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CHAPTER 8

COMMAND AND CONTROL FROM THE AIR
(Employing the UH-60 Command and Control Console)

by CPT Robert T. Ault

This article examines some of the major trends observed at the National Training Center (NTC) in regard to UH-60 command and control planning and execution. Three specific trends are: airborne command and control planning, pre-combat checks, and pre-combat inspections. The use of the command and control aircraft in this article applies to its employment in support of the brigade task force. The console is certainly capable of being used to command and control the aviation task force, and the basic principles are the same. The command and control UH-60 provides the brigade or regimental commander with a powerful tool from which to conduct operations.

Observation: Enhanced flexibility.
Discussion: Because of its altitude above the battle space, the command and control UH-60 can talk across greater distances than ground-based command and control equipment. Additionally, if the aviation company has other command and control modified aircraft, the console can be moved between aircraft within 20 minutes. The 15C-model console allows the commander to communicate across the full spectrum of radio nets -- FM, VHF, UHF, HF, and TACSAT. The system also allows scanning of the above nets as desired. Unfortunately, the UH-60 command and control aircraft is a combat multiplier that is often used only as an afterthought. The "command and control bird's" capabilities are often neglected or inadequately planned at several levels within the brigade task force.

Airborne Command and Control Planning

Observation: Key personnel in the BCT for command and control planning.
Discussion: One of the major trends observed at the National Training Center is the lack of a command and control plan that integrates the console aircraft. Key personnel needed for the employment of the system are: the brigade commander, the brigade and aviation task force S-2, the aviation task force S-3, the aviation liaison officer (LNO) at the brigade combat team (BCT), the aviation task force signal officer (SIGO), and the command and control platoon leader.

The primary planning consideration is the ground commander's intent for command and control during the fight. For example, when can the commander afford to break station in order to refuel or swap aircraft? The enemy situation is the next consideration. Does the brigade task force have air superiority? Will the threat allow placement of high altitude ROZs, or will the aircraft have to perch on high ground in order to avoid the threat? These questions are two central issues that must be answered in order to execute a successful command and control mission.

Observation: Aviation task force planning.
Discussion: Once the brigade commander gives his intent and the threat is considered, the aviation task force now takes control of further planning. It is critical that the employment of the console becomes seamless to the brigade commander and his staff or it will quickly fall into the "too hard to do" block when the OPTEMPO increases.

The aviation task force S-3, in close coordination with the aviation LNO at the BCT, must submit timely restricted operating zone (ROZ) requests. A trend is the failure to plan for multiple ROZs in support of different phases of the ground tactical plan, or to request them far enough in advance of the mission. Multiple ROZs provide flexibility to the command and control aircrews to re-position to best support the brigade commander or adapt to a changing threat; however, since ROZs are normally above a coordinating altitude, airspace deconfliction with other friendly airspace users must occur. This failure results in the late request for the ROZ being denied by the air operations cell. The best technique is to learn the cycle for the airspace coordination order (ACO) for the theater.

The command and control platoon leader must know how long his crews can fly under all conditions. He must communicate this capability or limitation to the aviation task force S-3 and BCT aviation LNO. The command and control platoon leader must also understand the level at which he provides support. If at all possible, once the command and control platoon leader receives the WARNO from the aviation task force S-3, he should make contact with the aviation brigade LNO. The command and control platoon leader must clearly understand what the brigade staff will bring with them and what they expect to be present on the map board of the console. Additionally, critical times and locations of pick up and drop off are confirmed with the brigade LNO.

The command and control platoon leader and SIGO must begin necessary movement early. The aviation SIGO, like the general support commander and command and control platoon leader, must take ownership of the effective operation of the console. The use of a command and control aircraft in support of every brigade task force mission should be SOP and expected by the BCT commander as well as the aviation task force SIGO and command and control platoon leader. These two critical players must begin necessary movement after receipt of the WARNO. The SIGO must begin building the loadsets, or frequencies, to support the mission. Usually in the BCT the aviation SIGO is the only one with the computer hardware and software capable of producing the loadsets for the console. Finally, and this point is as important as any other, the pilot-in-command must attend the brigade OPORD and rehearsal while the copilot prepares the aircraft.

Observation: Solid console operation skills are critical to handle the unexpected during console operations.
Discussion: The console itself is relatively easy to interchange between console-modified aircraft. Knowledge of this task is not only preferred, but also necessary. A well-coordinated command and control platoon sergeant and crew are able to give the brigade commander more redundancy if an additional console is not available.

The general support company commander must take an active role in the readiness of his command and control consoles. In most divisions, these consoles are precious commodities. The time to maintain them and train aircrews is not just prior to mission, but at Home Station. Often the unit is not proficient and misjudges operator error as equipment failure.

Most of the time, units lack enlisted aircrew members. This shortage precludes the use of crew chiefs, electronic repairmen, or any other MOS that could act as console operators. The trend from successful units at NTC is that they have invested time to train one to three console operators. However the aviation task force chooses to fill this need, competent console operators are a must. This is a natural leadership role for the aviation SIGO.

