Army Aviation Equipment Issue December 15, 1982

R1r more i"jormalion, write Ray Swindel( D;rec/~ u.s Govern- menlMarketing Bell Helicopter 1l!:xtron Inc., Dept ~ Box 482, Ft. \R:Irtb, 7exas 76101. _ -...._ ~ Helmet Sight System Laser Tracker (prmisions lor) Closed Circoit Refueling ComposHe ROO!' Blades changes will place particular demands on Army Aviation, because Army Avia- tion not only will have to demonstrate the highest professional standards of safety and operational performance, but also demonstrate ingenuity. Ingenuity will be particularly valuable to the Army in developing tactics, doc- trine, and training for combat operations. We need to emphasize night training and field maintenance techniques especially. In addition, ingenuity will be helpful in developing closer joint interface with ttle Air Force and other Services. We will be fighting in joint and combin- ed operations, if war occurs, and the A-10 as well as other vast movers, will be in the airspace of helicopters. Moreover. Allied air, which may not have the same fl ig ht control or operational procedures as we do, will be operating in our air- space or we in their airspace, and we need to use the best of our ingenuity in developing solid operational interfaces and agreed procedures. If we go to war tomorrow it will be as joint forces and combined forces. We see evidence of this reality through our commitments, such as NATO, in the combined forces command in the Rep- ublic of Korea, and with the recent development of the Rapid Deployment Joint Task Force (RDJTF). Joint commitment recognized The extended or deep battlefield con- cept, which is known as the Air-Land Battle, further recognizes the joint com- mitment to the conduct of operations overseas. The U.S. Army's Training and Doctrine Command and the U.S. Air Force's Tactical Air Command continue working closely together to develop and disseminate joint doctrine and proce- dures. Alliances also are essential to our war fighting capabilities. The day has gone when we could go it alone. Since 1949, the NATO alliance has deterred war in the North Atlantic region. Despite per- iodic criticism of the NATO Alliance, it re- mains of bedrock importance to main- taining world peace. We and our allies must continue to strengthen the alliance. Our alliance with the Republic of Ko- rea also has contributed to maintaining peace since 1953. OUf commitment to the ROK-US combined forces command is just as firm as our commitment to NATO. We must continue to strengthen that alliance if we are to assure peace in Northeast Asia. These alliances and others illustrate that we have global interests as well as commitments. Wherever there is conflict, the blessings of life. liberty, and the pur- suit of happiness are threatened. We have a fundamental interest in assuring world peace through deterrence of mili- tary hostilities and through the de vel op- ment of friendly nations which are politically. economically, and militarily capable of surviving. Thus, in view of our worldwide inter- ests and alliance commitments, if we are to assure peace, we must be ready for war. That, of course, continues to be the mission of our Armed Forces. It has been the mission of our Armed Forces ever since they were formed. George Washington wrote Con- gress in 1793, "There is a rank due the U.S. among nations which will be withheld, if not absolutely lost, by the reputation of weakness. If we deSire to secure peace it must be known that we are at all times ready for war." Building for peace We are rebuild ing our military strength in order to assure peace. Our strategic and conventional forces are being strengthened and we must as- sure that they are developed in a balanced way if we are to deter across w o Ii: w ;;: <f) w "Z W ...J ...J «I o W I f- ~ ",- w OJ ::;; W ow o 9 w o «LL W ;!: ill '"z w --' --' «:r: o w :r: r- z o ~ :; « >- ::; a: « 10 AWARD- CPT T eddy M. Cheatham, r., receives th e Orville Wright Achievement Award from GEN John A. Wickham, Jr ., Vice Chief 01 Slall , allhe Nov. 18 profe ssi onal ; dinner meeting of the Ar- my Aviation Ass'n ' s Aviation Center Chapter. the spectrum of conflict. If we heed the lessons of history, they tell us that there is no cheap or painless way to assure deterrence. As President Reagan said on Vet- erans' Day: " In this era of much more dangerous weapons, it is even more im- portant to remember that vigilance, not complacency, is the key to peace. " Now some folks would argue that tra- ditional deterrence is outmoded. They believe that this is so because strategic arsenals are now capable of destroying adversaries many times over, and be- cause conventional as well as subcon- ventional conflicts continue to occur ir- respective of U.S. military strength. Individuals who believe this way ar- gue that efforts to rebuild or to extend U .S. military strength serve little pur- pose other than to foster further arms competition , and perhaps to raise the risk of war. The nuclear freeze move- ments share this point of view. Whether one agrees or disagrees wi th this point of view, the inescapable facts are that strategic capabilities have deterred nuclear war. Moreover, these capabilities and the threat of their use probably have contributed to restraining the geographic extent as well as le vel of vio lence in conventional conflicts. Our strong conventional forces in such tr ou- ble spots as Europe and Korea also have kept th e peace. While there has been a growth in strategic capabilities, our objective has been to achieve agreement on arms reduction. This objective has been our constant goal and the continuing recommendation of U. S. Joint Chiefs of Staff. However, it is clear that the Soviet Union negotiates seriously only when their interests are challenged by military strength. It does not take a Kremlin- ologist to realize that the Soviets dis- dain weakness and irresolution, but respect might and will. Let's remind ourselves! We need to remind ourselves from time to time about the nature of the Soviet threat. The British International Institute for Strategic Studies, re cently reported, " The Soviet arm s buildup in almost every area seems to outpace the intensity and scope of Western military programs. As Western military options become more constrained, Soviet mili- tary options increase. The Soviet arms procurement process h as remain ed un- affected by the general improvement in political relations between East and West and it was not marked by the starts and stops so characteristics of Western procurement policies. The rea- son for the Soviet emphasis on military power is that the Soviet Union has no other means to spread its influence in the world. Economically uncompetitive, culturally repressive, and ideologically increasingly barren, the Soviet Union's primary claim to global power and in- fluen ce is in military might. " We see evidence of the Soviet le ver- age with military might in the invasion of Afghanistan, the threat against Po la nd which crushed the Solidarity move- ment, and the buildup of Cuba as a mili· tary surrogate to foment violence in Latin America. Despite the realities of the Soviet threat , democratic countries customari- ly deplore expenditures on armaments because they conflict with the require- ments of social services. There is also a tendency to forget that the most impor- tant social service the Government can provide for its people is to keep them alive and free. I believe the American people recog- nize the threat and need to rebuild our military strength. They realize that only in this way can we assure deterrQnce and also motivate the Soviets to negotiate seriously toward strategic arms reductions. We have a quality Army! We have a quality Army and it is get- ting better. This is something of which all of us can be proud. This past year 87% of our recruits were high school diploma graduates, an unprecedented achievement. We have an obligation to develop among these quality young soldiers a commitment to excellence, professionally and personally. For it is only through a deep commitment to ex- cellence that we can achieve what Oliver Cromwell meant when he said, " Give me soldiers who know what they are fighting for and who love what they know." The quality of our young soldiers to- day is excellent. In my opinion they are as good, if not better, than at any time in recent years. These young soldiers are motivated and patriotic. They under- stand th~ir role in deterring war. They are not confused by esoteric debates about deterrence. They see all too well that strength along the East German border or the demilitarized zone in Korea keeps the enemy on the other side of the barbed wire . Because they may have to fight, they also cannot ig - nore the growth in military capabilities facing them. Recently I received a letter from a young corpora l. Let me share part of it with you. " I have a feeling of pride when I hear that 'Star Spangled Banner' be- ing played, and I've never lost a drop of blood towards its preservation , but I' ve got enough true feeling to know what I was born under and what lowe to those who cannot fight any more. They fought for me , and my father, and sister, and mother, and everybody else: they fought for the preservation of this coun- try, for what they believed in for others. The least I can do is have enough guts to do the same. Knowing that we have over 200 million Americans who support us financially, morally, and spiritually is another reason that I am proud of the flag and atl it symbolizes. May God almighty help our leaders to make the right decisions." You see, this young soldier not only is patriotic and committed, but has faith in the good Lord and the American peo- ple. And faith is important for all of us, including our leaders, just as it was for Abraham Lincoln when he said, " I would be the most foolish person on this footstool earth if I believed for one mo - ment that I could perform the duties assigned to me without the help of on e who is wiser than all." Clearly, our Army and Armed Forces are fitled with quality young men and women. And these forces are growing stronger in order to assure peace. Let there be no mistake about it. The American people share free- doms bought with great sacrifice by our forebearers. Our people, young and old alike, realize that if we are to give these bleSSings intact to our children , we have no alternative but to be strong a nd to shoulder the sacrifices that go with that noble commitment. II111 w o iJ. w ;;: <f) w " Z W -' -' '"I o W I I- a:w '":;; w ow C> 11 I- Z W ::; C/) C/) w C/) ~ o zW 0: L5 >- '"z o ~ ~ >-::; 0: '"12 by Major General Carl H. McNair, Jr. A yearend assessment R ING out the old and ring in the new is an expression frequently heard this time of year; however, it might be more appropriate for us avia- tion professionals to ring up a brief sum- mary of some of the giant strides made in Army Aviation this year. And many they are if you have kept score. We moved ahead on all fronts - per- sonnel, materiel, training, organization, and in the latter few months - aviation safety. Another banner year First and foremost, we