PAM 3-03 Army Aviation

PAM 3-03
PHILIPPINE ARMY MANUAL 3-03
ARMY AVIATION
Proponent: Aviation Bn, MID, PA

Issued: 06 May 2014
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PHILIPPINE ARMY MANUAL 3-03
ARMY AVIATION
Philippine Army Manual 3-03 (PAM 3-03) dated 06 May 2014 is promulgated
on authority of the Commanding General, Philippine Army
LTGEN HERNANDO DCA IRIBERRI AFP

Commanding General, Philippine Army
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PREFACE
1. This manual provides a standard and ready reference on the employment

of air power in support to Philippine Army operations, and a better
understanding of the unique task being executed by the Army Aviation
Service as a significant component of the combined arms team.
2. This manual covers missions, methods of employment, operations, and

the various service and support functions required by Army Aviation.
“Army Aviation” refers to aviation personnel, aircraft, and allied equipment
organic to a unit. An “Army Aviation unit” is an organization comprised
predominantly of aviation personnel and aircraft whose purpose is to
provide aviation support to Philippine Army units with no organic aviation
and without the usual day-to-day need for this support.
3. The Proponent of this manual is the Army Aviation (Bagwis) Battalion. The
Army Aviation (Bagwis) Battalion is responsible for the review and update
of this publication. Send comments and recommendations to the
Commanding Officer, Army Aviation (Bagwis) Battalion, Fort Ramon
Magsaysay, 3130 Nueva Ecija, Attention: Operations Officer.
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Designations.
Circular Nr 5, GHQ AFP dated 6 July 2004; Title: Utilization, Management

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by Military Personnel.
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Army, Command and General Staff College, TRADOC, PA, July 2002.
Commanding General, Philippine Air Force Annual Air Power Symposium

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Doc 9554-AN/932, Manual Concerning Safety Measures Relating to

Military Activities Potentially Hazardous to Civil Aircraft Operations,
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DA, 30 September 1977.
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August 2002.
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16 July 1984.
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June 1991.
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GHQ AFP Publication Nr 1, Dictionary of Armed Forces of the Philippines

Terms, 1 May 1964.
Hague Rules of Air Warfare, Commission of Jurist, The Hague, 1923.
Handbook on the Law of War for Armed Forces, International Committee

of the Red Cross, Geneva, 1987.
HPA Letter Directive dated 4 May 2005; Subject: Guidelines on the

Utilization of PA Aircraft.
Implementing Guidelines, Rules and Regulations to the MOA between the

DND and the COMELEC, GHQ AFP dated 22 January 2007.
Information Paper, Aviation Security Plan of Action, International Civil

Aviation Organization, 24 September 2004.
Intelligence and Security Handbook for Tactical Unit Commanders and

Intelligence Officers, HISG, PA, August 1995.
International Standards and Recommended Practices, Aerodromes,

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

and Incident Investigation, Annex 13 to the Convention on International
Civil Aviation, 8th edition, July 1994.
Law of Armed Conflict: Essentials for Commanders, GHQ AFP.
Law of Armed Conflict New Teaching File, GHQ AFP, 2006.
Letter CO, AABn dated 23 February 2004; Subject: Standardization in the

Use of Flight Suit.
Letter of CO, AABn dated 30 January 1998; Subject: Army Aviation

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

Aviators.
Letter of CO, AABn dated 11 January 2006; Subject: Proposed

Amendments/Changes on HPA Guidelines on the Utilization of PA Aircraft.
Letter Directive of Chief of Staff, AFP dated 6 February 1989; Subject:

Guidelines Regarding the Use of AFP Personnel, Equipment, Facilities
and Other Military Properties for Commercial Filming.
Letter Directive of CO, AABn dated 23 February 2004; Subject:

Standardization in the Use of Flight Suit.
MOA between the DND and the COMELEC on 12 October 2006.
Occupational Safety and Health Standards (as amended), Department of

Labor and Employment, Manila.
PAF Air Power Manual, 2000.
PAF Materiel Directive Nr 4G-3, HPAF dated 17 June 1987; Title:

Procurement of Services of Flights/Mission Abroad.
PAFM 0-1, Philippine Air Force Basic Doctrine, July 1978.
PAFM 3-8, Air Search and Rescue, July 1978.
PAFM 3-600, Tactical Helicopter Support Operations (MG-520), 20 April

1995.
PAFM 17-1, Aircrew Management, May 2006.
PAFR Nr 01, HPAF dated 19 October 1994; Title: PAF Air Power
Structure.
PAM 0-1, The Philippine Army (Interim Draft).
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PAM 2-00, Intelligence Manual, 9 August 2008.
PAM 3-01, Infantry Operations Manual, 13 November 2007.
PAM 3-02, Light Armor Operations Manual, 13 November 2007.
PAM 3-031, Army Aviation Rules of the Air Manual (Interim Draft).
PAM 3-04, Field Artillery Operations Manual, 22 September 2007.
PAM 3-05, Air Defense Artillery Manual, 23 October 2007.
PAM 3-001, Internal Security Operations Manual (Interim Draft).
PAM 3-17, Light Armor Operations, April 1979.
PAM 7-00, Civil Military Operations Manual, 15 May 2008.
PAM 4-01, Combat Service Support Manual, 22 September 2007.
PAM 8-01, Philippine Army Doctrine Development, 13 March 2008.
PAM 10-00, Reserve Force Development, 23 October 2007.
PAM 11-00, Communications, Electronics and Information System

Manual, 23 October 2007.
PD 1643, Act to Incorporate the Philippine National Red Cross, 1979.
Philippine Army Soldier’s Handbook on Human Rights and International

Humanitarian Law: A Practical Guide for Internal Security Operations, G7,
PA.
PNM 3-9, Naval Air Operations, October 1978.
Protocols Additional to the Geneva Conventions of 12 August 1949

(Revised Edition), International Committee of the Red Cross, Geneva,
1996.
RA 25, An Act to Increase the Compensation of Flight Officers and

Enlisted Men of the Air Corps of the Philippine Army, 25 September 1946.
RA 6235, An Act Prohibiting Certain Acts Inimical to Civil Aviation, and for
other purposes, 19 June 1971.
RA 8491, Flag and Heraldic Code of the Philippines, 12 February 1998.
RA 9372, Human Security Act of 2007.
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Restructuring the Australian Army, Directorate of Publishing and Visual

Communications, Canberra, 1997.
RP-US Exercise Balikatan 2006 Information Handbook, J3, GHQ AFP.
Rules and Regulations, Wittman Regional Airport, Oskosh/Winnebago

County, Wisconsin, 21 September 2004.
Rules and Regulations Implementing Republic Act No. 8491, Series of

1998, National Historical Institute, Manila.
Rules of International Humanitarian Law and Other Rules Relating to the

Conduct of Hostilities: Collection of Treaties and Other Instruments
(Revised), International Committee of the Red Cross, Geneva, 2005.
SOP Nr 01, HAABn dated 1 July 1998; Title: Procedures in the Dispatch of
Aircraft and Crew for Flight Missions.
SOP Nr 01, HPAF dated 8 March 1994; Title: Command/Staff Visits.
SOP Nr 01-02, H505SRG dated 8 February 2002; Title: Aircrew Stan/Eval

Program.
SOP Nr 02, HAABn dated 3 July 1998; Title: Procedures in Filing the
Military Flight Plan.
SOP Nr 02, HPA dated 9 February 1993; Title: Salutes, Honors and
Ceremonies by PA Units.
SOP Nr 03-01, HAFGH dated 6 May 2003.
SOP Nr 03-17, H15SW dated 8 October 2003; Title Utilization and

Employment of the Reconfigured SF.260TP Warrior.
SOP Nr 04, HAABn dated 15 September 2004; Title: Army Aviation

Service Ratings.
SOP Nr 04, HAABn dated 25 February 2006; Title: Awarding of Army

Aviation Badges.
SOP Nr 04-01, HADC dated 8 March 2004; Title: Control of Aircraft for the
conduct of Flower Drop/Fly By.
SOP Nr 06, HPAF dated 24 July 1989; Title: Minimum Operational Flight
Requirements.
SOP Nr 07, HPAF dated 19 May 1995; Title: Dispatch of PAF Aircraft
Abroad.
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SOP Nr 08, HPAF dated 28 August 1997; Title: Movement of Passengers

Via PAF Aircraft.
SOP Nr 2, GHQ AFP dated 24 July 1963; Title: Flight Clearance for
Foreign State Aircraft.
SOP Nr 2, HPAF dated 22 January 1979; Title: Gassing-up of Non-PAF

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

Philippine Army Aircraft.
SOP Nr 5, HPAF dated 20 April 1981; Title: Restricted Airspace for PAF
Aircraft.
SOP Nr 7, GHQ AFP dated 8 July 1993; Title: Administration of AFP

Logistics Flight.
SOP Nr 7, GHQ AFP dated 26 June 2001; Title: Vigilance Net.
SOP Nr 10, GHQ AFP dated 6 June 1979; Title: Foreign Visitors in Military
Installations and Areas of Operation.
SOP Nr 11, HPAF dated 25 July 1994; Title: Night Flying Operations.
SOP Nr 12, HPAF dated 17 August 1994; Title: Handling of VIP Flights.
SOP Nr 13, HPAF dated31 August 1994; Title: Passengers and Cargo Mix
aboard PAF Aircraft.
SOP Nr 14, HPAF dated 1 September 1994; Title: Processing of

Passengers and Cargo for PAF Controlled Transport Flight.
SOP Nr 86-1, GHQ NAFP dated 17 April 1986; Title: Priority of Passenger
and Cargo Accommodation.
SOP Nr 94-02, H205HW dated 15 February 1994; Title: Helicopter

Utilization in Deployment Areas.
SOP Nr 98-04, H15SW dated 14 August 1998; Title Utilization and

Employment of MD-520MG.
SOP Nr 98-05, H15SW dated 7 October 1998; Title: Utilization and

Employment of OV-10A.
SP 3-033, Staff Organization and Operations, February 2005.
SP 3-0033, Operational Terms and Graphics, April 2005.
SP 4-032, Ammunition General, March 2005.
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ST-029, Philippine Military History, April 2005.
Staff Study on the Safety of Air Navigation in the Philippine Army, Combat
Arms School, Training and Doctrine Command, PA, 8 February 2000.
Tactical Surveillance System Acquisition Project, Phase I of PA Capability

Upgrade Program.
The 1987 Constitution of the Republic of the Philippines.
The Combat Staff Handbook: A Comprehensive Guide for Army Combat

Planners, CRSS, G3, PA.
The Command of the Air, Guilio Douhet, 1921, translated by Dino Ferrari.
The Frontline Emblems: New Design of AFOS Insignias for the Infantry,
Cavalry, Field Artillery and Corps of Engineer, HPA, 2004.
The Geneva Conventions of August 12 1949, International Committee of

the Red Cross, Geneva.
The Philippine Air Force Story, HPAF, 1992.
The Philippine Army Aviation Safety Program, AABn, PA, 19 August 1997.
The Philippine Army Training System, G8, PA, 1997.
TM 5-803-4, Planning of Army Aviation Facilities, DA, 15 July 1983
TOE of Army Aviation Battalion, AABn, LABde, PA, 9 April 2006.
Unit History, AABn, LABde, PA, 2005.
War in the Air: 1914-45, Williamson Murray, Cassell, Wellington House,

125 Strand, London WC2R 0BB, 1999.
Where Triumph Begins: History of the Training and Doctrine Command

Philippine Army, 2002.
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CONTENTS
Section Title Page
CHAPTER 1 – INTRODUCTION TO ARMY

AVIATION
1-1 General 1-1

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

COMMUNICATIONS
2-1 Command and Control 2-1

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

(WARFIGHTING)
3-1 Introduction to Aviation Operations 3-1

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

AGENCY SUPPORT)
4-1 General 4-1

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

5-1 General 5-1
5-2 Pre-Flight 5-4
5-3 Flight Instruction and Simulated Instrument Flight 5-5
5-4 Operating Near Other Aircraft 5-6
5-5 Right of Way 5-7
5-6 Aircraft Speed 5-8
5-7 Operations under VFR, IFR and VFR on Top 5-9
5-8 Operations Outside of the Republic of the Philippines 5-12
5-9 Operations Requiring Specialized Equipment or 5-12
Procedures
5-10 Aircraft Markings 5-13
5-11 Flight Mission Classification Code 5-17
CHAPTER 6 - AIRCRAFT UTILIZATION AND

HANDLING
6-1 Utilization 6-1

6-2 Aircraft Operation by Military Personnel 6-8
6-3 Aviation Services while on Overseas Flight Mission 6-8
6-4 Aircraft Operation and Movement on the Ground 6-12
6-5 Aircraft Marshaling 6-16
6-6 Ground Movement Signals for all Aircraft 6-18
6-7 Additional Signals for Hovering Aircraft 6-46
CHAPTER 7 - AVIATION MAINTENANCE
7-1 General 7-1

7-2 Maintenance Management 7-3
7-3 Levels of Aviation Maintenance 7-8
7-4 Alteration, Repair and Maintenance of Aircraft 7-12
7-5 Aircraft Cleaning 7-23
CHAPTER 8 – AVIATION FACILITIES
8-1 General 8-1

8-2 Planning Factors 8-2
8-3 Basic Facilities and Space Allowances 8-8
8-4 Obstructions to Air Navigation at Aerodromes 8-13
CHAPTER 9 – AIRCREW
9-1 General 9-1

9-2 Policy 9-1
9-3 Aeronautical Ratings 9-3
9-4 Aeronautical Designation 9-4
9-5 Requirements Governing Aeronautical Ratings and 9-5
Designations
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9-6 Flying Duty Status of Aviation Personnel 9-7

9-7 Flying Status of Non-Rated and Non-Designated 9-11
Personnel
9-8 Flying Pay 9-15
9-9 Army Aviation Service Ratings 9-16
9-10 Army Aviation Badges 9-21
9-11 Army Aviation Service Insignia 9-28
9-12 Aviation Crew Flight Uniform 9-30
ANNEXES
A History of Aviation In The Philippine Army A-1
B Philippine Army Aerodromes B-1
C Flight Plan Forms C-1
D Weather Forecast D-1
E Military Aircraft Nationality Markings E-1
F Other Distinctive Signs For Protected Persons And F-1
Objects
G After Flight Operation Report G-1
H Authority to Service PA Aircraft on Overseas Flight H-1
I Aircrew Flight Data Record I-1
J Ground Crew Inspection List J-1
K Waiver Form K-1
L Search and Rescue Units L-1
M Emergency Frequency M-1
N Table of Organization N-1
O Aircrew Management O-1
Glossary
Abbreviations
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CHAPTER 1
INTRODUCTION
“Dedicate with all your love, as long as there is blood shed every drop of it.
If for the defense of the country life is lost, this is fate and true glory.”
― Gat Andres Bonifacio,

Founder of the Katipunan and
Father of the Philippine Army,
in his poem Love of Country (1896)
Section 1-1 General
1. Mission. The mission of the Army Aviation Battalion is to conduct

aviation operations for the Philippine Army. It may also conduct operations
other than war independently or as part of a task force in peacetime
environment as required by higher headquarters. Basically, it conducts
aviation operations in fighting a land battle and support ground operations by
executing the following army aviation missions:
a. Combat mission.
b. Combat support mission.
c. Combat service support mission.
2. Capabilities. To accomplish its given mission, the Army Aviation

Battalion must have the capability to perform the following:
a. Provide air movement of troops and supplies.
b. Perform maneuvers during air assault operations when tasked

organized with other combat forces.
c. Provide aerial observation, reconnaissance, and surveillance.
d. Provide evacuation of casualties, captured enemy personnel,

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

intelligence enhancement for combined arms operations.
f. Conduct night flying operations within tolerable weather

conditions.
g. Perform search and rescue operations.
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h. Conduct parachute and air drop operations.
i. Perform depot level aircraft maintenance.
j. Provide air traffic service and airspace control.
k. Provide ground support for aerodrome operations.
l. Conduct aviation-related training.
m. Perform other functions as higher headquarters may direct.
Section 1-2 The Philippine Army Aviation Organization
3. The Army Aviation Battalion (AABn). The AABn is a combination of

combat support and combat service support aviation units. It is composed of
the Headquarters and Headquarters Company, the Aeroscout Company, the
Combat Aviation Support Company, the Aircraft Maintenance Company, and
the Aviation Training Unit.
4. Headquarters and Headquarters Company (HHC). The HHC is

composed of a command section and a company headquarters. The company
headquarters exercises control and supervision of the headquarters section,
command aviation platoon, airfield security platoon, aerodrome operations
platoon, and support platoon.
5. Aeroscout Company (Aero Co). The Aero Co is composed of a

company headquarters, a service platoon, and three aeroscout platoons. The
aeroscout platoons may be tasked organized with infantry divisions or special
operations forces to address specific missions.
6. Combat Aviation Support Company (CASC). The CASC is

composed of a company headquarters, a service platoon, and three combat
aviation support platoons. The combat aviation support platoons may be
tasked organized with infantry divisions or special operations forces to
address specific missions.
7. Aircraft Maintenance Company (AMC). The AMC is composed

of a company headquarters, an aircraft maintenance platoon, and a service
platoon. Although located at a fixed-based facility, it can deploy its
maintenance support teams to augment the aircraft maintenance sections of
the Aero Co or the CASC.
8. Aviation Training Unit (ATU). The ATU is composed of a unit

headquarters, a ground training department, a flight training department, and
an aviation doctrine department. It can deploy its mobile training to team to
conduct aviation-related training to other PA units.
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Figure 1.1 The Army Aviation Battalion (Interim TOE, 2006)
Section 1-3 Mission, Function and Capabilities
1. Combat Support Units. The AABn’s tactical flying units consist of the
Aero Co and the CASC. These aviation units are tactically deployed as it
participates in brigade and division operations all over the country. They can
also operate independently given the appropriate mission and tasking.
a. Aeroscout Company. Its mission is to perform aerial

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

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

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

surface forces.
5) Engage in offensive, defensive and delaying actions.
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6) Provide forward air control-air.
7) Adjust battlefield supporting fires and provide aerial fire

support.
8) Performs search and rescue operations as well as

emergency medical missions.
9) Conduct night flying operations within tolerable weather

conditions.
10) Perform unit level maintenance to organic air assets.
11) Perform other functions as higher headquarters may

direct.
Figure 1.2 The Aeroscout Company
b. Combat Aviation Support Company. Its mission is to provide

tactical air mobility of troops, supplies and equipment within the combat zone.
Its ability to rapidly deploy forces in the combat zone allows the troops to
close with the enemy in a short period of time in order to destroy or capture
them. Its capabilities are the following:
1) Conduct maneuvers during air assault operations.
2) Provide aerial observation, reconnaissance, and

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

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

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

and intelligence enhancement for combined arms operations.
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6) Conduct night flying operations within tolerable weather

conditions.
7) Perform search and rescue operations.
8) Perform parachute and air drop operations.
9) Perform unit level maintenance to organic air assets.

direct.
Figure 1.3 The Combat Aviation Support Company
2. Combat Service Support Units.
a. Headquarters and Headquarters Company. Its mission is to

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

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

unit level maintenance of communication equipment.
4) Provide unit level medical support.
5) Provide unit administrative support to assigned and

attached units.
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6) Provide flight operation and control to all PA aircraft.
7) Provide air traffic service and airspace control.
8) Provide ground support for aerodrome operations.

direct.
Figure 1.4 The Headquarters and Headquarters Company
b. Aircraft Maintenance Company. Its mission is to provide depot

level aviation maintenance to the AABn. It also conducts quality control and
technical inspection of maintenance works. Its capabilities are the following:
1) Perform overhauling of aircraft assemblies and

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

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

downed aircraft.

direct.
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Figure 1.5 The Aircraft Maintenance Company
c. Aviation Training Unit. Its mission is to conduct aviation related

training to the AABn. It also undertakes research and development of aviation
doctrine and assists in the conduct of aircrew standardization and evaluation.
Its capabilities are the following:
1) Conduct initial flight training to Army student aviators.
2) Conduct specialized training on equipment qualification,

aviation safety, flight operations, aircraft maintenance, air traffic control,
aerodrome operations, and aircraft weapons system.
3) Provide training platform for flight simulation.
4) Provide pre-flight and post-flight briefings for the

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

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

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

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

trainings.

direct.
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Figure 1.6 The Aviation Training Unit
3. Upgrading of Unit. To optimize the fighting capability of the ground

troops, the HPA will also need to upgrade the AABn to effectively accomplish
its mission by being flexible to its functions and by enhancing its capabilities to
conduct aviation operations. The need to upgrade the AABn will maximize the
warfighting capability of the combined arms to meet the challenges of the
future battlefield environment and other emerging threats. The size of the
formation can either be a group, regiment, or brigade depending on the PA
future force structure requirements.
Figure 1.7 The Army Aviation Group
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Section 1-4 Threat to Army Aviation
1. Types of Threat. The threat to Army aviation may come from the
following:
a. Enemy. Hostile forces will attack aviation forces to:
1) Disrupt or negate command, control and communications

