRP - Government of the Republic of the Philippines GSE - Ground Support Equipment H15SW - Headquarters 15th Strike Wing H205HW - Headquarters 205th Helicopter Wing H505SRG - Headquarters 505th Search and Rescue Group HAABn - Headquarters Army Aviation Battalion HADC - Headquarters Air Defense Command HAFGH - Headquarters Air Force General Hospital HHC - Headquarters and Headquarters Company HISG - Headquarters Intelligence and Security Group HPA - Headquarters Philippine Army HPAF - Headquarters Philippine Air Force ICAO - International Civil Aviation Organization IFR - Instrument Flight Rules ILS - Instrument Landing System

PAM 3-03

5

IP - Instructor Pilot IR - Instrument Rating ISO - Internal Security Operations J3 - Deputy Chief of Staff for Operations J8 - Deputy Chief of Staff for Education and Training LABde - Light Armor Brigade LAD - Light Armor Division LTA - Light Trainer Airplane LTH - Light Trainer Helicopter LZ - Landing Zone MAC - Mean Aerodynamic Chord MANPAD - Man-Portable Air Defense MEDEVAC - Medical Evacuation MILF - Moro Islamic Liberation Front MOA - Memorandum of Agreement MOUT - Military Operations in Urbanized Terrain MPMLH - Multi-Purpose Medium Lift Helicopter NAFP - New Armed Forces of the Philippines NATO - North Atlantic Treaty Organization NBC - Nuclear, Biological, Chemical NCO - Non-Commissioned Officer NOE - Nap-of-the-Earth NOTAM - Notice to Airmen NPA - New People’s Army Nr - Number

PAM 3-03

6

OCD - Office of the Civil Defense OPCON - Operational Control OSHC - Occupational Safety and Health Center PA - Philippine Army PAAC - Philippine Army Air Corps PAAF - Philippine Army Air Force PAF - Philippine Air Force PAFM - Philippine Air Force Manual PAFR - Philippine Air Force Regulations PAGASA - Philippine Atmospheric, Geophysical and Astronomical Services Administration PAM - Philippine Army Manual PAS - Philippine Air Service PCAC - Philippine Constabulary Air Corps PD - Presidential Decree PHIMAL - Philippines-Malaysia PHIVOLCS - Philippine Institute of Volcanology and Seismology PhP - Philippine Peso PIC - Pilot-In-Command PKO - Peacekeeping Operations PN - Philippine Navy PNG - Philippine National Guard PNM - Philippine Navy Manual PNP - Philippine National Police PSYOP - Psychological Operations PZ - Pick-up Zone

PAM 3-03

7

QC - Quality Control RA - Republic Act REC - Radio-Electronic Combat RP - Republic of the Philippines S3 - Operations Officer SAR - Search and Rescue SBF - Support by Fire SDO - Special Disbursing Officer SMA - Special Mission Aircraft SND - Secretary of National Defense SOCOM - Special Operations Command SOP - Standing Operating Procedures SPF - Sun Protection Factor SRR - Search and Rescue Region Stan - Standardization STANAG - Standardization Agreement STOL - Short Take Off and Landing TCPA - Training Command, Philippine Army TDCS - The Deputy Chief of Staff TI&E - Troop Information and Education TM - Technical Manual TMDE - Test, Measurement, and Diagnostic Equipment TOC - Tactical Operations Center TOE - Table of Organization and Equipment TSA - Tactical Surveillance Aircraft

PAM 3-03

8

UA - Utility Airplane UAV - Unmanned Aerial Vehicle US - United States USAAC - United States Army Air Corps USAAF - United States Army Air Forces UTC - Coordinated Universal Time VCSAFP - Vice Chief of Staff, Armed Forces of the Philippines VFR - Visual Flight Rules VIP - Very Important Person VOR - Very High Frequency Omni-directional Range XO - Executive Officer