had another banner year in aviation production at the Aviation Center, not only meeting but slightly exceeding our TRADOC contract for the second year in a row. We added 1,568 new Army Aviators to the active and Reserve Components while also producing almost 100 new av iators for our allies around the globe and another 95 for the U.S. Air Force. Graduate flight courses produced another 363 UH-60 aviators, 437 AH-1 S transitions, and a few hundred other equally skilled crews in OV-l 's, U-21 's, and the CH-4Ts. While we are exceedingly proud of the School product, I am even prouder that we met our training comm itments Major General Carl H. McNair, Jr ., (photo on op- pos ite page), serves 8S the Commander of the Unit ed States Army Aviation Center and Fort Rucker, Alabama. in spite of severe shortages of instructor pilots and aircraft. The Center has operated throughout the year with up to a 20% shortfall in assigned instructors; hence the performance of those present is that much more remarkable. Success was equally ours in the en- listed ranks as 1,621 new UH-l and OH-58 crew chiefs joined our ranks along with 675 air traffic controllers and flight operation specialists who gradu- ated from A vi ation Center courses of in- struction. A bountiful year indeed by any stand- ards and we were indeed proud of those graduates, officers, and enlisted alike. The quality of the student is unsurpass- ed as is the quality of the soldiers we have received. With very few excep- tions, every enlisted student this year has been at least a high school grad- uate with many having college credits and some with one or even two college degrees - a real credit to those choos- ing Army Aviation as their career field. Materiel improvements I really need not mention materiel im- provements since our troops in the field see living proof daily of our moderniza- tion efforts with fully modernized COB- RA s. AH-1Ss(MC). and UH-60 BLACK HAWKs deployed to Europe this year. The first CH-4 70 modernized CHIN- OOK was delivered to the tra in ing fleet here at Fort Rucker only this month and I transition will begin in early 1983 to sup· port delivery of the first CH·47D's to a tactical unit. Subject to final Congressional ap· proval, FY 83 will see the AH·64 enter its second year of full production and the AHIP development will continue towards its first flight in mid-1983. Our Reserve Components saw anoth- er Army Aviation first with delivery of a BLACK HAWK to the Kentucky National Guard last month. This delivery, coupl- ed with earlier AH-1 S (MC) deliveries to the Guard, are real milestones for our total Army concept. We now see the Re- serve Components receiving first line aircraft for operations and maintenance training. Since they will be called upon to operate and maintain these new sys- tems in the event of mobilization, it is fit- ting and prudent that they be issued air- craft accordingly. This is a big step for- ward for all of us in aviation. Some moderate setbacks In the area of training in the field, we have seen some moderate setbacks as well as advances - the setbacks occur- ring from flying hour reductions which have caused us to reassess our overall training efforts and to use our resurces more efficiently. Coupled with reduc- tions in hours has been an increase in aviator strength; hence this compounds the flying hour shortage problem and gives us more reason to insure that we use each hour judiciously tow ard AIM, ARTEP standards, and readiness Irain- ing. At least we now have more simula- tors worldwide to assist us in maintain- ing the keen edge of flying proficiency. This year saw the introduction of the CH-47 simulator at Fort Campbell and Fort Hood as well as Coleman Barracks in Germany, with five AH·1S simulators under procurement for 1984-85 delivery. Reports from our worldwide standard- ization visits indicate that units are not only ma in taining that proficiency edge but are enhancing their tactical training problems with greater emphaSis on NOE and night operations. As units now know, the revised focus of our stand· ards and evaluation flights is now on the tactical application of aircraft skills more so than traffic pattern evaluat ion of non- standard manuevers, as in yesteryear. And we have learned from this new approach that our aviators' focus is and should be on just such operations. And since fl ying hours for next yea r will again be in short supply, we simply must maximize the use of the hours available and get real training value out of each. With respect to organization and force structure, FY 82 saw the organiza- tion and test of our first Cavalry Brigade Air Attack (CBAA) in the 9th Infantry Division, th e Army's High Technology Light Division. The CBAA is at the very core of the High Tech Divi- sion and gives it not only mobility but muscle. Tests of the newer, smaller, more flexible aviat io n units, bo th attack and air cavalry, were on the whole quite suc- (YEAR END/Continued on Page t6) !zLU ::;; (f) (f) LU (f) (f) ..o Z LU 0: U'i >- .. 0:- LU ID ::;; LU U LU o 13 - Collins GPS User Systems The Force Enhancer Collins Government Avionics and the Navstar Global Positioning System are powerful partners to increase U.S. and NATO military force effectiveness. GPS increases the effectiveness of land, sea, and air forces dramatically. Air Force sponsored studies and field tests using GPS show success rates for tactical air missions are enhanced up to 600/0 , strategic weapons by 20"70 and indirect artillery by 50"70 by improved navigation. GPS is a survivable, all- weather, 24-hour, worldwide, jam-resistant system. It all adds up to increased force effectiveness through advanced naviga- tion technology for all users requiring highly accurate position, velocity and time information . Collins GPS user systems make these advantages available through affordable GPS user equipment for air, sea, subsurface and surface applications. Our common modular architecture enables low acquisition and life-cycle-s upport costs for GPS u se r operations. Our modular design is the result of our long experience in ground, sea and airborne systems. For more information, contact Collins Government Avionics Division, Rockwell International, Cedar Rapids, Iowa, 52498. (3/9) 395-4203 . 41~ Rockwell p.~ International ... where science gets down to business ""Z LJJ :;; rJ) rJ) LJJ rJ) rJ) '"o Z LJJ a: l5>- '"z o ~ ~ >-:;; a: '"16 cessful and have become the basis for the CBM organization Army-wide. While further tests and refinements are yet to come, the initial work done by the 9th Division CBM has been most en· couraging, the boldest advance in avia- tion operational and organization con- cepts since the Ai r Assault Division tests of two decades ago. On the home front in Combat De vel · opments, the Aviation Mission Area Analysis looking at all areas of aviation training, doctrine, tactics, materiel, organi zation and force structure was completed by the Aviation Center Team . It identified critical deficiencies in each of these areas. In turn, the recom- mended solutions were rev iewed by the " .•. affordability issues and resource constraints will dictate that not all of our needs can be met at once . . " Army senior leadership during the Avia- tion Systems Review in March, 1982. From that review and the guidance provided by General Otis, the TRA- DOC Commander, and General Ves- sey, who chaired the review, the Army Aviation Development Plan was pre- pared and forwarded to DA as our road- map for the balance of the decade. And a critical road it is before us as Army Aviation is called upon to meet more and more of our Army needs on the Air- land battlefield. We must, however, also be realistic and practical in recognizing that afford- ability issues and resource constraints will dictate that not all our needs can be met at once. As a consequence, we must prioritize those needs along with the other critical needs of our Army. Aviation will certaiIJ1y continue to enjoy a high priority within these constraints as is evidenced by our cu rrent acquisi- tion posture. Finally, in the area of aviation safety, we ended FY 82 on a low note with our highest Army-wide major accident rate since our current reporting system was established in FY 77. But a renewed ef- fort of command emphasis and aviator vigilance initiated in th e last quarter under the personal supervision of the Vice Chief has seen a marked turn- around in the last three months. From ten major accidents in Septem- ber, we saw avery real reduction in Oc- tober and November with the FY 83 acci- dent rale now running less than half the FY 82 rate. This is living evidence of what can be accomplished when we all set our minds to it. Accidents don't just happen. " We" cause them. Consequently, each and every aviator should take as a personal New Year's Resolution, "Ac cident Free in ' 8311 " Our profession, our Army, and our nation demands that sense of dedication and professionalism that those words em- body. 40 years young! Yes, it has been a great year for Army Aviation - your 40th year - and there is almost somethi ng magic about being 40 years young. We have reached the true stage of maturity, a combat arm, no longer a " support" element but a full member of the Combined Arms Team- beside our ground counterparts in the Infantry, Armor, Field Artillery and Air Defense. We will continue to be "Above the Best. " Is there any other way for aviators and Army Aviation to be? Ring out the old with great satisfaction - and ring in the new with even greater enthusiasm. Strive for excellence!! VOLUME 31 NO. 12 ARMY AVIATION EQUIPMENT ISSUE DECEMBER 15, 1982 CONTENTS GENERAL I NDE X U.S . Army Aircr aft .. . ..... 18· 19 Q UI K QUI Z 1t 1 We present 19 aircraft photos f or you to Identi fy .. il you can! Turn to page 50 lo r the correct answer s alter you've made your guesses .... 48·49 aUI K Q UI Z 1/2 Perhaps It's easier fo r you to Iden- lily alrcralt by their line dra w ings. It so, here are 21 more aircraft wllh which to tes t yourself ............. 93 F iX eD W ING AI RCRAFT C·12 through X·14 ............ ,' 21 RO TARY W IN G AIRC RAFT ABC through 16H-Ie. . ... 51 V/S TOL, J EEPS, a nd, GEMS AI ACAA throu gh XV·9A . .. . . ... 10 3 ADO' l LI AIS ON AIR C RAFT L·7 M onocou pe through l -27 .. 27 ACK NOW LEDGMENT We wish to acknowledge th e edi t· orial and photographic assistance provided to this " Equipm ent I ssue" by Beech Aerospace; Bell H elicop ter Textron; the B oeing Vertol Company; Grumman Aerospace; and Sikorsky Aircrall. ••••• PLEASE NOTE ••••• The elght·page c enterf old section Is a special .40.40.40.40 insert wh ich may be removed as a simple pullout. ••••••••••••••••••STA FF Edi t or & Publisher. . . Arthur H. Kesten Associate Edit or .... . . . Susan Bruno Production Ass is tant s; Dorothy Halasz. . . . . Mary An n Stirling Business Manager •... Dorothy Kesten F ulliliment Mgt. . .. . Wil ma J . Th omas Advertising Ma nager... Pe t er M. Stern MA GA ZINE DETAi l S ARMY AVIATION (IS SN 0004·2 48 X), a professiona l jou rna l endorsed by the A rmy Aviation Ass 'n of A me r ica (AAAA ), Is published monthly, except March and August 1982, by Arm y Avia- tion Publi ca tions , Inc., 1 Crestwood Road, We stport, CT 06880. Phone: (203) 226·8 184. Subscription rates fo r non · AAAA members: $12, one year; $23, two years; add $7.50 per year l or f oreign addresses o the r than military APO's. Arlicles of 2,000 words or less are relmbu r sib le on publication al $0.05 per w ord. Second Class Postage Paid at Westport, Connecticut . ARM Y AIRCRAFT UST IN GS BY POPULAR NAME ABC Sikorsky)...........