(C3).
2) Disrupt or destroy aviation facilities, its personnel and

equipment.
3) Destroy or damage aircraft in the air or on the ground.
4) Disrupt or destroy logistics supplies, fuels, and parts.
5) Curtail or sever transportation links.
6) Contaminate or render useless water, food, fuels, oils,

and soils.
7) Neutralize or disturb electronic devices used to measure,

communicate, navigate, and control.
b. Friendly or Neutral. The growing complexity of modern warfare

and the sophistication and lethality of weapons increase the problem of
friendly fire. The requirement for camouflage, concealment, and deception for
survival also increases the possibility of poor recognition by friendly forces.
Combined and joint operations increase the likelihood of electromagnetic
interference from radars, communications, and navigation equipment, not to
mention friendly electronic warfare operations.
2. Threat Capabilities. The aviation forces may create large

signatures for hostile intelligence, reconnaissance, surveillance, and target
acquisition systems. Hostile forces may use missiles, artillery, fighter bomber
aircraft, attack helicopters, armor forces, directed-energy weapons (DEW),
radio-electronic combat (REC) or special operations units attacking aviation
facilities.
a. Air Threat. Aircraft and missile forces operating from land

bases or seaborne platforms can deliver weapons ranging from nuclear,
biological, chemical (NBC) to high-explosive, fragmentation, and incendiary
warheads. Delivery means are free-fall bombs, ballistic rockets, precision-
guided munitions, and cannon/gun-fired projectiles.
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Figure 1.8 Air Threat. Strike fighter aircraft employs air-to-ground

munitions that can disrupt the operation of army aviation forces in the
air and on the ground.
Figure 1.9 Ground Forces. Troops on the ground can be deployed

rapidly to inflict destruction on rear area aviation facilities.
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b. Ground Forces. Air- and sea-delivered ground forces can

attack rear area aviation facilities with howitzers, mortars, and direct-fire
weapons. They can lay mines, set ambushes, conduct REC, or provide
targeting information to other forces. This threat may also include the use of
man-portable air defense (MANPAD) systems.
c. Artillery. Conventional artillery (howitzers, guns, and

mortars) can reach up to 50 kilometers with extended-range ammunition.
Multiple-rocket launchers achieve similar ranges with standard rockets and
fewer launchers for area saturation. Artillery projectiles include high explosive,
fragmentation, incendiary, smoke, and improved conventional munitions.
Larger-caliber warheads add nuclear, chemical, and submunition capability to
conventional forces. Submunitions include anti-tank and anti-personnel mines,
chemical bomblets, and fuel-air explosives. Limited-use munitions are used
for marking, electronic jamming, reconnaissance, psychological warfare, and
non-nuclear electromagnetic pulse rounds.
Figure 1.10 Artillery. High Explosive munitions fired from artillery

pieces like Howitzers can inflict casualties to aviation forces from
casing fragments and other debris, blast, and burn injuries.
d. Missiles. Tactical missiles can reach targets throughout the

theater army area. Free rocket over ground, short-range ballistic missiles,
cruise missiles as well as air defense systems (short-range and high-to-
medium-range) are becoming more common among regional military powers.
Missiles can deliver the full variety of conventional and CBR munitions from
land, surface ships, and submarines. Missiles and rockets of diverse origin
are available in quantity and lend themselves to single or mass launches.
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Figure 1.11 Missiles. Guided missiles launched by enemy warships

can hit high value targets such as aviation facilities with pinpoint
accuracy.
Figure 1.12 Directed-Energy Weapons. Laser beams coming from

airborne platforms can easily destroy C3 structure of the aviation forces.
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e. Directed-Energy Weapons. Directed-energy weapons use

amplified, pulsed-light, microwave, or millimeter wave frequencies to disrupt
or destroy controls, sensors, structures, or personnel. Current non-weapon
lasers can damage night vision devices and optics and can cause eye
damage. Future applications of DEW and radio frequency and particle beam
weapons are expected to inflict structural damage. DEW presents severe
problems for unshielded electronic components such as fly-by-wire systems
and computers.
f. Armor. Threat force armor units may operate to exploit their

success in battle. Tanks (76mm to 125mm guns), infantry fighting vehicles
(20mm to 73mm automatic cannons/guns), self-propelled artillery, and
armored personnel carriers mounting heavy machine guns or grenade
launchers may attack aviation forces.
Figure 1.13 Armor. Enemy armor can exploit its mobility, firepower and
shock effect to disrupt operations and damage facilities of aviation
forces.
g. Infantry. Infantry-type units (rifle squads, special forces

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

forces.
Figure 1.14 Infantry. Highly skilled commandoes or special operations

forces armed with sophisticated and lethal weapons have the capability
to neutralize the aviation forces.
3. Emerging Threats. The emerging threats refers to those existing

methods, actions or objects that could conceivably be used in an act of
interference which have not yet been employed or documented for use
against aviation forces.
a. Misuse of aircraft as weapons to cause death, injury and

damage on the ground through its intentional destruction.
b. Suicide attacks in the air and on the ground.
c. Electronic attacks using radio transmitters or other means to jam

or alter the state of ground or airborne navigation or guidance control systems
thereby endangering the safety of soldiers and aircraft.
d. Computer-based attacks which block or alter aeronautical

communications or interfere with other aviation operations (e.g. aeronautical data
banks) which can endanger the safety of soldiers and aircraft.
e. Chemical and biological attacks against aviation forces or to

disrupt aviation operations and deny use of aviation facilities by threatening its
use.
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f. Misuse of nuclear or other radioactive materials to endanger the

persons, contaminate property and deny the use of aviation facilities.
g. Misuse of kites, pyrotechnics and radio controlled aircraft

against low flying PA aircraft.
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CHAPTER 2
COMMAND, CONTROL AND COMMUNICATIONS
“To have command of the air means to be in a position to wield offensive

power so great it defies human integration. . . It means complete protection of
one’s own country, the efficient operation of one’s army and navy,
and peace of mind to live and work in safety.”
― Gen. Giulio Douhet

Italian air power theorist, in his treatise
The Command of the Air (1921)
Section 2-1 Command and Control
1. Process. The command and control (C2) comprises coordinating,

planning, directing and controlling all unit activities. The C2 process serves
two purposes:
a. It gives the aviation commander the means to communicate his

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

commander in planning and executing operations faster than the enemy can
react.
2. Effectiveness. To be effective, the C2 must be properly organized and

that the staffs must be well trained. The aviation commander and staffs must
practice the C2 process so that procedures become instinctive. The
commander must have a reliable, secure, fast and durable command and
control system in which to communicate, coordinate and provide direction to
his forces.
3. Responsibility. Effective leadership is a primary dynamic element of

combat power that affects the success of C2. Leaders must be willing to take
responsibility and use initiative, guided by their commander’s intent. Leaders
must be able to think clearly and quickly. Speed and decisive action are
critical.
4. Coordination. One of the keys to success of C2 is the ability of leaders

at all levels to issue effective orders. These orders must place restrictions on
subordinates only to the degree that coordinated action of the command is
assured. They must use terminology that is widely understood throughout the
command. Above all, they must accurately communicate the commander’s
intent, which guides subordinate in pursuit of the common goal in the absence
of communications.
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5. Employment. Aviation forces are most effective when massed.

However, they are often decentralized and separated by means of task
organization with infantry, armor or special operations units. This can occur
down to section level. In such an organization, the commander-subordinate
relationships must be characterized by mutual trust and respect. Aviation
commanders and subordinates must know how each other thinks. Aviation
commanders must teach subordinates not what to think, but how to think.
Conversely, when aviation forces are decentralized and attached to infantry,
armor or special operations units, aviation commanders must be assertive in
advising the infantry, armor or special operation commander and his staff on
the best means for aviation employment and logistical requirements.
Section 2-2 Command and Control System
1. Organization. The C2 system is defined as the facilities, equipment,

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

commander exercise control.
b. Communication. It includes communications equipment,

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

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

airfield for the aviation commander and his staff (a headquarters), and an
administrative and security organization to protect, sustain, and move the
aviation commander and staff.
e. Procedures (including those for decision making). By taking

use of multiple sources such as doctrine, tactics, techniques, regulations, and
standing operating procedures to focus the command and staff effort.
3. Characteristics. The C2 system must be flexible, robust, survivable,

and capable of providing the aviation commander with information that allows
him to perform C2 functions concurrently. The aviation commander is the
center around which the C2 system revolves. Any area where functions
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overlap normally indicates where he must focus his personal attention. The
staff, using the C2 system, provides the aviation commander with the freedom
to focus on the area he has deemed the most important.
4. Essential Measures. Neither the aviation commander nor his staff

should consider the C2 system an end unto itself. It exists to support the
aviation commander and help him make the decisions necessary to for
accomplishing their mission. For example, while exercising command, an
aviation commander issues orders that serve as input to subordinate units. As
each subordinate unit plans and executes its mission, it produces feedback to
its higher commander and his staff. These are the essential measures that
support effective C2. The C2 is continuous, and its activities are interrelated.
Section 2-3 Command and Control Responsibilities
1. Battalion Commander. The battalion commander commands all

elements of the unit. He determines the C2 organization that best supports his
methods of operations. He organizes his staff, determines the succession of
command and assigns responsibilities. He provides his subordinates with
missions, tasking, and a clear statement of his intent. The battalion
commander allows subordinates freedom of action in implementing orders.
2. Battalion Executive Officer (XO). During the commander’s absence,

he represents the battalion commander and directs action in accordance with
established command policy and guidance. During battle, he is normally in the
main command post where he monitors the battle, reports to higher
headquarters, keeps abreast on the situation, integrates CS and CSS into the
overall plan and plans for future operations.
3. Sergeant Major (SM). The battalion sergeant major is on the

commander’s personal staff and his primary advisor concerning enlisted
personnel. He must know the administrative, logistical, and operational
functions of the Battalion. Since he is the most experienced enlisted soldier in
the Battalion, his attention is focused on soldier and soldier support matters.
The SM may act also as the commander’s troubleshooter in supervising
critical aspects of an operation. The SM may also perform critical liaison,
coordinate passage of lines, lead advance or quartering parties, supervise at
key breach/ford sites, monitor key defensive preparations, assist in the CSS
effort, and monitor unit morale.
4. Personnel Officer (S1). The S1 is a principal staff officer with

responsibility for exercising staff functions and coordination for personnel
service support. Personnel service support encompasses the areas of
personnel service, administrative services, health service support, morale and
welfare service support activities, finance support, postal services, spiritual
enhancement and guidance, legal service support. The S1 is the assistant
officer in charge of the command post (CP), usually acting as the shift leader.
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5. Intelligence Officer (S2). The S2 is responsible for combat

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

organizing and employing aviation forces and coordinating combat operations
of the Battalion and attached/operational control units, and for coordinating
with combat support units. He coordinates with S2 and other combat support
planners in preparing the battalion order. He coordinates with the CO, ATU on
training matters of the Battalion. He is responsible for integrating combat
support and communications countermeasures into the battalion operations.
He assists the battalion commander in fighting the ongoing battle. The S3
operates forward with the battalion commander.
7. Logistics Officer (S4). The S4 is responsible for all battalion logistical

activities. He supervises all organic and non-organic logistical elements
supporting the Battalion. He is responsible for the formulation of logistical
policy. He plans, coordinates, and supervises the logistical effort to include
coordinating all aspects of CSS in the battalion order with the S1 and the CO,
AMC. The S4 is responsible for the arrangement, security, and movement of
the combat trains and is the officer-in-charge of the combat trains CP.
8. Civil-Military Operations Officer (S7). The S7 is responsible for all

civil military operations in support of all aviation operations. As part of his
Civil-Military Operations (CMO) activities, he is also responsible for the
conduct of psychological operations and public affairs. The CMO works hand
in hand with aviation operations in dealing with counter-insurgency
operations.
9. Aviation Safety Officer. The Battalion aviation safety officer is an

additional duty of the XO and serves as one of the personal staff of the
battalion commander. He ensures the implementation of the aviation safety
program of the Battalion and conducts investigation or inquiry on any aviation
safety related event.
10. Signal Officer. The signal officer, in addition to leading the signal
section of the Battalion, exercises technical supervision over the installation
and use of communication systems. His specific duties are directed by the S3.
He reconnoiters possible CP sites for communication capabilities such as re-
transmission equipment employment, establishing messenger services and
scheduling and monitoring of communication security.
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11. Flight Medical Officer. Aside from leading the aviation medical section
of the Battalion, the flight medical officer operates the battalion aid station in
the combat trains. Together with the flight nurse, they provide training (in
coordination with CO, ATU) for the aviation medical section and the flight line
section, treatment of wounded personnel and give information on the health of
the Battalion personnel.
12. Headquarters and Headquarters Company Commander. The HHC

commander is located in the Battalion field trains. He is responsible for
coordination, security and movement of the field trains both organic and
attached. The HHC commander acts as a battalion CSS coordinator, assisting
the S1 and S4 by ensuring that field trains support is smooth, timely and
efficient.
Section 2-4 Command and Control Relationships
Command and control relationships are established by the aviation

commander according to the unit echelon being supported.
a. Organic Units. Are those forming an essential part of a

military organization as shown in its TOE.
b. Assigned Units. Are those placed in an organization on a

relatively permanent basis for the purpose of strategically tailoring the force. A
commander has basically the same degree of command and control over
assigned units as he does over organic units.
c. Attached Units. Are units placed in an organization on a

relatively temporary basis, subject to the limitations stated in the attachment
order.
d. Operational Control(OPCON). Is a status often used between

maneuver elements but rarely used to establish a relationship between two or
more maneuver headquarters. Generally, operational control (OPCON) has
the same intent as attachment but the receiving unit has no responsibility for
administrative or logistical support.
Section 2-5 Battle Command
1. Battle Command Concept. It is the art of battle decision-making and

leading and motivating aviation soldiers and their units towards the
accomplishment of the mission at minimal cost to aviation soldiers. This
includes visualizing the present states of both friendly and hostile forces, the
state that the aviation commander desired these aviation forces to be and
figuring out how to achieve the desired state at minimal cost in resources. In
so doing, the aviation commander assigns missions, allocates resources,
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decides priorities, selects the time and place to act and makes the needed
adjustments based on the unfolding development. This is best done by
demonstrating leadership by example and leadership from the front where
their presence can decide the issue.
2. Elements of Battle Command.
a. Decision Making.
1) The decision to act will inevitably entail subsequent

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

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

and the responsibilities and consequences of such actions. In almost all cases
especially on the battlefield, aviation commanders will be forced to make
decisions even in the absence of key information because of time constraints.
Once a decision has been made, the aviation commander is expected to
follow it through with subsequent decisions to support that primary decision.
2) The leader’s strength of character and ability to motivate

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

unit. It must be supported with the means with which to achieve the intent of
the aviation commander. The aviation commander does not do this in
isolation. He is assisted by his staff and other subordinates in developing
future courses of action.
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2) Aviation commanders in exercising command must retain

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

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

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

organization. Its speed continues to increase because of the faster rate in
which information and intelligence are being collected, processed and
dispatched to the concerned unit.
2) With the swift flow of information and communication, the

pace of the battle quickens. The aviation commander must be quick enough in
anticipating or reacting to such factors that he can control the tempo and
development on the battlefield.
Section 2-6 Communications
1. Means of Communication. The mobility and flexibility of aviation

forces place increasing demands on reliable, timely, secure, and long-range
communications. Radio is a primary means of communication for aviation
assets. Other means include multi-channel radio, satellite, messenger, wire,
sound, e-mail, cordless telephones, and visual communications. Although all
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of these may be used extensively in aviation operations, they will normally

complement radio or provide an alternate means of communication. Aviation
units maintain both external communications with their echelon and internal
communications with their subordinate units for C2.
2. Networks. Effective, reliable communications are essential for

commanders and their staffs to C2 their assets. Communications are
composed of external nets and internal nets, including telephone systems.
3. Automatic Data Processing Continuity-of-Operations Plan

(COOP). Specific guidance for each functional computer system is in the
user’s manual for the system. These manuals require the development of
COOP. The developer of a COOP will usually consider the following:
a. Threat and risk analysis.
b. Work load priorities.
c. Protection of files, programs, and documentation.
d. Alternate site operation.
4. Reliability. Effective command and control of aviation operations

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

communications must have the following characteristics:
a. Speed of Transmission. The fast paced action and swift

developments, which are characteristic of air operations, demand the use of
communications system that can speedily transmit and receive messages.
Very often, aviation commanders and their aviation facilities and equipment
have only a minute or less to transmit and receive the needed data and to
react to them after a target has been detected and located.
b. Secured Communications. Swift transmission of

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

terms of the following:
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1) Coverage.
(a) Horizontal and vertical communications between

the different echelons and units within the AABn unit itself.
(b) Horizontal and vertical communications with the

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

operations such as PN air component and the PAF air defense and flying
units as well as non-organic unit.
(d) Ability to make the needed adjustments in cases of

combined operations with the armed forces of other nations.
2) Performance.
(a) The ability to maintain operations under extreme

battlefield communications including disruptive effects of:
(1) Deliberate EW measures.
(2) Sabotage.
(3) Incidental disruptions caused by electro-

magnetic emissions from the detonation of non-conventional munitions.
(b) Expected wear and tear suffered by equipment

under severe field conditions.
d. Availability. Ready availability of equipment, spare parts and

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

accomplish the mission if there is not enough equipment for the aviation
forces to use. The quantity of communications equipment available should be
at least 20% more than the minimum required.
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CHAPTER 3
AVIATION OPERATIONS (WARFIGHTING)
“If war comes . . . I am certain that you will write your own history, and write it
in red, on your enemy’s breast. From time immemorial men have died that
their nation might live and those are fit to live who are not afraid to die.”
― Lt. Gen. Douglas MacArthur,

Commander of U.S. Army Forces in the Far
East, in his speech during the induction of the
PAAC into the USAFFE (15 August 1941)
Section 3-1 Introduction to Aviation Operations
1. General. This chapter describes the doctrinal tenets for the

employment of aviation forces in the PA and establishes the basis for
understanding army aviation operations as an essential element of combat
power.
2. Historical Perspective.
a. When aviation was introduced in the PA in 1936, it was

conceived with the mission to defend the Philippine skies and to perform
aerial reconnaissance and liaison. The defense plan called for 150 fast fighter
and bomber aircraft for the Philippine Army Air Corps (PAAC) which will serve
as the country's first line of defense. Its aviators were trained to become
fighter and bomber pilots and proved their worth in the air battles they fought
in the early days World War Two in the Pacific. Despite the air superiority of
Japanese warplanes, the Filipino Army aviators gallantly fought despite the
obsolete aircraft they were flying. With no more planes to fly, the PAAC troops
displayed uncommon valor in ground warfare through intelligence and guerilla
operations.
b. Before the War ended, the PAAC was reorganized and became
the Philippine Army Air Force (PAAF) in 1945. The PAAF acquired transport
and liaison aircraft but they have no qualified pilots since its veteran aviators
were sent to the US mainland to undergo refresher training. It was forced to
train some Army officers and enlisted men left in the country to become
aviators. The concentration of its flight operations were confined only to
transport and liaison missions until it became the nucleus of the Philippine Air
Force (PAF) in 1947.
c. For 30 years, there was no air arm for the PA to provide aviation
support for its grounds troops. The mission and functions of army aviation
were virtually being performed by other tactical units of the PAF. Senior Army
commanders (division and brigade) had a hard time requesting for the much
needed aviation support for its ground troops who were confronting
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communist insurgents and secessionist forces because they do not have

direct control on the employment of PAF or PN aircraft.
d. In 1978, the Army Aviation Battalion was created to provide

tactical airlift of combat troops, supplies and equipment of the
divisions/brigades during the conduct of operation. While waiting for the
acquisition of their aircraft, selected officers underwent flight training on light
planes and helicopters while enlisted personnel were sent for technical
training in aircraft maintenance and air traffic control. After five years, it was
deactivated when the helicopters intended to them were given to the PAF.
e. 1n 1986, the Aeroscout Company was organized to extend by

aerial means the reconnaissance and security capabilities of ground units and
to provide tactical air movement of personnel, supplies and equipment in the
combat areas. Due to lack of aircraft to perform its missions, only
reconnaissance flights were being performed by the unit in support to the anti-
dissidence campaign.
f. Finally, a decision was made in 1997 to reactivate the Army

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

in the PA needs to be placed as a PA Major Subordinate Unit to immediately
respond to the needs of its tactical or maneuver units. This will also allow the
growth of the Army Aviation Service as a relevant member of the combined
arms team. (See Annex A – History of Aviation in the Philippine Army)
3. Vision. To be capable and responsive, it envisions of using all

available technology to support the PA mission. Aviation leads the way in the
modernization of the PA and is an indispensable force in the modern
battlefield. It is a relevant force in the 21st century as army aviation has been
proven to be successful in today’s warfighting in most part of the world. The
PA envisions of gaining the utmost in mobility, versatility and firepower by
employing an organic air arm in its operations in order to be responsive in the
combined arms operation.
4. Aviation Operational Principles. Mission planning and execution are

driven by general principles that apply and go beyond the principles of war
and the tenets of PA operations.
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a. Aviation operates in the ground regime.
1) This cardinal principle defines aviation’s role as an

element of landpower. Aviation is a component of the combined arms team,
not the air component of the PA.
2) Aviation’s primary mission is to fight the land battle and to

support ground operations. Aviation is comprised of soldiers, not airmen, and
its battlefield leverage is achieved through a combination of reconnaissance,
mobility, and firepower that is unprecedented in land warfare.
3) Aviation greatly enhances the commander’s ability to

apply four fundamental principles of war — maneuver, mass, surprise, and
economy of force.
b. Aviation expands the battlefield in space and time at each

echelon.
1) Expansion of the battlefield is necessary to enable the

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

is assigned or attached — providing a capability where none previously
existed or enhancing existing capabilities. Aviation allows commanders to
achieve the effects of mass without massing weapons systems.
c. Aviation performs combat, combat support, and combat service

support battlefield functions.
1) Aviation’s greatest contribution to battlefield success is

the ability it gives the commander to apply decisive combat power at critical
times, virtually anywhere on the battlefield. This may be direct fire from
aviation maneuver units or the insertion of overwhelming infantry forces or
artillery fires, delivered into combat via air assault. This versatility is the very
essence of Army aviation.
2) Combat support (CS) missions support ground combat

operations. These operations include air movement, command and control
(C2), ATS, electronic warfare, and combat search and rescue. The primary
function of these missions is to support combat elements in contact with the
enemy.
3) Aviation performs combat service support (CSS)

functions in support of units throughout the entire area of operations. Aviation
units enhance the commander’s battlespace through rapid delivery of supplies
and personnel and aeromedical evacuation.
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d. Aviation units are integrated into the combined arms down to the
level at which they will be employed.
1) The infantry division is the primary level of integration.

