Army Aviation

vital ingredient if our Army is to continue to be 4 ARMY AVIATION a credible deterrent, if our nation's Armed Forces are to achieve a highly versatile and flexible joint response to aggression no matter where it rears its head, and if we are to retain our leadership position in the free world. For the past three decades, Army leadership has recognized this and earmarked a significant part of our procurement funds for aviation systems. Today we are counting more heavily than ever on aviation's "combat multiplier" potential. Modernizing Systems We're well on course in reb ui lding what General " Shy" Meyer referred to as a "Hollow Army". To look first at the materiel side, we've made unprecedented progress in modernizing our Army weapon systems during this decade. With the advances made by our Army-Industry team , we've been able to upgrade our Vietnam- era weapon systems with modern, state-of-the- art warlighting capabilities that are second to none. The APACHE , BLACK HAWK, AHIP, CHINOOK-D, ABRAMS tank , BRADLEY fighting vehicle, PATRIOT, and MLRS fieldings are well along, allowing us to replace older systems throughout the Total Army, shoring up force struc- ture and combat capability, and allowing us to purge obsolete technology from our arsenal. Just as these neN systems are second-to-none, the soldiers who operate them are also the finest in our Army's history, a fact that's exemplified by the people receiving awards here today. They make me want to be a second lieutenant again. One of the most enjoyable parts of my job is the chance I have to talk to soldiers on the fron- tiers of freedom in Europe and Korea, and I believe what these soldiers tell me about their JUNE 30, 1988 '!he battle in the ai r is f irst won in the la b. Developing composites and super alloys that are stronger, liQhter, more heat re sistant. For hlgh·tech, low-risk proc esses that have set the world's pace in power- to-weig ht ratios . The Te xtron Lycoming / Pratt & Whi lney LH X leam has app lied its advanced , prove n techno l ogy 10 Ihe T800-APW-800 . APW's Rap id Solidification Ral e (RSR) proces s can lurn molten alloys into solids in one millionth of a second ; freezing their makeup into previously impossible compositions for com- ponents wit h unheard-of strength and corrosion res i stance. Our single crystal casting technology produces blades made of one strong , homogene- ous structure. Providing up to nine times the life of convention- ally cast blades , they prov id e sig- nificant improvements in engi ne performance , durability and fu el economy. The leam's GATORIZING @ process enables the forging of tough turbine alloys into near net shapes. This procedure no t only reduces manufacturing costs but also produces stronger parts . Metal matrix composite shafts provide improved rotor dy- namics by bon ding a titanium al- loy matrix toge t he r wit h ce rami c fibers. This results in a ligh te r weight, hi gh er stiffness material . Th e list goes on : f ro m advanced eros ion- resistan t coat- ings technology to com plex yet cos t-effecti ve, one-piece titan iu m castings. Beca use you can 't pick the best engine for LH X until you see what it's really made of. When it comes to advanced technology, this T800 engine team has a material difference. r THE POWER OF utX. LHX TECHNOLOGY: THE DECISIVE EDGE.The u.s. Army's neoN light multimission helicopter will face an unprecedented array of threats on the battle- field of the 21st century. Winning the Airland battle against these threats will require greater combat effectiveness through advanced LHX technology. Boeing Sikorsky is first in LHX technology- first in the air with ACAP. an ali-com- posite helicopter; SHADOW, a research helicopter that evaluates pilot workload reduction; and ADOCS . a fiber-optic flight control system. Boeing Sikorsky is devef.- oping a lightweight, highly maneuverable and agile design which will allow the LHX to win in the nap-o l-the-- earth and air-ta-air combat environments. The founda- t ion 01 this Boe ing Siko rsky weapons system is the optimum mix of signature reduction and ai rcraft surviv- abil ity equipment (AS E) technologies. These tech - nolog ies will ensure that the LHX will survive and win on the battlef ield . Fi rst Team membe rs have accepted the LHX chal· lenge and are designing a fully integrated weapons system. A key element of the Mission Equipment Package is the helmet · mounted display (HM O). The HMO uses advanced electronics and fiber opt ics to superimpose critical flight, sensor and weapons data on the pi lot's view of the real world, ena bl ing him to detect, acquire and destroy threats. It's these technologies that will enable the Boeing Siko rsky LHX to fight , wi n and survive to fight again . •. ' . I) / BOEING SIKORSKY . THE FIRST TEAM FOR LHX Boei ng Helicopters. SiloJrsky Aircraft · Boeing Etoctr cncs . Boeing Military AIrplanes · Boeing Simulation & Training Systems · Rock well Coins · Hamilton Standard . Harris . IBM. Kaiser ElecIrotlics · Martin Mar~a · Nonhrop · Sandels Associates · Singer Training Systems · TRW • Westingh ou se weapons and equipment, not what I read in the newspapers. Ou r soldiers te ll me about look- ing across the border to the soldiers on the other side. They tell me about the fear they see In the eyes of those soldiers on the other side when they see how ready we are and how great our equipment is . Finally, they tell me they' re sure they could blow those adversaries away if they had to. Those are the people I listen to. Proper Support But we mustn 't let recent modernization lull us into complacency. We must collectively en- sure that this fine armament is properly sup- ported and adequately maintained so that it continues to perform to its top potential. A lot of that responsibility falls directly on AMC's shoulders. Also, we must pro ve that we, as Army- Industry partners, are responsible stewards, that the taxpayers' dollars are being invested wisely and cared for wisely. An effective Army requires more from its equipment than technological superiority. We need an aviation industry dedicated to pro- viding built-in quality and reliability, and we need to examine how we will support this modern Army. All elements of the readiness support system must be delicately balanced so that we can offset the Warsaw Pact's numerical superiority and at the same time meet the ever-increasing threat of low-i ntensity conflict that we face in many parts of the world. As I see it, we're at a crossroads for Avia- tion Readiness . Our older, displaced aircraft are continuing to build up hours in the active and reserve components. Although we're removing 350 UH-ls and 100 OH-58s from our inventory, those that remain will demand in- creased levels and frequency of maintenance. Depot maintenance requirements are also increasing as our newer, more sophisticated, more complex systems are beginning to cycle through our depots. For example, we're now seeing the first BLACK HAWKs coming into depot overhaul programs. In the meantime, we face funding shortfalls in spite of growing depot maintenance re- quirements. This year alone we can support only 63% of our depot end-item maintenance, and our projection for next year is 71 %. 8 ARMY AVIATION The end result: deferred maintenance, which results in an increased maintenance burden on our soldiers to keep their equipment in an operational and safe, but less reliable condition. This is compounded by several factors . Im - plicit with the proliferation of new systems throughout our Army is a need for increased individual, collective, and unit training to fine- ly hone our readiness edge. As you're well aware, the Chief of Staff recognizes this and is committed to an increase in flight hours over the next t wo years. On the support side, our Army of Excellence force structure stripped the peacetime fat out of our TOEs. We no longer ha ve the lUXUry of redundant skills and mechanic depth in our maintenance bays. For example, while fielding more electronic equipment, we haven't in- creased electricians in Aviation TOEs. Reducing Field Maintenance Although our weapon systems are more co mplex and require faster and more depen- dable troubleshooting to maintain, our plan is to evacuate more subsystems and modules to the rear and to CONUS for repair, thus reduc- ing maintenance requirements in the field . And, finally, fewer dollars are being earmark- ed for defense. We're still in the throes of budget exercises the likes of which I ha ve n 't seen for many years, and believe me when I say that the handwriting on the wall is not a forgery . We, the Army and Industry, must collectively find new an d more effective ways to use our shrinking resources. We've got to do much better at building in quality up front and in designing our products so that we can devote less time and expense to correcting mistakes later. Our board of direc- tors - the Congress and taxpayers - will tolerate nothing less. I'm co ncerned that they wi ll cut resources even more unless we prove that we're able managers. Also, some of us may still be reluctant to ac- cept the notion that the Congress is dead serious about cutting defense outlays. I'm con- cerned that we don't have a lot of time to change the way we've routinely done business. We've got to change our attitudes, outlook, standards, expectations, and priorities - now! JUNE 30 , 1988 We now add computer-based training and engine monitoring systems to an enviable lineage of T800 accomplishments . It began when we teamed the energies of the Garrett Engine Division of Allied - Signal Aero- space Company with the Allison Gas Turbine Di vision of General Motors. Together we built the firstT800 prototypes. We took them aloft first. Confirmed durability first. We validated the LSA data package over two successful maintainability dem - onstrations. And even validated depot tooling. Now our commitment to RAMII LS/ MAN PRINT is beyond rhetoric. Beyond question. Our support was designed with the T800. Not aft", Our computer-based engine monitoring system is in field test. Providing interactive fault diagnosis. To reduce downtime through automating the parts pipeline. To keep costs down and LHX in the sky. Interactive computer-based training is being refined directly with 68- Bravo powerplant repair- ers. Advancing the princi pies of MAN PR INT with the user who must maintain and suppo r t. LHTEC is taking the T800 beyond expectations. Again. UtTEr AEL Aero just expanded AELb........-..., "" K - """"~ ,",o.".n1t1os In mony <h<U.n&I ... &<l<.. ><o:!d ""'1'InoIou"""'. ~,,,,,,,,,,,bof....... llon,"""ta<t, Olronor <# ~""",i ....,,(. Cockpit Management Systems Control Display Hnlls ATHS SATCOM GPS PLRS SINCGAIIS Missil e Detection and CoWltenoeru;~ Hel!d:s Up Ilisiliay Radio Upgrade Radar Warning Radar Jammer Airborne La<;er Warning Rereivtl Secure Yoh:e Doppler IR Jammel' Sidewinder Launch Control S~stem Radar Altimeter Advanced Navigation Chaff/Flare DispellSl'l IF' AMRAAM b attle against obsolescence. Ame ri can Electronic Laboratories , a leader in today 's military eq uipment evolution, now perfOITTlS its quid<- twll arou nd , oost-e ffecti ve aircraft upgrades at a new St. Louis facility as well as the company's long -established facility in Monmouth CoWlty, NJ. AEL's new Aero Divisio n facility at the Sl. Louis Region al Airport enhan Wl the co mpany' s position as a major electro ni c systems designer , integrator and installe r. If th e aireraft task involves avio nics system design and engineeri ng, Electron ic Warfare, cockpit manage- ment, navigation, aircra/l slllvivability, night vis ion, co mmunications or weapons launch control, you can depend on AEL's Aero experien ce for so luti ons that work . In addition, AEL offers support capab ili ties that include kit fabrt catlon, TempeslJEMIIEMC tffiting and ne ld insta ll atio ns. Fo r more infonnatio n about how AEL can satisfy your fixed-wing or rotary - wi ng avionic;; requirements, ca UAEL Aero Marketing at (2 15) 822 -2929. ~c5'mcrica1l.C£lccttb1l.;cC[.sbot1Jtorics.q1l.c. SubolwU)' or AEt. h ...... i tr!ee, Inc. 805 Ric hardson Roatl , Lansdale, PA 19446 (215) 822 -2929 Th lex: 4761188 AELABS 0 ___.