•......•. 11 2 AAFSS (AH·56 l oc kh eed) ..•...•..•• 54 AAH (YAH-64 Hughe s). . ...... 98 Ae ro Commander (U ·9 Aero Com· mander). . .. •..•..•. .. 44 Al rcar (Curti ss·Wright).. . ..••..•.. 100 APACHE (A H-64 Hughes)•..•..•..•. 98 Army Mul e. (H-25 Piasecki). • . 72 Avrocar (V Z-9A Avro). : .. 100 Baron (T-42A Beech).. .. 41 Beaver (U-6 de Havilland). . 42 Bird Dog (Cessna). ... .. ..•..••.••. 36 Black Hawk (UH -60A Sikorsky).•..•• 95 Buffalo (CV ·7 de Havilland).. . ••.••. 24 Ca det (l-8lnterstate).....••..•..•. 27 Carlbao (Bell Aerosystems). . .•.. 48 Caribou (CV-2 de Havilland). . . . 24 Cayuse (OH-6A Hughes).. • ......... 82 Cheyenne (AH·56A l ockheed) ...... . 54 Chickasaw (U H·19 Si korsky)..••.••.• 92 Chinook (CH-47 Booing Vertol) •.••. 69 Ch octaw (CH -34 Sikorsk y)..••..•... 66 Cobra (A H-l Be l~ .••.••••. .. 53 Convertip ta ne (XV.J Bel~. . . • 77 Cub (l ·4 Piper).. . . 28 Djl nn (HO -l Su d). .. ...... •.••..•... 78 Fleep {XV -8A Ryan). .......•..•... 108 G EM (Princeton).. . ...... 106 Grasshopper (l-3 Aeronc a) •.....•... 27 Grasshopper (l-2 Taylorcraft).•..•..• 26 Harrier (XV-6A Hawker Siddeley) ..•. 108 Helio Courier (Helio). •. . .... 44 HlH (XC H-62 Boeing Vertol).. .88 Ho m el (H·32 Hiller).. . • 76 Huey (UH·l Bell ). . • 91 HueyCob re (AH·1G Bell). . •... 53 Hummingbird. • (liZ· to I XV-4 A lock heed) .... 107 Huron (C- t2A - Beech). . . •... 22 Inl ia loplane (Goodyear). . . .... 48 Ir oq uois (UH·l Bell)... ............. 91 Klowe (O H-58 Bell). . .. 87 Mescalero (T-41B Beech). . .. 41 Mohawk (OV-1 Grumman). . . ... 39 Moj av e (C H- 37 Sikorsky). . . . .•..•. 66 N av ion (l·17 Ryan). . . ...•...•. 34 Osage (TH·55A Hughes) •.•...•..•. 89 O ll er (U·1A de Havilland ). . •••.••. 42 Pawnee (liZ· 1E Hiller) ..•..••.••.. 104 Raven (O H·23 Hiller). . 64 Re liant (L·12 Stinson).. • .... 27 Scoul (L·1 5 Boein g). . 33 Seminole (U-8D1 F Beec h) ........... 43 Se neca (Y H-41 Cessna) ..•...•..••. 99 Se ntinel (l -5 Stinso n)......•..••..•. 30 Shaw nee {CH·21 Piasecki) •...•..•.. 55 SlouK (OH· 13 Bell)....... ....•.... . 83 SIoux Scout (Bell)...... .. ...•...• .. 83 Super Cub (l ·21 Pipe r). . .... 34 Super Na vion (l-22 Ryan )....•...•.. 27 Tame {CH·54 Sikorsky)...•...•..... 70 Tu rbo-Porter (Fairchild ·H IlIer).•..•... 48 Tw in Oll er (UV ·1 8 de Havilland) ...... 50 Ute (U·2 1 Beech). . . 45 .. 22 ..... . .. 24 I .. . ...... 24 G· 91 (Fiat) .. . .... 40 inflaloplane (Goodyear). . . ..... 33 l ·t Vigilant (Stinson) .. • ..•... 26 l·2 Grasshopper (Taylorcra ft) ........ 26 l· 3 Grasshopper (Aeronca) ....... .. . 27 l ·4 Cub (Piper). . . ....... .. .. 29 l ·5 Sentinel (Vultee-Stlnson).....•• 30 l ·6 (In lerstate).. . . ••.••• 30 l ·l ( U niversa~.. . ...... 27 l ·8 Ca det (Interstate)........... ... . 27 l·9 Voyager (S t1n son). . . ...•• 27 l ·1 0 (Rya n).. .. 27 l ·t 1 (Bel!anca). . •..•. 27 l -12 Relianl (SIlnson). . . .. .. 27 l ·13 (Consolidated Vullee).......... 32 l· t4 (Piper). . . .•. ........ . 32 l·1 5 Scoul (Boeing)..•.... ........ . 33 l·1 6 (Aeronca)... . •. . .. ....... 33 l ·17 Na vlon (North American, Ryan).. 34 l·1 8 (Piper). . • ..... ... . .... .. 27 l·1 9 Bird Dog (Cessna) Also 0 ·1 .. .. 36 l ·20 Beaver (de Havilland)......... Also designated as the U·6•.... ....... 42 l ·21 Super Cub (Piper) .• 34 l ·22 Super Nev ion (Ryan) . . ... .... .. 27 l ·23 Seminole (Beech). • • .. Redesi g· nated as Ihe u·e. . . .. .. .. . 43 , 49 l ·24 (Helio) Also U·l 0...... .. . ...... 44 l ·25 (McDonnell) .. . . .. .. ... 35 l ·26 (Aero Commander) Also U·9. .. .. 44 l -27 (Cessna). . .. 27 l C-1 26 (Cessna)........... . . ..3 5 NU·8F Seminole (Beech) •..••..•... 43 0· 1 Bird Dog (Cessna) .. .. 36 OV· 1 Mohawk (Grumman) ........ ... 39 RU ·21 0 Ute ( B eech~. • .. . .. ....... 45 Turbo-Port er (Falrchlld·HiUer).. . .. 4B T·3l (Cessna). • . .. 40 Twin Otter (de Havll1 at"ld) Also UV· 18. 50 T·41 Mescalero (Cessna) .. . . ....... . 41 T·42 (Beech). . . •... ........ 41 U·l Oller {de Havilland) .... .. .. ... . . 42 U·6 Beaver (de Havilland). . . ... 42 U·8 Seminole (Beech). . . •. 43 , 49 U·g (Aero Commander). . • •• 44 U·l 0 Helio Courier (H ello)... .. 44 U·21 Ute (Beech). . .. 45 UV·18 Twin Ott er {de Ha villand).. .. 50 X-1 4 {B e l~... . ........... 48 ROTARY WING AIRCRAFT ABC (Sikorsky). . . .. .. .......... . . .. 4 AAFSS (lockheed) ... Also AH·56... 54 Agusta 109.. . ............ .... . 48 AH·l COBRA (Bell). . .... . ......... . 53 AH·56 Cheyenne (Lockheed) ....... . 54 AH·64 APACHE (Hughes). . . . • 98 CH·21 Shawnee (Boeing) .. .. 55 CH·34 Choctaw (Sikorsky) .... . ..... 66 CH·37 Mojave (Sikorsky). . . .. . 66 CH·46 (Boeing) ................... 100 CH·47 CHINOOK (Boeing) ... . ...... 69 CH·54 Tame (Sikorsky) ........... .. 70 DH·2C 'Targel Drone (DeH~1ar) •... .. . 48 H·l thru H·l1 . . Designated R·l thru R·l1 H·12 (Bell). . " ... . . .. . . 48 H·13 (Bell) Also OH·13.. •. ... . ...... 83 H·ll1 ........ . .............. See R·14 H·1S (Bell) See XH·15. . •. 96 H·1S (Piasecki) .. .. . . . . Also designated as YH·16 and H·27 .. .97 H·17 {Hughes). .. . . ...... _.... • . 96 H·18 (Sikorsky) See YH-18 . .. . ....... 99 H·19 (Sikorsky) See UH-19.......... 92 H·20 (McDonnell).. . ..... . . 48 H·21 (Boeing) SeeCH·21.... . .. . .....55 H·22 (Kaman). . . . .. . _... _......... 89 H·23 Ra ve n (Hiller) See OH·23.. ..•.• 84 H·24 (Seibel). . • ... . . .. 72 H·25 Army Mule (Piasecki) ..... . ... . 72 H·26 (American).. • ......... . .. 74 H·27 (Piasecki) See YH·16......... _.97 H·28 (Hughes) See XH·17. . . . .. . .... 96 H·29 (McDonnell). . . . . .... Not pictured H·30 (McCulloch).. . .. 74 H·31 (Doman) .. . • . 76 H·32 Homat (Hiller)... . .. . . . .. . . ... 76 H·33 (Bell). . . . . Also designated as the XV ·3 . • . . ...... 77 H·34 (Sikorsky) See CH·34... . ...... 66 H·35 (McDonnell) See L·25 ........ . . 35 H-36. .. .. .. _. . _Reserved for Navy use and then cance lled. The designation was never utilized. H·37 (Sikorsky) See CH·37. ......... 66 H-38. . . . ... _Reserved for Navy use and then cancelled. The designation was later assigned to a classified project. H-39 {Sikorsky).. . . ....... 77 H·40 (Bell) See UH-l .......... . .. 90.91 H·41 (Cessna) See YH·41 .. . ....... . . 99 H· 42 (Hughes). . ... . See TH·55 .... . . 89 H·46 (Boeing) See YHC·l . . ..... . . . 100 HO·l Djlnn (Sud Avn) ....... Also deslg· nated as the YHO·1DJ . . ..... _.... 78 . .. .. . ~.",...,. · 'w theY HO·2HU HO·3 (Branlley). the YHO·3BR. HOK·l (Kaman). LOH (Hughes). Ihe OH·6A. • . OW4A(Bell). . OH·5A (Hiller).. . ... . ...... ..• .. . 80 OH·6A Cayuse (Hughes) ...... . . .... 82 OH·13 Sioux (Bell)... . ...... _.. . ... 83 OH·23 Raven (Hiller)... .. . . .. . _. ... . 84 OH·58 Kiowa (Bell). . . . 87 RSRA (Sikorsky) ............ . . •..• 101 R·' (Platt·LePage). .•.... . . .. Twin rotor side-by·side, P&W R·965-21 410 hp engine. Only two models were built. R·2 (Kellett).. . .. . ... . The YG·tC Auto· gyro. Jacobs R-915-1 300 hp engine. Only one R·2 was procured. R·3 (Kellett).• .. . .. .. . Converted YG·l B Autogyro with feathering rotor. Ja- cobs R·755-3 225 hp engine. The R·2 and R·3 were the only true autogyros with official military designations . R·4 (Sikorsky) ...... .. .. . .... . .... . 88 R-5 (Sikorsky). . .......... . ........ 88 R·6 (Sikorsky, Nash-Kelvinator). . .... 88 R·7 (Sikorsky) ... . ... . . A redesignation of the R·6A. Designation was later cancelled. R-B (Kellett).. _. .. .. . . Twin rotors, side· by-side. Franklin 0·405-9, 240 hp engine. Two procured. R·9 (G&A Aircraft, Firestone). Only one procured. One two·bladed rotor. Lycoming 0 -290·7 135 hp engine. R·to (Kellett). . .. . .. . ... . Later redesig· nated as t he H·l0A. Crew of two; six litters. Two intermeshing rotors. Two P&W R·98S·AN·S engines . Two pro- cured. R·l1 {Rotor·Craft, Magill). . .. . .. . .. Only one procured. Two contra·rotating, three·bladed rotors. Continenlal A·l00 100 hp. R-12(Bell) . . .... . .... . Later designated as the H·12. 5-passenger Model 48. P&W R·l 34o.55 600 hp engine. 13 pro- cured ..... . . ... . ... . .. . .. . ..... 48 R·13 •.•.... .. In 1948 both "R" and "H " designations were used for many air- craft. See OH·13. . . . _.. 83 R·14 (G&A Aircraft, Firestone) Three cancelled in 1946. Sioux Scout (Bell) See OH·13.... . .. . 83 TH·55A Osage (Hughes) ... .. ...... . 89 UH·l IROQUOIS (Bell) .. ........ . 90-91 UH·2 {Kaman) .. .. ... .. ... . ... . . . . _92 UH·19 Chickasaw (Sikorsky). . . .. .. . _92 UH·60A BLACK HAWK (Sikorsky). . . . 92 VH·3A (Sikorsky). . . ... . Twin turbine aircraft used by Presldenli! Flight Detachment durin9 1962-1966..... 49 Whirlymile (Del Mar) .. . ... .. . Rotary· wing training device used during 1966 . ..... . ...... . ............. 48 Winged Helicopter (Bell).... . ... . .. . 49 XCH·62 HLH (Boeing Vertol).... . ... 8B XH·15 (Bell)........... . ...... .. ... 96 XH -17 (Hughes) .. _... . ...... _.. . ... 96 XH·S1A (Lockheed) . .. . .. . _.. . _. . . 97 XH·51A Compound (Lockheed).. • ..• 97 YH·16 (Piasecki) ........ . ..... .. . .. 97 YH·18A (Sikorsky) . .. .. . .. ......... . 99 YH·41 Seneca (Cessna) .... . ... .. .. . 99 YHC·l (Boeirrg).. .. .. . .. . ... . ..... 100 YUH·1B Compound {Bell) ....... . .. 100 YUH·61A (Boeing Vertol) .. . 49 16H·1B Compound (Piasecki). .. .. .. 49 16H·1C Compound (Piasecki) . . .. .. . 89 V/STOL, JEEPS, & GEMS Aircar (Curtiss-Wright) ............ . 106 Caribao (Bell Aerosystems) . . ....... 48 CL·8<1 (Canadair) ..... . .. . .......... 49 GEM (Princeton). . .. . _.. . ... . ... . . 106 HZ·1DE Fl ying Plail or m (DeLackner)l00 V/STOL 6 engine design (Vertol). . .. 49 VZ·1E Pawnee (H iller). .. . . . 104 VZ·2PH Tilt Wing (Vertol). . ..104 VZ-3 RY Dellected Slipstream (Ryan). 104 VZ·4DA Ducted Propellers (Doak) ... 104 VZ·5FA Deflected Sllpstmam {Fairchild)l05 VZ·6CH Aerial Jeep (Chrysler) ...... 105 VZ·7AP Aerial Jeep (Curtiss-Wright). 105 VZ·8PB Aerial Jeep (Piasecki). . .... 105 VZ·9A GEM (Avro) .. . ... . .. .. .. _... 106 VZ·l0 Hummingbird (Lockheed). . . Also known as the XV·4A.... . ....... 107 X·14 (Bell Aerosystems) .... . ... _... 48 X·19 Tilt Wing (Curtiss·Wright).•.•. 110 X·22A Dueted Fan (Bell Aerosystems)111 XC·142A Tilt Wing (Ling·Temco·Vought, Ryan, and Hiller). .. .. . . . . . .. . 111 XH·59A (ABC) (Sikorsky) .. .. 112 XV· l (McDonnell) See U5.. . . ... . 35 XV·3 (Bell) See H· 33 .. _. 77 XV·4A Hummingbird (Lockheed)..• Also known as the VZ· l0 . . .. 107 XV·SA Vertiplane{Ryan) ... . .. . ... . . 107 XV·6A Harrier (Hawker Siddeley).. . . 108 XV ·SA Fleep (Ryan). . ............. 108 XV·9A Hot Cycle {Hughes) ......... 110 XV·1S .. _... . .. . .. . 