The aviation SIGO, along with the command and control platoon leader, should provide the necessary training. A successful command and control console mission depends on a fully trained and practiced console operator who knows the capabilities and limitations of the system and can trouble-shoot it in the air.

Observation 5: Command and control relief-on-station must be planned and rehearsed.
Discussion: The last critical event to plan is the swap-out or relief-on-station of the command and control aircraft, if necessary. A critical task for the command and control platoon leader is to build redundancy into his command and control operation. A trend is that units do not plan for a pre-flighted, ready to launch, back-up command and control aircraft. This should be automatic. The command and control platoon leader should build in this redundancy because the brigade commander's plan rests on his shoulders. The command and control platoon leader must be able to react to any contingency or changes in the planned timeline once the mission begins.

Depending on the distance to the ROZ and environmental conditions, the command and control aircraft (with full external fuel tanks) can stay on station in the ROZ an average of six hours. Units should use a time limit, such as this, to build a command and control swap-out plan. Something to consider is the location of the swap-out relative to any other ROZ. Timing is critical to any command and control change out: when, during the battle, can the commander afford to hand over the battle to his TAC. This may require the first command and control aircraft to be on station for only four hours, followed by a second aircraft for six hours. Often, the most responsive technique is to have the second aircraft on standby at a set time after the first aircraft is set in the ROZ. Inside the constraints of the aircraft, the decision to swap-out the command and control aircraft is the commander's.

The most common location for a command and control swap is the forward arming and refueling point (FARP). This works well because the passengers must deplane in order to refuel the system. A second, waiting, command and control aircraft at the FARP allows the brigade commander to be on the ground a minimal amount of time.

Pre-Combat Checks

At the aviation task force level, pre-combat checks (PCC) for the brigade command and control mission include the verification of any airspace coordination, proper loadsets, and critical times from the brigade.

Observation: Command and control aircrews must know the mission and the system.
Discussion: The command and control platoon leader must ensure that every aspect of the mission has been prepared. His crews should completely understand the mission, but more importantly they should have a solid grasp of how to use the equipment on board the aircraft.

If the brigade commander will be in the back of the aircraft without the aviation commander, the role of the console operator is heightened. He must be able to teach the commander and staff the skills necessary to operate the console. Units should accomplish this well before launch time, almost as static load training. The command and control mission is far too important to be guesswork, or to have a commander that is not talking on the right nets because he is using the wrong "push to talk" button.

At the crew level, PCC must include setting the times on both the console and the radios in front of the helicopter. Preflight of a second standby aircraft is a necessity. This allows a minimum break in the timeline should something go wrong with the initial aircraft that precludes it from taking off. The pilots must have prepared maps with all pertinent graphics and a detailed communications card as well.

The command and control platoon leader must give his crews all information he has concerning the mission. It is essential that the aircrews have a working knowledge of the brigade's mission. Having an informed aircrew flying the command and control aircraft adds to the capability of the platform. Workload permitting, the aircrew should be able to monitor nets and accomplish tasks delegated by the commander. This is a great combat multiplier to a busy commander in the back, and a function of workload aircrew coordination and training among the command and control aircrews. It is also a skill that units should develop and practice, though never at the expense of aircraft control.

Pre-Combat Inspections

Observation: Checks and balances.
Discussion: Pre-combat inspections are a leadership function. Leaders checking systems and soldiers. Good units do this at all levels. The same applies to the command and control mission. Leaders must check and ask questions: What map is in the back of the console? Where is the ROZ? Is the airspace approved? What is the minimum weather? What graphics will the aircrews need in 4-8 hours from take off?

Conclusion

The command and control UH-60 is a very capable combat multiplier, but only if planned. The 15C-console system offers the commander a wide array of capabilities that are unavailable with a ground-based system. Since line of sight greatly increases the radio's capabilities, commanders have access to a wider range of information than from the ground. To effectively exploit these capabilities, the staff must conduct command and control planning. Key personnel throughout the BCT provide essential information to ensure a successful command and control mission. Aviation staffs must work to make use of the command and control UH-60 easy for the brigade commander. This includes everything from conducting up-to-the-last-minute coordination with the brigade S-3, to developing a comprehensive console-training program at Home Station. The command and control UH-60 is a responsive and capable command and control platform when properly used. Leaders must take the lead in ensuring it remains effective.

Tactics, Techniques and Procedures

1. Units should develop a console-training program that includes training operators on all aspects and capabilities of the console.

2. When conducting mission analysis, the use of the airborne command and control console should be considered by staff elements from the BCT on down.

3. Requests for airspace, such as a ROZ for the command and control aircraft, must be planned for and requested well in advance of the ACO orders process.

4. The aviation SIGO must take ownership and responsibility for the success of the command and control aircraft's mission.

5. A member of the aircrew (PIC or PI) should attend the BCT or aviation task force rehearsal in order to gain situational awareness.

6. Relief-on-station between command and control aircraft must be planned and rehearsed.