--. ..... A pOinted example: we've recently surfaced a COBRA readiness problem that may be symptomatic of an Army-wide problem. Specifically, maintenance condition 8ssess- ments of COBRAs in units preparing to receive APACHEs revealed surprising armament readiness problems that weren't unique to any unit or geographical area. A joint team of AMC technicians and PM COBRA personnel who routinely conduct these reviews to determine requirements for maintenance prior to their transfer and reissue found that COBRAs in units throughout the world showed similar problems. I admit to being puzzled at first. Why did it take the team to surface problems? And what factors may have contributed to these pro- blems? Further, the report was particularly sur- prising because I make a point of questioning AMC logistic assistance representatives billeted with our units around the world on the quality of attack helicopter maintenance and logistics support. They routinely reassure me that there are no readiness issues that are cause for alarm. Further, my conversations with unit aviation mechanics and technicians are also general- ly upbeat. They say they're satisfied with their training and confident that they have access to the necessary tools and test equipment to diagnose and repair armament system defects. And , finally, field commanders, materiel readiness reports, and aviation resource management surveys (ARMS) don ' t show any significant fault or deviation from our standards. First Indication Having said all this. I view the COBRA ar- mament maintenance dilemma as a point of reference only and don't view it as either COBRA - or aviation-unique. On the contrary, the situation with the COBRA may be only the first indication of potential maintenance pro- blems of our increasingly sophisticated weaponry. What we may be looking at are systemic flaws in our Army's logistics support infrastruc- ture, to include areas of maintenance training and manuals; tables of organization, assign- ed maintenance personnel authorization, and logistics concepts and maintenance support 12 ARMY AVIATION doctrine. The fact that we, the Army, found these flaws and are fixing them is very impor- tant. And as a team, we will learn from this experience. While Insisting on speedy acquisition and fielding, we must never do so at the expense of quality and long-term reliability, and we must always take enough time to adequately soldier- test our maintenance and logistics concepts to support increasingly sophisticated systems. On the other hand , this isn ' t an Army pro- blem alone. What we may have created with our zeal to modernize the force is a situation that requires our collective efforts. Here I allude to the quality problem I talked about earlier. Industry can help by taking our MANPRINT program to heart and by making the soldier the first and most important design element. As we develop the LHX, we must use available technology to make it soldier-friendly in all aspects - flying, training , and maintain- ing. You can also help by conducting better, more reliable logistics support analyses. Many of you have your own aviation feedback loops tapped right into our field units. What kind of data have you gathered, and what have you done with that data? Let me sum up by telling you what I told the Senate Armed Services Committee's subcom- mittee on readiness just a couple of weeks ago. ·1 told them that we've moved from a period when funds were adequate to a time when funds in some areas are simply insufficient, and I showed them areas where funding short- falls are dirclly affecting readiness. For the first time in the six years that I've testified before this Committee, I had to tell them that the Ar- my Is faced with doing less with less - an unhappy prospect for all of us . Yet what I want to tell you today is that we can 't hide behind budget limitations and the possibility of future cuts, especially where avia- tion readiness is concerned . We have a job to do. You can say that the cup is half full or half empty , or you can do as I do and say that the cup is three-quarters full. We must accept the budget realities we face. We must continually push for optimum readiness. We must work together - Army and Industry - to innovate and reduce costs at every step. We must take that "less with (Readiness - continued on page 92) JUNE 30, 1988 The DOD and other government agencies with fixed and rotary wing aircraft have been coming to us for complete one-stop h.i~h ~echnOIOgy systems integration services since 1961. • The engineers at Collins Aircraft Modification Center lAMCl are experienced In such disciplines as avi onics systems integration , st ructural analYSiS , human facto rs , vibratio n, enviro nmental, aerodynamics v Ul- nerability. survivabilit y, crash wo rthiness, EMP hardening and electro-magnetic interference, and co m- pat ibilit y, • The Collins AMC-FAA Ce rt ified Repair Station No. 424Q-modlfles air cr aft to ei ther FAA manuf acturer or military specific at ion s, • We customize systems fo r any type or siz e ai r craft , in cl Ud ing' the 747 se ri es. • For mo re Information co ntact: COllins Defen se communications, Rockwellinternat i ona~ 3200 E. Renner Road, RIChard so n l Te xas 7508 1, U.S.A. (2 14) 705 ·3 950. Tel ex 795- 530.• COLLINS DEFENSE COMMUNICATIONS : The Integ rat on specialists . FOR THE LAST 15 YEARS OVER 5000 OF THE SMARTEST BIRDS IN THE WORLD HAVE FLOWN HANGARS. Rockwell Internatfonal AltO,pOCII ( 11<ltonl<:.1 Aulomoli ... Glnltlllndlllltl•• , A·B Indusltlal Automation Branch Evolution Continues by Major General Ellis D. Parker, Chief, Aviation Branch and Commanding General, U. S. Army Aviation Center and Ft. Rucker, AL T he Aviation Branch continues the process of change to a better, more efficient state. This month, let's look at a few of the re- cent developments in the personnel area. New Area of Concentration On February 16, 1988, HQDA approved Avia- tion Branch's proposal to establish Areas of Con- centration (AOCs) by type mission. Shown below is a listing of old and new AOes. The old system was in existence prior to branch implementation and was designed to pro- vide proponent affiliations (e.g. , 155 proponent was the Signal Corps) for aviation. Additionally, there was little discernible difference beween old AOCs 15A, B, and C. The U.S. Army Soldier Support Center is cur- rently implementing the nevv AOCs within the Ar- my Authorization Documents System, and they should be reflected on unit documents soon. Branch Qualification In March of this year, we relooked the issue of branch qualification for aviation commissioned officers. We've. made a few changes to the ex- isting criteria, as 'Aviation Branch qualification is now defined as graduation from a resident Old AOCs 15A - General Aviation 158 - Combat Aviation 15C - Combat Support Aviation 15M - Combat Intelligence Aviation 15S - Combat Communications Avn (AlC) 15T - Aviation logistics 14 ARMY AVIATION advanced course and one of the following: • Successful companyldetachment command . • Successful platoon leader in those platoons authorized CPfs as platoon leaders (e .g" 15C, D, E, and CH-47 unils). • Instructor or writer of aviation tactics or doc- trine at USAAVNC or other branch school. • Instructor pilot at USAAVNC. (eMF) fiT to Include Avionics On March 23, 1988, LTG Alten K. Ono, Ihe Deputy Chief of StaN for Personnel (DCSPER), approved Ihe merger of CMF 28 and CMF 01. His decision culminates a five-year effort to bring aU aviation maintenance under one eMF. There will be little or no effect on the way maintenance is performed because of this decision, but there are many personnel changes associated with it. Avionics personnel presently hold Military Oc- cupatklnaJ SpeciaHies (MOS) 35K, 35L, 35M, 35P and 35R. The approved change will cause these MOS 10 become 68N, 68L, 68Q, 68P and 68R respectively. Another major change will align career progression of avionics personnel with that of eMF fIT. The current progression is capped 10 35P (from 35K, L, M and R) al Staff Sergeanl (Evolution - continued on page 92) New AOCs 15A - Aviation Gene ..1 158 - Aviation Combined Arms Operations (Air Assault) 15C - Aviation Tactical Intelligence 150 - Aviation Logistics 1SE - Aviation Communications (AlC) JUNE 30, 1988 Hardware: LHX Update: The First Months of 1988 by LTC Arnold E. (Sandy) Weand ST LOUIS, MO - The last field report on the LHX stated we were to have a Milestone I Defense Acquisition Review Board (DAB) in December of 1987 to enter the Demonstra- tionNalidation (DEMNAL) phase of the airtrame program. This did not happen as was originally envisioned. However, the events between then and now have served to strengthen the requirement for the LHX, consolidate the Army's position and consensus on the LHX , and allow Army and industry engin- eers crucial time to reaffirm that· the LH X is affordable and cost effective. LTC Weand Is Asslatant Program Manager. 'J.aOO Engine, LHX, PMO, Avi. tlon Systems Command, St. Louis, MO. This report will explain the cir- cumstances and happenings to the LHX Program in the first months of 1988. The DAB, originally scheduled in Decem- ber 1987, was held January 7, 1988. However, it was more an Army Aviation Modernization Plan DAB, which included a ~ ment .on LHX. The results of this DAB were finalized and an Army Decision Memorandum (ADM) was signed and issued on Januarv 20. Program Refocused The ADM directed the Army to refocus the LHX program to develop and acquire a light- weight, IO'N cost helioopter for the light aHack/armed reconnais- sance missions (see Figure 1 Primary Missions) to replace the aging AH-1 COBRA, and OH-5810H-6 fleets. Near term focus was to continue exploration and risk-reduction efforts with emphasis on the Mission Equir; ment Package and integration of the Adverse Weather Weapons System, using appropriate technologies common to the Air Force ' s Advanced Tactical Fighter and the Navy's Advanc- ed Tactical Aircraft programs. This refocused program was to be presented to the DAB not later than summer 1988 (current- ly scheduled for early June). Based on this guidance the LHX Program Manager and his staff initiated coordination with OA and OSD leaders to define and pin down what the LHX is envisioned to be within the overall Army Aviation Moderniza- tion Plan and the constrained budget ceiling. Continued Development A February 25 memorandum signed by the Under Secretary (LHX - cant. on page 90) LHX. PRIMARY MISSIONS ARMED RECONNAISSANCE LIGHT ATTACK • Acquires Fir s i l Fires First • Acquires Firs t I Fir. , Flr al • Destroys High Value T arg ets ot • Capable 01 O'i troying Armor I M.ch Forcil Opp o rtunity • Suppressu / D. s trov s Enemy Air D eh,"se • S. c ur.. Flank .f Weak Areas • Dl s rupt sf Destroy a Second EChelon Forc es • R econnolte r .f l oca t es Enemy • Provide s R.. pid ReBr Ar .e Pr otec ti on • Selects Att ack ROUI IIS/ Po sitions • Conductl Jo int Air Attack T ea m • Provldee Surveil1anc ef Early Warning Operation s 16 ARMY AVIATION LEAP AHEAD COMBA T EFFECTIVENESS AIR-TO-AIR • A.::quires Firstl Fires Fir st • Engages and De stroys Enemy Rotorcra ft • Avoid s D etection Thr o ugh Nap · Ot - Ea rth T actIcs and low Signature s • Emp loys Msneuverability ~n d Agilily 10 De s tmy or Eva d. Th rea t A;rCf~1I JUNE 30, 1988 ••••• • .. ... . .: ... ...... .