112 Join the Professionals! USAREUR Regional AAAA Convention 12-19 March 1983-Armed Forces Recreation Center Garmisch-Partenkirchen, Germany ****************** AAAA AWARDS BANQUET MILPERCEN INTERVIEWS PROFESSIONAL PROGRAM WINTER WONDER WEEK CHAPTER "SOCIALS" FAMILY "TOGETHERNESS" LADIES ACTIVITIES SKI WEEK PROGRAM SKI WERDENFELS KEYNOTE SPEECH COCKTAIL PARTIES SIGHTSEEING FOR ADO ' L INFORMATION IIF USAREURI, CONTACT CPT JAMES R. COlLINS, AIR TROOP, 11TH CAV, APO NEW YORK 09146 ON OR BEFORE 1 FEBRUARY 1983. FOR ADO 'l INFORMATION tlF U.SJ, CONTACT AAAA , 1 CRESTWOOD ROAD , WESTPORT, CT 06880 ON OR BEFORE 1 FEBRUARY 1983 . .-:-, • .1Highly Reliable FastenersLeading designers have specified Rosan precision fasteners for most fixed and rotary wing aircraft including the Hughes AH·64A Apache. When fastening reliability is a must, call on the experts in the fastener field. PAT. NO . J. n'.9J' 1.701.7 07 , lR. <> S..4...:aT, I:aT C. 2901 West Coast Highway. Newport Beach, California. 92663 (714) 548-5533 · (213) 626-6191. TWX 910·596 · 1373 . ;TElE X: 678·424 1970'S - C-12 1960'S - OV-1 1950'S - U-1 ! [ C-12A HURON DESCRIPTION: Ten-place pressurized com- mand transport, liaison, and cargo aircraft now utilized by all three Services. MANUFACTURER: Beech Aircraft Corpora- tion, Wic hit a, Kansas. POWER PLANT: Two Pratt & Whitney PTA6A· 38 turbine engines of 750 shaft horsepower each. PROPELLERS: Thr ee-b laded Hart ze ll lUll- feathering, reverslb le propeller s. SPECIFICATIONS: Span: 54 It, 6 in. Length: 43 ft , 10 in. Height: 15 ft, 5 in. Gross weight: 12 ,500 Ib s. Empty weight: 7,821 Ibs. Use lul load: 4,764 Ibs. Fuel: 386 gal. PERFORMANCE: Cru ising speed (25 ,00 0 It): 280 knots. Economical cruising speed: 275 knots. Stall speed: 80 knot s. Service ceiling: 30,400 feet. Max range: 1,577-2,960 nautical m iles. Rate of clim b: 2,130 feet per minute. REMARKS: A member of 8eechcraft's Ki ng Air family, the T·tall C-12A is truly a well- tested off-the-shelf " bu y_" Fully-instru men- 22 BELO W: 52 inch wide by 52 112 inch high cargo door is C-12A feature ted and having a qui ck -c hange interior, wide cargo door , and high-fl otation landi ng gear, the Huron pro vi des rapid and secure m ove- ment of vital people and critically needed materiel from short -g rass runways while still bei ng able to operate at 31,000 feet in press- urized com fort. Fir st accepted in July 1975, a total of 70 C- 12A's are curre ntl y on contract wi th fou r one-year opt ions of 20 aircraft each year remai ning. Most are assigned to flight detachments, embassies, and missions. 1 Increased combat effectiveness through ASE The AN/APR·39 (V) 1 Radar Warning Receiver ... primary element of multi·mission ASE suit. E-Systems Memcor Di vis ion offers a cost- effective, lightweight, mUlti-mission radar warning system in production quantities. The ' AN/APR-39 is currently deployed by the U. S. Army in OH-58, AH-1S , UH-1H helicopters. It is slated for deployment in SEMA fixed-wing platlorms, CH-470 , AAH and UH-60 Blackhawk helicopters and others. The system has been qualified and is being procured by U.S. and NATO forces . For more information , call (813) 885-7000. Or, write : E-Systems, Inc ., Memcor Division , P.D. Box 23500, Tampa, Florida 33630. Ii E-~~~!,~~~ ~ ...., .• ,Spiral Blade Spiral Detecting Radar Signal Radar Comparator Radar Antenna Antenna Antenna Set Control Indicator Receiver Receiver •• """"'11111 _ _ ~.78, IQJ ,0 0" 0 CV-2 CARIBOU ~ ;:--- '~).-- ....- .0.- -. DESCRIPTION: Medium Tactical Transport (MTT) STOL aircraft wit h wheel or whee l· skis. MANUFACTURER: DeHaviliand Aircraft of Canada, Li mited, Downsview, Ontario. POWER PLANT: Two Pratt & Whi tney R2000·7M2 engines of 1,450 hp each .. PROPELLERS: Hamilton Standard three- bladed, va riable pitch metal propellers. SPECIFICATIONS: Span: 95 ft, 8 in. Length: 72 ft, 7 in. Ht: 31ft, 9 in. Empty wt: 16 ,920 Ibs. Gross wt: 28,500 Ibs. Places: Crew o f two and 32 pass., 24 combat-equip ped troops, or 14 litters and 8 tr oops. PERFORMANCE: Max speed (Sl) : 216 knots. Cru ise speed (S L): 149 knots. Service ceiling: 27,500 ft. Max range: 1,611 n.m. Rate of climb: 1,575 fpm. REMARKS: Since i ni tial procurement (Nov 1959) and first delivery (Jan 1961) , the Army purchased 173 Caribou before releasing them to the US AF in April 1966 under a Army-Ai r Force agreement. The CV ·2's were ferried to Vietnam in 1962 where their ex- cellent short-field performance and three-ton payload served well. DOD later approved ('66) a twin-turbine, wide fuselage program. CV-J BUFFALO DESCRIPTION: Medium Tacti cal Tr ansport (MTT) STOl ai rcraft. MANUFACTURER: DeHaviliand Aircraft o f Canada, Limited , Downsview, Ontario. POWER PLANT: T wo 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. SPECtFICATIONS: Spa n: 96 feet. Lengt h: 77 feet, 3 Inches. Hei ght: 28 feet, 7 Inc he s. Emp- ty weight: 22,864 pounds. Gross weig ht: 41,000 pounds. Places: Crew of two and 41 passengers (or 35 paratroopers) or 24 litters and 6 troop s. PERFORMANCE: Maximum speed (S ea leve l): 234 knot s. Cruising speed (Sea le ve l): 222 knots. (5,000 f ee t): 443 knots. Serv ice cei ling: 31 ,000 feet. Maximum range: 609 nautical miles. Rate of cli mb : 2,050 feet per minute. REMARKS: The Bu (falo is a larger turbo- pr op version of the CV-2 Ca ribou. Since April , 1965, fou r prototypes o f the CV-7 Buf· falo were built under a U. S. -Canadian 24 production·sharing agreement. L-l VIGILANT DESCRIPTION: Two-place metal frame, fabric covered high wing observation and recon- naissance aircraft employed in medical evacuation missions in its litter configuration. MANUFACTURER: Stinson Division of Con- solidated Vultee Aircraft Corporation. POWER PLANT: One Lycoming R-680-9 ra- dial, 9 cylinder, aircooled engine of 295 horse- power. PROPELLERS: Hamilton-Standard constant speed, 8 foot, 6 inch diameter. SPECIFICATIONS: Gross Weight: 3,325 Ibs. PERFORMANCE: Cruise speed (Sea level): 100 knots. Service -ceiling: 14,000 feet. Max- i mum range: 317 nautical miles . REMARKS: This aircraft was originally desig- nated as the 0·49 with its procurement being handled by the Army Air Corps. The Vultee- Stinson entry was the winner of a competition with the Bellanca YO-50 and the Ryan YO-51 Dragonfly. All models (A Ihrough F) had Ilaps and slots. 327 Vigilants were purchased in 1942 to include 142 L-1 's, 162 L-1A's, and 3 L·1B ambulance aircraft. An additional 25 were bought in 1943 with 21 l-1 D's being con- verted A's for familiarization in glider training. L-2 GRASSHOPPER DESCRIPTION: Two-place metal frame , fabri c covered, high wing obs ervation and r ec onnaissan ce aircraft. MANUFACTURER: Taylorera!\. POWER PLANT: One Continental 0-170·3 4 cylinder , direct drive, horizontally opposed , alrcooled engine of 65 horsepower. PROPELLERS: Sensenich two-bladed fixed pit ch wooden propeller , 6 foot diameter. SPECIFICATIONS: Gross Weight: 1,300 Ibs. PERFORMANCE: Cruise speed (Sea level): 84 knots. Service ceiling: 10,050 feet. Max- imum range: 305 nautical miles. REMARKS: Orig inally designated within the Arm y Air For c es as the 0-57, the aircraft was used by both the AAF and the Army Ground Forces. All models , A through M· and ex- cluding " I", had 65 horsepower engines, ex- c ept the L with Its 50 horsepower engine. Procurement included 559 in 1942 (74 L·2's, 476 L-2A' s, and one each of the C, D, E, F, G, H, J, K, and L mo dels). 1943 procurement totaled 1,390 aire ralt (490 L-2B's and 900 L·2M ' s). The H: J, K, and L's had side·by-side seating; all other models featured tandem _ seating . 26 L-J GRASSHOPPER DESCRIPTION : Two- place metal frame , fabric-covered observat ion and reconnais- sance ai rcraft. Military ve rsion of commer· ci al "Challenger." Models ranged from "A" th rough "J", excluding "I". MANUFACTURER: Aeronca Mfg. Compan y. POWER PLANT: One Continental 0-170·3 4 cylinder, direct dri ve, horizontally opposed, aircool ed eng i ne of 65 horsepower. PROPELLERS: " A " model: Free dman· Burnham ground adjustable, tw o-bladed pro- peller with aluminum hub. The " 8 " & "G" models h ad a Sensenich fixed pitch wooden propell er. SPECIFICATIONS: Gross Weight: 1,300 Ibs. PERFORMANCE: C rui se speed (S L): 76 knots. Service cei lin g: 7,750 feet. Ma ximum range: 219 nautical mile s. REMARKS: Used by ' both . AGF and AA F. Originally the 0 · 58 , th e L·3 was dubbed "G rasshop per" by th e Army_ All models had 65 horsepower engines; all but the " F" and " Gil with side-by-side seating, had tandem seats. 875 " B's" and 490 "C's" were pur· chased during 1942·1943 with total procure- ment being 1,465 aircraft. .---------------------------------------------- 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" pur chased in FY 1943 were sent to the ETO. L·6 Cadet .. Manufa c tur ed by Interstate; powered by a 65 hp 0- 170-3 Continental engi n e. Two·place co mmercial S·lA Cadet not used by the AGF; Bolivia bought 8. L·9 Voyager.. Manuf actu red 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 wi th 4AC-199- E3 engines. L·l0 .. Manulactured 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·1L Manufactured by Bellanca as the six - place 31·50. Powered by a 600 hp R·1340·41 Pratt & Whitney engine. One leased. L·12 Reliant.. Manufactured by Stinson as 27 the SR·SA (" A" model) and th e SM·7b ("B" model.) Two L·12's with a 300 hp R·680·9 Lycoming engine and two L-12A's with 300 hp A-985-A P&W engines were pun;;hased by the AFF in FY 44 as four-p lace "t rainers. L-16 .. Manufactured by Piper as Cub 95; powered by a 90 hp 0·205·1 Continental engine. Fir st purchased in FY 49 with the bulk of a 1,043 buy (105 " B 's" and 938 "C's") being obtained by Tu rkey and a small number utilized by Army flying clubs. L·22 Super Navlon .. Manufactured by Ryan Aeronautical; Only three aircraft carried th is designation. Redesignated as XL·170's. L-25 .. Manufactu red by McDonnell Aircraft; only aircraft to carry three designations; also known as the XV·l and XH·35. L-27 ...Manufact ured by Cessna Aircraft as its commercial Model 310 twin-engine air- craft and used w ithin the USAF. No Army procurement of this model. I ,, I I I L-4 CUB . -, DESCRIPTION: Two-place metal frame, fabric-covered, high wing observation/liaison ai rcraft. MANUFACTURER: Piper Aircraft Corpora- tion, Lock Haven, Pennsylvania. POWER PLANT: One Continental 0-170-3 piston engine of 65 horsepower . PROPELLERS : Sensenich fixed pitch, two bladed wooden propeller. SPECIFICATIONS: Span: 35 feet, 4 inches_ Length: 22 feet , 4 inches. Height: 6 feet, 7 i n- ches. Empty weight: 658 pounds. Gross weight: 1,220 pounds. PERFORMANCE: Maximum speed (Sea level): 76 knots. Cruising speed (Sea level): 66 knots. Stalling speed: 60 knots. Service ceil- ing: 9,300 ft. Maximum range: 219 n.m .. REMARKS: From initial ' 42 procurement un- til '45, the Army rec'd 5,671 L-4's. Ten models were purchased, rang ing from the "A" (948 purchased) through the "J" (1,680 units). 