The division commander is responsible for the operation of aviation forces; he
will normally command and integrate additional aviation units attached or
under OPCON from the AABn.
2) When aviation units are placed under OPCON of the

other maneuver brigades, they normally will be on a mission basis and
tailored or task organized with assets from the air components of other major
service. A liaison detachment should be placed at the ground brigade
command post to improve synchronization and responsiveness, especially in
changing tactical environments.
e. Planning times for aviation and ground maneuver elements will

be the same.
1) Aviation units conduct deliberate planning within the

same time parameters as the other maneuver elements. Airspace
coordination, route clearances, and weather updates complicate the task for
aviation staffs; however, for effective combat operations, the standard is the
same.
2) Both ground and air mission planning times can be

reduced when plans are carefully integrated, effective liaison occurs, and
SOPs are optimized.
Section 3-2 Fundamentals of Army Aviation Operations
1. Army Aviation’s Unique Capabilities.
a. Aviation is not a substitute for any other member of the

combined arms team. Rather, it brings a degree of versatility not replicated by
other members of the combined arms team and a range of unique capabilities
that complement those of the other combat arms.
b. Aviation maneuvers rapidly and simultaneously in the ground

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

the effects of time/distance factors and terrain on maneuver. Aviation forces
also reduce time requirements through speed and mobility once thorough
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planning is complete. Aviation’s ability to operate in all dimensions of

battlespace provides a degree of flexibility and agility that is unique.
d. Synchronizing aviation maneuver with ground maneuver — by

enhancing reconnaissance, providing security, and conducting attacks and
counterattacks — allows the friendly force commander to shape the
battlespace to set the conditions for the close fight and achieve a positional
advantage in both time and space by altering the enemy’s tempo. Linked with
deep fires, aviation maneuver offers the ground commander the capability to
influence events simultaneously throughout his AO.
2. Tenets of Army Aviation Doctrine. The ability to successfully fight

and/or conduct war, peace, and crisis operations depends on the correct
application of the five basic tenets of Army aviation doctrine. These tenets
include the following:
a. Initiative.
1) Initiative determines or changes the terms of battle

through action. In combat operations, aviation commanders set the tempo by
seizing the initiative. Commanders fight tenaciously and aggressively, never
allowing the enemy to recover from the initial shock of an attack. Soldiers and
systems are pushed to the limits of their endurance for as long as necessary.
2) Retaining the initiative requires planning beyond the initial

operation and anticipating key events well into the future. In internal security
operations (ISO), aviation commanders take the initiative by anticipating
near–and long–term personnel, equipment, and logistical support
requirements relative to the operation.
b. Agility.
1) Agility is the ability of friendly forces to act faster than the

enemy. In combat operations, commanders exploit the agility of their units
through speed, mobility, and reaction time capabilities.
2) Technological developments in intelligence gathering,

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

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

resources, and purpose. In combat operations, aviation commanders
understand depth as the ability to conduct simultaneous close, deep, and rear
operations. Commanders sustain the momentum by taking advantage of all
available resources, and attacking the enemy simultaneously in all battlefield
dimensions.
2) With access to joint and combined arms capabilities,

aviation commanders can plan for and control numerous means of
simultaneous or near-simultaneous ordnance delivery on multiple targets. In
ISO, depth is the capability to conduct simultaneous yet different type
operations.
3) For example, armed reconnaissance helicopters may be

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

to produce maximum relative combat power at the decisive time and place. In
combat operations, aviation commanders understand synchronization as the
planned integration and execution of combat power.
2) Synchronization requires exact coordination among the

various combat, CS, and CSS units in any operation. Joint and multinational
asset capabilities must be considered where and when applicable. In ISO,
aviation commanders must synchronize planning phases, alert phases,
deployment, early entry operations, mission execution, and redeployment
both vertically and horizontally.
e. Versatility.
1) Versatility is the ability of units to meet diverse mission

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

requirements that are not routine to which the aviation unit has been trained.
These tasks require a change in focus, rapid train up, and execution under
conditions outside the normal operating environment.
3. Army Aviation Missions. Aviation units operate in the ground regime.

As a fully integrated member of the combined arms team, aviation units
conduct combat, CS, and CSS operations. Aviation units operate across the
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entire length and breadth of the AO (close, deep, and rear), and can be
expected to conduct simultaneous operations, 24 hours a day. The key to
success in planning aviation maneuver in conjunction with the ground scheme
of maneuver is including the aviation commander early in the planning
process. Aviation missions are received by the aviation commander and, with
his guidance, the aviation headquarters will task organize forces and plan the
execution of aviation operations. It is important to note that the aviation
commander’s AO can be as large as the division AO, or the Area Command
AO during joint operations. The Army aviation missions are the following:
a. Combat.
1) Reconnaissance.
2) Security.
3) Attack.
4) Air Assault.
5) Special Operations.
6) Support by Fire.
b. Combat Support.
1) Command and Control.
2) Air Movement.
3) Electronic Warfare.
4) Combat Search and Rescue.
5) Air Traffic Services.
c. Combat Service Support.
1) Airlift.
2) Casualty Evacuation.
4. Aviation Combat Missions. Aviation combat missions are performed

by the aviation maneuver forces engaged in shaping the battlespace and
conducting decisive combat operations by employing direct fire and standoff
precision weapons in combined arms operations.
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a. Reconnaissance.
1) Reconnaissance operations obtain information by visual

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

covered by ground reconnaissance. Successful aerial reconnaissance obtains
information useful in effectively directing ground reconnaissance units. Under
favorable conditions, aviation furnishes early information concerning the
enemy’s general disposition and movements to considerable depth beyond
the forward edge of the battle area (FEBA).
3) Army aviation not only participates in the traditional

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

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

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

operations. Even during security missions that involve fighting the enemy, the
primary task of Aero Co remains in gathering information. Air and ground
scouts are coordinated to synchronize their complimentary capabilities.
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4) An airborne platform designated as tactical surveillance

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

destruction of enemy ground force at decisive points. Attack units can conduct
deep operations or be used in conjunction with ground maneuver units during
close battle operations. For cross-component support, PA helicopters if
equipped and task-organized may perform close air support function.
2) Attack units normally are most effective when used in

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

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

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

assault operations requires deliberate planning and the detailed
synchronization of all battlefield operating system (BOS).
4) Air assault security is provided by air cavalry and attack

units in coordination with conventional fire support to set conditions before the
air assault and to continue to provide supporting fires once the air assault
force is established on the ground.
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e. Special Operations.
1) Aviation special operations (ASO) units are trained,

equipped, and manned to support both the special and conventional operating
forces. Special operations cover a series of unique primary, collateral, and
emerging missions that directly support a force commander.
2) The PA ASO assets are dedicated to conducting special

operations missions across the full range of military operations. It provides a
mix of short-, medium-, and long-range lift, and limited light-attack capabilities.
It supports all principal, collateral, and emerging mission areas; as they can
conduct autonomous special reconnaissance and direct action missions.
f. Support by Fire.
1) The support by fire (SBF) is a mission usually given to

attack helicopters but it may be performed by armed reconnaissance
helicopters if equipped and task-organized. It directs the attack helicopters or
the armed reconnaissance helicopters to establish a base of fire or an
overwatch position. It can be used to engage a target while ground or air
maneuver assets move to or bypass the same target area.
2) It may range from suppression to destruction of the

target; however, the primary mission is to fix the target so another force may
maneuver. The SBF positions are less restrictive than battle positions.
5. Aviation Combat Support Missions. Aviation CS is the operational

support and sustainment provided by an aviation unit to forces in combat.
a. Command, Control, and Communications.
1) Maintaining command, control, and communications (C3)

is critical to any operation. Aviation units provide communication
enhancement through airborne transmission or relay equipment. Aviation air
assets permit commanders to quickly see their AO and C3 on the move.
2) Aviation air assets may conduct liaison between separate

units, transmit intelligence, and verify unit situations and locations. Other
intelligence functions include target acquisition, reconnaissance, and
employment of intelligence-gathering systems. The speed, flexibility, and
communication assets inherent to aviation units contribute to the
synchronization and de-confliction of PA combat forces.
b. Air Movement.
1) Air movement operations are conducted to reposition

units, personnel, supplies, equipment, and other critical combat elements in
support of current and/or future operations. These operations include airdrops
and air landings.
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2) As these operations are usually aviation-pure missions,

the aviation unit commander is usually the most qualified to produce the
greatest efficiency of movement.
c. Electronic Warfare.
1) Electronic warfare (EW) is an essential component of C2

warfare (C W). As part of C2W, EW is used in conjunction with multi-
2
disciplined counter intelligence to protect friendly C2 while attacking the

enemy’s C2 structure. Effective use of EW — as a decisive element of combat
power — requires coordination and integration of EW operations with the
commander’s scheme of maneuver and fire support plan. The integrated use
of EW throughout the battlefield supports the synergy needed to locate,
identify, damage, and destroy enemy forces and their structure.
2) The special mission aircraft (SMA) use the

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

and rescue (CSAR) in support of their own operations and to provide support
at both the intra– and inter–service levels. CSAR planning should begin
before forces deploy or immediately after arrival in the AO.
2) The AABn must develop a complete CSAR posture using

a planning process that is fully complementary to ongoing operational
planning. CSAR plans must be designed with the flexibility to employ all joint
CSAR–capable resources in the most efficient and effective manner.
e. Air Traffic Service.
1) Air traffic services (ATS) encompass two areas: the A2C2

and the air traffic control (ATC). The ATS units provide a range of support that
spans the entire area during deep, close, and rear operations. Also, ATS
operations span the wide range of military operations servicing the PA, major
service component, inter-agency, and multinational airspace users.
2) Specifically, ATS personnel support the A2C2 system, a

subordinate element of the PA C2 system. The ATS liaison personnel, along
with other staff representatives, are found at the brigade and division A2C2
elements, as well as at other airspace-related elements within the area
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command air–ground system. They provide technical expertise in the

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

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

measures.
(b) Navigational assistance.
(c) Flight following.
(d) Air threat warnings.
(e) Weather information.
(f) Artillery advisories.
(g) Enroute navigational structures.
(h) Airfield / landing zone (LZ) / pick-up zone (PZ)

terminal control.
(i) Precision and non-precision instrument

approaches.
6. Aviation Combat Service Support Missions. Aviation CSS is the

assistance provided by the AABn to sustain combat forces. The Combat
Support Aviation Company can restore a battalion worth of combat power to a
division each day through the expeditious movement of personnel and critical
supplies. The AABn provides air movement of personnel, equipment, and
supplies; and performs aeromedical evacuation and aviation maintenance.
a. Airlift.
1) Airlift is the movement of equipment, material, supplies,

and personnel by utility helicopters or fixed-wing aircraft for operations other
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than air assault and combat support. These air movements are considered
CSS missions because the aviation forces are not task organized with
combined arms forces, nor do they move CS forces or assets whose primary
mission is to engage and destroy enemy forces.
2) The airlift missions include the following:
(a) Inter-island airlift.
(b) Administrative relocation of troops and non-military

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

and supplies.
b. Casualty Evacuation.
1) The casualty evacuation (CASEVAC) is an aviation

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

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

CASEVAC includes the following:
(a) Battlefield pick-up of casualties.
(b) Evacuation of casualties to initial treatment

facilities.
(c) Subsequent movement of casualties to treatment

facilities within the combat zone.
Section 3-3 Army Aviation Operations
1. Offensive Operations. The PA aircraft will contribute during the

preparation for offensive operations by assisting in finding, fixing, and
engaging the enemy. When early engagement of enemy forces is desired in a
meeting engagement, aviation forces may be employed to develop a situation
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until adequate ground forces can be moved into position to join in a hasty
attack.
a. Movement to Contact.
1) A movement to contact gains initial ground contact with

the enemy or regains lost contact. The Aero Co performs the movement to
contact like a zone reconnaissance. Unlike a zone reconnaissance, the effort
focuses on finding the enemy force; developing the situation early; and
preventing the premature deployment of the main body. Terrain
reconnaissance is conducted as necessary to support the intent of locating
the enemy.
2) As a result, movement to contact proceeds much faster

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

high–speed routes within the zone.
(b) Inspect and classify all bridges, culverts,

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

rapid, heavy movement.
(d) Find and report all enemy forces within the zone
and determine their size, composition, and activity.
3) The Aero Co gains contact using the smallest element

possible. This is normally a scout team performing reconnaissance for their
unit. Actions on contact occur rapidly at team and platoon level to prevent
unnecessarily deploying other Company assets.
4) The AABn when OPCON to a division facilitates speed by

using air cavalry to reconnoiter forward of the ground troops or to screen
along exposed flanks. The reserve allows flexibility on contact and rapid
resumption of movement by the troops.
b. Attack.
1) During attack operations, aviation forces are employed in

the close fight. They can be employed deep against second echelon forces,
enemy artillery, helicopter forces, and enemy reaction forces, which could
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disrupt the momentum of the attack. Destruction of enemy C2 network can

also be critical to the success of the attack.
2) Operations beyond the depth of the close fight —

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

under the AABn may be used to maintain pressure on the disintegrating
enemy forces. They also may be used to strike enemy forces attempting to
reform or to provide reconnaissance in front of friendly advancing ground
exploitation forces.
2) Aerial reconnaissance gives the commander the

capability to fight for information in the third dimension; then, operating in
conjunction with ground forces, it can optimize the speed of advance.
d. Pursuit.
1) When an exploitation or pursuit scenario develops, the

inherent speed and mobility of aviation forces are ideally suited to maintain
enemy contact, develop the situation, and deliver aerial fires upon positions of
enemy resistance. Since pursuit is a difficult phase of an operation to predict,
forces may not be positioned to properly exploit the situation.
2) Aviation forces may be moved quickly to find, fix, and

attack fleeing enemy units; locate the enemy strike forces; and guide ground
forces into attack positions or around enemy exposed flanks. The
maneuverability and firepower of the aviation forces make it the optimum
force to conduct both exploitation and pursuit operations.
e. Search and Attack.
1) Search and attack operations (a form of movement to

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

unsuitable for armored forces.
(b) In rear areas against enemy special operations

forces or infiltrators.
(c) As area security missions to clear assigned zones.
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(d) Search and attack operations can prevent the

enemy from planning, assembling, and executing operations on his own
initiative.
2) Most search and attack operations begin without detailed

prior information about the enemy. The commander must produce much of his
own intelligence as the operation unfolds. These operations are conducted at
company, battalion, and brigade levels with division support. Historically, units
conduct search and attack operations on the following:
(a) In an environment of friendly air and fire

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

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

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

advantage of knowing both the terrain and the local populace.
3) There is a significant risk associated with this mission. If

the aviation unit is surprised by a well–prepared, dug–in force, its
effectiveness drops drastically. The probability of aircraft losses increases
significantly.
2. Defensive Operations. In defensive operations, the speed and

mobility of aviation forces are used to maximize concentration and flexibility.
During preparation for defensive operations, aviation forces may support the
covering force with aerial reconnaissance and fires. During the defense,
aviation forces can be used to attack deep against high–payoff targets, enemy
concentrations, and moving columns; and to disrupt enemy centers of gravity.
The Aero Co can be employed in depth to attack follow–on echelons before
they can move forward to the close battle. Aviation forces can be employed to
conduct screening operations; in conjunction with ground forces, they conduct
guard operations on an open flank.
a. Mobile Defense.
1) The mobile defense is a defense that actively orients on

the destruction of the enemy force. Generally, the force commander will resort
to a mobile defense under the following conditions:
(a) Friendly forces are insufficient to adequately

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

forces to create a striking force.
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(c) Orientation of the defense is for the destruction of

the enemy force versus the retention of terrain.
2) The mobile defense employs a combination of fire and

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

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

support to the striking force to mass fires.
(c) The fact that the targets of the striking force may
be beyond conventional artillery range.
3) The striking force is the key to the commander’s scheme

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

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

enemy access to designated terrain or facilities for a specific time, rather than
on the outright destruction of the enemy. The area defense is normally
organized around static defensive positions in depth, seeking to destroy the
enemy forces with interlocking fires.
2) Division commanders normally position their forces in

sectors and/or battalion battle positions on suitable terrain with a specific
orientation of fires. In area defense operations, the ground commander can
employ aviation maneuver forces to help contain tactical emergencies by
disengaging them from one area and quickly concentrating them in another.
Also, the aviation battalion’s mobility and agility permit brigade and division
commanders to leverage risk by possibly eliminating the necessity of holding
as large a ground maneuver force in reserve.
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3. Retrograde Operations.
a. In the conduct of the delay, aviation forces can assist the ground
commander — by rapid concentration and employment of fires — to allow for
disengagement and repositioning of friendly forces. Aviation forces can be
employed to conduct surprise attacks to confuse advancing enemy
formations. Air assault forces may be used to move rapidly between delaying
positions.
b. The withdrawal, as in the delay, uses armed reconnaissance

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

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

participating in every activity in ISO. The AABn’s ability to rapidly deploy and
operate effectively in austere environments makes it an invaluable asset in
ISO. Aviation forces provide combat, CS, and CSS for ISO by:
(a) Reaching remote areas.
(b) Delivering food and medical supplies.
(c) Providing emergency communications.
(d) Providing aeromedical evacuation.
(e) Extracting disaster victims.
(f) Providing reconnaissance and security, combat

projection, and the movement of personnel and equipment, administratively
and tactically.
2) The very presence of aviation forces makes it a highly

visible deterrent force that can rapidly transition from peace to conflict.
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b. ISO and Aviation Task Organization.
1) The ISO can quickly transition from peacetime through

crisis to war. The AABn units selected for ISO missions should carefully
analyze the possibility of the mission deteriorating to crisis.
2) A critical challenge facing aviation unit commanders is

the task organization of their forces to accomplish the mission. The CO,
AABn, before deploying his force, must ensure that the deploying force is
manned with a staff whose experience will cover the range of anticipated
missions.
3) Some major areas of consideration and planning include:
(a) Rules of engagement must be very clear to every

commander and soldier; they should be specific enough to address the
appropriate response to each known or suspected threat.
(b) Mission statement and commander’s intent must

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

assistance (non-government, civil affairs, counterintelligence).
(d) Identify training deficiencies before deployment.
(e) Air Defense threat: tactics and techniques

necessary to accomplish the mission.
(f) Military operations on urbanized terrain (MOUT)

operations.
(g) Night vision operations.
(h) Combat search and rescue.
(i) Extraction of downed aircrew.
(j) Non-doctrinal service and support packages.
(k) Maintenance sustainability.
(l) Compatibility with PAF and PN air components.
(m) Facilities.
(n) Compatibility of aircraft to mission requirements.
(o) AUM support.
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(p) Combat identification.
(q) Aerial command post operations.
(r) Convoy security.
(s) Non-doctrinal communications requirements.
(t) Force protection.
(u) Psychological operations (PSYOP).
(v) Transport of civilian personnel on military

aircraft/rules and authority.
(w) Gunnery tactics, techniques, and procedures in an

urban environment, limiting collateral damage, and eliminating fratricide.
NOTE: The foregoing is not an inclusive list. The aviation commander, using
all available information at hand, will have to anticipate requirement and
organize his forces.
c. Counter Insurgency (COIN) Operations.
1) Aviation forces provide covert aviation support to

operating units in counter insurgency operations. It can provide TSA or SMA
to locate and target enemy units and facilities.
2) It is used in intercepting enemy communications and

providing aerial photographs and/or video footages to ground commanders
without the danger of being identified as a military aircraft.
d. Anti-Secessionist Operations.
1) Aviation forces are used similarly in anti-secessionist

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

to ground operations and to provide C2 aircraft during operations.
e. Attacks and Raids.
1) The PA conducts attacks and raids to create situations

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

penetration of hostile territory to secure information; temporarily seize an
objective; or destroy a target. Raids include a rapid, preplanned withdrawal
after completion of the mission. Aviation forces conduct such attacks and
raids using armed reconnaissance helicopters or multi-purpose medium lift
helicopters.
5. Aviation Liaison.
a. Effective liaison between the AABn and its supported elements

is imperative. Aviation liaison officers (ALO) will support maneuver, CS, and
CSS operations. When under the OPCON of ground maneuver elements,
aviation commanders should ensure that they are represented by well–
trained, tactically proficient, ALOs especially during the planning process.
b. The role of the commander in this function cannot be overstated.