•• •••• • ••• •••• • • .... .-..•• •• r.' ~'" • • • ~ -••• t , .. .· ...."• • ••••• ••••· . -. .:. CONNECTING AIRCRAFT TUBING AS FAST AS CONNECTING THE DOTS. In almost the same time it wo uld take to connect the dots, Deutsch users cou ld permanently cpn nect aircraft tubin g with Permas wage ~ It 's that fast , especially in repair situations. And as for re liab ility, over 50 mill ion Deutsch components have linked to - gether vita l aircraft fluid systems already. So whether you're designing or main- taining the hydraulics onboard, make sure the fluid components you're using are Deutsch . Call800-DEUTSCH (Outside CA) ext. 334 for more information. Anything less would be second best. JTI)ml'\I1Jr~CCIHI METAL COMPONENTS 14800 S. Figueroa, Gardena, CA 90248' (213) 323-6200' (800) DEUTSCH (outside CAl Chinook Ds • Sharper Talons For The Jayhawks The talons oms. Army VII Corps Jayh awks are sharper with the delivery of the advanced CH -47D helicopter to Company A, 5th Battalion, 159th Aviation, BIG WINDY The new 4705 give BIGWINDY the power, mobility and technology for a swift , around -the-clock response. This is the tenth consecutive on -time delivery of the modernized CH-47D to the U.S Army VllCORPS IITHBRlGllDE 4THBI\lWlON ACo.I5lHBN . 159lHAVN ARMY AIRCRAFT LISTINGS BY POPULAR NAME ABC (Sikorsky) .. AAFSS (AH-56 Lockheed) AAH (YAH-64 McDonnell) Aero Commander .. ........... .... 88 .... .................. ......... .... 51 ......................... ........ .... 75 ( U- 9 Aero Commander).. .. .......... .47 Alrcar (Curtiss-Wright).. . ......................... ................ ... 81 Apache (AH-64 McDonnell) ......................... .. ...... ..........75 Army Mule (H-25 Piasecki) ............ ... ....... ... .. ...... ..........58 Avrocar (VZ-9A Avro).. .81 Saron (T42A Beech).. . ............... .45 Beaver (U -6 de Ha villand).... .. ............................ .46 Bird Dog (Cessna) .. 4 t Black Hawk (U H-60A Sikorsk y) ............................ 72 Buffalo (CV-7 de Havilland) ........................ 28 Cadet (L·S Interstate).. •........................... 32 Caribou (CV-2 de Havilland) .............................. ............ 28 Cayuse (OH· SA Hughes) ................................... ........... 64 Cheyenne (A H-56A lockheed) ....... ........ .... ... .. ... 51 Chickasaw (UH·19 Sikorsky .. .................. ..................... 71 Chinook (CH·47 Boeing) ...... ..........................................55 Chocktaw (CH-34 Sikorsky) .. ....... .... ................... .......... 54 Cobra (AH·l Bell).. .. .................... 50 Convertlplane (XV·3 Bell) ..............................................61 Cub (L·4 Piper) .................... ....................................... 33 OJlnn (HO-l Sud). ..... . ..........................................62 Fleap (XV -SA Ryan) ........ ...................... . ........... 83 GEM (Princeton).. .. ........................................81 Grasshopper (L·3 Aeronca) ................. 32 Grasshopper (L·2 Taylorcraft) ... .. ..................... ............. 30 Harrier (XV·6A Hawker Siddeley). . .. ..................... .... 83 Hello Courier (Helio).. . ..................... ......... ........... .47 HLH (XCH.62 Boeing Vertol).. . ............................... 68 Hornet (H·32 Hiller).. .. ............................................ 60 Huey ( UH-l Bell).. .. ....................... .......... .. 70 Hummingbird (VZ·l0/XV-4A lockheed) ............. .... ........82 Huron (C'l2A - Beech) .... .......................23 Iroquois (UH-l Bell).......... .. ......................... ..70 Kiowa (OH-58 Bell) .. .. ............. ................. .................67 Mascalero (T-41B Beech) .............................................45 Mohawk (OV-l Grumman) .. . ......................... .43 MoJava {CH-37 Sikorsky) .. _ ............... .. 54 Navlon (l -17 Ryan).. .. ........................ 39 Osage (TH-55A Hughes) ..............................69 Otter (U ·1A de Havilland) ............. ........ ........................ .46 Pawnee (VZ-1E Hiller).. .. ...... .................... 79 Raven (OH-23 Hiller).. . ......... ............66 Reliant (l- 12 Stinson).. . ...... ........................ ............32 Scout (L-15 Boeing) ....................... ... ...................... .. ..... 38 Seminole (U-8D/F Beech). . .. ................... .42 Seneca (YH-41 Cessna) ......... .................. ....................76 Sentinel (l-5 Stinson) ............................... .. ......36 Shawnee (CH-21 Piasecki) ...52 Sherpa (S 03-30 Short) .................................24 Sioux (OH- t3 Bell) ...................... ......... ..65 Sioux Scout (Ben)....... .. ...............65 Super Cub (l-21 Piper) .................................................39 Super Navion (l -22 Ryan) ......... .. ..................................32 Tarhe (CH-54 Sikorsky)... . .... ...................... 56 Twin Otter (UV-18 de Havilland) ...................................84 Ute (U -2t Beech) ..................... ..... ..................... ........... .48 Vartlplane (XV-SA Ryan) ................ ...........82 Vigilant (l-t Stinson) ......................................... ............30 Voyager (l -9 ·Stinson).. .................................... .. ..32 X-Wing (Sikorsky).. .. ...................78 20 ARMY AVIATION FIXED WING AIRCRA FT C-12 (Beech).. .. ...23 C-20E (Guif Stream)..... ................... ................ . .......24 CV·7 Buffalo (de Havilland).. . .. ................ .. ............. 28 G-9l (Fiat) .. . ...... .44 l·1 Vigilant (Stinson).. .. ................ 30 l·2 Grasshopper (Taytorcraft) .................. ... ....... ...... 30 l-J Grasahoppper (Aeronca). . . ..... ... 32 L·4 Cub (Piper).. .. .......... .... .36 L·S Sentinel (Vuttee-Slinson).. .. .................... ........ ..... 36 L-6 (Interstate).. ...... ..... ........................................... .. 36 L·7 (Universal).. .. ............. 32 L-8 Cadet (Interstate)..... . .. ................ 32 L.9 Voyager (Stinson).. .. .... .. ......... .32 L·l0 (Ryan) ...... ............................................................32 L. l1 (Bellanca) ............................................ 32 L·12 ReUant (Stinson) .................................................. 32 L·13 (Consolidated Vultee) .. .. .............................. 37 L·14 (Piper) ............................... .. . ......... ........ ..... 37 L·1S Scout (Boeing) .... ...................... ............... 38 L·16 (Aeronca).. . .... .38 L·17 Navlon (North American, Ryan) ......................... .... 39 L· 18 (PIper) ....... .. 32 L·19 BIrd Dog (Cessna) Also 0 -1.. ........ ............. 41 l·20 Beaver (de Havilland) Also desIgnated as the U-6 .................................. .46 L·21 Super Cub (Piper).. .. .......... 39 L· 22 Super Navion (Ayan) ........................... .......... 32 l·23 SemInole (Beech) Redesignated as the U.s ..................... .... ........ .. ...................................... 42 L·24 (Helio) Also U-10 ...................................... ............. 47 L·25 (McConnell) .... ..... .. ........................................ .40 L·26 (Aero Commander) Also U-9 .. ... 47 l·27 (Cessna)....... . ................. ............... 32 lC-126 (Cessna) ................................................. 40 NU·8F Seminole (Beech) .............. .. . ..... . .............. 37 0-1 Bird Dog (Cessna) ... .................. .. . ............ .41 OV·l Mohawk (Grumman) ............................................. 43 RU·21 D Ute (Beech) ........................................... ........ .. 48 SD3·30 (Short) ................................................. .. ....... 24 T -37 (Cessn a) ........................................... 44 Twin Dner (de Havilland) Also UV-18 .......................... 84 T·41 Mescalero (Cessna).. .. ....... .45 T -42 (Beech). . .. .......................... .45 U·l oner (de Havilland).. . .. . ..46 U-6 Beaver (de Havilland) .......... ................. ................ .46 U-8 Seminole (Beech).. . .... ............... .............. .42 U·g (Aero Commander) ............... . ................... .............. 47 U·l0 Helio Courier (Helio) ............... ............................ ..47 U·21 Uta (Beech) ....... .... .............. . .. .... . ......... 48 UV·18 Twin Otter (de Havilland) ....................... ............ 84 ROTARY WING AIRCRAFT ABC (Sikorsky) .................................................88 AAFSS (lockheed) Also AH·56 ...... 51 AH·1 Cobra (Be U).. .. .................. 50 AH·56 Cheyenne (lockheed) .... .. ............................ ... 51 AH·64 Apache (Hughes) .................. .. ....... 75 CH-21 Shawnee (Boeing) .............. ............... .52 CH·34 Chocktaw (Sikorsky) .......................................... 54 CH · 37 Mojave (Sikorsky).. . ................. 54 CH-46 (Boeing)... . ........................................................ 77 CH·47 Chinook (Boeing) .......................... ....... ............. 55 CH·54 larhe (Sikorsky) ... .56 H·13 (BeIQ Also OH-13.................................................65 JUNE 30, 1988 Schweizer for half a century the quiet soldier. Building for the future through a history of excellence. For five decad es. Schweizer Aircraft ha s been a qui et but important part of th eArmy team . We are committ edto broadening this relation ship in the next decade with SEMA aircraft , UAV 's, and training helicopters. Today , in particular, Sch weizer is focused on the Arm y require- ment for anext generation tra ining helic opter. The turbine-po we red TH-3 30 is configured spe cificall y to mee t thi s need . Sch weizer, a qui et partner, committed to th e fu tu re of Arm y Aviati on . 1940's~-----TG·3A Army/Air Force training glider 1950's~OH·13 Production sou rce for cabin and fr ame assemb lies 1960's &~YO 3 A Quiet observation aircraft--operalional in Southeast Asia 1970's ~~ 1980's UH · 60A Production source for gunner windows and ot her assemblies TH -55ITH·30DC Product support of FI. Ruc ker fleet/ Manufact urer 01 Model 300e prod uct li ne Schweizer Schweizer Aircraft Corp . p.o. Box 147 Elmira, NY 14 902 U.S.A. Phol'la: 607-739-3821 Telefax: 607-796-2488 Telex: 932459 H-14 ... ........ ......... ........... .......800 R-14 H-15 (Bell) ....................................................... 8ee XH-15 H-16 (PiaSecki) Also designated as YH-16 and H-27 ...... 74 H-17 (Hughes).. .................. .......................... 73 H-18 (Sikorsky) See YH-18.. ........ 76 H-19 (Sikorsky) See UH-19.. .. ............ 71 H- 21 (Boeing) See CH -21 ...............................................52 H- 22 (Kaman)....... .. .......69 H-23 Ra ven (HlIIer) See OH-23... .. ..............66 H-24 {Seibel)........ ................................................... 58 H- 25 Army Mute (Piasecki)... .58 H-26 (American) ..59 H-27 (Piasecki) See YH -16.. .. ................ _... 74 H-28 (Hughes) See XH-17.. ........... 73 H-29 (McDonnell).. ................... ...not pictured H-30 (McCulloch).. ... 59 H-31 (Doman)... .. ............. 