981 " B '$" and 1,801 "H's" were other major 28 buys. All had tandem seating, except the E and F. They also had a 75 hp Continental engine; three-places, one in front, two in back; and were used for pre-glider training. " G" had a 100 hp L ycoming engine. " H" was a " 6 " with a fixed pitch prop and a 65 hp Ly coming engine; the " J" was an " H" with a controllab le pitch propeller. While the L-2 , L·3, and L-4 were all called " Grasshoppers", the name " Cub" stuck to the L·4. It was also called the "M aytag Messerschmidt." Power for the , Army's Future The AHIP Scout Helicopter will be powered by the advanced Allison T703-AD-700 engine that incorporates the combat proven technology and reliability of the over 4,000 T63 engines delivered to the Army . The T703 has a firm military and commercial background of over 20 million flight hours. With the stringent require- ments of the AHIP mission, the T703 is flat rated offering hot and high performance never before experienced in any other Scout Helicopter in the Army inventory. The advanced technology supervisory electronic fuel sys- tem gives the pilot better engine control allowing him to keep his eyes on the terrain. This is one of the most important requirements of the AHIP mission. Detroit Diesel Allison is proud to be part of the AHIP program. Allison Gas "IlIrbinesE L-~ SENTINEL DESCRIPTION: Two-place metal frame, fabric covered high wing 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 Consolidated Vultee Aircraft Corporation. POWER PLANT: One Lycoming 0-435-1 engine of 185 horsepower. PROPELLERS: Sensenich fixed pitch, two- bladed wooden propeller, 7 feet, 1 inch dia- meter. SPECIFICATIONS: Aircrafl Gross weight: 2,020 pounds. PERFORMANCE: Cruising speed (Sea level): 87 knots. Service ceiling: 15,800 feet. Max- imum range: 483 nautical miles. REMARKS: Army L- Pilots 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 purchased between 1942- 1945 (2,419 L-5 and L-5A 's in 1942) (679 " 8 '5" in 1943) (300 "C's ", 558 " E's" , and one " F" in 1944) (115 " G's" in 1945_) L-6 DESCRIPTION: Two-place metal frame, high wing observation and reconnaissance air- craft. MANUFACTURER: Interstate_ POWER PLANT: One air-cooled Franklin ., 30 0-200-5 engine of 102 horsepower. PROPELLERS: U.s_ Propeller li 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 knots. Service ceiling: 12,100 feet. Maxi- mum range: 796 nautical miles. REMARKS: This fabric-covered aircraft was sold commercially as the Interstate S-1B Cadet. Its original Army Air Corps military designation was the 0-63. One XL-6 In- terstate Cadet was procured in 1942 with an additional 250 of the aircraft being purchas- ed by the government in 1943 . SUPPORTING THE U.S. ARMY WORLDWIDE DYNALECTRON CORPORATION Aerospace Operations Di vision WITH FIXED-WING AND ROTARY-WING AIRCRAFT MAINTENANCE, MODIFICATION AND REPAIR SERVICES. 6801 Cal mont Avenue Fort Wo rth. TX 76116 "PROVIDING THE SERVICES SUPPORTING THE SYSTEMS" I ~----------L---l-J----------~1 1 11---------------.... ! I ! r DESCRIPTION: Three·place, all·metal, high wing observation and reconaissance aircraft capable of fulfilling the medical evacuation mission. MANUFACTURER: Stinson Di vision of the Consolidated Vultee Aircraft Corporation. POWER PLANT: One air-cooled Franklin XO-425-5 engine of 245 horsepower. PROPELLERS: Two-bladed, variable pitch propeller of 8 feet, 6 inch diameter. SPECIFICATIONS: The aircraft had a gross weight of 2,900 pounds. PERFORMANCE: Cruising speed (Sea level): 93 knots. Service ceiling: 15 ,000 feet. Max- imum range: 562 nautical miles. REMARKS: Although the Army Ground Forces tested two of these aircraft in 1945 , the L-13 was not accepted at that time. Later, the Army Ground Forces procured the L-13 model and by June , 1951, there were 43 of this aircraft in the Army inventory. The L-13 could carry two litters in place of the rear passenger seats. The production prototypes of the L· 13 aircraft had folding wings, but this particular model was not procured for use by the Army. L-14 DESCRIPTION: Three-place, metal frame, fabric-covered observation and reconnais- sance aircraft capable of fulfilling medical evacuation missions. MANUFACTURER: Piper Aircraft Corpora- 32 tion o f Lock Haven, Pennsylvania. POWER PLANT: One Ly coming 0·290·3 piston engine o f 130 horsepowe r. PROPELLERS: Sensenich two·bladed model 76 JB 44 propeller. SPECIFICATIONS: Span: 35 feet, 10 inches. Length: 23 feet, 3 inches. Height: 7 feet. Empty weight: 1,100 pounds. Gross weight: 1,800 pounds. PERFORMANCE: Maximum speed (Sea lev- el): 117 knots. Cruising speed (Sea level): 104 knots. Service ceiling: 14 ,500 feet. Maximum range: 397 n.m. Endurance: 3.5 hours. REMARKS: The Army Ground Forces pro- cured five L-14's and cancelled an order for 845 more on VJ Day. The airplane had long landing gear, a litter-carrying configuration (over the rear seat and into the rear fuselage), and exceptional all-around visibili- ty through the plexiglass. 'b irdhouse' in which the pilot sat. L-l~ 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 01 2,216 Ibs_ PERFORMANCE: Cruising speed (Sea level); 75 knots. Service ceiling: 12 ,500 feet. Max- imum range: 250 nautical miles. 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 utili zed in Alaska by the Forestry Service. The Boeing-built L-15 Scout used spoilers instead of ailerons and full flaps. With its high wing and elevated tai l boom, the L-15 's observer was seated back- wa rd s and had a full pano ra mic downward view unobstructed by the normal tai l struc- ture of most observation aircraft. L-16 DESCRIPTION: Two·place, metal frame, fabric·covered observation and reconnais- sance aircraf t. MANUFACTURER: Aeronca Manufacturing Company. POWER PLANT: One Continental 0-190-1 engi ne of 95 horsepower. PROPELLERS: McCauley fixed pilch, two- bladed metal propeller of 6 feet, 1 inch dia- meter. SPECIFICATIONS: The aircralt had a gross weight of 1,300 Ib s. PERFORMANCE: Cruising speed (Sea level); 71 knots. Service ceiling: 14 ,50 0 feet. Max· imum range: 405 nautical miles. REMARKS: This tandem-seating L-16 air- craft was the military version of the Aeronca "C hampion", and was the most Inexpensive ai rcraft ever purchased by the military. The Initial date of Army procurement was in 1948, with a total of 742 L·16A's eventually- 33 being delivered. There were 61 "B" 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 al so used in the Civil Air Patrol in the mid-'50's. L-17 NAVION DESCRIPTION: Four-place all-metal, low wing utility and liaison aircraft with fully- retractable landing gear. . MANUFACTURER: Ryan Aeronautical Com- pany (L-17A). North American Aviation manu- factured the " 8" and " C" models of the L-17 . POWER PLANT: One Conlinental 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. Service 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 point of 42 being reached by 1951. The "8" and "G" models had 205 horsepower engines and were purchased in FY 1949 wi th 196 " 8 's" and 35 " C 's" being inventory highs in June 1949. The L-17 Navlons 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, Pennsylvannia. POWER PLANT: One Ly coming 0-290-0 34 piston engine of 125 horsepower. PROPELLERS: Sensenich fixed pitch, two- bladed metal propeller. SPECIFICATIONS: Span: 35 leet, 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 " 8 " models. This metal-frame, fabric- covered airplane was used mainly as a trainer. The " 8 " model saw extensive use in the Far Ea st with leased ai rcraft 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-2~ V-l H-J , DESCRIPTION: Four-p lace experimental con- ~=~~~~;~~~~~ vertiplane. MANUFACTURER: McDonnell Aircraft Cor- poration, St. Lou i s, Missouri. POWER PLANT: One Continental R-975-19 engine of 550 horsepower. ROTOR SYSTEM: Single three-bladed rotor and two-bladed pusher propeller. SPECIFICATIONS: Empty weight: 4,277 pounds. Gross we ight: 5,505 pounds. PERFORMANCE: Maximum speed (Sea level ): 171 knots. Service ce iling : 11 ,800 feet. Maximum range: 414 nautical miles. REMARKS: The Army procured two L-25 air- craft in FY 1954 from McDonnell Aircraft for state-of-the-art research and evaluation. This was the only aircraft ever given three separate designa ti ons. The Army originally called th is airc raft the XH·35 w hile the USAF referred to the convertiplane as the XL-25 with the XV· 1 being the compromise desig· nation. The twin boom ai rcraft had a green- house-type cockpit and stressed skids. The XV -1 was followed by th e XV-2 (Sikorsky) con- vertiplane (design study on l y) and the XV-3 (Bell) which achieved in·flight conversion. LC-126 DESCRIPTION: Four-place utility airplane. MANUFACTURER: Cessna Aircraft Co m· pany, Wichita , Kansas. POWER P~ANT: One Jacobs R-755-11 direct drive engine of 300 horsepower. PROPELLERS: Hamilton Standard constant speed metal prope ll er, 7 ft , 9 in diameter. SPECIFICATIONS: Span: 36 feel , 2 inches_ Length: 27 feet, 4 inches. H eight 8 feet, 3.5 inches. Empty weight 2,250 pounds. Gross weight 3,350 pounds. PERFORMANCE: Maximum speed (Sea level): 158 knots_ Cruising speed (S ea level): 118 knots. Service cei ling: 19,800 feet. Max· imum range: 1,036 nautical miles. En · durance: 4 hours. Rate of climb: 1,200 feet per mi nut e. REMARKS: In 1950, five L C- 1258 's were pur- chased by the USAF for the Army National Guard. The Army issued a contract in 1952 for 53 LC ·126C's for use in such varied mis· 35 sions as search and rescue, light cargo transport, and instrument traini n g. The maxi· mum inven tory totals for the aircraft were eight "A's", five " 8's ", and 64 " C's ", dropp- ing to nine 'aircraft by January 1962. I ! I , ,I! 0-1 BIRD DOG BELOW: A 0-1 on a DESCRIPTION: Twcrplace all-metal, high wing observation, reconnaissance, and liaison aircraft with tandem seating. MANUFACTURER: Cessna Aircraft Com- pany, Wichita, Kansas. POWER PLANT: One Continental 0-470-11 piston engine ra t ed at 213 horsepower. PROPELLERS: McCauley fixed pitch, two- bladed metal propeller. SPECIFICATIONS: Span: 36 ft. Length: 25 ft, 10 in. Hei ght: 7 ft, 4 in. Empty wt: 1 ,6 14 Ibs. Gross wI: 2,430 Ibs_Fuel: 40 gal. Flap s, fixed landing gear. PERFORMANCE: Max speed (SL): 101 knots_ Cruising speed (SL): 100 knots. 