Aviation commanders are the key linkage in establishing and perpetuating
effective liaison; they should maintain a personal interface with the supported
unit commander throughout operations.
c. ALOs, and S3/G3 air operations officers, must know aviation

force structure; operational tactics; weapon systems capabilities, aviation
maneuver employment; and sustainment requirements. The ALO must be
familiar with the capabilities of all PA aircraft available to the supported unit.
These officers must continuously conceptualize how aviation forces can
influence combat action and help other combat arms to achieve greater
combat effectiveness.
Section 3-4 Army Airspace Command and Control
1. General. The A2C2 is the PA’s application of airspace control to

coordinate airspace users for synchronized employment in the
accomplishment of assigned missions. It provides the necessary C2 structure
for the effective use of airspace. The coordination and integration on the use
of the airspace is a force multiplier for it ensures that all the BOS are available
to positively influence the course of the battle. In addition, the effective
airspace management and control enhances force protection measures,
minimizes the risk of friendly fire or fratricide to airspace users and ground
forces, and increases over-all force effectiveness.
2. Concept. The airspace over the combat zone is subject to use by

all friendly forces participating in an operation. As a fundamental
consideration, the primary objective is to promote the safe, orderly, and
expeditious use of airspace in the combat zone while contributing to maximum
combat effectiveness and survivability. Efficient A2C2 should permit combat
operations without adding undue restrictions and with minimal adverse impact
on the capabilities of the combined arms.
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3. Airspace Control in a Combat Zone. The airspace control in a

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

restrictions to be applied to the use of segments of airspace within the AO to
accommodate specific operational requirement of the PAF and the PN in case
of joint operations. The use of airspace restrictions must be minimized. The
restrictions will be evaluated on a case-to-case basis, be temporary in nature,
and be limited in time and space.
b. Commanders will inform the airspace control authority of their

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

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

the ATC/airspace control facilities must have a capability for air traffic
identification and control and for receipt and dissemination of information on
activity involving the use of airspace. Coordination is required between
facilities of the airspace control system and other major service C2 elements to
prevent unnecessary disruption of other activities.
b. The coordination of information pertaining to flight operations, air

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

operate in the low and medium altitude structure. Coordinating procedures are
required to reduce interference between friendly aircraft operating in areas of
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intense activity, airspace control facility degradation, or excessive enemy

jamming of communications/radar while expediting safe, orderly, and effective
combat employment of all aircraft.
d. The UAV may also be employed in an AO. During joint

operations, each major service is responsible for coordinating its UAV
activities when it affects other airspace users. Flight data for UAV operations
will be provided to appropriate airspace control facilities.
6. Indirect Fire Support Coordination. The following considerations

form the basis for the development of coordination procedures incorporating
indirect fire support:
a. The intensity, duration, and location of friendly fires are tied to

the tactical situation and, therefore, are not generally predictable.
b. The highest possibilities of conflict between aircraft and

indirectly delivered supporting fires occur at relatively low altitudes in the
immediate vicinity of firing unit locations and target impact areas. With the
exception of these two areas, the probability of aircraft and indirect fire conflict
is relatively low.
c. Indirect fires normally will not be interrupted because of potential

conflict with aircraft traffic.
d. Consistent with mission requirements, tactical aircraft will avoid

areas of high-risk, indirect-fire conflict. On the other hand, high-priority tactical
aircraft missions will not be delayed because of potential conflicts with indirect
fire support.
e. Consistent with the above-mentioned considerations, the

following apply to indirect fire support/airspace control coordination:
1) In order to reduce the potential conflict between indirect

fires and tactical aircraft, a requirement must exist for coordination of
information pertaining to indirect fire support activity at the lowest level having
the capability to resolve the conflict.
2) Since the reporting of all indirect fire support data would

not be timely, coordination procedures must be based primarily on pre-
established fire plans, updated to the maximum extent possible, and
consistent with field artillery system capabilities and airspace control
requirements.
7. Coordinating Altitude. In order to reduce the conflict between

fixed-wing and rotary wing aircraft, an airspace restriction for specified areas
in the form of a coordinating altitude may be designated by the airspace
control authority.
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a. Rotary wing aircraft normally will operate below the coordinating

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

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

notify an appropriate tactical air control system element, which, in turn, will
pass this information to the airspace management unit or personnel at the
control and reporting center.
d. Approval or coordination acknowledgement is not required prior

to penetration of the coordinating altitude from either above or below. This
coordination procedure does not imply an “approve-disapprove” process nor
the designation of block airspace. Conflict avoidance is basically “see-and-be-
seen” during visual meteorological conditions.
e. The height of the coordinating altitude above ground level will be

based on the tactical situation, mission requirements, and capabilities of the
major services involved during joint operations. Penetration of the
coordinating altitude by close air support sorties flown in response to PA
request must be coordinated by the forward air controller or other tactical air
control system elements.
Figure 3.1 Coordinating Altitude. A designated airspace control unit must

be able to establish a coordinating attitude in the combat zone to ensure
safety and altitude separation between fixed-wing and rotary wing aircraft.
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8. Special Airspace Users. The SMA, TSA, and UAV flights and others
that operate above the coordinating altitude require airspace control
measures for proper coordination. This can result in a positive and procedural
control.
a. The SMA and TSA flights require airspace conflict resolution

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

established control measures, and coordinated missions with other users. The
UAV avoids airspace conflict resolution by separating in time, in altitude, and
by sector (zone) from other airborne platforms and missions. Establishing
airspace control measures provides procedural control that ensures reduced
conflicts.
Figure 3.2 Special Airspace Users. Unmanned airborne platforms like

the PA Tactical UAV needs proper handling to ensure reduced conflicts.
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Section 3-5 Environmental Effects on Army Aviation Operations
1. Weather. Adverse weather can influence all aviation operations.

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

commanders and staffs must have current weather forecasts and
observations throughout the entire AO. Commanders must evaluate
forecasted weather conditions for potential effects on plans, operations, and
aviation assets. By exploiting adverse weather conditions, commanders and
planners can take advantage of threat vulnerabilities and favorably influence
their own courses of action.
b. An aviator must have the basic understanding of weather

phenomena and theory. This will provide a firm foundation for the novice and
a realistic evaluation for the experienced aviator.
Figure 3.3 Weather. A PA aviator should perform an honest evaluation

of whether his skill and/or aircraft capability are up to the challenge
posed by a particular set of weather conditions.
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2. Terrain. Aviation conducts operations in all terrains or

geographical environments. To effectively employ aviation forces,
commanders must understand the unique characteristics of each environment
and its effects on aviation operations as described hereunder.
a. Mountains. Aviation forces are ideally suited for sustaining

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

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

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

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

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

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

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

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

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

capabilities.
5) Weather is subject to rapid and violent change.
6) Problems with corrosion are intensified, thereby

increasing demands on spare parts and maintenance.
c. Urban Areas. Urban operations present unique and complex

challenges to aviation forces. Urban operations can occur in any of the
geographical environments. The following factors affect aviation operations in
the urban environment:
1) Restricted/limited landing zones (LZs) and pick-up zones

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

complicated by proximity on non-combatants.
Figure 3.4 Terrain. A PA aviator flying on mountainous terrain should

be prepared to experience turbulence caused by the mixing of warm and
cold air in the atmosphere by the wind.
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3. Volcanic Eruption. The explosive eruption of Mount Pinatubo in 1991

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

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

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

passed to decision makers including aviators, flight operations personnel, and
air traffic controllers who are not adequately informed about the nature of
volcanic clouds to know how to use such information to safeguard the aircraft,
its aircrew and its passengers. A regular training for the AABn personnel
about the volcanic hazards must be a component in the aviation training to be
conducted by the ATU.
4. Electronic Warfare Environment. The worldwide proliferation of

electronic warfare (EW) systems that can automatically locate transmitters
through direction finding (DF) radio, intercept, and jam our electronic signals
makes this an important environment from ISO to war. Electronic attack is
especially significant to the growing number of aircraft that rely on electronic
signals for flight control.
Figure 3.5 Volcanic Eruption. The threat posed by

volcanic eruption will not only cause damage to aircraft on the
ground but can also cause engine failure for aircraft in flight.
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Figure 3.6 Electronic Warfare Environment. An electronic counter

measures pod attached on the belly of a hostile electronic warfare
aircraft allows periodic surveillance on aviation forces while jamming is
in progress.
Section 3-6 Terrain Flying
1. General. To survive and accomplish its mission, the AABn must utilize
tactics which minimize the enemy’s capability to detect the PA aircraft. Terrain
flying is a tactic of using the terrain, vegetation, and other man-made
structures to conceal the aircraft from visual, aural, electronic or other
detection systems. This tactic involves a constant awareness of the
capabilities and positions of enemy weapons and detection means in relation
to masking terrain features and flight routes. Combat experience and results
of aircraft survivability tests have proven that terrain flying can minimize the
effectiveness of the enemy’s weapons systems. Terrain flying is one of the
army aviation’s ways of conducting its operations, i.e. to fly as much as
possible closer to the earth’s surface to provide the necessary support
needed by the operating troops on the ground. This is inherent to army
aviation and differs from the flying units of the PAF which basically flies higher
and faster and the naval aviation of the PN which traditionally operates most
of the time over the sea close enough to support the naval vessels.
2. Terrain Flying Techniques. Terrain flying involves flight close to the

earth’s surface. It includes tactical application of low-level, contour, and nap-
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of-the-earth flying techniques as appropriate, to diminish the enemy’s

capability to acquire, track and engage the PA aircraft.
a. Low-Level Flying. This is generally carried out above

obstacles, but an altitude where detection by a threat force is avoided or
minimized. It is usually performed at a constant indicated altitude and
airspeed.
Figure 3.7 Low-Level Flying
b. Contour Flying. This is flying at low altitude conforming

generally to and in proximity to the contours of the earth. It is characterized by
constant airspeed and variable altitude as dictated by vegetation, obstacles
and ambient light.
Figure 3.8 Contour Flying
c. Nap-of-the-Earth Flying (NOE). This is flying with varying

airspeeds and altitudes as close to the earth’s surface such as vegetation,
obstacles and ambient light will permit, while generally following the contours
of the earth.
Figure 3.9 Nap-of-the-Earth Flying
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3. Mode of Flying. Terrain flying is not only the domain of helicopters.

Because of man-made or natural obstacles along a proposed route, an
airplane may select low-level flight, whereas a helicopter may choose contour
flight or NOE. Weather, rate of closure to obstacles based on airspeed, flight
characteristics and maneuvering space all play a part in the differences
between airplanes performing contour flying as compared to a helicopter.
4. Factors in Terrain Flying. Since terrain flying requires more attention

to detail and the fatigue factor is high, an aviator must consider human factors
such as physical conditioning, human comfort in the cockpit, physical well
being, and attitude. Not everyone has the skill level or inclination to perform
terrain flying. An aviator needs to plan in detail and be proficient in
maneuvering close to the ground. For example, an aviator relies heavily on
his peripheral vision to ensure terrain and obstacle clearance. This requires
the aviator to be aware of any blind spots peculiar to the aircraft being flown
because of hazards such as wires. An aviator should be cautious on the
presence of wires whenever he flies near roads, man-made structures, kites,
or below natural terrain features.
5. Safety Considerations.
a. While studying the map, highlight all potential hazards and

during the flight be ready for surprises.
b. Detection of wildlife and vegetation of interest depends upon

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

single bird will avoid an aircraft; however the aircraft may need to be
maneuvered to avoid a flock.
d. Distraction and fixation can cause an aviator to exceed his or

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

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

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

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

accomplish the mission if he is safety conscious.
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Section 3-7 Aviation Rules of Engagement
1. General. In order to respond to the changing nature of modern

warfare and to limit and prevent human suffering in times of armed conflict,
the AABn must abide by and follow the rules of engagement in any armed
conflict to protect persons who are not or are no longer participating in the
hostilities and to limit the methods and means of warfare when using the
aviation assets of the PA. To further understand the rules of engagement, the
aviation forces must be guided by the basic principles of the law of armed
conflict and the respect for human rights in the conduct of aviation operations.
2. Responsibility. The Government of the Republic of the Philippines

(GRP) is one of the signatories to the Geneva Conventions and its Additional
Protocols where it undertakes to respect and to ensure respect for the
Conventions in all circumstances. It further undertakes to ensure that the texts
of the Conventions are disseminated as widely as possible, in particular to the
AFP. It is clearly understood to the AFP in general and to the PA in particular,
being a party to the conflict if found violating the provisions of the law of
armed conflict will, if the case demands, be liable to pay compensation and
the GRP itself is responsible for all the acts committed by the AFP.
3. Compliance. There are other equally important reasons to be familiar

with the rules of engagement in the conduct of aviation operations and to
comply with it.
a. Underlines the true professionalism of the PA personnel

particularly the aviation troopers.
b. Enhances morale and discipline of aviation troopers.
c. Ensures the support of the civilian population.
d. Makes reciprocal treatment.
e. Ensures that the military effort is concentrated on defeating the

adversary and not on unnecessary and counter-productive operations.
4. Conduct Principles. This relates to the methods and means of

warfare, unnecessary suffering and damage, distinction between military and
civilian field, sparing of civilian persons and objects, and the rule of
proportionality.
a. The right to choose the means and methods of warfare is not

unlimited.
b. The principle of avoiding unnecessary suffering and damage

prohibits all forms of violence that are not required for the overpowering of the
enemy.
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c. At all times a distinction shall be made between:
1) Combatants and civilian persons.
2) Military objectives and civilian objects.
d. Constant care shall be taken to spare the civilian population,

civilian persons and civilian objects. The purpose of such care is primarily to
avoid and in any event to minimize civilian casualties and damages.
e. The rule of proportionality in the conduct of aviation operations

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

objects, the same extent of care and precautions which are to be taken in the
conduct of aviation operations must also be taken at the planning stage.
5. Rules of Behavior in Combat. The aviation troopers take pride and

value patriotism in fighting for their country ― the Republic of the Philippines.
Equally, it should be a matter of professional and personal pride to show
humanity and compassion to their defeated opponent or to the innocent
civilians caught up in the battle while conducting aviation operations.
a. Combat Rules.
1) Fight only combatants.
2) Attack only military targets.
3) Spare civilian persons and protected objects.
4) Restrict destruction to what the air mission requires.
5) Protect cultural objects, places of worship and

installations containing dangerous forces.
b. Enemy Combatants Who Surrender.
1) The enemy combatants who surrender must be spared.
2) The enemy combatants who surrender must be

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

humanely.
4) The enemy combatants who surrender must be handed

over to your immediate commanders/superior officers.
c. Wounded Enemy Combatants.
1) The wounded enemy combatants must be collected in a

secured area.
2) The wounded enemy combatants must be given

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

your immediate commanders/superior officers or to the nearest medical
personnel.
d. Wounded and Shipwrecked Enemies at Sea.
1) The wounded and shipwrecked enemy at sea must be

protected.
2) Exert efforts to search for the wounded and shipwrecked

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

shipwrecked enemy.
Figure 3.10 Wounded and Shipwrecked Enemies at Sea. The rights

of shipwrecked survivors especially the wounded must always be
protected.
e. Downed Enemy Aircrew.
1) The downed enemy aircrew must be protected.
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2) Exert efforts to search for the downed enemy aircrew

after being shot down.
3) Protect civilian aircraft rescuing the downed enemy

aircrew.
Figure 3.11 Downed Enemy Aircrew. Parachuting aircrew from

downed aircraft must not be engaged especially when they are
descending to safety.
f. Civilian Persons.
1) Civilian persons must be respected.
2) Treat civilian persons in your power humanely.
3) Protect civilian persons against ill-treatment. Vengeance

and taking of hostage(s) are prohibited.
4) Respect the properties of civilian persons. Do not

damage or steal it.
g. Recognized Emblems.
1) Respect medical personnel and facilities to include

ambulance vehicles, medical aircraft, and hospital ships/coastal rescue craft
marked with recognized neutral or distinctive emblems, e.g., United Nations,
Red Cross, Red Crescent, Red Crystal, and others.
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2) Improper use of distinctive emblems (Red Cross, Red

Crescent and/or Red Crystal) is prohibited.
3) Deliberate misuse of other internationally recognized

protective emblems, signs or signals, including the flag of truce (white flag),
and the protective emblems of cultural property is prohibited. (See Annex F –
Other Distinctive Signs for Protected Persons and Objects)
NOTE: The use of special adhesive tapes with a high thermal reflection
coefficient can make the Red Cross, Red Crescent and/or Red Crystal
emblems visible to an infrared camera. Owing to the thermal characteristics of
the tapes, the Red Cross, Red Crescent and/or Red Crystal will have a
different temperature from that of the white background, allowing it to show up
in infrared photographs. Thermal tapes are most effective when they are
angled towards the sky as much as possible.
Figure 3.12 Recognized Emblems. The Red Cross, Red Crescent

and Red Crystal emblems are internationally recognized symbols of
assistance for the victims of armed conflicts and natural disasters that
must be respected and protected.
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Figure 3.13 Proper Use of Protected Emblems. Designated aidman or

medical personnel especially when wearing Red Cross, Red Crescent or
Red Crystal emblems are only allowed to carry short firearms for self
defense purposes and not to engage in combat.
Figure 3.14 Protected Emblems on Aircraft. Military aircraft (fixed

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

involved in humanitarian and rescue missions may use Red Cross, Red
Crescent and/or Red Crystal markings provided no armaments are
attached on it.
Figure 3.16 Protected Emblems on Armored Vehicles. Armored

ambulance vehicles involved in casualty evacuation may use Red
Cross, Red Crescent and/or Red Crystal markings provided no
armaments are attached on it.
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Figure 3.17 Protected Emblems on Utility Vehicles. Military utility

and ambulance vehicles with Red Cross, Red Crescent and/or Red
Crystal markings must be protected always especially when engaged in
medical evacuation missions.
6. Aircraft Markings. All PA aircraft must bear an external mark

indicating its nationality and military character. External marks must be affixed
that it cannot be altered in flight. It shall be as large as practicable and shall
be visible from above, from below and from each side. The use of aircraft
nationality marking that is currently being used by other countries and the use
of false external marks on PA aircraft is forbidden. (See Annex E – Military
Aircraft Nationality Markings)
7. Aircraft Light Signal. During night time or limited visibility where

external marks on the aircraft will not be visible even if it is lighted, the
aviation forces must respect a medical aircraft which can be recognized by its
flashing blue light.
Section 3-8 Army Aviation in Joint Operations
1. Joint Warfare. To achieve assigned objectives, joint forces conduct

campaigns and major operations. Major Service components of the joint force
conduct subordinate and supporting operations, not independent campaigns.
Joint force commanders synchronize the actions of air, sea, and land forces to
achieve strategic and operational objectives through integrated joint
campaigns and major operations. This goal is to increase the total
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effectiveness of the joint force, not necessarily to involve all forces or to

involve all forces equally.
Figure 3.18 Joint Operations. A coordinated action by effectively

employing all available air, sea and land forces is needed to achieve
strategic and operational objectives.
2. Joint Air-Sea Operations. The joint air-sea operations involve

the employment of the PA, PN and PAF components in operations under a
unified command or a joint task force. Enemy forces which are able to pass
through the first screen of defense provided by PAF fighter interceptor aircraft
must be destroyed by a combination of air-naval interdictions.
3. Joint Air-Land Operations. The joint air-land operations

are primary value from the coast to the hinterland portions of the country.
Joint air-land operations are applied in the execution of the defense in depth.
Close coordination between the air components and ground maneuver units
of the PA, PN and PAF are needed to ensure the success of their joint
operation.
4. Joint Air-Sea-Land Operations. Due to insular and

archipelagic geography of the Philippines, the viable external defense
capability contemplated requires the application of the air-sea-land doctrine.
Should the enemy succeed in amphibious landing and establish a beach
head, a coordinated air, naval and land forces will engage.
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CHAPTER 4
AVIATION OPERATIONS (INTER-AGENCY SUPPORT)
“These assets ― when not otherwise needed in its inherent task of defense
― can easily and more productively be employed for developmental
purposes. Essentially, the AFP can assume a catalyst role by bringing
development activities and services to the countryside.
― Gen. Arturo T. Enrile, AFP Chief of Staff,

in his speech at the De La Salle
University (20 July 1994)
Section 4-1 General
1. Military Support to Civilian Authorities. When appropriate

governmental authority such as the Civil Aviation Authority of the Philippines
(CAAP), Office of the Civil Defense (OCD), Commission on Elections
(COMELEC), Philippine National Police (PNP), Bureau of Soils and Water
Management and the Anti-Terrorism Council, requests the AFP to assist in
calamities and domestic emergencies, the PA has primary responsibility. The
AABn supports operations on anti-terrorism, counter terrorism, peacekeeping,
disaster relief, search and rescue, and rainmaking; provide ATS and
assistance to law enforcement, civil disturbance, national development, and
election duties; and conduct similar operations when directed. The ability of
aviation forces to rapidly deliver relief supplies and services to devastated or
inaccessible areas rapidly is a critical advantage in the execution of such
operations.
2. Assistance to Civil Aviation. The AABn may be called upon to

assist other government agencies or civil aviation facilities to provide ATC,
CFR, flight line operations, flight dispatch, and flight following in times of
disasters, calamities, national emergency or during situations where ATS
services in civil aviation facilities are threatened to be paralyzed.
3. Restriction on the Use of Military Force. The 1987 Philippine