60 H-32 Hornet (Hiller) ......................... 60 H-33 (Bell) Also designated as the XV-3 ........................ 61 H-34 (Sikorsky) See CH -3 4 .. .. ......... 54 H-35 (McDonnell) See L-25 ... .. ....................... .40 H-36 .. .. ............ Reserved for Navy use, then cancelled. The designation was never uUlized. H-37 (Sikorsky) See CH-37 ... . ............ 54 H-38 ....... .... .. Re served for Navy use, then cancelled. The designation was later assigned to a classsilied project. H-39 (Sikorsky)... ......................... .... 61 H-40 (Bell) See UH-1 .... .......... ...............................70 H-41 (Cessna) See YH-41 ................................... .. .........76 H-42 (Hughes) See TH -55 .............................................69 H-46 (Boeing) See YHC-l .................. ..........74 HO -l Djl nn (Sud Avn) Also designated as the YHO-IDJ.. ................__ ... ..62 HO-2 (Hughes) Also designated as Ihe YH0-2HU and TH-55.. ......... 69 H0-3 (Brantley) Also designated as the YH0-3BR ......... 62 LOH (McDonnell) Also designated as the OH-6A ........... 64 OH-4A ( Be U) ........... 63 OH-5A (Hitler) .. .................. .......................... 63 OH-6A Cayua. (Hughes).. :.................................. .. 64 OH-13 Sioux (Bell)... ....................... , ...... 65 OH-23 Raven (Hiller) ........................_.......... 66 OH-58 Kiowa ( 8eU) ................................................ 67 RSRA (Sikorsky). . .............................. ............ 78 R-l (Piatt-LePage).. .......Twin rotor side-by-side. P&W R-965-21 410 hp engine. Only two models were built. R-2 (Kellell) .. The YO- IC Autogyro. Jacobs R-915-1 300 hp engine. Only one R-2 was procured. R-3 (Ke llel).. . .. .....Converted YO -I B Autogyro with feathering rotor. Jacobs R-755-3 225 hp engine. The R-2 and R-3 were the only true_ ~_l:Itogyros with official military designations. R-4 (Sikorsky) ...68 R-S (Sikorsky).... .....68 R-B (Sikorsky, Nash-Kelvinator) ....... .. ............................. 68 R-7 (Sikorsky)..... .A redesignation 01 t he R-6A. Designation was later cancelled. R-8 (Kelle t).. ........Twin rotors, side-by-side. Frankl1n 0-405-9, 240 hp engine. Two procured. 22 ARMY AVIATION R-9 (G&A aircraft, Firestone)... ....Only one procured. One two-bladed rotor. Lycoming 0-290-7 135 hp engine. R-l0 (Kellet) ................... Later redesignated as the H-l0A . Crew ollwo: sile litters. Two intermeshing rotors. Two P& W R-985-AN-S engines. Two procured. R- l1 (Rotor-Craft, Magill)..................... On ly one procured. Two contra-rotating, three-bladed rotors. Continental A-l00 100 hp. R-13 In 1948 both "R " and "H"designations were used lor many aircraft. See OH-13........... ............. 65 R-14 (G&A Aircraft, Firestone) .. Sioux Scout (Bell) See OH-13... TH-SSA Osage (Hughes) UH -l Iroquo is (Bell) UH-2 (Kaman) .. UH-19 Chickasaw (Sikorsky) .. UH -60A Black Hawk (Sikorsky) ... XC H-62 HLH (Boeing Vertol) .. XH-15 (Bell) .. XH-17 (Hughes) .. XH-S1A (Lockheed) ......Three procured, cancelled in 1946). ...........65 ......................69 ......... 70 .................... 71 ... 71 . .. ............ 72 ... 68 ....... 73 .................. .. 73 XH-51A Compound (Lockheed) ................... . .......... 74 ...... .. 74 YH-16 {PiaseCki) ..... .. YH-18A (Sikorsky) .. .. YH-41 Seneca (Cessna)............................ . YHC-l (8oelng) YUH-1B Compound {Bell) .... 16H-IC Compound (Piasecki) ............. .. 74 ............76 . .. 76 ... 77 ..............77 .....69 V/STOL, JEEPS, & GEM S Alrcar (Curtiss-Wright.. . .. 81 GEM (Princeton) ...... .. .................. _.81 HZ-1DE Flying Platform (DeLackner).. ........ 81 VZ-1E Pawnee (Hiller)....... ....... .............. .............. 79 VZ-2 PH Tilt Wing (Vertol) ................. ................. 79 VZ-3RY Deflected SlIpSlream (Ryan).. ............ 79 VZ-4DA Ducted Propeller. (Doak)..................... ....... .. 79 VZ_SFA Dellected SlIp.lream (Fairchild). . .. ..... ...... .. 80 VZ-6CH Aerial Jeep (Chrysler). .................... ... .... 80 VZ-7AP Aerial Jeep (C urtlss·Wright).. ...80 VZ-8PB Aerial Jeep (Piasecki) .. .....................80 VZ-9A GEM (Avro) ...... 81 VZ-l0 Hummingbird (Lockheed) Also known as the XV-4A82 X-Wing (S ikorsky) ........................................... 78 X·19 llit Wi ng (Curtiss- Wr ight) .. ............ .. ......... .. ...86 X-22A Ducted Fan (Bell Aerosystems) .. ..... 87 XC-142A Tilt Wing (Llng-Temco-Vought, Ryan, and Hitter)................ .................... .. ..... 87 XH-59A (ABX) (Sikorsky) .. .... .................. . .. 88 XV-1 (McDonnell) Se8 L-25... .........40 XV-3 (BeIQ See H-33 .... 61 XV-4A Hummi ngb ird (LOCkheed) Also known as the VZ-l0 ................... . XV-SA Vert lp lane (Ryan) XV- 6A Harrier (Hawker Siddeley) XV-8A Fleep {Ryan)......... . ............... . XV-9A Hot Cycl. (Hughes) XV-1S (Bell).......... . .... 82 .. 82 .........83 ....... .. ..83 ......66 . ... 88 JUNE 30, 1988 C-12D HURON DESCRIPTION: Ten-place pressurized com- mand transport. liaison, and cargo aircraft now utilized by all four branches of the Services. MANUFACTURER: Beech Aircraft Corporation, Wichita, Kansas. POWER PLANT: Two P&W PTA6A-41 lurbine engines, 850 shp each. PROPELLERS: Three-bladed Hartzell fun- feathering, reversible propeners. SPECIFICATIONS: Span: 54 ft, 6 in. Length: 43 ft. 10 in. He ig ht: 14 It, 6 in. Gross wt: 12,500 Ibs. Empty W1: 8,060 Ibs. Useful load: 4,391 Ibs. Fue l: 544 gal. PERFORMANCE: Cruising speed (25,000 ft): 280 kts. Economical cruising speed: 275 kts. Stall speed: 80 kts. Service cei ling: 35,000 ft. Max range: 1,755 nm. Rate of climb: 2,400 fpm. REMARKS: The utility of the "o ff-the-shelf" C-12 Super King Air is enhanced by the variety of operational takeoff weights ranging from 12 ,500 to 15 ,0 00 pounds and an avionics package which includes all of the necessiti es plus radar altimeter, color weather radar. com- 23 BELOW: 52 inch wide by 52 112 inch high cargo door is C-12 feature ---plete autopilot system and RNA V. The C-12D has a large cargo door and a high-flotation la n- ding gear which allows comfortable, high speed transport of either bulky cargo or personnel from short, unprepared fields. Its missions range from Photographic Reconnaissance , COMINT, ELlNT , Infrared Surveillance, Maritime Surveillance, Atmospheric Sampling, Airways Facilities Inspection to Air Ambulance. A total of more than 330 C-12's are currently being ope ra ted in all fo ur Services. SD3-30 DESCRIPTION: Thirty-place unpressurized, twin engine turboprop with high wi ng and retractable tr icycle landing. MANUFACTURER: Short Brothers, PLC, Belfast, Northern Ireland. POWER PLANT: Two Pratt and Whitney of Canada limited PTGA-45R, turbo prop engines, rated at 1198 shp. PROPELLERS: Hartzell five blade propellers of 9 foot 3 inch diameter. SPECIFICATIONS: Span: 74 leet, 8 inches. Length : 58 feet. Height: 16 feet, 3 inches. Emp- ty weight: 14,140 pounds. Gross weight: 22,900. PERFORMANCE: Max speed: 198 knots. Cruising speed: 190 knots. Service ceiling: 20,000 feet. Max range: 775 miles, 320 miles with 30 passengers. Rate of climb: 1180 feet per minute. REMARKS: Th e Army currently operates six 8D3-30 (four owned , two leased) from U.S. Ar- my Kwajalein Atoll , Marshall Islands. These air- craft replaced the aging C-7A Caribou in 1986, which had been in use on Kwajalein since 1973. They were originally purchased for use by the FAA and are now used to transport approx- imately 180 technicians daily to and from Kwajalein . C-20E DESCRIPTION: Sixteen-place low wing high speed VIP jet transport. MANUFACTURER: Gulfstream Aerospace, Savannah, GA. POWER PLANT: Two Rolls Royce Spey MK 511-8 turbo fans. SPECIFICATIONS: Span: 77.8 leet. Length: 83.1 leet. Height: 24.4 feet. Empty weight: 32,200 pounds. Gross weight: 69,700 pounds. PERFORMANCE: Max speed: Mach .85. Cruise speed: Mach .77. Service ceiling : 45,000 feet. Max range; 3,6 50 nautical miles. Rate of climb : 4 ,2 10 feet per minute. REMARKS: The Army is currently taking delivery of two C-20 Es, the military version of the G3. These aircraft will supplement the Of- fice of the Secretary of the Army fleet and sup- port not only senior Army and Government of- ficials, but will also be available for "Space Available" travelers. / -/' 10m I'A UNITED STATES ARMY ------------~Q ~~~~~Q~~Q~~Q~~~~~~~~------ ------ All dressed up and no way to go. They have the latest training, (he most advanet:d weapons, but unless they can get towhere they're needed, (hcsc capable professionals can't fight. Thesedays, while equip- ment and mission demands have gotten heavier, divisions have gotten lighter. This has required an upgrade of the UH - 60ABLACKHAWK. to mcct these n cw conditions and continue as the u.s. Army's prcm.ier helicopter. Soon these soldiers will meet the product improved BlACKHAWK. lthasa!l the o:periencc and flexibility of the nearly 1,0001lLACK HAWK "A"s currently in service. TIle improved model will be geared up for the 1990s and beyond. Significantly upgraded engines. A b reakthrough rotor system. New tip tech- nology. A nC\.v gearbox built for improved durability. Advanced Integrated Avionics. 111ese and many more reliability and mailUainability feanlTCS reduce the Army's cost of ownership. In short, some exciting improvements that wiU make a tme force multiplier even more effective. And keep up the spi rit of the finest fighting force in the world . ~ UNITED TECHNOLOGIES SIKORSKY AIRCRAFT FAST, ACCURATE, REAL-WORLD ROTOR ANALYSIS IS AS EASY AS A-8-T. The Automatic Blade ll'acker IABTJ Measures Blade ll'ack and Lead/ Lag. Better than Strobe Lights. Better than Line Scan Cameras . The ABT is also a key element of the RADS·AT'" (Rotor Anal~is and Diagnostics) S~tem which solves track, balance and vibration prob· lems faster and simpler than anything else currentl y in use. The RADS·AT s~tem automaticall y measures rotor flap to ± 1mm, lead/lag to ±0.2mm plus four channels of vibration data simultaneously, in a matter of seconds. SIMPLICITY. Pil ots can learn to operate the RADS·AT s~tem in less than 30 minutes . There are no strobe lights or cameras to hold . Pressing one button acquires consistentl y accu- rate data regardless of operator exper ience or weather cond itions . SPEED AND SAFETY. With RADS-AT. pilots typically need to stay on each test stat ion for less than 10 seconds ... a big safe ty plus w hen perform i ng extreme maneuvers in crowded ski es . The test f li ght's length is determined by the number of test states and trans ition times between them ... not by the time required to collect data . In fact , the s~tem can co ll ect data during missi on fl ights, eli mi natin g the need for special tests flights . As well as red ucing test flig ht time, fewer flights are needed, because the accuracy of the data provides reliable solutions. SIZING. The RADS -AT s ~t em's rug- ged, co mpact pa ckag ing is des igned to f it into attac k hel icopter coc kpits . The Data Acquisition Un it (12 " x 11 " x 4") and Control and Display Unit (11" x 8" x 2") weigh less than 15 Ibs . There are no disk or tape drives to degrade or fail under arduous f light or climatic conditions, because RADS-AT is cus- to mi zed for specific aircraft by plugg ing in solid state "credit card" memory units. SOLUTIONS . The RADS -AT system analyzes the clean, accurate ABT data and provides reliable pitch link, tab and weight ad just- ments for smooth fligh t over a w ide va riety of missions. It also mon itors vibration spectra, reports out-of-tole rance situations and advises maintenance crews on probable cause. System software is designed such that the more you learn about the aircraft, the more expert RADS-AT becomes. RADS-AT is the readiness tool that cuts costs and complexity. FIND OUT MORE. RADS technology originated at Stewart- Hughes (UK) Ltd. and was proven by Bell Heli- copter. It is also in daily use at Sikorsky, the Royal Navy and elsewhere. RADS-AT was jointly developed by Stewart- Hughe s and the Government Products Division of Scientific- Atlanta . For more informa - tion, please contact Mike Walter at 619-268 -7323. Scientific Atlanta CV-2 CARIBOU POWER PLANT: Two Pratt & Whit ney R2000-7M2 engines of 1,450 hp each .. PROPELLERS: Hamilton Standard three· bladed, variable pitch metal propellers. SPECIFICATIONS: Span: 95 ft, 8 in. Leng th: 72 ft, 7 in. Ht: 31 ft, 9 in. Empty wt: 16,920 Ibs, Gross wI: 28,500 Ibs. Places: Crew of two and 32 pass., 24 combat-equ ipped troops, or 14 litters and 8 troops. PERFORMANCE: Max speed (S L): 216 knots. Cruise speed (S L) : 149 knots. Service ceiling: 27,500 ft. Max range: 1,611 n.m. Rate of climb: 1,575 fpm . REMARKS: Since initial procurement (Nov _ .