170 knots. Stalling speed: 86 knots. Service ceiling: 18,500 ft. Max range: 681 n,m. Endurance: 4.67 hours . Rate of climb: 1,040 fp m. REMARKS: Developed for the Army after WW II, the Bird Dog (originally designated by the Army as the L-19) was Cessna's winning design competition entry in April 1950. The 36 LEFT: A specially- rigged 0-1 Bird Dog is ready to drop two 82d Abn e Army accepted some 3,430 0-1A 's and E's by March 1964 with the USMC using 0-1B's and 0-le 's . Later, the USAF utilized F's and G 's in Vietnam for forward air controller mis- sions. Nineteen other countries also pur- chased this versatile aircraft. The structu ral· Iy stronger TO-1 D served as the Army's in- strument trainer version in having a variab le pitch propeller and an instrument panel in the rear. The l atter could be enc lo sed for hooded f light . -. I . I A more dura ble, safer Chino ok, t hanl{s to th e T 55 - L-712 turb os haft. The Chinook CH-47D is vita l to the resup· ply of U.S. Armed Forces. The Army needs as many as possible in service to be at opti- mum effectiveness. That's why they've en- listed the help of the T55-L-712 turboshaft. Under the RAM·D Program, this product· improved ve rsion of the T55 increases Reliability, Availab il ity, Maintainability and Durab ili ty. Designed to log up to 2400 hours between ove rh au ls. An d the engine features an emergency rating of 4500 shp, providing additional safety for the aircraft and crew. The 712 makes t he Chinook easier to ma inta in. With less t im e on the ground . And more time in the air. Aveo Lycoming keeps working to make good engines even better. .d7AVC D Ly comin g E ngine G roup L ycom ing Stratford Di vision 550 South Main Street · St ratford, CT 064 97 1 OV-l MOHAWK " ~-------------------------- ~ DESCRIPTION: Two-place observation and reconnaissance ai r cra ft. MAN U FACT URER: Grumman Aerospace. POWER PLANT: Two Lycoming T53-L -70 1 turboprop engines of 1,400 shp each. PROPELLERS : H am ilt o n-Standard three- bladed revers ing & feathering, 10 ft. diam. SPECIFICATIONS: Span: 48 It Length: 4t ft. Length (wit h SLAR ante nna): 43 ft. Heig ht: 13 It Empty wI: 11 ,800 Ibs. Fuel: 1,930 Ib s; Two 150-gallon drop tanks: 2,368 Ib s. PERFORMANCE: Max speed (Sea level): 285 knots (lR/photo). Cruise (Sea leve l) : 182 knots. Service cei ling (8 0 % fu e l) : 25,000 ft. Range (w/drop tank s): 890 nm (IR/photo l_ REM ARKS: The OV-1 was first purchased as the AO -1 in Sept., 1960. The " A" utilized two 960 hp Lycomi ng T ·53- L3 turboprop eng ines; a 1,100 hp T-5 3- L7 was installed in the ' 6 " model in 1963 . De signed to operate from small, unimproved fields in th e forwa rd bat- tle area , the " D" is deceptively similar to ear- 39 lier ve rsions but rapid configuration pro- cedures enable a si ngle OV-1 D to perform the surveillan ce fun ctio ns of any previous Mo hawk_ Capable of daylight, darkness, and inclement weather operations, the '0 ' has a more accurate Inertial navigation system, improved ir'lfrared and radar performance,a vertical panoramic camera system that photographs terrain horizon to horizon, a radiological monitoring system, and ECM equipment to assure mission success . , I I T-J7 DESCRIPTION: Two·place, side·by·side 011· the-shelf jet trainer. MANUFACTURER: Cessna Aircraft Com- pany, W ichita, Kansas. POWER PLANT: Two Conlinental J·69·T·9 turbojets developing 1,840 pounds thrust. SPECIFICATIONS: Span: 33 leet , 8 inches. Length: 29 feet, 2 Inches. Height: 9 feet, 1 inch. Gross weight: 6,600 pounds. Empty weight: 4,076 pounds. PERFORMANCE: Maximum speed (10 ,000 feet): 355 knots at military power, 21 ,730 rp m. Cruising speed (25 ,000): 279 knots at normal rated power, 20 ,700 rpm . Service ceil- ing: 35,000 feet. Maximum range: 607 naut- ical miles. Endurance: 2.8 hours. Rate of climb (Sea level): 3,200 feet per minute. REMARKS: Thi s aircraft was procured by the USAF as a primary jet trainer. Three T-37's were loaned to the Army in 19 58 for Project LONG ARM 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 th e USAF and other nations_ C-91 DESCRIPTION: One-place high performance tactical reconnaissance jet fighter evaluated for use by the US A Aviation Test Board as an observation aircraft. MANUFACTURER: Built for the NATO For· 40 ces by the Fiat Aviation Division of Turin, Italy. POWER PLANT: Bristol-Siddeley Orpheus MK 803 axial flow tur bojet engine of 4,078 pounds thrust each wit h after-burner. 5,000 pounds of rated sea level stati c thrust. SPECIFICATIONS: Span: 29 leel. Length: 39 feet, 3 inches. Heig ht: 14 feet, 5 inches. Emp- ty weight: 8,380 pounds. Gross weight: 19,070 pou nds. PERFORMANCE: Maximum speed (Sea level): (G·91R) 603 knots , (G·91 Y) 605 knots. 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 a ir craft. Testing was discontinued after two of these jets were lost in separate accidents. The G-91T was a two-place tandem-seating trainer version . T -41 B MESCALERO DESCRIPTION: Four-place, all-melal, high wing single engine primary trainer. MANUFACTURER: Cessna Aircraft Com· pany, Wichita, Kansa s. POWER PLANT: One Conlinental 10-360-D piston engi ne of 210 horsepower. PROPELLERS: One McCauley two-bladed, constant speed propeller. 6 ft., 4 in. dia. SPECIFICATIONS: 35 feet, 10 inches. Length: 26 feet , 11 inches. Height: 8 feet, 11 inches. Gross weight: 2,300 pounds. Empty weight: 1,255 pounds. PERFORMANCE: Ma ximum speed (Sea l evel): 134 knots. Cruising speed (5,500 feet): 130 knots per hour. Service ce iling: 17,500 feet. Normal range (5,500 feet): 582 nautical miles. Maximum range (10 ,000 feet ): 920 nautical miles. Takeoff , sad runway: 635 feet. Land ing, sad: 400 feet. Fuel: 52 U.S. gallons. Rate of climb: 910 feet per minute. REMARKS: An off-the·shelf Cessna Model 172, 255 T·41B's were delivered through March, 1967 under a $4 million contract. With extensive nav-com equipment for student· instructor usage, the T·41 re leased the 0·1 Bird Dog, then the Army's primary trainer, for other support missions. T-42A DESCRIPTION: Fo ur·place of f-the -s helf dual intrumented, all·weather instrument and transition trainer. MANUFACTURER: Beech Aircraft Corpora- tion, Wichita, Kansas. POWER PLANT: Two Conti nental IO-470-L fu el injection engines rat ed at 260 horsepower each. PROPELLERS: McCauley co nstant speed, fu ll ·feathering tw o·bladed metal propellers, 6 feet, 6 Inches diameter. SPEC IFICATIONS: Span: 37 .9 feet. Length: 27.3 feet. He ight: 9.6 feet. Empty we ight: 3,423 pounds. Gross weight: 5,100 pounds. PERFORMANCE: Maximum speed (Sea level): 134 knots. Cruising speed, 65 percent (Sea l eve l): 175 knots. Service ce iling: 19,700 feet. Absolute ceiling: 21,000 feet. Maximum range: 1,226 nautical miles (w ith 45 minute reserve). Enduran ce: 7.5 hours. Rate of climb: 1,670 feet per minute. REMARKS: Commercially known as the 41 Beechcraft B55 Ba ron , the T·42A was first purchased in '65 becoming one of the Army's most active trainers. Additional T·42 's we re flown to Turkey by US A rm y pilots under a Military Assistance Program. I I I U-1A OTTER DESCRIPTION: Eleven-place all-metal, high wing utility STOL aircraft. MANUFACTURER: DeHaviliand Aircraft of Canada, Ltd., Downsview, Ontario, Canada. POWER PLANT: One Pratl & Whitney R· 1340· 59 piston engine of developing 600 horse- power. PROPELLERS: Hamilton Standard thre e- bladed, variable pitch metal propeller. SPECIFICATIONS: Span: 58 feet. Lenglh: 41 feet, 10 inches. Height: 12 feet, 7 inches. Empty weight: 4,431 pounds. Gross weight: 8,000 pounds .. Fuel: 216 gallons. PERFORMANCE: Maximum speed (Sea level): 134 knots. Cruising speed (Sea level): 105 knots . (5,000 feet): 121 knots. Service ceiling: 17,400 feet. Absolute ceiling: 20,5000 feet. Cruising range: 667 nautical miles. Rate of climb: 735 feet per minute. Endurance at cruise power: 6.9 hours. REMARKS: Since the intial procurement in March 1955, the LArmy has purchased 20 5 Otters. Described as an "airborne one ton truck," the U-1A is one of the few service air- craft to retain its original designation. It employs wheels, skis, wheel-skis, and floats in filling Arctic, tropic, and normal missions. U-6 BEAVER DESCRIPTION: Six·place, all·metal, high wing general utility aircraft with non- retractable gear. Originally the Army L-20; Off-the-shelf commercial DHC-2. MANUFACTURER: DeHaviliand Aircraft of 42 Canada, Limited, Downsview, Ontario. POWER PLANT: One Pratl & Whitney R·985 AN-1 engine of 450 horsepower. PROPELLERS: Hamilton Standard two- bladed, variable pitch metal propeller. SPECIFICATIONS: Span: 48 fl. Length: 30 ft, 4 in. Height: 9 ft. Empty wt: 3,000 Ibs. Gross wI: 5,100 Ibs. PERFORMANCE: Max speed (SL): 136 knols. Cruise speed (SL): 110 knots. Service ceiling: 18,000 ft. Max range (5,000 ft): 794 n.m. En· durance: 8 hours. Rate of climb: 850 fpm. REMARKS: Operable on wheels, floats, skis, or with a wheel-ski combination, the L-20 was designed for Canada's "bush" country, its high wing allowing easy mooring at lakeside docks. Its Army missions included transporting and air-dropping personnel and supplies, wire laying, courier services, med evacuation, and command transport. 968 U-6s in all were delivered to the Army. U-8D /F SEMINOLE BELOW: RU-BD bo ttl e Co nfigu r~t ion DES CR IPTION: Six-place all-meta l, low-wing high performance, all-weather courier and perso nn el transport with retractable tricycte landing gear. Convertible to a medevac am- bul ance, pilot trainer, or cargo hauler. MAN UFA CTURER: Beech Aircraft Corpora- tion , W ic hita, Kansas. POW ER PLANT: T wo L yco min g GSO-4BO-1 engin es rated at 340 horsepower each, supercharged for high altitude flight. PR OPEL LERS: Hartzell three-bladed, all- metal fea therable propellers. SPE CIF ICAT IONS (UF"): Span: 45 ft , 10.4 in. Len g th : 33 ft, 4 in. Height: 11 ft, 6 V2 in. Em p- ty w I: 5, 112 Ibs; gross wt: 7,700 Ibs. PE RFOR MANCE: Max speed (S L): lB6 knots. Crui se speed (10,000 tt): 157 knots. Service cei li ng : 27,000 ft. Max range: 1,519 n.m. En- duran ce : B.36 hrs. Rat e of climb: 1,300 feet per minute. RE MA RKS: The U -BD (orig in ally the L-23) is the m ilitary version of the 8eechcraft Model 43 LEFT: RU ·B D with APS-B5 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, unpressurized U·8 F (two Pratt & Whitney PT6A-6 turbine engi nes rated at 550 shaft h orsepower 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 fleet. U-9 AERO COMMANDER DESCRIPTION: Five-place all-metal, high- wing, utility, command, and liaison aircraft. Originally designated as the Army L· 26 (Mode ls B through D, excluding A). Off-the- shelf·version of the commercial Model 520. U-10 HELlO DESCRIPTION: Six-place all-metal, high wing short takeoff and landing utility air· craft. MANUFACTURER: Helio Aircraft Corpora- tion, Bedford, Massachusetts. 44 MANUFACTURER: Aero Design and Engi- neering Co., Bethany, Oklahoma (Later North American Rockwell Corporation). POWER PLANT: Two Lycoming GO-480-1 piston engines of 260 hp (Y L-26); 270 hp (L-268); 320 horsepower (C, D, and E models). PROPELLERS: Hartzell three-bladed variable pitch, metal propellers. SPECIFICATIONS: Span: 49 ft, 6 in. Length: 35 ft, 1 1/4 in. Height: 14 ft, 9V2 in. Empty wt: 4,475 Ibs. Gross wt: 6,750 Ibs. Fuel: 156 gal. PERFORMANCE: Max speed (SL): 186 knots. Cruise speed (SL): 159 knots. Service ceiling 21,000 tt. Max range: 1,464 n.m. Rate of climb: 1,5 25 fpm. REMARKS: The first U-9 (YL-26) was obtain- ed by the Army in 1953. Some seven 260 hp U-9's, one 270 hp " 8 ", four 320 hp "C", 3 "D's" similar to the "C", and five RL-26's (SLAR-carriers) were purchased in '53-'59 with only nine remaining by January 1962. COURIER POWER PLANT: One Lycoming GO-480 - G1D6 engine developing 295 horsepower. PROPELLERS: Hartzell three-bladed, constant-speed propeller, 8 feet diameter. SPECIFICATIONS: Span: 39 feet. Length: 31 feet. Height: 8 feet, 10 inches. Empty weight: 2,037 pounds. Gross weight: 3,600 pounds. PERFORMANCE: Maximum speed (Se a level): 149 knots. Cruising speed (Sea level): 132 knots. (10,000 feet): 144 knots. Service ceiling: 16,500 feet. Maximum range: 1,267 nautical miles. Endurance: 14 hours. Rate of climb : 1,125 feet per minute. REMARKS: Originally designated the L·24, the co mmercial Helio-Courier H-395 was pur- chased "off-the-shelf" in 1963 by the U.S. Army for operational testing and evaluation. Twenty U·10's were procured through Fiscal Year 1965 for use by the Army's Special Forces Groups. The L-28 was the USAF ver· sian of the Helio Courier. .. ... U-21 UTE DESCRIPTION: Twelve place unpressurized, high performance, all-weather utility and ta c- tical troop transport wit h a three-chair, three- li tter air ambulance configuration. MANUFACTURER: Beech Aircraft Corpora- tion, Wic hita , Kansas. POWER PLANT: Two Uniled Aircraft 01 Canada PT 6A-20 free shaft turbine engines of 520 horsepower each. PROPELLERS: Beech full·feathering, rever- sible propellers, 7 ft, 9 in diameter. SPECIFICATIONS: Span: 50 II , 3 in_ Lenglh : 35 ft , 6 i n. 