Constitution and the Human Security Act authorizes the domestic use of
military force to prevent or suppress lawless violence, invasion or rebellion.
The Constitution and the Act, however, place restrictions on the use of military
force in this manner.
Section 4-2 Anti-Terrorism and Counter Terrorism Operations
1. Subcomponents of Combating Terrorism. The two major

subcomponents to combating terrorism are anti-terrorism and counter
terrorism. During peacetime, the PA combats terrorism primarily through anti-
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terrorism passive defensive measures taken to minimize vulnerability to

terrorism. Anti-terrorism is a form of force protection and is, therefore, the
responsibility of aviation unit commanders at all levels. Counter terrorism is
the full range of offensive measures taken to prevent, deter, and respond to
terrorism.
2. Inter-Agency Assistance. The PA elements, such as ASO units when

operating with SOCOM, assist in this inter-agency effort such as the Anti-
Terrorism Council and other law enforcement agencies by applying
specialized capabilities to preclude, preempt, and resolve terrorist incidents.
The AABn units tasked for special operation may conduct counter terrorism
operations by inserting and extracting special operations forces and providing
firepower to support their operations.
3. Coordination and Training. The ASO units shall coordinate and train
with the tasked/specialized units for anti-terrorism and counter terrorism on
the utilization of aviation assets to capitalize on each other’s strength, and
offset their weaknesses in support of the mission of higher headquarters.
Section 4-3 Peacekeeping Operations
1. Involvement. Peacekeeping operations (PKO) support diplomatic

efforts to maintain peace in areas of potential conflict. It stabilizes conflict
between belligerent nations or factions; therefore, it requires the consent of all
parties involved in the dispute. Peacekeeping often involves ambiguous
situations requiring the peacekeeping force to deal with extreme tension and
violence without becoming a participant. As with peacemaking operations,
aviation forces engaged in PKO must apply restraint; have patience; and
maintain heightened security awareness, in executing these missions.
2. Employment. Peacekeeping forces deter violent acts by their physical

presence at violence–prone locations. They collect information on the
situation by all means available. The TSA and SMA platforms are
indispensable components of a joint peacekeeping force. The C2 and utility
aircraft will enable the leaders of the force to move to critical points rapidly
and remain abreast of the situation as it develops. The PA aircraft must be
properly identified with recognized and protective markings when engaged in
PKO.
Section 4-4 Disaster Response Operations
1. Humanitarian Assistance. Disaster response operations provide

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

damage control.
2. Employment. The aviation forces can provide logistics support to

move supplies to remote areas; extract or evacuate victims; assist in
establishment of emergency communications; and provide aeromedical
evacuation services, in support of medical operations. The ability of the AABn
to deploy rapidly and its capability to operate effectively in austere
environments make it ideally suited for these missions.
Section 4-5 Search and Rescue Operations
1. Responsibility. The search and rescue (SAR) services provided by

the AABn shall cover primarily the Manila Flight Information Region. The SAR
services in the Philippines are organized in accordance with International
Standards and Recommended Practices of the International Civil Aviation
Organization (ICAO) and overall responsibility for making available the
necessary facilities rests with the Department of National Defense (DND).
2. Dispatch of PA Aircraft. Scramble procedures for designated SAR

aircraft must be fully coordinated with all controlling agencies; i.e., all aircraft,
watercraft and land vehicle movement controlling agencies. Pre-planned
departure routes must be coordinated with ATC facilities, and designated
mission briefing frequencies must be used for mission briefing information.
Local agreements with established checklist among these various local
agencies have proven to be an effective means for ensuring the safe, prompt,
and efficient dispatch of PA aircraft on alert responding to a SAR mission.
3. SAR System. The SAR system consists of five SAR stages, supported
by five components that are necessary to render SAR services. From an
operational viewpoint, the SAR system is activated when information is
received that an emergency exists, or may exist, and is deactivated when the
survivor or endangered aircraft or watercraft is delivered to a position of
treatment or safety, respectively, when it has been determined that no
emergency actually existed, or when there is no longer hope for rescue.
4. SAR Stages. The five stages of SAR system are composed of the
following:
a. Awareness Stage. Awareness that an emergency situation

exist. It includes the receipt of emergency information by any person or
unit/agency.
b. Initial Action Stage. Preliminary action taken to alert SAR

facilities and obtain amplifying information. It includes evaluation and
classification of the information, alerting SAR facilities, preliminary
communication check, extended communication check, and in urgent cases,
immediate action from the following stages as circumstances dictate.
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c. Planning Stage. The development of an effective plan of

operations, including search plan and, where appropriate, rescue and final
delivery plan. May include such things as determining most probable position
of the emergency, size of search area, type search pattern, optimum search
plan, attainable rescue plan, selection of safe delivery point for survivors, and
selection of suitable medical facilities for injured or ailing survivors.
d. Operation Stage. The SAR facilities proceed to the scene,

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

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

the following:
a. Organization. Provides for geographically defined areas of SAR

coordination responsibility and for centralized control and coordination
capability to ensure effective use of all available facilities for all types of SAR
missions. It includes the following:
1) SAR coordinators.
2) Rescue coordination centers.
3) Rescue sub-centers.
4) SAR mission coordinators.
5) On scene commanders.
b. Facilities. Provides the personnel, equipment, and facilities

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

which early detection, alerting, control, support, and coordination are
maintained throughout the SAR system. (See Annex M – Emergency
Frequencies)
d. Emergency Care. Provides injured survivors with all the

necessary emergency treatment within capabilities. Includes emergency first
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aid skills applied to the injured at the distress scene and life support en route
to an emergency receiving medical facility.
e. Documentation. Provides for the collection and analysis of

information pertaining to a SAR mission. It includes all data received from the
awareness stage to the end of the mission conclusion stage. It specifically
includes the survivors’ emergency treatment history from the time of rescue to
his final transfer to a medical facility,
6. Emergency Phases. There are three emergency phases into which

most SAR incidents and subsequent SAR missions are classified in which
aviation forces must be familiar. These emergency phases are, in order of
progression:
a. Uncertainty Phase (code word INCERFA). The uncertainty

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

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

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

should be aware of and guided by existing agreements:
a. The Philippine SAR agreements with all neighboring search and

rescue regions (SRR) though not updated still follow the dictum of the
standard ICAO SAR cooperation concerning the provision of assistance upon
receipt of request for aid.
b. Overflight and landing of SAR aircraft without prior permission

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

other states to engage in any SAR operation, should be transmitted to the
Philippine rescue coordination center in any form and manner.
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Section 4-6 Weather Modification
1. Weather Reconnaissance and Cloud Seeding. The AABn assists in

undertaking weather reconnaissance and cloud seeding operations in
coordination with the Department of Agriculture and/or the PAF. Drought
stricken areas in the country are given rains to provide agricultural lands and
water reservoirs the much needed water supply. The use of technology in
weather modification makes cloud seeding a viable, long-term water
management strategy for augmenting fresh water supply and not a short-term
solution to the drought problem.
2. Enhanced Capability. Weather modification could be improved

further to include typhoon moderation but this would entail the need for
additional equipment. The AABn can also assist in the development of a
comprehensive research program to help increase seasonal rainfall in our
country. Its participation to commit to rainmaking operations is important
which should be conducted over a period of several years and not merely for
a few months in order to make use of this capability not only in addressing the
problem in drought but also its implications in the conduct of combat
operations.
Section 4-7 Assistance to Law Enforcement
1. Employment. The primary mission of the PNP is the enforcement of

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

the task force to support ground forces in the conduct of the following law
enforcement operations:
a. Anti-smuggling operations.
b. Anti-illegal logging.
c. Anti-kidnapping.
d. Anti-illegal drug trade.
e. Anti-illegal fishing.
f. Apprehension of high profile criminals and lawless elements.
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3. Other Tasks. The aviation forces perform the following tasks to

support law enforcement agencies in their operations against crime and
lawlessness:
a. Quarantine and Blockade. These are conducted to restrict

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

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

kidnapping and hostage-taking situations. Under certain conditions, these
include aviation forces when additional firepower, security, or mobility is
needed.
Section 4-8 Assistance during Civil Disturbance
1. Right to Public Assembly. In democratic institutions, the right to

organize demonstrations and rallies is mandated by the Constitution. The right
of the people to go to the streets or any authorized public places and air
grievances of social import is allowed by the State if done in an orderly and
peaceful manner and not causing physical, economic, and social disruptions
in their place of assembly.
2. Nature of Civil Disturbance. Civil disturbance is a peculiar event

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

vehicles taking advantage of the chaotic situation.
3. Military Support. The PNP who field its anti-riot policemen in the
critical areas usually handle this condition. The national government
assesses the situation and in the event that the police forces cannot handle
the threat singularly, the AFP is called to assist in crowd control, security and
defense of the areas besieged by hostile civilian elements.
4. Employment. The aviation forces are among those units that can be
tasked to be the last line of defense when the mob becomes hostile and when
armed groups join the melee to intentionally attack anti-riot forces, other
civilians or destroy public and private property. Anti-riot units and ground
forces usually compose the first phalanx of crowd control personnel. The
aviation assets are deployed in the immediate vicinity of the besieged camp,
government facility or the crowd’s target area securing critical entry points,
crowd dispersal, aerial observation, and evacuation of personnel and
equipment. The PA aircraft are also utilized in a show of force role to
demonstrate the State’s resolve in stabilizing the situation.
5. Rules of Engagement. The aviation forces must exercise restraint and

tolerance in dealing with civil disturbance and must be briefed on the existing
rules of engagement being observed by the PNP when engaging civilian
entities in hostile crowd situations.
Section 4-9 Assistance to National Development
1. Involvement of Army Aviation. The application of military technical

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

the AABn which may be tapped include the following:
a. Aerial Photogrammetry. This involves the taking and

interpreting of photographs taken from the air. Aerial photographs may be
used to aid projects of the national government such as the following:
1) Anti-pollution.
2) Human resettlement.
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3) Tourism.
4) Agriculture and forest development.
5) Traffic study.
6) Flood control.
7) Dam sites and other sources of water.
8) Mapping and engineering works.
b. Reforestation. Various government and non-government

agencies are involved in a massive reforestation project. The capability of the
AABn can be utilized for locating the areas difficult to reach in our country for
possible reforestation site in order to speed up the forest development.
c. Air Transport. When there are no military requirements for such,

air transportation facilities of the PA can be utilized by other government
agencies involved in national development to airlift supplies and/or personnel.
d. Infrastructure Development. The aviation forces providing

security and airlift to PA engineer units contribute to this governmental task.
Infrastructure development in the form of airports, communication facilities,
roads, bridges and other infrastructures hasten economic growth by
minimizing social and economic overhead cost and encourage the
establishment of ancillary industries that are able to take advantage of the
linkages made possible by the new facilities.
Section 4-10 Deputation to Election Duties
1. Mandate. The participation of aviation forces in election duties is

embodied in the Constitution wherein it empowers the COMELEC to deputize
the AFP, with the concurrence of the President being its Commander in Chief,
for the exclusive purpose of ensuring free, orderly, honest, peaceful, and
credible elections.
2. Restrictions. To ensure the integrity of the AFP as a nonpartisan

institution, the aviation forces shall be insulated from partisan politics and
prohibit its members thereof from engaging directly or indirectly in any
partisan political activity, except to vote. Its involvement in any election-related
activities must be clearly defined jointly by the DND and the COMELEC on a
written agreement to properly address any cases of serious armed threats to
the electoral process.
3. Election Involvement. All aviation forces shall be deputized during

national and local elections, including special elections, plebiscites,
referendums, initiatives, and other electoral exercises, only in areas affected
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by serious armed threats to the electoral process as jointly identified by the

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

shall only include the following functions:
a. Providing aerial security to the area covered by serious armed

threat by deploying sufficient aviation forces to conduct patrol and provide
AFP visibility in the area.
b. Providing airlift to ground troops manning checkpoints in

locations jointly identified by the COMELEC and the AFP.
c. Enforcing the ban on carrying of firearms on persons who do not

possess the necessary authorization from the COMELEC to carry, possess,
or transport firearms.
5. Prohibited Acts. The COMELEC deputation of aviation forces shall

not, in any case, include the performance of election duties such as the
following:
a. Counting or canvassing of votes.
b. Clustering of precincts.
c. Transporting of ballots, other election paraphernalia, and

election results.
NOTE: However, the aviation units may be requested subject to the approval
of the CSAFP, to provide air escorts to the transportation facilities used in
transporting election paraphernalia when the security provided by the PNP,
cannot address the threat, as determined by the CSAFP and the Chairman,
COMELEC.
d. Acting as escorts to any political candidates.
e. Providing security to polling places and to members of the Board

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

employees of the Government performing election duties, including the
accredited citizens’ arm.
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g. Availability or use of aviation facilities, such as air and land

transportation, communications systems, and other equipment, in connection
with the elections, except as provided in paragraph 34c hereof.
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CHAPTER 5
FLIGHT RULES
“Hence, all Unit Commanders are enjoined to strictly adhere to flying

regulations and stay within the parameters of pilot and aircraft limitations.
Above all, they must develop among their pilots and aircrew a high sense of
discipline and safety consciousness at all times.”
― Maj. Gen. Antonio E. Sotelo

Commanding General, Philippine Air Force,
in his message to BEE SAFE (March 1987)
Section 5-1 General
1. Applicability. This chapter prescribed the rules governing the

operation of PA aircraft within and outside of the Republic of the Philippines.
To complement the provisions of this chapter, a more detailed flight rules
should be discussed and included in the PAM 3-031 Army Aviation Rules of
the Air Manual.
2. Responsibility and Authority. The responsibilities and authority of

the pilot-in-command of PA aircraft will be as follows:
a. The pilot-in-command of PA aircraft is directly responsible for,

and is the final authority as to, the operation of PA aircraft.
b. In an in-flight emergency requiring immediate action, the pilot-in-

command may deviate from any rule of this chapter to the extent required to
meet the emergency.
c. Each pilot-in-command who deviates from a rule under

paragraph 2b of this chapter shall send a written report of that deviation to
CO, AABn.
3. Applicability of Rules of the Air:
a. The flight rules contained in this chapter shall apply to all PA

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

maneuvering area of an aerodrome shall be in compliance with the general
rules, and in addition, when in flight either with:
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1) The Visual Flight Rules (VFR).
2) The Instrument Flight Rules (IFR).
4. Airworthiness of Aircraft:
a. No aviator may operate a PA aircraft unless it is in an airworthy

condition.
b. The pilot-in-command of a PA aircraft is responsible for

determining whether that aircraft is in condition of safe flight. The pilot-in-
command shall discontinue the flight when unsafe mechanical, electrical or
structural conditions occur.
5. Aircraft Flight Manual, Marking and Placard Requirements:
a. No person may operate a PA aircraft without complying with the

operating limitations specified in the approved aircraft flight manual, markings,
and placards.
b. No person may operate a PA aircraft unless there is available in

the aircraft a current and approved aircraft flight manual.
6. Prohibition against Interference with Aircrew. No person may

assault, threaten, intimidate or interfere with an aviator or aircrew member in
the performance of their duties aboard a PA aircraft being operated.
7. Careless or Reckless Operation. No person may operate an aircraft

on the ground or in flight in a careless or reckless manner so as to endanger
the life or property of another.
8. Dropping of Objects. No pilot-in-command of PA aircraft may allow

any object to be dropped from that aircraft in flight that creates hazard to
persons or property. However, this paragraph does not prohibit the dropping
of any object subject to the following conditions:
a. If reasonable precautions are taken to avoid injury or damage to

persons or property and approval has been received from CO, AABn.
b. If the flight requires the dropping of objects to accomplish a

mission.
9. Alcohol or Drugs:
a. No person may act or attempt to act as a pilot-in-command, co-

pilot, aircrew member, or ground crew or perform any function associated with
the dispatch, loading, maintenance or control, including air traffic control, of
aircraft:
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1) Within eight (8) hours after the consumption of any

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

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

blood.
b. Except in an emergency, no aviator of PA aircraft may allow a

person who appears to be intoxicated or who demonstrates by manner or
physical indications that the individual is under the influence of drugs (except
a medical patient under proper care) to be carried in that aircraft.
c. Whenever the CO, AABn or his subordinate commanders has a

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

a person shall, upon request by the CO, AABn or his subordinate
commanders, submit to a test to indicate the presence of illegal drugs and to
furnish the CO, AABn, or authorize any infirmary, dispensary, station hospital,
medical officer, or other person to release to the CO, AABn, the results of
such test.
e. The tests referred to in paragraphs 9c and 9d of this section

shall be taken as soon as possible after a person attempts to act, acts or has
acted a person as an aviator, aircrew member or ground crew or person
performing any function associated with the dispatch, loading, maintenance or
control, including air traffic control, of aircraft, that indicates the presence of
any drugs in the body.
f. The CO, AABn or his subordinate commanders may require any

aviator, aircrew member or ground crew or person performing any function
associated with the dispatch, loading, maintenance or control, including air
traffic control, of aircraft to submit to a test to indicate the percentage by
weight of alcohol in the blood or a test to indicate the presence of illegal drugs
before, during or after the performance of that person’s duty.
g. Any information on the test obtained by the CO, AABn under

paragraphs 9c and 9d of this section may be evaluated in determining a
person’s qualifications for any aeronautical rating or possible violations of this
section and may be used as evidence in any legal proceedings.
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10. Carriage of Prohibited Substances. This paragraph pertains to the

carriage of narcotic drugs, marijuana, and depressant or stimulant drugs or
substances on PA aircraft.
a. Except as provided in paragraph 10b of this section, no person

may operate a PA aircraft within the Republic of the Philippines (RP) with
knowledge that narcotic drugs, marijuana and depressant or stimulant drugs
or substances as defined in RP laws are carried in the aircraft.
b. Paragraph 10a of this section does not apply to any carriage or

narcotic drugs or substances authorized by or under any military
directives/Government law or by any AFP unit/Government agency.
Section 5-2 Pre-Flight
1. Pre-Flight Action. Each pilot-in-command shall, before beginning a

flight, become familiar with all available information concerning that flight. This
information must include: (See Annex C – Flight Plan Forms and Annex D –
Weather Reports)
a. For a flight under IFR or a flight not in the vicinity of an airport,

weather reports and forecasts, fuel requirements, alternatives available if the
planned flight cannot be completed, and any known traffic delays of which the
pilot-in-command has been advised by ATC.
b. For any flight, runway lengths at aerodromes of intended use,

and the following take-off and landing distance information:
1) For PA aircraft which an approved Aircraft Flight manual

containing take-off and landing distance data is required, the take-off and
landing distance data contained therein.
2) For PA aircraft other than those specified in paragraph

11b(1) of this section, other reliable information appropriate to the aircraft,
relating to aircraft performance under expected values of aerodrome elevation
and runway slope, aircraft gross weight, and wind and temperature.
2. Aircrew Stations:
a. During take-off and landing, and while en route. Each required

aviator and aircrew member shall:
1) Be at the aircrew station unless the absence is necessary

to perform duties in connection with physiological needs.
2) Keep the safety belt fastened while at the aircrew station.
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b. Each required aviator and aircrew member of a PA aircraft shall,