~,:. ,~=>-~ _ 1959) and first delivery (Jan 1961), the Army ..:; - .~ ._ purchased 173 Caribou before releasing them to the USAF in April 1966 under a DESCRIPTION: Medium Tactical Transport Army-Air Force agreement. The CV-2's were (MTT) STOL aircraft wit h wheel or wheel- ferried to Vietnam in 1962 where their ex- skis. cellent short-field performance and three-ton MANUFACTURER: DeHaviliand Aircraft of payload served well. DOD later approved ('66) Canada, Limited, Do wnsview, OntariO. a twin-turbine wide fuselage program ...................................................'..................' ......~ CV-' BUFFALO DESCRIPTION: Medium Tactical Transport (MTl) STOL aircraft. MANUFACTURER: DeHavilland Aircraft of Canada, Limited, Downsview, Ontario. POWER PLANT: Two General Electric T64-10 turbo-prop engines of 2,850 horsepower each. PROPELLERS: Hamilton Standard three- bladed, reversible pitch metal propellers, 13 feet, 9 inches diameter. SPECIFICATIONS: Span: 96 feet. Length: 77 feet, 3 inches. Height: 28 feet, 7 inches. Emp- ty weight: 22,864 pounds. Gross weight: 41 ,000 pounds. Places: Crew of two and 41 passengers (or 35 paratroopers) or 24 litters and 6 troops. PERFORMANCE: Maximum speed (Sea level): 234 knots. Cruising speed (Sea level ): 222 knots. (5,000 feet): 443 knots. Service ceiling: 31,000 feet. Maximum range: 609 nautical miles. Rate of climb: 2,050 feet per minute. REMARKS: The Butfalo is a larger turbo- prop version of the CV-2 Caribou. Since April, 1965, four prototypes of the CV-7 Buf- falo were built under a U.S.-Canadian production-sharing agreement. Increase Flight Time and Reduce Costs with V'BRAloe... a New Computerized Vibration Maintenance System CtlidW!Cll·Htlmu lh's .. tegt,1ed ,ppr~ uses the New Model 8500 Bal~ Mllyltr I nd an IBM PC' compahtlie sl)ltWire prOQr l m TlIII r esu ~ IS V. ~ lil lOQ. a comprehensIve analysIs ,nd conlroi syslem 101 I"· Ir alM I n(! PQWerplim VI~ r l t lOO probltm sotYlf\O. pre· dlCll ve maIntenance. rOlo r !l ack and ~allnce. pro p tl l ~r balance. I fIlIturbo lan b. lIoce • Aeduee GOsts by pel10rmlng malnlen . nce based on conditlO)n . • MI nimize tIIghl down· time by prl1ormil"lg te~ r$ belo re Il ilur. using prtd ictM ml lntenanee data . • Centralize set·up !nd III.Ilnlr nallee scheduling lor consistent results . • Ellmlnil.lhe guesswork o! gathering , storing , Intupreling IIld complUng vibliltion dati. • DtveIop ,non· golng I'IbrllUOn profileOI each alrclilll , or group 01 ume model alrcrnlt, 10 monilor vibration trend~ . InsWc!ioM a.e lormaMed lor lnserilOll Inlo Ind displlly by the Molkll!500 . TI1I151 lnur~lons aulomal l Ci~ liet up Iny number 01 8500s 10 coIle<:I vlltliltion dila In • predtllned sequence . The dill Is thin 1II111f11llicalty slOred and libeled to be received by the post proussl ng S\'Item lor analysis and dlsJllly. Tht !cIUf pl\nlOlfllall1ll righl.1e Iyplca l 01l1"li almost unUmiled wa\'l In which dila WI be compiled and dlspl,)'fII. AnII out morelbOltl this powHIut , yeI easy 10 ue IooIIO.keep /IivIl11lme up 'IfId repair COS l dawn . 4e Ol M. Anl in O••l ll Monti, CA 11731 (III) 57S-elellTelu 114 ·271 FAX (11.)350-4236 M,n ulxlu(fn oIlMusl'r "lIId.nJ ~lb"IIGn '{IIlylll,nd conlrlJl 'qIIlpm.ol /0. 1lf1lct/fllJn 1If ~ ,lfErlil ,,_ IH7. NEED MORE RANGE? MORE MISSION FLEXIBILITY? SAFE AUX FUEL • DIFFERENT SIZES/SHAPES • CRASHWORTHY • 14.5 mm SELF SEALING • "MOTHER COWS" FOR INFORMATION CONTACT: ROBERTSON AVIATION. INC. ~o. BOX 968 • TEMPE. AZ • 85281 PH (602) 967-5185' FA X (602) 968-3019 lfend plot FUEL FOR THOUGHT : "n is cus t omary in democratic countries to deplore expenditures on armaments as con fli cti ng with the requirements of social services. There is a tendency to forget that the most impo r tant social se rvice that a government can do for its people is to keep them alive and free ~ Briti sh Ai r Mar shal , Sir John Siessor I L-1 VICILANT DESCRIPTION: Two-place metal frame, fabric covered high wing observation and recon· naissance aircraft employed in medi cal evacuation missions in its litter configuration. MANUFACTURER: Stinson Div i Sion of Con· solldated Vultee Aircraft Corporation. POWER PLANT: One Lycoming R-680-9 ra- dial, 9 cyli nder, aircooled eng in e of 295 horse- power. PROPELLERS: Hamilton-Standard constant speed, 8 foot, 6 inch diameter. SPECIFICATIONS: Gross Weight 3,325 Ibs_ PERFORMANCE: Cruise speed (Sea le ve l): 100 knots. Service ceiling: 14 ,000 feet. Max- imum range: 317 nautical miles. REMARKS: Th is aircraft was origina ll y desig- nated as the 0-49 with its procuremen t being handled by t he Army Air Corps. The Vultee- Stinson entry was the w in ner of a competition with the Bellanca YO-50 and the Ryan YO- 51 Dragonfly_All models (A through F) had flaps and slots. 327 Vigilants were purchased in 1942 to include 142 L-l ' s, 182 L-1A ' s, and 3 L-1B ambulance aircraft. An additional 25 were bought in 1943 with 21 L-1 D's be i ng co n- verted A's for familiarization In glider training. L-2 CRASSHOPPER DESCRIPTION: Two-place metal fra me, fabric covered, high wing observation and re connaissance aircraft. MANUFACTURER: Taylorcraft. POWER PLANT: One Conti nental 0-170 -3 4 30 cylinder, direct drive, horizontally opposed, aircool ed engine of 65 horsepower. PROPELLERS: Sensenich two-bladed fixed pitch wooden propelle r, 6 foot d ia meter. SPECIFICATIONS: Gross Weight: 1,300 Ibs. PERFORMANCE: Cruise speed (Sea level ): 84 knots. Service ceiling: 10 ,050 feet. Max- imum range: 305 nautical mil es. REMARKS: Originally designated wit hin the Army Air Forces as the 0-57, the aircraft was used by both the AAF and the Army Ground Forces. All models, A through M" an d ex- cluding " 1", had 65 horsepower eng ines, ex- cept the L with its 50 horsepower engine. Pr ocurement included 559 In 1942 (74 L-2 's, 476 L-2A's, and one each of the C, 0 , E, F, G, H, J, K, and L models). 194 3 procurement totaled 1,390 aircraft (490 L-2B' s and 900 L-2M ' s). The H, J , K, and L's h ad side-by-side seating; all other models featured tandem seating. GOULD COMPUTERS TODAY... for TOMORROW'S ARMY GOULD COMPUTERS for ... • ON·BOARD HELICOPTERS • MISSION PLANNING • PAPER·LESS MANUALS • MIL·STD DOCUMENTATION • MAINTENANCE RECORDS • EMBEDDED TRAINING • ASSET TRACKING • OFFICE AUTOMATION • TRAINING & SIMULATION SYSTEMS • RESEARCH & DESIGN DEVELOPMENT SUPPORT GUARANTEES THAT COINCIDE WITH THE LIFE OF THE PROGRAM -} GOULD Electronics .---L -.3 - C-R-A-SS - H - O - P - P -E -R -----o..I DESCRIPTION: T wo-place metal frame, fabric-covered observation and reconnais- sance aircraft. Military version of com mer- cial "Challenger." Models ranged from " A" through " J", excluding " I ", MANUFACTURER: Aeronca Mfg. Company. POWER PLANT: One Continental 0-170-34 cylinder, direct drive, horizontally opposed, aircooled engine of 65 horsepower. PROPELLERS: " A " model : Fr eedman- Burnham ground adjustable, two· bladed pro- peller with aluminum hub. The " 8" & " C" models had a Sensenich fixed pitch wooden propeller. SPECIFICATIONS: Gross Weight: t ,300 Ibs, PERFORMANCE : Cruise speed (SL): 76 , .... ··M.';":" • - . knots. Service ceiling: 7.750 feet. Maximum 65 horsepower eng ines; all but the " F" and range: 219 nautical miles. "G" with side·by-side seating, had tandem REMARKS: Us ed by both AGF and AAF. seats. 875 " B's" and 490 "C 's" were pur· Orig inally the 0·58, the L·3 was dubbed chased during 1942·1943 with total procure· ..__"G_ra.S.S.h.o.p.pe.r." .b.Y.t.h.e.A.r.m.Y.'.A.II.m_0.de.I.S.h.a.d__m.e.n.t.b.e.i.n9_ 1 .'4.6.5.a.ir.c.ra.f.1.________-1 ADD'L "L" AIRCRAFT L·7 Monocoupe .. Manufactured by Universal; powered by a 90 hp 0·200·1 Franklin engine. All 19 two-place " A's" purchased in FY 1943 were sent to the ETO . L·8 Cadet .. Manufa c tured by I nterstate; powered by a 65 hp 0·170·3 Continental engine. Two·place commercial S·l A Cadet not used by the AGF; Bolivia bo ught 8. L·9 Voyager .. Manufactured by Stinson; powered by a 90 hp 0-200·1 Franklin engine. The British Navy bought eight three·place L·9A's in FY 42 and also used 12 L·9B's with 4AC·199-E3 engines. L·l0 .. Manufactured by Ryan Aeronautical; powered by a 145 hp 50·499 Warner engine. Designated as the Ryan SCW in 1937, one three·place L·l0 was leased in FY 42 . L· l1.. Manufactured by Bellanca as the six· place 31-50_ Powered by a 600 hp R-t340-4t Pratt & Whitney engine. One leased. L-12 Reliant.. Manufactured by Stinson as 32 the SR-5A ("A" model) and the SM-7b ("8" modeL) Two L- 12 's with a 300 hp R-680-9 Ly coming engine and two L-12A's with 300 hp R·985·A P&W engines were purchased by the AFF in FY 44 as four-place trainers. L·18 .. Manufactured by Piper as Cub 95; powered by a 90 hp 0-205-1 Continental engine. First purchased in FY 49 with the bulk of a 1,043 b~y ( t05 " 8's " and 938 " C's") being obtained by Turkey an d a small number utilized by Army flying clubs. L·22 Super Navion .. Manufactured by Ryan Aeronautical; On ly three aircraft carried this deSignation. Redesignated as XL·17D's. L·25 .. Manufactured by McDonnell Aircraft; only aircraft to carry three designations; also known as the XV·l and XH· 35. L· 27 ... Manufactured by Cessna Aircraft as its commercial Model 310 twin·engine air- craft and used within the USAF. No Army procurement of this model. ---------------------------------------~L-4 CUB -................--......--....----..----......--.... . .. .. DESCRIPTION: Two-place metal frame, fabric-covered , high wing observation/liaison aircraft. MANUFACTURER: Piper Aircraft Corpora- tion, Lock Haven, Pennsylvan ia. POWER PLANT: One Continental 0-170-3 piston engine of 65 horsepower. PROPELLERS: Sensenich fixed pitch, two bladed wooden propeller. SPECIFICATIONS: Span: 35 leet, 4 inches_ Length: 22 feet, 4 inches. Height: 6 feet, 7 in- ches. Empty we ight: 658 pound s. Gross bu ys. All had tandem seating, except the E weight: 1,220 pounds. and F. They also had a 75 hp Continental PERFORMANCE: Maximum speed (Sea engine; three-places, one in front, two in level): 76 knots. Cruising speed (Sea level): 66 back; and were used for pre-glider training. knots. Stalling speed: 60 knots. Service ceil- " G" had a 100 hp Lycoming engine, " H" was ing: 9,300 ft. Maximum range: 219 n, m.. a "6 " with a fixed pitch prop and a 65 hp REMARKS: From initial '42 procurement un- Lycoming engine; the "J " was an " H" with a til ' 45, the Army rec 'd 5,671 L-4 's. Ten models controllable pitch propeller. While the L-2 , were purchased, ranging from the " A" (948 L·3, and L-4 were all called "Grasshoppers", purchased) through the " J" (1 ,680 units). 