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 ft): 197 knots. Cruising speed (10,000 ft): 184 knots. Service ce iling (at ma x gross wt): 27,000 tt. Max cruise range: 2,679 n.m. Rate of c limb: 1,500Ipm_ REMARKS: A m ilitary combi nation of the Be echcraft corporate turbine-powered King 45 BELOW: An RU-21D wilh SEMA antenna array sim- jlar to that on an RU-21 E reconnaissance aircraft. [ Air 90 and Queen Air, the U-21A is capable of carrying 3,000 Ibs. o f air cargo and features a spacious cab in wi th a large cargo door (53.5 in. x 51.5 in.). As a troop transport, the Ute can carry 10 field-equipped men with comba t gear stowed under bench-type seats. Initial U·21A acceptance took place in April 1967. Modified version of the Army's NU -S F, which underwent initial user evaluation in March 1964. The RU-21D ve rsion was a SEMA con- figuration. ~ !,I THE PW3005: ',1 NO OTHER ENGINE ! ,j CAN DO SO MUCH, ,~ FOR SO MANY, :1 FOR SO LITTLE. 5000 SHP. Affordable. Able to give new and existing helicopters and fixed-wing a ircraft'an unprecedented level of performance. On every co unt, the PW3005 will meet or exceed existing or r8W aircraft requirements. . Tak e affordability, for instance . Not only will its design features reduce ac quisition cost, but the PW3005 will be 30% more fuel effi- cient than existing engines. That efficiency plus its performance means 30% more ferry range for the CH-47. Seme 800 nautical miles of addi- tional rea ch for the P-3C. And enhanced performance for th e JVX. Main tenanc e costs will be low, too. Its simple five-module design reduces disassembly time. And all field maintenance is with standard Army tools. In fact. no other 5000 SHP engine can do so much for so many aircraft for so little cost. It's the reliable, minimum risk mod- ern technology engine. From Pratt & Whitney, a division of United Technologies. i WOTIZZ? ITS QUIK QUIZ #1 . A re you sharp in recognizing the not-so· well·known aircraft proposals that have graced our magzine pages over the years? If you can name either the model number or the year in which ten of the 1 19 models pictured were produced, con · sider yourself an aviation intellectual. The answers appear on the next page. .4. KAMAN ....... . ............... . • 1. McDONNELL..... . . . .......... • 5. DEL MAR .........•... • •. . ...... -~;;S-;;~~:-----l .2. BELL. .. ............ ............ . 6. .---------------~ .~ ....... 1...- , .3. BELL............. ....... ....... .7 . DEL MAR.... .... .. .. ........ .. • 11. AGUSTA • 16. BELL ... . .... ..... ..•...... ... • 17. PIASECKI. ... ......... . . ..... . 7 ~: • 15. BOEING VERTOL.............. • 19. l,j,_______________1111 UV-18 TWIN OTTER DESCRIPTION: 21-place high·wing "co m- mand admini s trative, logistical, and person- nel" STOL aircraft capable of operating on wheels, wheel-skis, floats, or high-flotation tires. MANUFACTURER : De Havilland Aircraft, Limited, Downsview, Ontario, Canada. POWER PLANT: Pratt & Whitney 01 Canada PT6A· 20 turboprop 01 579 shp. SPECIFICATIONS: Span: 65 It. Length: 51 ft , 9 in. Gross wt: 12,500 Ibs. PERFORMANCE: Cruis ing speed (SL): 184 knots. Service ceiling: 26 ,7 00 f ee t. Range: 9 28 nautical miles. Max T.O wt: 12,5 00 Ibs. Rate of climb: 1,600 fp m. T.O . run: B60 ft. Landing run: 950 ft. REMARKS: Joining the Alaska Army Na· tional Guard in 1970, the highly successful DHC-6 Twin Otter provided ARNG forces with a a multi -mis sion capability. On obser- va tion or search and rescue mission s, the UV -18A can fly for more than six hours. Easily handled at onl y 129 knots, the aircraft can drop men and supplies by parac hute with great precision. Its double-slotted flaps and ai lerons provide safe, steep, visible descents. ANSWERS TO QUIK QUIZ #1 • 1. McDONNELL AIRCRAFT ... XH· 20 AAF PURCHASE ....... ..... . .. . . 1952 • 2. BELL HELICOPTER. ..... . .. H·12 AAF PURCHASE. .. . ............. 1947 • 3. BELL. ............ TWIN· ENGINE UH ·1D ................. ... ....... 1966 • 4. KAMAN AIRCRAFT........ HOK·1 PROPOSAL. .. ... . . ......... ... .. 1957 • 5. DEL MAR .. .. . ... DH · 2C TARGET DRONE ............. . ..... ... . . .. 1966 • 6. BELL AEROSYSTEMS .. .... . X· 14 TWIN DUCT.. . ................... 1959 • 7. DEL MAR .. . ... . ... WHIRLYMITE RJW TRAINER................ .. .. 1966 • 8. FAIRCHILD·HILLER ...... TURBO· PORTER (PI LATUS). ....... ... .... 1964 • 9. BELL AEROSYSTEMS. CARABAO GEM .... . .. . ... . .... ............ 1963 • 10. GOODyEAR .... . • .. .. INFLATO· PLANE ...... . .... ........ ..... .. 1959 • 11. AGUSTA ................ . .. 109 ASH PROPOSAL. .. .. ..... ... ... 1979 • 12. VERTOL. .. .... .. .. SIX·ENGINE V/STOL AIRCRAFT. ·.. . . .......... 1959 • 13. RYAN AERONAUTiCAL.... DISC· ROTOR .......................... 1966 • 14. CANADAIR ............... CL·84 TILT·WING .... •. ..... . . . . . ... • ... 1965 • 15. BOEING VERTOL ..... YUH·61A UTTAS PROPOSAL ....... . ...... 1976 • 16. BELL ......... . ... . . .. WINGED HELICOPTER . .. .. ............... 1963 • 17. PIASECKI.. ..... ........ 16H·1B PATHFINDER .......... . ......... 1964 • 18. SiKORSKy ... ........ . ... VH·3A WHITE HOUSE AIRCRAFT........ 1962 • 19. BEECH ....... . ...... L·23 WITH FUEL TANK OUTRIGGERS........ 1962 HOW DID YOU DO? IDENTIFYING TEN OR MORE OF THE 19 PICTURED AIR· CRAFT MODELS OR KNOWING THEIR MAIDEN YEAR PLACES YOU IN THE "AV IATION INTELLECTUAL" CATE· GORY. IF YOU IDENTIFIED FIVE TO NINE PHOTOS, YOU'RE SHARP I IF YOU COULD ONLY LABEL FOUR OR LESS, AVIATION AIN'T YOUR THING! 50 1970'S - CH -47D 1950'S - OH-13 1982 EQUIPMENT ISSUE 52 = AH-l COBRA BELOW: AH -1G with stabilized night sight DESCRIPTION ("S"): Two-place attack heli- copter. MANUFACTURER: Bell Helicopter Te xt ron, Fort Worth, Texas POWER PLANT: Avco L yco ming T-53-L-703 turbine, 1,8 00 sh aft horsepowe r. ROTOR SYSTEM: Single composite two- bladed semi·rigi d fiberglass 44 ft. dia. main rotor; flapping hing e, 8 ft. , 6 in. dia. tail rotor. SPECIFICATIONS: Gro ss wt: 10,000 Ibs_ Empty wt: 6,598 pounds. Length : 44 ft. , 7 in. Heig h t: 12 It. Fuel: 259 gal. PERFORMANCE: Max speed (S L): 171 knots, depending up on stores. Max rang e: 362 n.rn. Rate 01 cl imb : 1,580 Ipm_ REMARKS: The AH·1 series, in replacing the UH-1 armed helicopter, started in April 1966 with a development and prod u ction cont ract for 110 AH-1G's. First delivery followed just 13 months later wi th combat introduction to Vietnam in August 1967. During 1967-1972, 1,1 26 G 'S were produ ced at the rate of 35 per 53 month, logging over one million combat hours. In 1975, 91 G 's were equipped with TO W systems as a 's. Lat er, all Q's and 198 G's received a new power train becoming the AH·1S (modifi ed). In a thre e-s tep pro- gram beginning in March 1977, Bell was to produce 297 new S's by Feb ru ary 1981. In compan ion steps, the remaining G's we re to be re-modified in the Modernized "S" con- figuration and all ea rlier production "S's" were to re cei ve Modernized Cobra features. , I I AH-~6A CHEYENNE BEL OW: A pusher- prop speeds the A H-56 DESCRIPTION: Two-place high-speed com- pound aircraf t. MANUFACTURER: L ockheed-Calilornia Company, Burbank, California POWER PLANT: One General El ectric T64 -G E-16 turbine of 3,435 shp_ ROTOR SYSTEM: Single ri gid rotor, 50.4 It di a.; tail rotor 10.0 ft dla .; 10 ft dia. pusher propeller for horizontal propulsion. SPECIFICATIONS: Wing span: 26.7 ft. Gross wt: 16 ,995Ibs_ Empty wt: 11,700 Ibs_ Length: 55 ft. Height: 13 ft , 7 in. Tandem-seating. PERFORMANCE: Max speed (S L): 214 kt. Cruise speed (SL): 197 kt. Service ceili n g: 26,000 ft. Hover ceiling (OGE): 10,600 feet (std). Maximum range: 54 7 n.m. Endurance: 5.4 hrs. Rat e of climb: 3,420 fpm . REMARKS: The No_ 1 prototype of the Army's AAFSS (Advanced Aerial Fire Sup- port System) was rolled out on May 3, 1967 , 13 mon ths after the initial cont ract was let, with the 10th and final prototype bei ng ae- 54 BELO W: Gear up and about 380 knot s! eepted In Aug ust, 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 cost s, and the appearance of two competiti ve company-funded AAH candidat es. In a Jul y '7 2 report, a task force called for a more agi l e, smaller, and somewhat slower AAH with less soph isticated fire control and navigation equi pment. CH-21 SHAWNEE BELOW: An H-21 with floats is tested at the Boeing Vertol facility. DESC RIPTION: Twenty-two place single engine, twin rotor personnel and cargo helico pter. MA NUFACTURER: Piasecki Helicopter Cor- porat ion (later the Vertol Aircraft Corpora- tion), Morton, Pennsylvania. PO WE R PLANT: One Curtiss-Wright super- charged R-1820-103 engine devel op ing 1,425 horsepower, RO TOR SYSTEM: Tandem fully-articulated three-bladed counter-rotating rotors, each 44 fe et in diameter. SP EC IFICATIONS: Gross weight: 15 ,200 pounds. Empty weight: 8,950 pounds. Len gth: 52 feet, 6 inches. Height: 15 feet, 9 inches. PE RFO RMANCE: Max imum speed (S ea level): 111 knots. Cruise speed (Sea level): 86 knots. Service ceiling: 18,600 feet. Max imum ran ge: 281 nautical miles. Endurance: 2 hour s, 41 minutes . REMARKS: Since the intial date of procure· 55 LEFT: An Alaska ski landing. ment in June 1950, the Army purchased 334 CH-21s of all models. It also obtained 16 B's from the USAF. In its litter configuration, the CH·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 wo rkhorse of Vietnam, when it was replaced by the UH·1. W idely used by other nations, the French employed the " Fl ying Banana" in Algeria combat operations. I. 56 DECEMBER,1982 • .DEC. 2. lindbergh Chapter. " Holiday Klck-off " -Professlonal membership lun- cheon. COL "Mike" Harvev, Jr., co, 9th cavalry Brigade Air Attack , guest speaker. St. louis (Airport) Marriott Hotel. •• DEC. 2.Lone star Chapter. Chapter Re-Acti· vaticn Meeting. Austin Army Aviation Sup- port Facility. •• OEC. 3. Monmouth Chapter. Christmas Party. The Windjammer (EARL Officers' Club), Colts Neck, NJ . • .DEC. 3. Rhine Valley Chapter. Late afternoon professional meeting . Mr. Ralph Pineo, Cus- tomer support Repr., Bell Helicopter, guest speaker. coleman NCO / EM / O-Club. • .DEC. 7. Jack H. Dibrell (Alamo) Chapter. Early evening social-business meetlng. Chapter elections. Guest speaker TBA . Free beer and soft drinks. Alamo Coors. •• DEC.10. colonial Virginia Chapter. profes· sional Luncheon Meeting. Mr. Joseph crib· bins, Special Assistant for Aviation, ODCSLOG, guest speaker. Ft. eustis Main NCO Club. • .DEC. 10. corpus Christi Chapter. Business Meeting and Annual Christmas party . Free beer and food. NAS party House. • .oec. 10. Coastal Empire Chapter. Tour of savannah port Facilities and Social Hour . Hun· ter Army Airfield Officers' Club. •• oEC . 