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

authorized by the CO, AABn:
a. No aviator may take-off a PA aircraft unless the pilot-in-

command of that aircraft ensures that each person on board is briefed on how
to fasten and unfasten that person’s safety belt and, if installed, shoulder
harness.
b. No aviator may cause to be moved on the surface, take-off, or

land a PA aircraft unless the pilot-in-command of that aircraft ensures that
each person on board has been notified to fasten his safety belt and, if
installed, his shoulder harness.
c. Except as provided in this paragraph, each person on board a

PA aircraft must occupy an approved seat or berth with safety belt and, if
installed, shoulder harness, properly secured about him during movement on
the surface, take-off, and landing. Notwithstanding any other requirement of
this paragraph, a person may:
1) Be held by an adult who is occupying a seat or berth if

that person has not reached his second birthday.
2) Use the floor of the aircraft as a seat, provided that the

person is on board for the purpose of airborne operation or military free-fall.
Section 5-3 Flight Instruction and Simulated Instrument Flight
1. Flight Instruction. No aviator may operate a PA aircraft (except a

manned free balloon) that is being used for flight instruction unless that
aircraft has fully functioning dual controls.
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Figure 5.1 Flight Instruction. A PA student aviator orients himself on the

dual controls of their light trainer helicopter at the Fort Bonifacio ROTC
Hunters Parade Grounds.
2. Simulated Instrument Flight. No aviator may operate a PA aircraft

in simulated instrument flight unless:
a. The other control seat is occupied by a safety pilot who

possesses at least a PIC rating appropriate to the aircraft being flown.
b. The safety pilot has adequate vision forward and to each side of
the aircraft, or competent observer in the aircraft adequately supplements the
vision of the safety pilot.
c. Except in the case of lighter-than-air aircraft, that aircraft is

equipped with fully functioning dual controls.
Section 5-4 Operating Near Other Aircraft
1. Safe Distance. Except as provided in paragraph 17 of this section, no

person may operate a PA aircraft so close to another aircraft as to create a
collision hazard.
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2. Formation Flying. No aviator may operate a PA aircraft in formation

flight except by arrangement with the pilot-in-command of each aircraft in
formation or with the flight leader.
Figure 5.2 Formation Flying. The flight leader or element lead ensures
that his flight maintains a safe distance from each aircraft during formation
flying.
Section 5-5 Right of Way
1. General. When weather conditions permit, regardless of whether an

operation is conducted under IFR or VFR, vigilance shall be maintained by
each person operating a PA aircraft so as to see and avoid other aircraft.
When a rule of this section gives another aircraft the right of way, the pilot
shall give way to that aircraft and may not pass over, under or ahead of it
unless well clear.
2. In Distress. An aircraft in distress has the right of way over all other
air traffic.
3. Converging. When aircraft of the same category are converging at

approximately the same altitude (except head-on, or nearly so), the aircraft to
the other’s right has the right of way. If the aircraft are of different categories:
a. A balloon has the right of way over any category of aircraft.
b. A glider has the right of way over an airship, airplane, or

rotorcraft.
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c. An airship has the right of way over an airplane or rotorcraft.
However, an aircraft towing or refueling other aircraft has the right of

way over all other engine-driven aircraft.
4. Approaching Head-On. When aircraft are approaching each other

head-on, or nearly so, each pilot of each aircraft shall alter course to the right.
5. Overtaking. Each aircraft that is being overtaken has the right of way
and each pilot of an overtaking aircraft shall alter course to the right to pass
well clear.
6. Landing. An aircraft, while on final approach to land or while landing,

have the right of way over other aircraft in flight or operating on the surface,
except that they shall not take advantage of this rule to force an aircraft off the
runway surface which has already landed and is attempting to make way for
an aircraft on final approach. When two or more aircraft are approaching an
aerodrome for the purpose of landing, the aircraft at lower altitude has the
right of way, but it shall not take advantage of this rule to cut in front of
another which is on final approach to land or to overtake that aircraft.
7. After Taking Off. An aircraft taxiing on the maneuvering area of an

aerodrome shall give way to aircraft taking off or about to take-off.
8. Surface Movement of Aircraft. In case of danger of collision

between two aircraft taxiing on the maneuvering area of an aerodrome, the
following shall apply:
a. When two aircraft are approaching head-on, or approximately

so, each shall stop or, where practicable, alter its course to the right so as to
keep well clear.
b. When two aircraft are on a converging course, the one which

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

have the right of way and the overtaking aircraft shall keep well clear of the
other aircraft.
Section 5-6 Aircraft Speed
1. Below 10,000 feet. Unless otherwise authorized or required by ATC,

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

person may operate an aircraft at or below 2,000 feet above the surface within
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5 nautical miles of the primary aerodrome area at an indicated airspeed of

more than 200 knots. This paragraph does not apply to any operations within
an aerodrome where specific speed limits are published in the FLIP or AIP.
3. Identified Airspace or VFR Corridor. No person may operate in the

airspace identified in the FLIP or AIP designated for an aerodrome or in a
VFR corridor, at an indicated airspeed of more than 200 knots.
4. Minimum Airspeed. If the minimum safe airspeed for any

particular operation is greater than the maximum speed prescribed in this
Section, the aircraft may be operated at that minimum speed.
Section 5-7 Operations under VFR, IFR and VFR on Top
1. Visual Flight Rules. Fixed wing aircraft will be operated under VFR
only when VFR operation is necessary to accomplish that particular mission.
When mission requirements dictate VFR operation remember that the
established weather criteria are minimums. The pilot should allow himself a
greater margin of safety when operational requirements permit particularly in
terminal areas or when reduced visibility or cloud conditions make flight under
VFR questionable.
a. For Day VFR operations, the following instruments and

equipment are required:
1) Airspeed indicator.
2) Altimeter.
3) Magnetic direction indicator.
4) Tachometer for each engine.
5) Oil pressure gauge for each engine using pressure

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

engine.
7) Oil temperature gauge for each air cooled engine.
8) Manifold pressure gauge for each engine.
9) Fuel gauge indicating the quantity of fuel in each tank.
10) Landing gear position indicator, if the aircraft has a

retractable landing gear.
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11) An approved safety belt with an approved metal-to-metal

latching device for each occupant 2 years of age or older.
12) Shoulder harness.
13) Emergency locator transmitter.
b. For night VFR operations, an authorization from CO, AABn must

be secured prior to the conduct of such flight and the following instruments
and equipment are required:
1) Instruments and equipment specified in paragraph 30a of

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

light systems. In the event of failure of any light of the anti-collision light
system, operations with the aircraft may be continued to a stop where repairs
or replacement can be made.
4) At least one electric landing light.
5) An adequate source of electrical energy for all installed

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

required, that are accessible to the pilot in flight.
2. Instrument Flight Rules. The goal of the AABn is maximum air

operations under IFR. Commanders of AABn flying units will establish
procedures to insure that all flights are conducted under IFR to maximum
extent possible without unacceptable mission derogation. Aviators operating
in visual conditions under IFR should be aware that they are in a “see and
avoid” environment. Separation is provided only from other known aircraft
operating within controlled airspace. For IFR operations, the following
instruments and equipment are required:
a. Instruments and equipment specified in paragraphs 30a and 30b

of this section.
b. Two-way radio communications system and navigation

equipment appropriate to the ground facilities to be used. As a minimum, the
following are the required navigational equipment:
1) Dual automatic direction finder and/or radio magnetic

indicator.
2) Dual VOR.
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c. Gyroscopic rate of turn indicator.
d. Slip/skid indicator.
e. Sensitive altimeter adjustable for barometric pressure.
f. A clock displaying hours, minutes, and seconds with a sweep-

second pointer or digital presentation.
g. Generator or alternator of adequate capacity.
h. Gyroscopic pitch and bank indicator (artificial horizon).
i. Gyroscopic direction indicator (directional gyro or equivalent.)
Figure 5.3 Instrument Flight Rules. A PA aviator simulates instrument

flying conditions on a flight simulator while his instructors evaluate his
maneuvers.
3. Visual Flight Rules on Top. The VFR on Top is a combination of

Visual and Instrument Flight Rules that permits climbs and descents in IFR
conditions when the weather at en-route altitudes allows flight under VFR.
The cloud clearance requirements, flight visibilities, and see-and-avoid
principles of VFR apply when operating in VFR conditions. Cruising altitudes
are not assigned by ATC, and separation between aircraft is not provided,
however, the pilot may expect to receive traffic information or known IFR
traffic.
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Section 5-8 Operations Outside of the Republic of the Philippines
1. Over the High Seas. An aviator operating a PA aircraft outside of

the Republic of the Philippines shall when over the high seas, comply with
Annex 2 (Rules of the Air) to the Convention on International Civil Aviation.
2. Within a Foreign Country. An aviator operating a PA aircraft

outside of the Republic of the Philippines shall when in a foreign country,
comply with the regulations relating to the flight and maneuver of aircraft there
in force.
3. In International Airspace. An aviator operating a PA aircraft outside of

the Republic of the Philippines shall when operating in international airspace
requiring minimum navigation performance or where other specialized
procedures are required, comply with Section 5-9 of this chapter.
Section 5-9 Operations Requiring Specialized Equipment or Procedures
1. Rule. No aviator may operate a PA aircraft in airspace requiring

specialized equipment or procedures unless authorized to do so.
2. At MNPS Airspace. No aviator may operate a PA aircraft in

airspace designated as Minimum Navigation Performance Specifications
(MNPS) airspace unless:
a. The aircraft has the required navigation performance capability.
b. The aircrew has been trained in the use of the navigation

equipment and is authorized to use such airspace.
c. The aircrew is authorized to perform such operations.
3. Deviation. The ATC may authorize the aircrew to deviate from the
requirements of this section for a specific flight, ATC determines that the
aircraft may be provided appropriate separation and that the flight will not
interfere with, or impose a burden upon, the operations of other aircraft which
meet the requirement of this section.
Section 5-10 Aircraft Markings
1. General. All PA aircraft regardless of its utilization and employment

must have standard external markings that will be easily recognized as
military aircraft of the Republic of the Philippines based on the provisions of
the International Humanitarian Law. All PA aircraft must carry an exterior mark
either in full colors or in subdued color pattern indicating its nationality and
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PAM 3-03
military character but distinct from the aircraft of the PAF and PN. The origin
and importance of aircraft markings must be discussed in detail in Chapter 11
- Aircraft Recognition of the PAM 3-031 Army Aviation Rules of the Air
Manual. (See Annex E – Military Aircraft Nationality Markings)
2. Standard. This section sets the standard in using the required aircraft
markings for PA aircraft. These markings may be applied on PA aircraft by
using the paint or decal (except the paint or color scheme which must be
applied in the aircraft by using paint):
a. Paint Scheme.
b. Nationality Markings.
c. Aircraft Serial Number.
d. Army Aircraft Markings.
e. Optional Aircraft Markings.
3. Paint Scheme:
a. All PA aircraft must be painted in such a way it will blend with

the skies or the ground environment where it operates.
b. Flat or non-reflective types of paint must be used on all PA

aircraft so as not to reveal its camouflaging purpose and impair the vision of
its pilots and aircrews.
c. The colors of the mandatory aircraft markings for PA aircraft

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

fifth and sixth designs] also known as the winged lozenge must become part
of the external markings for all PA aircraft.
b. The winged lozenge markings is designed in a diamond

configuration with stylized layered wings using the national tricolors with white
as the background for the diamond and wings, red for the inner diamond, and
blue for the borders of the framed diamond and wings in its full color pattern.
For PA aircraft involved in combat and combat support missions, the black or
gray colors may be used for the winged lozenge markings as its low
visibility/subdued color pattern or any such colors that will blend with the paint
scheme of PA aircraft.
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PAM 3-03
Figure 5.4 Nationality Markings. The Winged Lozenge is the

Nationality Marking for all Philippine military aircraft and must be
displayed in all PA aircraft either in full colors or in subdued/low visibility
color pattern.
c. The winged lozenge markings must be painted on the following

aircraft surface:
1) On the port side and starboard side of the fuselage of all

PA aircraft. It can be painted on the tail boom section if space does not permit
on the cabin section of a helicopter; and
2) Near the wing tips of fixed wing aircraft both upper wing
surface (left hand side) and lower wing surface (right hand side).
d. The Philippine Flag may also be painted especially for PA

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

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

must not be replaced, altered or defaced.
c. It must be painted on the vertical stabilizer (tail fin) of an airplane

or at the tail boom section of a helicopter.
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PAM 3-03
6. Army Aircraft Markings
a. Army Aircraft Number:
1) It must be painted on the port side and starboard side of

the fuselage of all PA aircraft.
2) It must be a three-digit numeric figures wherein the first

two digits represents the last two numbers of the year the aircraft was
acquired by the PA and the last digit represents the number of aircraft
designated in order of acquisition by the PA on a specific year based on its
preceding first two digits.
3) It can be used by the aviators as its aircraft call sign

number when communicating with other aircraft, ATC facilities and ground
troops.
b. Major Service Seal:
1) The current PA seal must be painted on both sides of the

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

aircraft.
c. Major Service Markings:
1) The word “ARMY” must be on the port side and starboard

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

fixed wing aircraft both upper wing surface (right hand side) and lower wing
surface (left hand side).
7. Optional Aircraft Markings:
a. The following optional aircraft markings may be applied on PA

aircraft either by paint or by decal:
1) Unit seals or emblems of a PA aviation unit where the

aircraft is assigned;
2) Distinctive medical or neutral emblems recognized by the

Geneva Conventions if used in casualty/medical evacuation or
peacekeeping/stability missions respectively;
3) Ranks and names of designated pilots and crew chiefs of

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

PROPELLER, JET INTAKE, EMERGENCY EXIT, BREAK-IN points, CUT-
OUT panels, NO STEP and NO PUSH signage, etc.);
6) Mandatory instructions;
7) Victory hits or scores;
8) Commemorative markings; and
9) Other markings not listed above as may be approved by

CO, AABn which are not in conflict with the mandatory aircraft markings
and/or if needed for the safe operation of the PA aircraft.
b. The optional aircraft markings may be used either permanent or

temporary.
Figure 5.5 Aircraft Markings. The standard markings for PA

fixed-wing aircraft.
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PAM 3-03
Figure 5.6 Aircraft Markings. The standard markings for PA rotary wing aircraft.
Section 5-11 Flight Mission Classification Code
1. General. This section prescribes the mission classification code to be

used for all flights conducted or directed by the PA.
2. Mission Code. The flight mission classification code is composed of a

four-digit representation of flights conducted or directed by the PA. For
example, the flight mission classification code 3103 means that it is an army
aviation operations performing attack mission which is a tactical flight.
a. First Digit.
3 - Army Aviation Operations
b. Second Digit.
1 - Tactical Flight Mission
2 - Non-Tactical Flight Mission
c. Third and Fourth Digits.
1) Tactical Flight Mission.
01 - Reconnaissance
02 - Security
03 - Attack
04 - Air Assault
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05 - Special Operations
06 - Support By Fire
07 - Command and Control
08 - Air Movement
09 - Electronic Warfare
10 - Combat Search and Rescue
11 - Air Traffic Services
12 - Airlift
13 - Casualty Evacuation
2) Non-Tactical Flight Mission.
14 - Administrative
15 - Flight Test (Maintenance)
16 - Functional Check (Maintenance)
17 - Maintenance Operational Check

(Maintenance)
18 - Aviator Qualification (Training)
19 - Proficiency (Training)
20 - Re-currency (Training)
21 - Equipment Qualification (Training)
22 - Instrument (Training)
23 - Navigation (Training)
24 - Aerial Gunnery (Training)
25 - Aircrew Standardization Check
26 - Flight Demonstration
27 - Air Weapons Demonstration
28 - Air Patrol
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29 - Range Sweep
30 - Aerial Review
31 - Aerial Salute
32 - Search and Rescue
33 - Disaster Relief
34 - Weather Modification
35 - Peacekeeping
36 - Anti-Terrorism and Counter Terrorism
37 - Law Enforcement
38 - Civil Disturbance
39 - Aerial Photogrammetry (National

Development)
40 - Reforestation (National Development)
41 - Air Transport (National Development)
42 - Infrastructure (National Development)
43 - Election Duty
44 - VIP Transport
45 - Others
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CHAPTER 6
AIRCRAFT UTILIZATION AND HANDLING
“I did not even think that my wings were in such terrible conditions
that mere diving would tear them apart.”
― Col. Jesus A. Villamor

PAAC aviator, during an interview on his
1942 suicide mission in (1958)
Section 6-1 Utilization
1. General. The following shall be observed in the utilization,

management and control of PA aircraft based on its doctrinal employment,
capability and limitations.
2. Aircraft Commissioning and Decommissioning.
a. Commissioning. An aircraft about to enter service as a PA

aircraft must be commissioned in an appropriate ceremony marking its official
entry in the Army Aviation Service and must be properly documented in the
PA inventory. The HAABn will publish appropriate orders for the
commissioning of the aircraft to that effect before its official employment to
conduct aviation operations as a PA aircraft. The CO, AABn should ensure
that the aircraft to be commissioned into active service has passed the
appropriate technical inspection, flight test and evaluation and has complete
aircraft documents and historical records.
Figure 6.1 Aircraft Commissioning. Newly-arrived

Cessna 172 Skyhawk light plane for the AABn at the
flight line during commissioning ceremonies.
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PAM 3-03
b. Decommissioning. A PA aircraft declared unserviceable for

such a long period will be decommissioned in an appropriate ceremony
marking its official retirement in the Army Aviation Service. The HAABn will
publish appropriate orders for its decommissioning prior to storage and all its
aircraft records will be kept on file. Decommissioned PA aircraft may also be
utilized as a training aid of AABn personnel or may also be utilized as static
display in museums, shrines, or military camps to promote awareness on
military aviation and to highlight its involvement in shaping the history of
aviation in the PA.
Figure 6.2 Aircraft Decommissioning. A post war Boeing-Stearman

PT-13 Kaydet trainer biplane of the PAAF on static display after it was
decommissioned from active service.
3. Utilization Policies.
a. Utilization of PA aircraft for ISO missions shall be subject to the

approval of CG, PA. A flight directive from chief, command operations center
(COC) of a unified command must be secured if the aviation unit is placed
OPCON to such command.
b. Administrative, maintenance (flight test, maintenance

operational check and functional check) and training flights shall be subject to
the approval of CO, AABn and then higher headquarters will be informed of
such flights. An air tasking order may be prepared and published by the AABn
to ensure the efficient conduct of such flights.
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c. No PA aircraft shall be allowed to fly during extreme weather

conditions.
d. Only PA aircraft equipped with the minimum avionics

requirement for an IFR during flight shall be allowed to conduct night IFR
missions and/or the aviators are also properly equipped and trained in night
flying operations.
e. The use of PA aircraft by infantry divisions or special operations

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

level with a maximum of period of three months and appropriate orders shall
be issued by GHQ AFP.
g. Priority of activities in the utilization of PA aircraft shall be given

to territorial defense, internal security operations, humanitarian assistance
and disaster response, and international defense and security engagement
missions in that order.
h. Aviation missions in support to combined arms operations shall

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

prescribed guidelines stated as follows:
1) The written approval of the President or the Secretary of

National Defense (SND) shall be secured for the use of PA aircraft for non-
military missions.
2) Unless specifically authorized by the President or the

SND, the users of PA aircraft purposely schedules for non-military missions
shall be billed by the HPA based on the current table of rates/charges.
3) Two or more end-users may jointly share shoulder the

cost of AVPOL consumed in accordance with the end-user’s prior
arrangements.
4) In case of civilian-oriented mission flying at the same time

with a military mission whereby the PA aircraft is diverted from the itinerary of
the primary mission, the end-user shall be billed for the cost of the additional
legs only.
5) End-users who avail themselves of the PA aircraft in

connection with commercial enterprises/ventures (such as movie making,
commercial advertisement, oil exploration, industrial mapping/surveys,
dredging and agricultural pest control) shall be charged for all costs in relation
with the said undertakings, all expenses incidental thereto are for the account
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of the end-user. The cost of damage on the PA aircraft sustained during the
period of undertaking as determined by HPA or unit concerned shall also be
to the account of the end-users. The contract of undertaking entered into by
the end-users with the PA unit concerned shall contain provisions
implemented of the foregoing stipulations. For this purpose, they shall cover
the PA aircraft with adequate insurance.
6) The requesting party shall bear the cost of the AVPOL

used in case of an aborted non-military mission due to force majeure and
shall also be charged for the additional cost of fuel consumed should the PA
aircraft be diverted elsewhere for safety reasons.
7) End-users who utilize PA aircraft for a one-way trip shall

be charged the cost of bringing the PA aircraft back to its home base or
station where it can commence its next mission. The HPA may use the PA
aircraft as appropriate during the return trip.
8) Subject to space availability, military passengers

authorized civilian passengers and/or cargoes may be loaded aboard PA
aircraft scheduled purposely to perform non-military missions.
9) The Chief of Staff, AFP (CSAFP) shall determine the

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

(Attention: G3, info MFO) containing the list of end-users and date of mission
accomplishment for further submission to the CSAFP (Attention: J3).
j. Civilian passengers shall secure and present a waiver relieving

the PA of any liability in passenger and cargo as a result of flight mission.
(See Annex K - Waiver for Civilians Boarding PA Aircraft)
k. Utilization of PA aircraft for non-military mission is permitted