981 the name "Cub " stuck to the L-4 . 1t was also " 6's " and 1,801 " H's" were other major called the "May tag Messerschmidt." 33 ;1 L-S SENTINEL DESCRIPTION: Two-place metal frame, fabric covered high win g observation- reconnaissance and medical evacuation air- craft used by the AAF, AGF, and the Navy. Originally the 0-62, the models ranged from " A" to "G", excluding " D." MANUFACTURER: Stinson Division of the Co nsolldated Vultee Aircraft Co rp oration . POWER PLANT: One Lycoming 0·435·1 engine of 185 horsepower. PROPELLERS: Sensenlch fixed pitch, two- bladed wooden propeller, 7 feet, 1 inch dia- meter. SPECIFICATIONS: Ai rcraft Gross weight: 2,0 20 pounds. PERFORMANCE: Cruising speed (Sea level): 87 knots. Service ceiling: 15,800 feet. M ax - imum range: 48 3 nauti cal miles. REMARKS: Army L· Pil ots operated the L·5 from 1945 through the first months of the Korean hostilities. The ·"drop" rear seat per- mitted cargo or litter carrying. A total of 2,272 L-5's were pu rchased between 1942- 1945 (2,419 L·5 and L·5A's in 1942)(679 "B ' s" in 1943) (300 " C's", 558 " E's", and one " F" in 1944) (1 15 " G 's" in 1945.) L-6 ~, ---------------------------~ ' lI I DESCRIPTION: Two-place metal frame, high wing observation and re co nnaissance ai r- craft. MANUFACTURER: In terstate. POWER PLANT: One air-cooled Fran kli n 36 0 ·200-5 engine of 102 horsepower. PROPELLERS: U .S. Propeller fi xed pitch, two-bladed propeller of 6 feet, 4 inches dia· meter. SPECIFICATIONS: The aircraft's gross weight totaled 1,650 pounds. PERFORMANCE: Cruising speed (Sea level): 76 knot s. Service ceiling: 12, 100 feet. Maxi- mum range: 796 nauti cal miles. REMARKS: This fabric-covered aircraft was sold commercially as the Interstate S-1 B Cadet. Its or iginal Army Air Corps military deSignation was the 0-63. One X L-6 I n- terstate Cadet was procu re d in 1942 wi th an additional 250 of the aircraft being purchas- ed by the government in 1943 . L-13 DESCRIPTION: Three-place, all·metal, high wing observation and reconaissance aircraft capable of fu lfill ing t he medical evacuation mission. MANUFACTURER: Stinson D iv ision of the Consolidated Vultee Aircraft Corporation. POWER PLANT: One air-cooled Franklin XQ-425·5 engine of 245 horsepower. PROPELLERS: Two-bladed, va ri able pitch propeller of 8 feet, 6 inch diameter. SPECIFICATIONS: The aircraft had a gross weight of 2,900 pounds. PERFORMANCE: Cruising speed (Sea le ve l ): 93 knots. Service ceil ing: 15 ,000 feet. Max- imum range: 562 nautical mile s. REMARKS: Although the Army Ground Forces tested two of these ai rcraft in 1945 , the L-13 was not accepted at that ti m e. Later, the Army Ground Forces procured the L-13 model and by June, 1951 , there were 43 of this ai rcraft in the Army inventory. Th e L-1 3 could car ry two litters in place of the rear passenger sea ts . The production prototypes of the L -13 aircraft had folding wi ngs, but this particular model was not procured for use by the Army. L-14 DESCRIPTION: Three-place, metal f ra me, fabric-covered observation and reconnais- sance aircraft capab le of fulfil ling medical evacuation missions. MANUFACTURER: Piper Aircraft Co rp o ra- 37 tion of Lock Haven, Pennsylvania. POWER PLANT: One Lycoming 0-290-3 piston engine of 130 horsepower. P.ROPELLERS: Sensenich two-bladed model 76 JB 44 propeller. SPECIFICATIONS: Span: 35 fe et, 10 inches. Length: 23 feet , 3 inches. H ei ght: 7 feet. Empty weig h t: 1,100 pounds. Gross weig ht: 1,800 pound s. PERFORMANCE: Maximum speed (Sea lev- el): 117 knot s. Cruising speed (Sea le vel): 104 knots. Service ceili ng: 14,500 feet. Maximum range: 397 n. m. Endurance: 3.5 hour s. REMARKS: The Army Ground Forces pro- cu red five L-14 's and cancelled an order for 845 more on VJ Day. The airplane had long landing gear, a litter-carrying co nfiguration (over the rear seat and into the rear fuselage), and excepti onal all-around visibili- ty through the plexiglass . 'birdhouse' in which the pilot sat. ' , I I II L-1S SCOUT DESCRIPTION: Two-place all-melal, high wing observation and reconnaissance air- craft with tricycle landing gear. MANUFACTURER: TheBoeing Airplane Co. POWER PLANT: One Lycoming 0-290-7 engine of 125 horsepower. PROPELLERS: Two·bladed, variable pitch propeller. SPECIFICATIONS: The aircraft had a gross weight of 2,216 Ibs. PERFORMANCE: Cruis ing speed (Sea level): 75 knots . Service ceiling: 12, 500 feet. Max- imum range: 250 nautical mile s. REMARKS: This was a production prototype that was never produced in quantity. Twelve YL-15 aircraft were procured by the Army Ground Forces between 1947 and 1949 for service and evaluation tests only. The YL-15's were later utilized in Alaska by the Forestry Service. The Boeing-bui lt L-15 Scout used spoilers instead of ailerons and full flaps. With its high wing and elevated tail boom, the L-15 's observer was seated back- wards and had a full panoramic downward view unobstructed by the normal tail struc- ture of most observation aircraft. L-16 DESCRIPTION: Two-place, metal frame, fabric-covered observation and reconna is- sance aircraft. MANUFACTURER: Aeronca Manufacturing Company. POWER PLANT: One Continental 0-190-1 engine of 95 horsepower. PROPELLERS: McCauley fixed pitch, two - bladed metal propeller of 6 feet, 1 inch dia- meter. SPECIFICATIONS: The aircraft had a gross weight of 1,30 0 Ibs. PERFORMANCE: Cruising speed (Sea level): 71 knots. Service ceiling: 14,500 feet. Max- imum range: 405 nautical miles. REMARKS: This tandem-seating L-16 air- craft was the military version of the Aeronca "Champion ", and was the most inexpensive aircraft ever purchased by the military. The initial date of Army procurement was in 1948, with a total of 742 L-16A's eventually- 38 being delivered. There were 61 " 8" Models through June 1948. The L-16 was used exten- sively in the early part of the Korean conflict in 1950, and a large number were also used in the Ci vil Air Patrol In the mid-'50's. L-17 NAVION DESCRIPTION: Four·place all·metal, l ow wing utility and liaison aircraft with fully- retractable landing gear. MANUFACTURER: Ryan Aeronautical Com· pany (L-17 A). North American Aviation manu· factured the " B" and " C" models of the L-17. POWER PLANT: One Continental 0-470-7 engine of 185 horsepower ("A" Model); 205 horsepwer ("B" and "C" Models). PROPELLERS: Hartzell two--bladed, variable pitch metal or plastic propeller, of 7 foot dia· meter. SPECIFICATIONS: Gross weight: 3,050 Ibs. PERFORMANCE: Cruising speed (Sea level): 106 knots. Se rv ice ceiling: 10 ,900 feet. Max- imum range: 681 nautical miles. REMARKS: Three models of the L-17 were procured by the Army. The "A" models were first purchased in FY 1947 with the Inventory high paint of 42 being reached by 1951 . The " 8 " and "C" models had 205 horsepower engines and were purchased in FY 1949 with 196 " B's" and 35 "C's" being inventory highs in June 1949 . The L·17 Navions were turned over to Army flying clubs on being phased out of service. L-21 SUPER CUB DESCRIPTION: Two·place observation and liaison aircraft. MANUFACTURER: Piper Aircraft Corpora· tion, Lock Haven, Pennsylvanni a. POWER PLANT: One Lycom ing 0-290-D 39 piston engine of 125 horsepower. PROPELLERS: Sensenich fi xe d pitc h, two· bladed metal propeller. SPECIFICATIONS: Span: 35 feet, 4 inches. Length: 22 feet, 3 inches. Height: 6 feet, 8 in- ches. Empty weight: 935 pounds. Gross weight: 1, 500 pounds. PERFORMANCE: Maximum speed (Sea level): 105 knots. Cruising speed (Sea level): 96 knots. Service ceiling: 16,000 feet. Max· imum range: 345 nautical miles. Rate of climb: 1,000 feet per minute. REMARKS: Since its initial delivery date in 1951 , the Army procured 150 " A" models and 69 " 6 " models. This metal·frame, fabric- covered airplane was used mainly as a trainer. The " 6 " model saw extensive U~e in the Far East with leased aircraft being used In SFT by Reservists. The L· 18C , used in MDAP, was the same as the L·21 except that it had a 90 horsepower Continental engine. L-25 (XV-1 H-351 DESC RIP TIO N: Four-place experimental con- vertiptane. MANUFACTURER: McDonnell Aircraft Cor· porat ion, St. Louis , Missouri. POWER PLANT: One Continental R-975-19 engine of 550 horsepower. ROTOR SYSTEM : Single three-bladed rotor and two-bladed pusher propeller. SPECIFtCATIONS: Empty weight: 4,277 pounds. Gross weight: 5,505 pounds. PER F OR MANCE: Maximum speed (Sea level): 171 knots. Service ceiling: 11,800 feet. Maximum range: 414 nautical miles. REMAR KS: The Army procured two L-25 ai r- craft in FY 1954 from McDonnell Ai rcraft for state-of-the-art research and evaluation. This was the only aircraft ever given three separate designations. The Army originally called this ai rcraft the XH-35 while the USAF referred to the convertiplane as the XL-25 with the XV-1 being the compromise desig- - -- ~ -- nation. The twin boom aircraft had a green- house-type cockpit and stressed skids. The XV-' was followed by the XV-2 (Sikorsky) con· verliplane (design study only) and the XV-3 (Bell) which achieved in-flight conversion. LC-126 DESCRIPTION: Four-place utility airplane. MANUFACTURER: Cessna Airqrafl Com- pany, Wichita, Kansas. POWER PLANT: One Jacobs R-755-11 direct drive engine of 300 horsepower. PROPELLERS : HamUton Standard cons tant speed metal propeller, 7 ft, 9 In diameter. SPECIFICATION S: Span: 36 feet, 2 inches_ Length: 27 feet, 4 inches. Height: 8 feet, 3.5 inches. Empty weight: 2,250 pounds. Gross weight: 3,350 pounds. PERFORMANCE: Maximum speed (Sea level): 158 knots. Cruisi ng speed (Sea level): 118 knot s. Service ceiling: 19 ,800 feet. Max- imum range: 1,036 nautical miles. En- durance: 4 hour s. Rate of climb : 1,200 feet per minute. RE M AR KS: In 1950 , five LC-126B's were pur- chased by the USAF for the Army National Guard. The Army issued a contract in 1952 for 63 LC-126C's for use in such varied mis- 4 0 sions as search and rescue, light cargo transport, and instrument training. The maxi- mum inventory totals for the aircraft were eight " A's" , five " B's", and 64 "C ' s" ,dropp- ing to nine aircraft by January 1962. 0-1 BIRD DOC; BELOW: A 0-1 on a DESCRIPTION: Two-place all·metal, high wing observation, reconnaissance, and liaison aircraft with tandem seating. MANUFACTURER: Cessna Aircraft Com- pany, W ic hita , Kansas. POWER PLANT: One Continental 0-470-11 piston engine rated at 213 horsepower. PROPELLERS: McCaul ey fixed pitch, two- bladed metal propeller. SPECIFICATIONS: Span: 36 ft. Length : 25 ft, 10 in. Height: 7 ft , 4 In. Empty wt: 1,6 14 Ibs. Gross wt: 2,430 Ibs. Fuel: 40 gal. Flaps, fixed landing gear. PERFORMANCE: Max speed (S L): 101 knots_ Cruisi ng speed (SL): 100 knots. 