14. Delaware Valley Chapter. pre· Christmas professional Dinner Meeting. MG UNIQUE-THE CH-54 " FLYING CRANE" ' HAS SERVED THE ARMY WELL IN A WIDE VARIETY OF MISSIONS AND CHORES , AND HERE IN A PHOTO TAKEN BY CW4 DON JOYCE A CRANE IS SHOWN STRADDLING THE INFORMATION BOOTH La' CATED AT THE MAIN GATE AT FORT EUSTIS. AAAA Calendar Story C. stevens , Commander , USAAVRAD · COM , guest speaker. Towne House, Baltimore Pike, Media, PA. •• OEC . 15. Hanau Chapter. Late afternoon Pro- fessional Get· Together . Mr. John Courcha, Int 'l Marketing , Sikorsky Aircraft , guest speak· e,- • .DEC. 18. Air Assault Chapter. AAAA Christmas Ball, general membership meeting. Music by "' Side Trac "' . Main Ballroom, Fort Campbell Of· ficers Open Mess. • . DEC . 18. Morning calm Chapter. Christmas Formal and Quarterly Meeting. General Rob· ert W. Sennewald, CINC UNC I CFC / USFK / · EUSA , guest speaker. presentation of ' 82 Chapter Awards, Eighth Army Safety Awards. Eighth Army Officers' Club. •• D£<:. 18. stuttgart Chapter. Christmas Bar·B-Q "' Carolina Style". Co untry and western Dance Contest. Nelllngen Officers' Clu~ . ..DEC. 21. TaunusChapter. First Annual Christ· mas party . Free food and beverages. Camp King Officers' Club. JANUARY, 1983 •• JAN. 11. Ft. Benning Chap ter. Professional Luncheon Meeting . Mr. J.J. Halisky, PMO, HELLFIRE Missile System, guest speaker. Ft. Benning Officers' Club. •• JAN.12. Connecticut Chapter. Professional· Social Meeting . MC story C. Stevens, com · mander , AVRADCOM, guest speaker. valle 's Restaurant, Stratford. • . JAN. 14. Chicago Chapter. professional Dinner Meeting. COL Teddy G. Allen, Aviation Officer, USA FORSCOM , guest speaker. 302nd TC Bn Ar· mory Building , NAS Glenview. • . JAN. 22. Nat'l Executive Board. Quarterly business meeting; ' B3 convention Site Inspec· tion. Omnl Hotel, Atlanta , CA. • .JAN. 25. Bonn Area Chapter. Professional· Social Meeting. Presentation by Hughes Heli· copte rs; Tour of the Convent at Obernhlr· chen; candlelight Dinner and Special presen· tatlon. Bueckburg " The Home of German Ar· my Aviation " . MARCH 1983 • .M AR. 12-19. 1983 USAREUR Region-AAA A Convention. AFRC, Garmisch, Germany. APRIL 1983 •• APR. 1-10. 1983 AAAA Nat 'l Convention and 1983·85 Hall of Fame induction. Omni Hotel, Atlanta, GA. MAY 1983 MAY 8·11. 1983 AHS Forum. Sheraton·St. Louis Ho te l, St. Louis, MO. •••••••••••••••••••••••CUSTOM EMBROIDERED EMBLEMS, your de· sign, low minimum . A.J . patch co . IEmblems, Dept. 1), Littleton , Ne'w Hampshire 03561 . • •••••••••••••••••••••• ARMY AviATioN AssociATioN 1 CRlSTWOOD ROAD, WESTPORT, CT 06880 (20'1 22Hl64 Dear AAAA Member : Although we 're most familiar with all of the AAAA 's programs and work with many of them on a day-to-day basis, we rarely get the opportunity to address the world,wide membership on Association matters of Interest. However, there 's no letter In the bin from the President Marr, and John Marr has since said, " Art , you run with the ball this month ." There are several items we'd like to bring to your attention . The first Is the strong resurgence of interest In the AAAA In some very key areas ... This groundswell takes the form of renewed Chapter activity at Forts Benning, Bragg, MCPherson, and Leavenworth, Installations at which sizable groups of members have been virtually leaderless In recent years. This may not seem all that Important, but we assure you that there cannot be a healthy AAAA without vigorous participation at these four IDeations. We also wish to make you aware of the remarks made by General John A. Wickham, Jr., at a recent Ft. Rucker AAAA dinner meeting. The Vice Chief of Staff indicated that "serious concern Is being given to establishing a separate aviation branch and aviation componency at Ft. Rucker." He then went on to say that he supported these Initiatives. The Association has never taken a position on the sublect of a separate branch although its members, and sundry subscribers to "Army Aviation " , have taken opposing editorial stances In the magazine over the years. We wish to point out that for the past 25 years your Association , th.·ough Its member-supported programs and countless thousands Of lapel pins, plaQues, banners, membership meetings, awards, and what have you, has provided a dash of COheSiveness, a big dose Of camaraderie, and some small measure of Identity to branchless aviators, crewmen, and technicians everywhere. The last Item? You ·ve heard it many, many tlmes already, and by the time you receive this issue and read this page, YOu 'll have stowed your Christmas decorations until next year, but we wish to take this moment to belatedly wish you and yours the very, very best for ·83 . 57 P;<t:('k:w\~ Art Ke sten Executive vice President AAAA I" II Worldwide Contest GoforNo.1!Seven Chapters compete for AAAA honors! AFTER three full months of compe- tition in the 1982-1983 World- wide Chapter Membership En - rollment Contest, the Morning Calm (Korea) Chapter leads the AAAA in both categories of the contest, " Membership Gain" and "Membership Percentage Gain. " COL "Mike" Bissell, President of the Morning Calm Chapter, indicated, " Our guys really want to take the cupcakes at the April '83 Convention, and it 's their in- tention to make each of the other 42 Chapters also rans ." With the "cupcake " for the " Member- ship Gain" competition being an AlI-Ex- pense Chapter Hospitality Suite on open- ing night with the room , beverages, set- ups, and ice provided, and the competi- tion's end still some three months away, Bissell's Boppers can still be overtaken. In the competition for "Largest Mem- bership Percentage Gain" many of the Association 's smaller Chapters are deci- dedly in the running with the Schwae- bisch Hall, Nurnburg, Rhine Valley, Stuttgart, and Wings of the Marne Chapters all capable of increasing their "Percentage Gain" in the ensuing mon- ths. While no prize is given for "Total Membership, " a good horse race is on with only a 44-member count separating the Army Aviation Center Chapter, now No.1; the Corpus Christi Chapter. a gaining No.2; and the Lindbergh (St. Louis) Chapter, down a bit as No.3. Two USAREUR Chapters compete in Turkey Bowl IFEEL almost certain it was a first; at least, I' ve never known two AAAA Chapters to square off in any kind of a physical encounter, but that's just what they did here in Marneland .. I'm not too happy to report that my Chapter, the Wings of the Marne Chapter" , was bested by the Valley View Chapter, 21-20, in the "First An- nual Turkey Bowl" Flag Football Cham- pionship Game. The close score attested to the excellence of the contest, and the game was covered over AFN·TV and aired USAREUR-wide. Most importantly, the build-up to the game generated much Chapter enthu- siasm and a least forty (40) new AAAA members were enrolled by the two Chapters in the interim. Wings of the Marne is the largest Chapter in the USAREUR Region and (TURKEY/Continued on Page 65) ROLLING MEADOWS, IL - SHOWN AT A RECENT CHICAGO AREA AAAA CHAPTER MEETING ARE L-R CPTS FRANK NOVAK AND NATHEN NOYES, LORRY THOMAS (PRES.I, COL DAVID E. BAEB (FT . SHERIDANI,AND COL WILLIAM TAYlOR, SEMA· PM AND MEETING GUEST SPEAKER. LARGEST MEMBERSHIP GAIN (Standings as at December 1) THE GAINING CHAPTERS Name of Chapter Membership Gain 1 Morning Calm Chapter . .. .. + 92 ,. 2 Rhine Valley Chapter ...... +24 3 Schwaeblsch Hall..... .... + 23 4 Wings Of The Marne ... .... + 22 5 Air Assault Chapter .... .... + 18 , 5 Monmouth Chapter ........ + 18 5 Fort Hood Chapter•... .. . .. + 18 6 Washington, DC Chapter .. . + 15 7 Valley View Chapter .. ..... + 14 8 Greater-Atlanta Chapter .... + 11 9 Southern California Chapter. + 9 10 Mount Rainier Chapter ...... + 8 10 Bonn Area Chapter ......... + 8 10 Suncoast Chapter ..•....... + 8 10 Chicago Area Chapter.••.... + 8 11 Stuttgart Chapter .. ...•..... + 7 12 Corpus Christi Chapter .. .••• + 5 12 Indiantown Gap Chapter ... . . + 5 12 Old Ironside Chapter ........ + 5 12 Nurnburg Chapter . .••••.•.. + 5 12 Lone Star Chapter ..... . . • . . + 5 13 Lindbergh Chapter.... ..... +3 13 MainzChapter.............. + 3 14 Connecticut Chapter ........ + 2 14 Fort Sill Chapter ............ + 2 15 Jack H Dibrell (Alamo) ... . ... + 1 15 Hanau Chapter .. ... .. ...... + 1 15 Leavenworth Area Chapter .. + 1 15 Tennessee Valley Chapter ... + 1 15 Birmingham Area Chapter ... + 1 16 Delaware Valley Chapter .... + 0 THE LOSING CHAPTERS Name of Chapter Membership Loss 17 Coastal Empire Chapter ... . . -1 17 Fort Benning Chapter ....... -1 18 Air Cavalry Chapter . . .. .... -2 19 Mid - America Chapter. . . . . .. -3 19 Fulda Chapter. . . . . . . . . . . . . -3 20 Monterey Bay Chapter. . . . .. -4 21 Taunus Chapter•.. .... ..... -5 22 Cedar Rapids Chapter. . . . .. -8 23 Aloha Chapter of Hawaii ... -10 24 Checkpoint Charlie ........ -11 25 Colonial Virginia Chapter .. -18 26 Army Avn Center Chapter .. -33 LARGEST PERCENTAGE GAIN (Standings as at December 1) THE GAINING CHAPTERS Name of Chapter Membership Gain 1 Morning Calm Chapter•.• + 44% 2 Schwaebisch Hall Chapter + 41% 3 Rhine Valley Chapter..... + 16% 4 Lone Star Chapter ....... + 13% 5 Chicago Area Chapter . ... + 12% 6 Wings of the Marne •..... + 11 % 6 Nurnburg Chapter .... ... +11% 7 Valley View Chapter . .... + 10% 7 Suncoast Chapter..... .. + 10% 8 Greater Atlanta Chapter .. . + 9% 9 Monmouth Chapter . . .. . .. + 8% 9 Fort Hood Chapter. . . . .... + 8% 10 Bonn Area Chapter ....... + 7% 10 Old Ironside Chapter ...... + 7% 11 Stuttgart Chapter•.... .... + 5% 12 Mount Rainier Chapte r .... + 4% 12 Mainz Chapter.. .......... + 4% 13 Washington , DC Chapter .• + 3% 13 Air Assault Chapter . . .. ... +3% 13 Southern California ...... . + 3% 13 Indiantown Gap Chapter ... + 3% 13 Fort Sill Chapter•••....... + 3% 13 Birmingham Area Chapter. + 3% 14 Tennessee Valley Chapter. +2% 15 Corpus Christl Chapter . ... + 1% 15 Connecticut Chapter ...... + 1% 15 Jack H. Dibrell (Alamo) . ... + 1% 15 Hanau Chapter .. .•....... + 1% 15 Combined Arms Center .. . + 1% 16 Lindbergh Chapter. ...... . + 0% 16 Delaware Valley Chapter .. +0% THE LOSING CHAPTERS Name of Chapter Membership Loss 17 Coastal Empire Chapter ... -1% 18 Fort Benning Chapter..•.• -2% 18 Air Cavalry Chapter• . ..•.. -2% 19 Monterey Bay Chapter . -3% 20 Army Avn Center Chapter. -4% 20 T aunus Chapter .......••. -4% 20 Mid-America Chapter•.... -4% 21 Colonial Virginia Chapter .. -7% 21 Fulda Chapter . . . . . . . . . .. -7% 22 Aloha Chapter 01 Hawaii.. -9% 23 Cedar Rapids Chapter. .. -11 % 24 Checkpoint Charlie ...... -26% c:i z a: fi' o '" ~ Ul '":1' Ul oUl o 59 f- a: ~ I U a f- a I "- Cl z a ~ ~ >- :> a: ~ 60 BG Ellis D. parker Deputy Director of Require- ments and Army Aviation Officer , ODCSOPS 225·0527 LTC Charles F. Fulton Aviation Team Chief, combat Division, JVX Crew Ratios 227·9666 LTC John M. Kilkenny CH·47, HLH , Ground Support Equipment , Cargo Handling Equip- ment 227-9666 MAJIP) Thomas J. Schaumberg OH·58, AHIP d an Visionics 227·9666 MAJIP) Emery L. Herrick