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

follows:
1) Executive. The President, Vice President, and

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

House, and Chairmen of Senate and House Defense Committees.
3) Judiciary. The Chief Justice of the Supreme Court and

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

Service Commanders and Unified Command Commanders.
5) Foreign Dignitaries. Equivalent of the stated VIPs and

ambassadors of other countries to the Philippines.
6) Other VIPs. Those VIPs not listed above and must be

cleared by HPA.
m. When performing aerial salute during military funeral and

memorial event, the conduct of missing man formation shall be governed by
the following conditions:
1) It shall be rendered as a final tribute or honor only for a

fallen or departed PA aviator who had rendered meritorious service to any
aviation units of the PA.
2) The missing man formation can either be performed by

pull-up, split-off or empty position. By tradition in military aviation, the aircraft
performing pull-up or split-off and the empty position in large aircraft formation
represents the PA aviator being honored has departed.
Figure 6.3 Aerial Salute. The ceremonial flyby or missing man

formation is a distinct tradition in military aviation to honor a fallen or
departed aviator.
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PAM 3-03
3) A single PA aircraft may perform a low pass (enough

altitude to be clearly seen from the ground) for a ceremonial flyby in cases
where missing aircraft formation cannot be performed due to unavailability of
the required number of aircraft.
4) The conduct of the missing man formation or ceremonial

flyby when performing aerial salute shall observe the local airspace
restrictions.
4. Management and Responsibility.
a. The aviation unit maintenance (AUM) shall be performed at the

level of Aero Co and CASC while the aviation depot maintenance (ADM) shall
be performed at the AMC facility.
b. Requests for maintenance and management support

requirements beyond the unit level support shall be endorsed to HPA.
c. Maintenance flight of PA aircraft shall be conducted after every

five days of aircraft non-use and shall only be limited to two hours of flight.
d. The PA aircraft can be recalled due to typhoon evacuation and

required maintenance. A replacement aircraft shall be provided when
available.
e. The final decision of the cancellation of flight missions and the

safety and security of the PA aircraft rests on the judgment of the pilot-in-
command.
f. The AABn flying units shall be responsible for the management,

manning and rotation of personnel.
5. Procedures.
a. All requests for PA aircraft shall be submitted to CG, PA at least

one week prior to flight mission. Upon approval of the request, the G3, PA
shall issue a flight directive to CO, AABn.
b. The PA aircraft shall immediately return to proper station upon

completion of flight mission and its aircrew shall render an after flight mission
report to their immediate aviation commanders within 24 hours for further
submission to AOC (or to COC when OPCON with unified command). (See
Annex G – After Flight Operations Report)
c. Request for the use of PA aircraft other than military purpose

shall be forwarded to the SND through the CSAFP for disposition. The AFP
endorsement shall include a recommendation as well as the information on
the availability of the PA aircraft. The availability of PA aircraft should be
coordinated with G3, PA or AOC.
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PAM 3-03
d. Billing of civilians/non-military entities shall observe the

following:
1) Upon approval of SND, the request shall be forwarded to

HPA of the unified command concerned for appropriate billing of the
requesting agency/firm.
2) The HPA or unified command concerned shall prepare

the bill in accordance with the schedule of rates/charges for the PA aircraft’s
AVPOL and maintenance cost per flight. The bill together with the approval of
SND shall be returned to the requesting agency thru HPA or the unified
command concerned.
3) The payment of the requesting party shall be made to the

nearest PA finance unit. Likewise, payment shall be made to the trust fund
and deposited/forwarded to the PA Finance Center.
4) The PA Finance Center shall issue an official receipt to

the requesting party. The latter shall be present the official receipt and the
approval of the SND to HPA or unified command which shall serve as basis
for rendering the requested service. The HPA or unified command shall
include the time for rendering the requested service.
6. Limitations and Aircraft Status. The AABn shall consult the

appropriate technical manuals and/or service bulletins for the type of PA
aircraft to be used in the conduct of aviation operations. The availability of PA
aircraft will also depend on its status classified as follows:
a. Full Mission Capable (FMC). The PA aircraft is

airworthy and does not have any condition which may make it unreliable
during the next 90 days of sustained performance. The color GREEN may
also be used to represent FMC status.
b. Partial Mission Capable (PMC). The PA aircraft is operational

now but with limitations that may curtail its reliability for 90 days of
performance. The color AMBER may also be used to represent PMC status.
c. Grounded (GRND). The PA aircraft is unable to perform

its primary mission immediately, or be unreliable for 90 days of sustained
performance. The color RED may also be used to represent GRND status.
NOTE: The PA aircraft may also be grounded for a limited period of time for
the purpose of undergoing scheduled/unscheduled maintenance/ servicing or
subject for aircraft investigation/inquiry.
d. Unserviceable (USVC). The PA aircraft is declared beyond

economical repair, unsafe for operation and may be scheduled for
decommissioning for proper storage. The color BLACK may also be used to
represent USVC status.
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PAM 3-03
7. Logistics.
a. The basic and organic supplies and equipment to include the

AVPOL of PA aircraft shall be provided or coordinated by HPA/unified
commands.
b. The requesting unit shall render the necessary assistance as

may be requested by the aircrew of PA aircraft while on mission.
Section 6-2 Aircraft Operation by Military Personnel
1. Eligibility. Any member of the AFP, who is a holder of an aeronautical

rating as a military aviator, or service aviators and rated on a particular type of
aircraft, shall be eligible to pilot such military aircraft or aircraft borrowed or
chartered for the official use of the AFP.
2. Limitations.
a. Only members of the AFP who possess the above eligibility are
authorized to pilot military aircraft or aircraft borrowed or chartered for the
official use of the AFP.
b. No member of the PA is authorized to pilot non-military aircraft

except any of the following conditions:
1) Unless he is granted written authority by the CSAFP. If

the mission is not for the AFP, the said authority is subject to the approval of
the SND.
2) Unless he possesses a current license issued by the

CAAP to pilot such aircraft and complies with the civil air rules and regulations
prescribed by the CAAP.
3) Unless he is currently undergoing aviation training or

other related courses in a civilian aviation or aeronautics school or civilian
flight school recognized and designated by the AABn.
Section 6-3 Aviation Services while on Overseas Flight Mission
1. Purpose. This section establishes policies and procedures that cover

places where AVPOL and maintenance services, transportation,
accommodation, other services and finance will be needed by PA aircraft on
overseas flight mission
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PAM 3-03
2. Policies.
a. No PA aircraft shall be serviced at any place, other than in

places where the PA aircraft has its own servicing agreement with other
private companies.
b. A written authority allowing PA aircraft to refuel or be serviced at

any place outside the territorial jurisdiction of the Philippines shall be issued to
flight mission commanders before departure for the assigned mission. (See
Annex H - Authority to Service PA aircraft on Overseas Flight)
c. Reimbursement of transportation to and from the airport, hotel

accommodations (board and lodging) or other services is authorized subject
to annotation by Commission on Audit on the official receipts submitted.
d. A special disbursing officer (SDO) to manage cash advances

from the PA Finance Center should be assigned at AABn with appropriate
orders.
3. Responsibilities.
a. G3, PA. Furnish G4, PA two copies of the flight plan for the
mission at least three days prior to departure from the Philippines.
b. G4, PA.
1) Issues directive to the CO, PA Procurement Center to

make arrangement with appropriate company for AVPOL servicing and for
securing of Carnet Card for the overseas flight.
2) Makes arrangement with civilian or other military

establishments for enroute AVPOL maintenance of overseas flight.
3) When required, arranges with the Joint United States

Military Advisory Group regarding the use of necessary US military refueling,
maintenance and other facilities for the overseas flight. The CO, Procurement
Center will be advised of the arrangement made.
4) Issues written authority to the flight mission commander

regarding the servicing of the PA aircraft abroad as stated in paragraph 6.9b
of this section.
c. PA Procurement Center.
1) Makes arrangement with the appropriate companies for

AVPOL servicing of the overseas flight.
2) Secures Carnet card or its equivalent for issuance to

flight mission commander as authority in ordering AVPOL servicing. Transmit
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PAM 3-03
the Carnet Card and/or its equivalent to G4, PA for transmittal to the flight
mission commander.
d. PA Finance Center.
1) Designates an SDO with appropriate orders to manage

cash advances made for transportation to and from airport and hotel,
accommodation (board and lodging), other services and finance.
2) The designated SDO shall coordinate with the

Commission on Audit for the consummated transactions.
3) Receives and processes company bills.
4) Prepares general voucher to effect payment of services

and/or materials.
e. AABn.
1) Ensures that funds for AVPOL are available for overseas

flight mission/services.
2) Advises the PA Procurement Center on the chargeability

of the AVPOL consumption/maintenance expenses to be incurred in the flight
mission.
Figure 6.4 AVPOL and Maintenance Services. The flight mission

commander of a PA aircraft must be provided with a Carnet Card to avail the
AVPOL products and maintenance services while deployed on overseas flight
mission
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PAM 3-03
4. Procedures.
a. Flight mission commanders shall secure from G4, PA the

necessary authority to refuel/service PA aircraft abroad, and the Carnet Card
to be issued for the flight mission.
b. Flight mission commanders shall secure copies of all

receipts/billing accounts of AVPOL services and works done to the PA
aircraft.
c. Flight mission commanders shall return the Carnet Card and

AVPOL consumption maintenance service report to G4, PA. The AVPOL
Consumption/Maintenance Service Report shall include the following data:
1) Date when PA aircraft was serviced or when AVPOL was

received.
2) Place where the PA aircraft was serviced or where

AVPOL was received.
3) Name of AVPOL received or materials furnished or

services rendered.
4) Quantity in gallons of AVPOL received.
5) Name of aviator(s), type of aircraft, and aircraft number.
6) Unit cost.
7) Name of company, delivery receipt/billing account

number and date.
8) Other remarks.
d. The G4, PA shall transmit the Carnet Card and AVPOL

Consumption/Maintenance Service Report to the PA Procurement Center.
The Report shall be kept on file with PA Procurement Center for use in
checking against the billing of accounts/invoices drawn by the establishment.
The PA Procurement Center will coordinate with the organization concerned
for any funding requirements.
e. The PA Procurement Center is responsible for the return of the

Carnet Card to the company of origin when requested.
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PAM 3-03
Section 6-4 Aircraft Operation and Movement on the Ground
1. General Rules.
a. Procedures and Checklists.
1) Personnel authorized to start, test, taxi, or operate PA

aircraft (fixed or rotary wing) will adhere to procedures as described in aircraft
flight and maintenance manuals.
2) They will use appropriate technical order checklists.
b. Use of Protective Equipment.
1) Personnel must wear protective goggles or an

appropriate helmet with visor, when in rotor wash areas or in front of an
aircraft that is being backed using the aircraft’s engines.
2) Personnel must wear ear plugs, muff-type ear defenders,

or headsets in the immediate area of aircraft that have engines running.
"Immediate area" is the area where hearing loss may occur if ear protectors
are not worn.
c. Use of Simulators.
1) The ATU may schedule aviation maintenance personnel

certified to run engines or taxi aircraft to use the flight simulator (aircrew
training device) during periods that will not interfere with the training or
aviators.
2) As a minimum, each person requires one emergency

procedures evaluation simulator period per year.
2. Start, Run-Up and Test of Engines.
a. Authorized Personnel. Aviation personnel authorized to start,

operate, warm-up, or test engines installed in PA aircraft are the following:
1) Rated aviators.
2) Student aviators checked out on type, or being

supervised by a qualified IP.
3) Aviation maintenance personnel authorized, trained,

certified, and proficient per AABn directives.
b. Documentation. The proficiency of aviation maintenance

personnel authorized to conduct the operations in this section will be
documented on the on-the-job training record or an automated product. This
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PAM 3-03
record must stipulate the maximum power at which the individual is qualified
to operate the engines. An AABn directive, SOP or a supplement to this
manual must specify qualification requirements and procedures for annual
proficiency recertification.
c. Engine Run-Up.
1) Run engines at approved sites.
2) Fasten seat and shoulder harnesses, set parking brake

and chock wheels before engine start. Exceptions to this paragraph are the
following:
(a) Emergencies.
(b) Helicopters being operated in unimproved areas.
NOTE: For engine maintenance ground runs, the AABn will establish aircraft
specific procedures for seat belt and shoulder harness requirements.
Procedures may deviate from this paragraph.
3) Do not leave controls unattended when engines are

running.
4) Run-up aircraft engines so the propeller wash or jet blast

does not pose a safety hazard to personnel, buildings, pavement, stands,
vehicles, and other aircraft, particularly those taxiing, taking off, or landing.
d. Use of Position Lights. Aircraft position lights must be on

from just before engine start until engine shutdown.
e. Use of Radios. Operators must obtain approval from

ground control or control tower, if such facilities are available, before engine
start. The PA exempts emergency situations or authorized flights. If the
aircraft radios are inoperative, obtain the approval through alternate means.
1) Monitor ground control or tower frequency, if available,

during the engine run-up. If the aircraft radios are inoperative, either a person
who does have contact with the control tower or CFR personnel must monitor
the run-up.
2) At airfields where ground control or control tower do not

operate continuously, establish radio contact with base operations, base
command post, maintenance job control, or other responsible unit/agency,
prior to engine start. The contacted unit/agency must have immediate access
to the camp fire station and, when possible, the secondary crash net.
6-13
PAM 3-03
f. Engine Run-Up of Rotary Wing Aircraft.
1) Only a qualified rotary wing pilot may conduct engine

start and run-up on helicopters that require rotor rotation.
2) Aviation maintenance personnel qualified as stated in

paragraph 6.13a may operate helicopter engines on a helicopter that has a
system in use, such as a rotor brake, that does not allow the rotors to turn.
3. Taxi.
a. Taxi Procedures. Aviation personnel authorized to taxi fixed-

wing PA aircraft are the following:
1) Rated aviators.
2) Student aviators checked out on type, or being

supervised by a qualified IP.
3) Aviation maintenance personnel authorized, trained,

certified, and proficient per AABn directives
b. Manning Requirements. PA aircraft requiring two aviators for

flight must have both seats occupied by qualified personnel during taxi.
c. Taxi Distances.
1) Do not taxi beyond taxiway holding position lines or within

100 feet of an active runway if there are no taxiway holding position lines,
unless previously cleared by the control tower or ground control.
2) Do not taxi a PA aircraft within 25 feet of obstructions

without wing walkers monitoring the clearance between aircraft and
obstruction. Locally based PA aircraft are exempt when fixed taxi routes are
marked, and the obstruction is as follows:
(a) A permanent structure.
(b) A same model aircraft in specifically designed

parking spots.
(c) Support equipment no closer than 10 feet from the

wing tip. Support equipment shall be located in appropriately designated
areas.
3) Do not taxi a PA aircraft closer than 10 feet to any

obstacles. This restriction is waived under the following circumstances:
(a) During contingency operations when compliance

would restrict the mission.
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PAM 3-03
(b) Operating from alert, readiness, or protective

shelters. A plainly visible centerline must be painted along the exit path. An
aircraft marshaler must be used.
(c) Operating locally based PA aircraft from parking

bays specifically designed for those aircraft. Parking bays shall be spaced to
allow a minimum 10 feet wing tip clearance between aircraft and will have
clearly marked taxi routes. Support equipment required for each spot shall be
placed in designated and marked locations. An aircraft marshaler must be
used.
d. Taxiing of Rotary Wing Aircraft. Only a qualified helicopter pilot,

or student helicopter pilot under supervision of a qualified helicopter IP, may
taxi a rotary wing PA aircraft.
4. Towing. The rules for aviation personnel engaged in towing

operation are the following.
a. Aviation personnel involved in towing operations shall receive

instruction in their required duties. This can be done in coordination with ATU.
b. After completion of their training, tow personnel will demonstrate

their knowledge to the BFOO. The BFOO will enter the qualification on their
appropriate record or automated product.
Figure 6.5 Towing. A Bell UH-1H Iroquois utility helicopter is

carefully being towed out from a naval vessel by using a tug
tractor.
6-15
PAM 3-03
Section 6-5 Aircraft Marshaling
1. Compliance. Where possible, signals in this section comply with North

Atlantic Treaty Organization (NATO) Standardization Agreement (STANAG)
3117, Air Standardization Coordinating Committee Air Standard 44/42A, the
International Civil Aviation Organization (ICAO), and Federal Aviation
Administration (FAA) signals.
2. Standard PA Marshaling Signals. All ground crew and aircrew

members must use these signals to direct and control movement and
operation of PA aircraft on the ground. The AABn will ensure that all ground
crew and aircrew members who are or could be directly involved with aircraft
movement are tested on their knowledge of marshaling signals.
3. Visual Aid. An aircraft marshaling signals visual aid must be

displayed where aircraft maintenance and flight related operations take place.
Suitable locations are aircraft maintenance work areas and flight line buildings
frequented by ground crew and aircrew members.
4. Aircraft Marshalers. Aircraft marshalers provide hand signals to

personnel taxiing or operating aircraft on the ground.
a. Transient aircraft marshalers will wear the prescribed uniform

while on the flight line. Uniform consistency is necessary to ensure flying
personnel of one nation can readily identify aircraft marshalers of other
nations. Individuals directly involved in fueling, defueling, and servicing liquid
oxygen systems shall not wear the marshaler’s uniform.
b. The uniform is a sleeveless garment of fluorescent international

orange. It covers the shoulders and extends to the waist in the front and back.
Wear this garment over the basic uniform prescribed for transient alert
personnel.
c. During daylight hours, aircraft marshalers may use high visibility

paddles. Self-illuminating wands are required at night.
5. Aircaft Marshaler’s Position. The aircraft marshaler will signal

facing the aircraft while standing in one of these positions:
a. Fixed-Wing Aircraft. The aircraft marshaler will stand

forward of the aircraft and remain in full view of the PIC.
b. Helicopters. The aircraft marshaler will stand in full view of the

PIC. Except for helicopters in tandem seating configuration, the PIC is usually
on the right side of the helicopter.
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PAM 3-03
Figure 6.6 Aircraft Marshalers. An aircraft marshaler assumes his

position and executes “Move Ahead” signal to guide the helicopter pilot on
his landing.
6. Night Operations. During night operations, the aircraft marshaler will

use a pair of same color light wands. During surface taxiing or parking, the
aviator must stop immediately if one or both of the aircraft marshaler’s wands
fail.
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PAM 3-03
Figure 6.7 Night Operations. An aircraft marshaler using a pair of light

wands positions in front of the aircraft to guide its aviator in taxiing during
night operations.
Section 6-6 Ground Movement Signals for all Aircraft
1. Proceed To Next Marshaler. Right or left arm down, other arm

moved across the body and extended to indicate direction of next aircraft
marshaler. NATO signal shows both arms extended at shoulder level pointing
to next aircraft marshaler.
Figure 6.8 Proceed To Next Marshaler
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PAM 3-03
2. This Marshaler. Arms above head in vertical position with palms

facing inward.
Figure 6.9 This Marshaler
3. Move Ahead. Arms a little aside, palms facing backwards and

repeatedly moved upward-backward from shoulder height.
Figure 6.10 Move Ahead
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PAM 3-03
4. Turn To The Left. Point right arm downward, left arm repeatedly
moved upward-backward. Speed of arm movement indicating rate of turn.
Figure 6.11 Turn To The Left

5. Turn To The Right. Point left arm downward, right arm repeatedly
moved upward-backward. Speed of arm movement indicating rate of turn.
Figure 6.12 Turn To The Right.
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PAM 3-03
6. Slow Down. Arms down with palms toward ground then moved up and
down several times.
Figure 6.13 Slow Down
7. Slow Down Engines(s) On Indicated Side. Arms down with palms

toward ground, then either right or left arm waved up and down indicating that
left or right side engines respectively should be slowed down.
Figure 6.14 Slow Down Engines(s) On

Indicated Side
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PAM 3-03
8. Move Back. Arms by sides, palms facing forward, arms swept forward
and upward repeatedly to shoulder height. Do not bend arms at the elbow.
Figure 6.15 Move Back
9. Turn While Backing—Tail To The Right. Point left arm down. The
right arm by side, palm facing forward, is swept forward and upward repeated
to shoulder height. Do not bend arm at the elbow.
Figure 6.16 Turn While Backing—Tail To