170 knots. Stalling speed: 86 knot s. Service ceili ng: 18,500 ft. Max range: 681 n.m. Endurance: 4.67 hours. Rate of climb: 1,04 0 fpm. REMARKS : De veloped for the Army after WW II , the Bir d Dog (originally designated by the Army as the L-19) was Cessna's wi nning design compe tit ion entry in April 1950. The 41 Army accepted some 3,430 0-lA 's and E's by March 1964 wi th the USMC usi ng 0-16's and C-1C's. Later, the USAF utilized F's and G's in Vietnam for forward ai r co ntro ller mis- sions. Nineteen oth er co untries also pur- chased th is ve rsat ile airc r.a ft. The structural- ly stronger TO- 1D served as the Army's in- strument trainer version in having a variable pitch propeller and an instrument panel in the rear. The latter co uld be enclosed for ho oded fl ight. I :1• I I U-SD I F SEMINOLE BELOW: RU-8D bottie Configuration DESCRIPTION : Six-place all-metal, low-wing high performance, all-weather courier and personnel transport wit h retractable tric ycle landing gear. Convertible to a medevac am· bulance, pilot trainer, or cargo hauler. MANUFACTURER: Beech Aircraft Corpora- tion , Wichita, Kansas. POWER PLANT: Two Lycoming GSO-480-1 engines rated at 340 horsepower each, supercharged for high altitude flight. PROPELLERS: Hartzell three-bladed, all- metal featherable propellers. SPECIFICATIONS (UF"): Span: 45 ft, 10.4 in_ Length: 33 ft, 4 in. Height: 11 ft, SVz in. Emp - ty wt: 5,112 Ibs; gross wt: 7,700 Ibs. PERFORMANCE: Max speed (SL): 186 knots_ Cruise speed (10,000 tt): 157 knots. Service ceiling: 27,000 ft. Max range: 1,519 n.m. En- durance: 8.36 hrs. Rate of climb: 1,3 00 feet per minute. REMARKS: The U-8D (originally the L-23) is the mili tary version of the Beechcraft Model 42 LEFT: RU-8D with APS-85 Radar 50 Twin-Bonanza with the " F" being a Beech- craft 65 Queen Air. 358 Seminoles were pur- chased during 1952-1962. Three production and 68 production U-8Fs were delivered start- Ing In January 1962 . The NU·8F, a turbine- powered, un pressurized U·8F (two Pratt & Whitney PT6A-6 turbine engines rated at 550 shaft horsepower each) was procured by the Army In 1964. Its increased speed, higher useful load, and greater range made it a wel- come addition to the Army fl eet. OV-1 MOHAWK DESCRIPTION: Tw o- place observ ation and reconnaissance aircraft. MANUFACTURER: Grumman Aerospace, Old Bethpage, Long Island, New York. P OWER PLANT: Tw o Lyc oming T53·L·701 tUf- boprop engines, 1,400 shaft horsep ow er each. PROPELLERS: Hamilton-Standard three- bladed reversing & feathering, 10 ft . diam. SPECIFICATIONS: Span : 48 ft . Length: 41 ft. Length (w ith SLAR antenna): 43 ft . Height: 13 ft . Empty wt : 11 ,600 Ibs . Fuel: 1,930 l bs ; Twe lSO-gallon drop tanks: 2,368 lbs. P ERFORMANCE : Maximum speed (SL): 285 knots, (IA/photo). Cruise (SL): 210 knots. Ser- vi ce ceiling (80% fuel): 25 ,000 ft. Range (w/ drop tanks): 890 n.m. (IR/photo). RE MARKS: The OV-1 was first purchased as the AO·' ;n September 1960. The "A " utilized tw o 960 hp Lycoming T-S3 -L3 turboprop engines; a 1,100 hp T-53-l7 was installed in the " B" model in 1963. Designed to operate from small unimprovea fields in the forward battle area, the "0 " is deceptively similar to earlier ve rs ions but rapid configuration procedures enable a single OV-1D to perform th e surveillance functions of any previous Mohawk. Capable of daylight, darkness, and inclement weather oper at ions, the '0 ' has a more accurate inertial navigation system, improved infrared and radar performance with automatic data an· notation of imagery, three photographic systems that include a vertical and oblique firing camera and two panoramic cameras that provide ver· tical and horizontal terrain coverage horizon to horizon, a radiological monitoring system~ and' ECM equipment to assure mission success. i~ T-37 DESCRIPTION: Tw o-place, side-by-s ide off- the-shelf jet trainer. MANUFACTURER: Cessna Aircraft Com- pany, Wichita, Kansas. POWER PLANT: Two Continental J-B9-T·9 turbojets devel oping 1,840 pounds thr ust. SPECIFICATIONS: Span: 33 feet, 8 inches. Length: 29 feet, 2 inches. Height: 9 feet , 1 inch. Gross weight: 6,600 pounds. Empty weight: 4,076 pounds . PERFORMANCE: Max imum speed (10 ,000 feet): 355 knots at m ilit ary power, 21,730 rpm. Cru ising speed (25 ,000): 279 knots at normal rated power, 20 , 700 rpm. Service ceil- ing: 35,000 feet. Maximum range: 607 n au t- ical miles. End urance : 2.8 hours. Rate of c limb (Sea level): 3,200 feet per minute. REMARKS: Thi s aircraft was procured by the USAF as a primary jet trainer. Thr ee T-37's were loaned to the Army in 1958 for Project LONG A RM for the purpose of evaluating the use of high speed, high per- formance aircraft for long range artillery ad - justment and observation as well as low altitude, high speed flight. More than 900 were built for the USAF and other na tio ns. 0-91 DESCRIPTION: One-place high performance tactical reconnaissance jet fighter evaluated for use by the USA Aviation Test Board as an observation aircraft. MANUFACTURER: Built for the NATO Fo r· 44 ces by the Fiat Aviation Division of Turi n, Italy. POWER PLANT: Bristol-Siddeley Orpheus MK 803 ax ial flow turbojet engine of 4,078 pou nd s thrust each wi th after-burner. 5,000 pounds of rated sea level stati c thrust. SPECIFICATIONS: Span: 29 feet. Length: 39 feet, 3 inches. Height: 14 feet, 5 inche s. Emp- ty weight: 8,380 pounds. Gross weight: 19 ,070 pounds. PERFORMANCE: Maximum speed (Sea level): (G·91 R) 603 knot s, (G-91Y) 605 k no ts. Operational ceiling : 27 ,600 feet. REMARKS: In 1961 , the Army received the loan of three of these NATO fighters to be used for test and evaluation as a high speed, high performance observation aircraft. Te sting was disc ont inued after two of these jets were lost In separate accidents. The G-91T was a two-place tandem-seating trainer version. T-418 MESCALERO DE SCRIPTION: . F our-place, al,l·metal, high wing single engine primary tramer. MANUFACTURER: Cessna Aircraft Com- any, Wichlta, Kansas. . ~OWER PLANT: One Continental 10-360-D piston engine of 210 horsepower. PR OPELLE RS : One McCauley two-bladed, constant speed propeller. 6 ft., 4 in. dia. SPECIFICATIONS: 35 leet, 10 inches_ Length: 26 feet, 11 inches. Height: 8 feet, 11 inche s. Gross weight: 2,300 pounds. Empty weight: 1,255 pounds, PE RFORMAN CE: Maximum speed (Sea lev el): 134 knots. Cruising speed (5,500 feet): 130 knots per hour. Service cei ling: 17 ,500 feet. Normal rang e (5,500 feet): 582 nautical mile s. Maximum range (10,000 feet): 920 nautical miles . Takeoff, sod runway: 635 feel. Landing, sod: 400 feet. Fuel: 52 U.S. gallon s. Rate of climb: 910 feet per minute. RE MARKS: An off-the-shelf Cessna Model 172 , 255 T-418 's were delivered through March, 1967 under a $4 million contract. With extensive nav-com equipment for student-instructor usage, the T-41 released the 0-1 Bird Dog, then the Army 's primary trainer, for other support missions. T-42A DES CRIPTION : Four -place off-the-shelf dual intrumented, all-weather instrument and transition trainer. MANUFACT URER: Be ech Aircraft Corpora- tion, Wichita, Kansas. POW ER PLANT: Two Continental 10-470-L fuel injection engines rated at 260 horsepower each, PRO PELLERS: McCauley constant speed, lull·feathering two-bladed metal propellers, 6 le et, 6 inches diameter. SPECI FICATI ONS: Span: 37_9 feet. Length: 27.3 feet. Height: 9.6 feet. Empty weight: 3,423 pounds. Gross weight: 5,100 pounds. PERF ORMANC E: Maximum speed (Sea level); 134 knots. Cruising speed, 65 percent (Sea level): 175 knots. Service ceiling: 19,700 feet. Absolute ceiling; 21 ,000 feet. Maximum range: 1,226 nautical miles (wi th 45 minute reserve) . End urance: 7.5 hours. Rate of climb: 1,670 feet per minute. REMAR KS: Commercially known as the 45 Beechcraft 855 Baron, the T-42A was first purchased in ' 65 becoming o(le of the Army's most active trainers. Additional T-42 's were flown to Turkey by US Army pilots under a Military Assistance Program. U-1A OTTER DESCRIPTION: Eleven-place all-metal, high wi ng utility STOL ai rcraft. MANUFACTURER: De Havi lland Aircraft of Canada, Ltd., Downsview, Ontario, Canada. POWER PLANT: One Pr att & Whitney R-1340- 59 pi ston eng ine of developing 600 horse- power. PROPELLERS: Hamilton Standard three- bladed, variable pitch metal propeller. SPECIFICATIONS: Span: 58 leel. Length: 4t fee t, 10 inches. Height: 12 feet, 7 inches. Empty weight: 4,431 pound s. Gross weight: 8,000 pounds .. Fuel: 216 gallons. PERFORMANCE: Maximum speed (S ea level): 134 knots. Cruising speed (Sea leve l): 105 knots. (5,000 feet): 121 kno ts . Service ceili ng : 17,400 feet. Absolute ceil ing: 20,5000 feet. Cruising range: 667 nautical miles. Rate of cli mb: 735 feet per minut e. Endurance at crui se power: 6 ,9 hour s. REMARKS: Sin ce the initial procurement in March 19 55, the Army has purchased 20 5 Otters. Described as an "ai rborne one ton truck," the U-1A is one of the few service air- cr aft to retain its original designation. It employs wheels, skis, wheel-ski s, and Iloats in filling Arctic, tropic, and n or mal missions. 1'-----------------------1U-6 BEAVER ,....-----------------------------I DESCRIPTION: Six-place, ali-meta l, high wing general ut ility aircraft with no n- retractable gea r. Originally the Army L-20 ; Off-the-shelf commercial DHC-2. MANUFACTURER: DeHaviliand Aircraft of 46 Canada, Limited, Downsview, Ontario. POWER PLANT: One Pratt & W hitne y R-985 AN-1 engine of 450 horsepower. PROPELLERS: H amilton Standard two- bladed, va riable pitch metal propeller. SPECIFICATIONS: Span: 48 II. Length: 30 It , 4 in. Heigh t: 9 It. Empty wI: 3,000 Ibs. Gross wt: 5,100 Ib s. PERFORMANCE: Max speed ISL): 136 knots_ Cruise speed (SL): 110 knots. Service ceiling: 18,000 II. Max range (5,000 It): 794 n_m_ En- durance: 8 hours. Rate of climb: 850 'pm. REMARKS: Operable on wheels, floats, skis, or with a wheel·ski combination, the L-20 was designed for Ca nada's "bus h" cou ntry, i ts high wing allowi ng easy mooring at lakeside docks, Its Army missions included transporting and air-dropping personnel and supplies, wi re laying, courier services, med evacuation, and com mand transport. 968 U-6s in all we re delivered to th e Army. U-9 AERO COMMANDER DESCRIPTION: Five-place ali-metal, high- wing , utitity, command, and liaison aircraft. Originally designated as the Army L-26 (Models B through D, excluding A). Off-the- shelf-version of the commercial Model 520. MANUFACTURER: Aero Design and Engi- neering Co., Bethan y, Oklahoma (Later North American Rockwell Corporation). POWER PLANT: Two Lycoming GO-480-1 piston engines of 280 hp (YL-26); 270 hp (L-26B); 320 horsepower (C, D, and E models). PROPELLERS: Hartzell three-bladed variable pitch, metal propellers. SPECIFICATIONS: Span: 49 ft, 6 in. Length: 35 ft, 11,1,1 in. Height: 14 ft , 9V2 in. Empty wt 4,475 Ibs. Gross wI: 6,750 I bs. Fuel: 156 gal. PERFORMANCE: Max speed (S L): 186 knots. Cruise speed (SL): 159 knots. Service ceiling 21,000 ft. Max range: 1,464 n.m. Rate of climb: 1,525 fpm. REMARKS: The first U-9 (Y L-26 ) was obtain- ed by the Army in 1953. Some seven 260 hp U-9's, one 270 hp "B", four 320 hp "C", 3 "D's" similar to the "C", and five RL-26's (SLAR-car ri ers) we re purchased in '53-'59 with only nine remaining by January 1962_ U-10 HELlO COURIER DESCRIPTION: Six -p lace all-metal, high wing short takeoff and landing utility air- craft. MANUFACTURER: Helio Aircraft Corpora- tion , Bedford, Massachusetts. 47 POWER PLANT: One Lycoming GO-480- Gl06 engine developing 295 horsepower. PROPELLERS: Hartzell three-bladed, constant-speed propeller, 8 feet diameter. SPEC IFIC AT IONS: Span: 39 feet. Length: 31 feet. Height: 8 feet , 10 inches. Empty weight: 2,037 pounds, Gross weight: 3,600 po unds. PERFORMANCE: Maximum speed (Sea level): 149 knots. Cruising speed (Sea level): 132 knots. (10,000 feet): 144 knots. Service cei ling: 16,500 feet. Maximum range: 1,267 nautical miles. Enduran ce: 14 hou rs. Rate of climb: 1,125 feet per minute. REMARKS: Originally designated the L-24, the commercial Helio-Courier H-395 was pur- chased "o ff-the -s helf" in 1963 by the U.S. Army for operational testing and evaluation. Twenty U- 10's we re procured through Fiscal Year 1965 for use by the Army's Special Forces Groups. The L -28 was the USAF ve r- sion of the Helio Courier. I.----------------------.....:U-21 UTE · _______________________....: '. DESCRIPTION: Twel ve place unpressurized, high performance , al'·weather utility and tac- tical troop transport with a three-chair, three- litter air ambulance configuration. MANUFACTURER: Bee ch Aircraft Corpora- tion, Wichita, Kansas. POWER PLANT: Two United Aircraft of Canada PT 6A·2Q free shaft turbine engines of 520 horsepowe r each. PROPELLERS: Beech full ·feathering, rever- sible propellers, 7 ft, 9 in diameter. SPECIFICATIONS: Span: 50 ft, 3 in. Length: 35 ft, 6 in. Height: 14 ft , 2 in. Empty weight: 6,065 Ibs. Gross weight: 7,700 Ibs. Retract· able tricyle landing gear with single wheels. PERFORMANCE: Max speed (10 ,000 tt): 197 knots. Cruising speed (10,000 tt): 184 knots. Service ceiling (at max gross wt): 27,000 It. Max c ru ise range: 2,679 n.m. Rate 01 climb: 1,500 fpm , REMARKS: A m ilitary combination of the Beec hcraft corporate turbine-powered King 48 BELOW: An RU·21 D with SEMA antenna array si m- ilar to that on an RU- 21 E reconnaissance aircraft. Air 90 and Queen Air, the U-21A is capable of carrying 3,000 Ibs. of air cargo and features a spacious cabin with a large cargo door (53.5 in. x 51 .5 in.). As a troop transport, the Ute can carry 10 field-equipped men with combat gear stowed under bench type seats. Initial U-21A acceptance took place in April 1967. Modified version 01 the Army's NU-SF. which underwent initial user evaluation in March 1964. Later F and J models are equivalent to Al00 and Super King Air 200 respectively. .J",'''y' .),,'..)..•'~",.J...,;,)., Specializing In Honeycomb Bonded ',.' "',·~,··v·,,'''·,··_',Jv''''J Structure Repairs Honeycomb Component Replacements Sheet Metal And Structural Repairs ')"""""''"Y'yl~A,.'-,.~y',• Consolidation And .,,.l,,.I.,,)..J,.),,,j")'/v',,'-..i.,.J.~i .., Consignment Of Inventory ",~,.",~" .. .Jyj••• ,' ,.'.,J .. ;,,,'.,.,I., Immediate Delivery 'J,.',.'.• , ...'"',y'c '" i,i,.", Worldwide FAA Repair Station 265-8 European Representative: Mr, Jorgen Gierahn Aeroparts. Inc, P,O, Box 2, Finnjollevej 29. DK 4040 JYLlNGE Denmark TEL: (45) 2,38,84-43 , TlX:43109 , Asian Representative: Jerry Griffis A" y ASTI ':",)///,1, Block 193 (East Block) I y , ",'," ('1"( East Camp, Seletar Air Field (;t,' ' .. ,','X"") Singapore TEL: (65) 482·0421 B 'd"( :,' I " ', "" ," 'f 1 " , .. i .• , J" i. TlX: 55978 .J , New Manufacturer of ., Bonded Structures J • '("' - Military and Commercial Repairs '" 6956 East Thirteenth Street , )y ~: Tulsa, Oklahoma 74112 .... (918) 835,3999 " ", Telex 796168 HELICOMB TUL .., ..... FAX # (918) 834-4451 -------------------------"I.AH-1 COBRA ,-----------------------...;L BELOW: A H-1G w i lh stabilized night sight DESCRIPTION (" 5 " ) : Two-pla ce attack helicopte r. MANUFACTURER: 8 ell Helicopter Textron, Fort Worth, Texas. POWER PLANT: Textron-Lyc oming T53-L-703 turbi ne engine, 1,800 shaft horsepower. ROTOR SYSTEM: Single composite two - bladed semi-rigid fiberg la ss 44 it. dia. main rotor; flapping hinge, 8 ft. 6 in . dia. tail rotor. SPECIFICATIONS: Gross wi: 10,000 Ibs. Emp- ty wt: 6,598 Ibs. Length: 44 ft. 7 in. Height: 12 ft. Fuel: 259 gallons. PERFORMANCE: Maximum speed (Sl): 171 knots, depending on stores. Max range: 362 n.m. Rate of climb: 1,580 fpm. REMARKS: The AH-l series, in replacing the UH-' armed he licopter, started in April 1966 with a development and production contract for 110 AH·1G's. First delivery follo wed just 13 months later with combat introduction to Viet- nam in August 1967. During 1967-1972, 1,126 50 LEFT & BELOW: An AH-1S is shown on the deck. G's were produced at the rate of 35 per month, logging over one million combat hours. In 1975, 91 G's were equipped with TOW systems as Q's and 198 G's received new a power train becoming the AH-1S (modified) . In a three-step program beginning in March 1977, Bell produc- ed 297 new S's by February 1981. In compa- nion steps, the remaining G's we re to be re- modified in the Modernized "S" configuration and all earlier production "S's" we re to receive Modernized Cobra features. AH-S6A CHEYENNE DESCRIPTION: Two-place high-speed com- pound aircraft. MANUFACTURER: Lockheed-California Company, Burbank, California POWER PLANT: One General Electric T64·GE·16 turbine of 3,435 shp. ROTOR SYSTEM: Single rigid rotor, 50.4 It dia.; tall rotor 10.0 ft dia.; 10 It dia. pusher propeller for horizontal propulsion. SPECIFICATIONS: Wing span: 26.7 ft. Gross wt: 16,995Ibs. Empty wI: 11 ,700 Ibs. Lenglh: 55 ft. Height: 13 ft, 7 In. Tandem-seating. PERFORMANCE: Max speed (SL): 214 kt. Cruise speed (SL): 197 kt. Service ceiling: 26,000 ft. Hover ceiling (OGE): 10 ,600 feel (std). Maximum range: 547 n.m. Endurance: 5.4 hrs. Rate of climb: 3,420 fpm. REMARKS: The No. 1 prololype of the Army's AAFSS (Advanced Aerial Fi re Sup- port System) was rolled out on May 3, 1967, 13 months after the initial contract was let, wit h the 10th and final prototype being ae- 51 BELOW: Gear up and doing about 380 knots! cepted in August, 1968. FAA certification took place in October '68 with Lockheed and its 813 suppliers to build 375 of the advanc- ed attack helicopters for the U .S. Army. OSA terminated the Cheyenne contract in Aug '72 due to delayed development, rising costs, and the appearance of two competitive company-funded AAH cand idates. In a July '72 report, a task force called for a more agile, smaller, and somewhat slower AAH with less sophisticated fire control and navigation equipment. 1\,-------------------------01CH-21 SHAWNEE \, --------------------...j I I '~I \,I I I, \ i, BELOW: An H-21 wi th floats is tested at the Boeing Vertol facility. DESCRIPTION: Twenty-two place single engine, twin rotor personnel and cargo helicopter. MANUFACTURER: Piasecki Helicopter Cor- poration (later the Boeing Helicopter Co., Philadelphia, Pennsylvania). POWER PLANT: One Curtiss-Wright super- charged R-1820-103 engine developing 1,425 horsepower, ROTOR SYSTEM: Tandem fully-articulated three-bladed counter-rotating rotors, each 44 feet in diameter. SPECIFICATIONS: Gross weight: 15 ,200 pounds . Empty weight: 8,950 po unds . Length: 52 feet, 6 inches. Height: 15 feet, 9 inches. PERFORMANCE: Maximum speed (Sea leve l) : 111 knots. Cruise speed (Sea level): 86 knots. Service ceiling: 18 ,600 feet. Maximum range: 281 nautical miles. Endurance: 2 hours, 41 minutes. REMARKS: Since the intlal date of procure- 52 LEFT: A hook-up in South Vietnam_ ment in June 1950, the Army purchased 334 CH-21 s of all models. It also obtained 16 B's from the USAF. In its litter configuration, the C H-21 could carry 12 litters plus seats for two medical attendants. A multi-mission helicopter, the Shawnee utilized wheels, skis, or floats. The Shawnee was, until late 1963, the workhorse of Vietnam, when it was replaced by the UH-1. Widely used by other nations, the French employed the " Flying Banana" in Algeria co mbat operations. CH-34 CHOCTAW I"-~~==--~~ --:------:---"'" 84 piston engine of 1,425 horsepower. DESCRIPTION: 12· to 16·place cargo and light tactical transport helicopter. MANUFACTURER: Sikorsky Aircraft Divi· si o n, Stratford, Connec ticut. POWER PLANT: One Curt i ssWright R·1820- ROTOR SYSTEM: Single four·bladed main rotor , 56 foot diameter. Four-bladed metal anti·torque rotor, 9 feet, 4 inch diameter. SPECIFICATIONS: Gross Weight: 13 ,000 pounds. Empty Weight: 7,675 pounds. length : 65 ft. 8 inches. Height: 15 feet, 10 in· ches. PERFORMANCE: Maximum speed (Sea level): 107 knots. Cruise speed (SL): 95 knots. Service ceiling: 9,500 feet. Hover ceiling (OGE): 2,400 feet Maximum range: 318 nauti cal miles. Rate of c limb : 1 ,100 feet per minute . REMARKS: Beginning in FY 1955, the Army procured a total of 437 Choctaws of A and C models through FY 65 . The VH·34 was used for VIP transport, notably as the first helicopters used by the Presidential Flight Detachment. It had an eight-litter mad evac capability. CH-37 MOJAVE DESCRIPTION: 26-place medium cargo helicopter. MANUFACTURER: Sikor sky Aircraft Di· vision, Stratford, Connecticut. POWER PLANT: Two R·2800·54 Pratt & Whit· \. '>Ii 54 ney piston engines of 2,100 hp each. ROTOR SYSTEM: Single five·bladed main ro - tor, 72 ft. diameter. Four-bladed metal anti- torque tall rotor , 15 ft . diameter. SPECIFICATIONS: Gross weight of the CH-37 is 31,000 pounds. Empty weight is 20,690 pounds. Lengt h: 88 ft . Height: 22 feet. Rotor Diameter: 72 feet. Tail Rotor Oia.: 15 feet. PERFORMANCE : Maximum speed (Sea lev- el) : 114 knots. Cruise speed (SL): 101 knots. Service ceiling : 8,700 feet. Hover ceiling (OGE) : 1,100 feet. Maximum range 167 nauti· cal miles. Rate of climb : 910 feet per minute. REMARKS: Since initial procurement in 1956, the Army purchased 91 sim ilarly pow- ered CH-37 " A" and " B" models through FY 65. The Mojave is loaded through clamshell doors in the nose port ion of the aircraft. It also had a 24 -l itter med evac capability, or could carry three tons of cargo. CH-47 CHINOOK RIGHT: The CH·47 demon· strates its flotation abi lit y_ DESCRIPTION (" 0 " ): 47-place twin-turbine, deployable tandem-rotor medium lift transport helicopter. MANUFACTURER; Boeing Helicopter Co., Philadelphia, Pennsylvania. POWER PLANT: Two Lycoming T55-L-712 tur- boshaft engines, 3,750 shaft horsepower each. ROTOR SYSTEM: Tandem three-bladed, counter-fotating fiberglass rotors, 60 ft. dia. SPE CIFICATIONS: Max gross wt: 50,000 Ibs. Empty wt: 23 ,149 Ibs. Length : 51 ft . Height: 18 ft . 7.8 in. Fuel: 1,030 U.S. gallons. PERF ORMANCE (at gross wt.): : Max speed (S L): 142 knots . Service ceiling: 8,500 ft . Hover ceiling (OGE ): 6,000 ft . Max range: 229 n.m. Rate of climb: 1,100 fpm. REMARKS: Selected to produce a new medium transport lift helicopter in September 1958, the Ve rtol Divis ion delivered its first Chinook to the Army four years la ter. Some 699 we re delivered, the Chinook being a combat-tested performer 55 I ~-- ' through Vietnam. The Band C models utilize the same airframe as the A, the Busing T55-L-7C turbines and the C using the T55-L·tt engine. The rollout olthe D prototype took place in March' 979 with the first flight occuring two months later. The Army is modi- fying earlier Chinooks to " 0" specs with ad- ditional new production CH-47Ds being ordered . The special mission version of CH-47D includes air-to-air refueling capability. ll.......-----.. C- H- -S -4 - TA -R -H -E ------~ 1", , I 'I I i !I DESCRIPTION: 4S -place twin-turbine heavy lift helicopter. MANUFACTURER: Sikorsky Aircraft Divi- sion, Stratford, Connecticut. POWER PLANT: Two Pratt & Whitney JFTD· 12A-SA turbines of 4,800 hp each. ROTOR SYSTEM: Single six-bladed main rotor; four· bladed metal anti-torque tail rotor. SPECIFtCATIONS: Gross wI: 42,000 Ibs. Useful load: 19,031 Ibs. Length : B8 ft, 6 in. (Blades extended). Height: 25 ft, 4 in. Rotor Dia: 72 ft Tail Rotor Dla: 15 ft, 4 in. Pod (28 ' 1" x 9', 6"): 241itter5 + 15 seats; 45 troops. PERFORMANCE: Max speed (SUGW): 111 kts. Cruise (SUGW): 96 kts . Service ceiling: 13,000 feet. Hover ceiling (OGE): 4,000 feet. Best rate of climb : 1,700 fpm . Endurance: 2 hrs. 15 minutes . REMARKS: Since first flight (1962) and in·· itial procurement of six Sikorsky $-64 Skycranes (1964), the Army had purchased 56 28 CH-54's through FY 68. Designed to carry loads externally, it has a rear-facing pilot's seat to provide a clear view of the cargo dur- ing pic kups and deli veries. By means of a hoist it can pi ck up or