The Right
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PAM 3-03
10. Turn While Backing—Tail To The Left. Point right arm down.
The left arm, be side, palm facing forward, is swept forward and upward
repeatedly to shoulder height. Do not bend arm at the elbow.
Figure 6.17 Turn While Backing—Tail To The Left
11. Clearance For Personnel To Approach Aircraft. A beckoning

motion with right hand at eye level.
Figure 6.18 Clearance For Personnel To

Approach Aircraft
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PAM 3-03
12. Personnel Approach The Aircraft. Left hand raised vertically

overhead, palm towards aircraft. The other hand indicates to personnel
concerned and gestures towards aircraft.
Figure 6.9 Personnel Approach The Aircraft
13. Stop. Arms crossed above the head, palms facing forward. This is the
FAA signal for emergency stop.
Figure 6.20 Stop
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PAM 3-03
14. Start Engine(s). Circular motion of right hand at head level with left
arm pointing to the engine. ICAO and NATO: Number of fingers extended on
left hand indicates engine to be started.
Figure 6.21 Start Engine(s)
15. Cut Engine(s)/Rotor. Both arm and hand level with shoulder, hand
moving across throat, palm downward.
Figure 6.22 Cut Engine(s)/Rotor
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PAM 3-03
16. Abandon Aircraft. The aircraft marshaler first gives signal to cut
engines, followed be signal simulating unfastening seat belt and shoulder
straps and throwing them up and off. No ICAO signal. No NATO signal.
Figure 6.23 Abandon Aircraft
17. Auxiliary Power Unit—Connected. Hands above head, left first

partially clenched, right hand moved in direction of left hand with first two
fingers extended and inserted into circle made by fingers of the left hand. No
ICAO signal.
Figure 6.24 Auxiliary Power Unit -

Connected
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PAM 3-03
18. Auxiliary Power Unit—Disconnected. Hands above head, left first

partially clenched, right hand moved away from left hand, withdrawing first two
fingers from circle made by fingers of the left hand. No ICAO signal.
Figure 6.25 Auxiliary Power

Unit—Disconnected
19. External Starting Air—Connected. Hands above head, left hand

cupped, right first fully clenched, right fist moved in direction of left hand and
inserted into cup made by left hand. No ICAO signal. No NATO signal.
Figure 6.6 External

Starting Air—Connected
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PAM 3-03
20. External Starting Air—Disconnected. Hands above head, left hand

cupped, right first moved away from left hand withdrawing fist from cup made
by left hand. No ICAO signal. No NATO signal.
Figure 6.27 External

Starting Air—Disconnected
21. Chocks-Inserted. Arms down, fists closed, thumbs extended

inwards, swing arms from extended position inwards.
Figure 6.28 Chocks-Inserted
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PAM 3-03
22. Chocks-Removed. Arms down, fists closed, thumbs extended

outwards, swing arms outwards.
Figure 6.29 Chocks-Removed
23. Lower Wing Flaps Or Flaps Are Extended. Hands in front, palms
together horizontally then opened from the wrist.
Figure 6.30 Lower Wing Flaps Or Flaps Are

Extended
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PAM 3-03
24. Raise Wing Flaps Or Flaps Are Up. Hands in front, horizontally,
with palms open from the wrists, then suddenly closed. No ICAO signal.
Figure 6.31 Raise Wing Flaps Or

Flaps Are Up
25. Tail Wheel/Nose Wheel—Lock. Hands together overhead, palms

open from the wrists in a vertical V, then suddenly closed. No ICAO signal.
NATO signals tail wheel lock/engage nose gear steering.
Figure 6.32 Tail Wheel/Nose Wheel—Lock
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PAM 3-03
26. Tail Wheel/Nose Wheel—-Unlock. Hands overhead, palms

together then opened from the wrists to form a vertical V. No ICAO signal.
NATO signals tail wheel unlock/disengage nose gear steering.
Figure 6.33 Tail Wheel/Nose Wheel—-Unlock
27. Tiller Bar/Steering Arm In Place. Hold nose with left hand, right
hand moving horizontally at waist level. The affirmative signal immediately
following signals means: Man Is Tending Bar. The negative signal
immediately following signal means: No One Tending Bar.
Figure 6.34 Tiller Bar/Steering Arm In Place
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PAM 3-03
28. Weapon Bay—Open. Body bent forward at the waist, hands held
with fingertips touching in front of body and elbow bent at approximately 45
degrees, then arms swing downwards and outwards. No ICAO signal.
concurrence
Figure 6.35 Weapon Bay—Open
29. Weapon Bay—Close. Body bent forward at the waist and arms
extended horizontally, then arms swing downwards and in until finger tips
touch in front of the body with elbows bent at approximately 45 degrees. No
ICAO signal.
Figure 6.36 Weapon Bay—Close
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PAM 3-03
30. Affirmative (All Clear Or "Ok"). Hand raised, thumb up.
Figure 6.37 Affirmative (All Clear Or "Ok")
31. Negative (Not Clear). Arm held out, hand below waist level, thumb
turned down.
Figure 6.8 Negative (Not Clear)
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PAM 3-03
32. Fold Wings/Helicopter Blades/Sweep Wings Aft. Arms straight

out at sides, then swept forward and hugged around shoulders. No ICAO
signal.
Figure 6.39 Fold Wings/Helicopter Blades

/Sweep Wings Aft
33. Spread Wings/Helicopter Blades/Sweep Wings Forward. Arms

hugged around shoulders, and then swept straight out to the sides. No ICAO
signal.
Figure 6.40 Spread Wings/Helicopter Blades

/Sweep Wings Forward
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PAM 3-03
34. Lock Wings/Helicopter Blades. Hit right elbow with palm of left hand.
No ICAO Signal.
Figure 6.41 Lock Wings/Helicopter

Blades
35. Up Tail Hook. Right fist, thumb extended upward, raised

suddenly to meet horizontal palm of left hand. No ICAO signal.
Figure 6.42 Up Tail Hook
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PAM 3-03
36. Down Tail Hook. Right fist, thumb extended downward, forward
suddenly to meet horizontal palm of left hand. No ICAO signal.
Figure 6.43 Down Tail Hook
37. 6.80 Open Air/Speed Brakes or Air/Speed Brakes Are Open.

Hands in front, palms together vertically, then opened from the wrists.
No ICAO signal.
Figure 6.4 Open Air/Speed Brakes or Air /

Speed Brakes Are Open
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PAM 3-03
38. Close Air/Speed Brakes or Air/Speed Brakes Are Close. Hands in

front, vertically with palms open from the wrists, then suddenly closed. No
ICAO signal.
Figure 6.45 Air/Speed Brakes or Air/Speed Brakes

Are Close
39. Down Locks/Landing Gear Pins Installed. With arms above head,
the right hand clasps left forearm. No ICAO signal.
Figure 6.46 Down Locks/Landing

Gear Pins Installed
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PAM 3-03
40. Down Locks/Landing Gear Pins Removed. With arms and hands
clasped as in "INSTALLED" position, the right hand unclasps the left forearm.
No ICAO signal.
Figure 6.47 Down Locks/Landing Gear

Pins Removed
41. Engage Nose Gear Steering. Point to nose with index finger while
indicating direction of turn with other index finger. No ICAO signal. NATO
signal shows hands together overhead, opened from the wrists in a V, 3 then
closed suddenly. (See signal at Figure 6.32 and paragraph 48.)
Figure 6.8 Engage Nose Gear Steering
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PAM 3-03
42. Disengage Nose Gear Steering. Point to nose with index finger, lateral
wave with open palm of other hand at shoulder height. No ICAO signal. NATO
signal shows hands overhead, palms together then hands opened from wrists
to form a V, wrists remain together.
Figure 6.49 Disengage Nose Gear Steering.
43. Fire In The Engine or APU. Make rapid horizontal figure-of-eight

motion at waist level with either arm, pointing at source of fire with the other.
Figure 6.50 Fire In The Engine or APU
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PAM 3-03
44. Hot Brakes. Arms extended with forearm perpendicular to ground.

Palms facing body. No ICAO signal. No NATO signal.
Figure 6.51 Hot Brakes
45. Hot Brakes—-Left Side. Arms extended with forearm perpendicular

to ground. Gesture indicates left side. No ICAO signal. No NATO signal.
Figure 6.52 Hot Brakes—-Left Side
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PAM 3-03
46. Hot Brakes—-Right Side. Arms extended with forearm perpendicular

to ground. Gesture indicates right side. No ICAO signal. No NATO signal.
Figure 6.53 Hot Brakes—-Right Side
47. Feather/Fuel Shut Off (Propeller Aircraft Only). Make a

chopping motion with one hand slicing into the flat and open palm of the other
hand. Number of fingers extended on left hand indicates affected engine. No
ICAO signal. No NATO signal.
Figure 6.54 Feather/Fuel Shut Off (Propeller

Aircraft Only)
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48. Need Fuel. Right fist clenched with thumbs up moving upwards until
it touches the lips.
Figure 6.55 Need Fuel
49. Lights On. With the index, middle and ring fingers of the right hand
together and raised in front of the eyes.
Figure 6.56 Lights On
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50. Zero. Right fist clenched with thumb between the index and middle
fingers.
Figure 6.57 Zero
51. One. Right hand closed with the index finger pointing upward.
Figure 6.58 One
52. 6.95 Two. Right hand closed with the index and middle fingers
pointing upward
Figure 6.59 Two
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53. Three. Right hand closed with index, middle and ring fingers pointing
upward.
Figure 6.60 Three
54. Four. Right hand opened with index, middle, ring and little fingers
pointing upward.
Figure 6.61 Four
55. Five. Open hand with all fingers pointing upward.
Figure 6.62 Five
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56. Six. Right hand closed with the index finger pointing sideway.
Figure 6.63 Six
57. Seven. Right hand closed with the index and middle fingers pointing
sideway.
Figure 6.64 Seven
58. Eight. Right hand closed with the index, middle and ring fingers
pointing sideway.
Figure 6.65 Eight
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59. Nine. Open hand with all fingers pointing sideway.
Figure 6.66 Nine
Section 6-7 Additional Signals for Hovering Aircraft
1. Landing Direction. Aircraft marshaler turns and faces toward point

where aircraft is to land, the arms are lowered repeatedly from a vertical
position to a horizontal position, stopping finally in the horizontal position.
Figure 6.67 Landing Direction
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2. Vertical Movement—Move Upward. Arms extended horizontally

sideways beckoning upwards, with palms turned up. Speed of movement
indicates rate of ascent.
Figure 6.68 Vertical Movement—Move Upward
3. Vertical Movement---Move Downward. Arms extended horizontally

sideways beckoning downwards with palms turned down. Speed of movement
indicates rate of descent.
Figure 6.69 Vertical Movement---Move Downward
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4. Horizontal Movement—Move To The Right. Left arm extended

horizontally sideways in direction of movement and other arm swung over the
head in same direction, in a repeating movement.
Figure 6.70 Horizontal Movement—Move To The Right
5. Horizontal Movement—Move To The Left. Right arm extended

horizontally sideways in direction of movement and other arm swung over the
head in the same direction, in repeating movement.
Figure 6.71 Horizontal Movement—Move To The Left
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6. Lower Wheels. When aircraft approaches with landing gear retracted,

aircraft marshaler gives signal by side view of a cranking circular motion of the
hands.
Figure 6.72 Lower Wheels
7. Wave Off. Waving of arms over the head
Figure 6.73 Wave Off
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8. Release Load. Left arm extended forward horizontally, fist clenched,

right hand making horizontal slicing movement below the left fist, palm facing
body. No ICAO signal.
Figure 6.4 Release Load
9. Load Has Not Been Released. Bend left arm horizontally across
chest, with fist clenched, palm downward; open right hand pointing up
vertically to center of left fist.
Figure 6.75 Load Has Not Been Released
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10. Down Cargo Hook. Right fist, thumb extended downward, repeatedly
raised and lowered to meet palm of left hand.
Figure 6.76 Down Cargo Hook
11. Up Cargo Hook. Right fist, thumb extended upward, repeatedly

raised and lowered to meet palm of left hand.
Figure 6.77 Up Cargo Hook
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12. Hover. Arms extended horizontally, palms downward.
Figure 6.78 Hover
13. Spot Turn. Left or right hand moving upward and backward, from a
horizontal position, to indicate direction of tail movement. Other hand pointing
to center of spot turns. Aircraft marshaler must remain in full eye-view with
pilot. No ICAO signal. No NATO signal.
Figure 6.79 Spot Turn
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14. Land. Arms crossed and extended downwards in front of the body.
Figure 6.80 Land
15. Winch-Up. Left arm horizontal in front of body, fist clenched, right-
hand with palm turned upwards making upward motion. No ICAO signal.
Figure 6.81 Winch Up
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16. Winch-Down. Left arm horizontal in front of body, fist clenched, right
hand with palm turned downwards making downward motion. No ICAO signal.
Figure 6.82 Winch Down
17. Droop Stops Out. Hand above head level, thumbs pointing out. No
ICAO signal.
Figure 6.83 Droops Stops Out
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18. Droop Stops In. Hand above head level, thumbs pointing in. No ICAO
signal.
Figure 6.84 Droops Stops In
19. Remove Blade Tie-Downs. Left hand above head, right hand pointing
to individual boots for removal.
Figure 6.85 Remove Blade Tie-Downs
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20. Wheels Or Sling Load This High. Hands extended before body and
palms facing each other. The bottom hand indicates the ground and the top
hand the wheels or bottom of sling load. The distance between the hands will
indicate the height of the wheel or bottom of sling load above the ground. No
ICAO signal. No NATO signal.
Figure 6.86 Wheels or Sling Load This High
21. Cargo Load Secure. Arms extended forward, elbows flexed, right
hand grasping left fist. No ICAO signal. No NATO signal.
Figure 6.87 Cargo Load Secure
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22. Take Off This Way (At Pilot’s Discretion). Aircraft marshaler
conceals left hand and makes circular motion of right hand over head in
horizontal plane ending in a throwing motion of arm towards direction of
takeoff. NATO signal for fixed wing only.
Figure 6.88Take Off This Way (At Pilot’s Discretion)
23. Engage Rotor(s). Circular motion in horizontal plane with right hand
above the head. No ICAO signal.
Figure 6.90 Engage Rotor(s)
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24. Hook Up Load. Hands make a rope climbing motion. No ICAO signal.
Figure 6.91 Hook Up Load
25. Spread Pylon. Bend elbow across chest, palm downward. Extend arm
outward to horizontal position, keeping palm open and facing down. No ICAO
signal.
Figure 6.92 Spread Pylon
26. Fold Pylon. Extend right arm horizontally, palm downward. Bend arm
across chest, keeping palm down. No ICAO signal.
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Figure 6.93 Fold Pylon
27. Cut Cable. A signal similar to "Release Load" except that the right
hand has the palm of downwards and not clenched. Rapid repetition of right
hand movement indicates urgency. No ICAO signal. NATO signal shows right
arm extended, left arm making horizontal slicing motion.
Figure 6.94 Cut Cable
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CHAPTER 7
AVIATION MAINTENANCE
“The fellows who make airplanes fly, and make records fall, and who drive
10,000 airplanes 50 million miles a year were not the pilots. They were the
mechanics. . . There is no accounting for occupational tastes,
but every time I fly I thank fate for a good mechanic.”
― Capt. Ira C. Eaker, U.S. Army Air Corps aviator

and Commander of the Philippine Air Depot,
in his tribute to mechanics (April 1931)
Section 7-1 General
1. Purpose. This chapter provides general information pertaining to the

maintenance management, the levels of aviation maintenance, the alteration,
repair and maintenance of aircraft, and the aircraft cleaning procedures in the
PA. This chapter is also of maximum benefit to the aircraft maintenance
personnel who desires general information about aviation maintenance and
practices. It furnishes the aircraft maintenance personnel a source of
information about how to perform various maintenance practices used on all
PA aircraft.
2. Organization.
a. The mission and focus of the Aircraft Maintenance Company

(AMC) and the aircraft maintenance sections of Aeroscout Company (Aero
Co) and Combat Aviation Support Company (CASC) are oriented and
functionally organized to provide depot and unit levels of aircraft maintenance
respectively for the AABn. Aircraft maintenance units are manned
predominately by mechanics, technicians and specialists. They provide a one-
of-a-kind maintenance and supply support to PA aircraft.
b. Maneuver force commanders can maximize combat potential if

they understand that the aviation maintenance force is essential to the
success of aviation operations. The aviation maintenance system is structured
for operational and sustainment maintenance.
3. Objectives.
a. The primary objective of the army aviation maintenance is to

provide safe and mission-capable aircraft to satisfy all mission requirements.
In time of war, the PA aviation missions primarily involve combat and CS. In
peacetime, the primary mission is training for combat. In many instances,
peacetime training requirements for aircraft are almost as stringent as wartime
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combat requirements. The CO, AMC and the chiefs of aircraft maintenance
sections of Aero Co and CASC must realize the significance of aircraft
availability if the unit is to accomplish its mission in both war and peace.
b. Attaining the maintenance objective becomes much more

challenging when resources are limited. This creates a secondary objective of
making aircraft available in an economical and timely manner using available
resources.
Figure 7.1 Aviation Maintenance. The aircraft maintenance personnel

ensure that all mission ready aircraft in the PA are airworthy.
4. Concepts. The aviation maintenance concept is a general

expression of intent; for instance how to maintain and support the weapons
system. Concepts provide overall guidance while policies provide specific
guidance. Examples of aviation maintenance concepts are the following:
a. Each commander is responsible for the maintenance of

equipment issued to the unit.
b. Maintenance is accomplished at the levels prescribed by TMs. It

is preformed at the lowest level consistent with the tactical situation, skill,
time, repair parts, tools, and test equipment.
c. Repairs are made on site, whenever possible.
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d. Unserviceable material beyond the maintenance authority or

capability of a unit is promptly reported or delivered to the next higher
maintenance level.
e. All authorized maintenance within the capability of an

organization is done, if possible, before evacuation of economically repairable
items to the next higher maintenance level.
f. When required, higher levels perform the maintenance of lower

levels.
g. Controlled exchange is used as a last resort to obtain repair

parts and assemblies to support maintenance of equipment. Controlled
exchange is taking serviceable parts from one unserviceable repairable end
item to put on another unserviceable repairable end item to return the gaining
end item to serviceable condition.
h. Repairs are made at all levels of aviation maintenance. Aviation

unit maintenance and aviation depot maintenance return an item to the user
or to the supply system according to maintenance standards established for
each item of equipment.
i. Quality maintenance depends on preventive maintenance

services and inspections. Aircraft maintenance inspections are oriented to the
early detection of faults. All levels will make maximum use of test equipment
for diagnostic testing and fault isolation.
j. Operator (crew chief) maintenance is constantly emphasized

throughout the chain of command because it is the key to the operational
readiness of PA aircraft.
k. Work will be completed by the smallest possible number of

personnel. The CO, AMC and the chiefs of aircraft maintenance sections of
Aero Co and CASC should establish standard procedures for doing jobs. As a
result, aviation troopers will need to consult their officers or NCOs only in
unusual situations.
l. Time standards are determined by averaging the amount of time

required to perform identical tasks. Time standards should be reviewed
regularly and revised as needed.
Section 7-2 Maintenance Management
1. Aviation Maintenance Management. The right aviation assets are

critical to the PA’s ability to maintain battlefield mobility. Especially important
are the maintenance and repair of PA aircraft. To ensure that vital air assets
remain ready to perform its mission, a highly developed maintenance system
must evolve from years of peacetime and combat operational experience.
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Experience has shown that experienced aviation maintenance personnel who

understand the complexities of the PA’s aviation air assets and the value of
these air assets to battlefield mobility must operate an effective maintenance
program.
2. Methods of Performing Aviation Maintenance.
a. Crew Chief. This is the primary method of performing

maintenance on the PA aircraft. It is accomplished by a crew chief (senior
aircraft/helicopter crew) assigned to the aircraft, who becomes the primary
maintenance person for that aircraft. If the PA aircraft should require
extensive maintenance, the crew chief (senior aircraft/helicopter crew) will
request and receive assistance from the personnel of aircraft maintenance
sections of the Aero Co and the CASC. Unlike the Aero Co and the CASC
who have its own aircraft maintenance sections, the crew chiefs (senior
aircraft/helicopter crewmen) of PA aircraft under the HHC and ATU will
request and receive assistance from the AMC if the aircraft assigned to them
will require extensive maintenance.
Figure 7.2 Crew Chief. The crew chiefs perform their task in the level
of operator maintenance especially when the aircraft is deployed during
aviation operations.
b. Dock. This method is for PA aircraft undergoing extensive

repairs or lengthy inspections. It uses a fixed maintenance dock or bay. The
dock could be a location in a hangar or shop, a parking spot on the flight line,
or any pre-arranged location. The aircraft normally remains in the
maintenance dock until all maintenance is complete. Maintenance crews or
teams rotate to and from the aircraft. The dock method is normally used at
AUM units (Aero Co and CASC).
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Figure 7.3 Dock. The mechanics and specialists from the aircraft
maintenance sections of Aero Co and CASC performs their task on the
level of AUM at their respective fixed maintenance docks or bays.
c. Production Line. This method is routinely used for PA aircraft

undergoing extensive modifications or complete overhaul in the ADM unit
(AMC). Beyond the capability and expertise of the AABn, a contractor facility
(must be a CAAP-certified aircraft repair station) should be considered as the
next option or the technical assistance of personnel from the 410th
Maintenance Wing, PAF as well as its equipment and facilities may also be
considered. This method is also similar to an automobile production line,
except that the aircraft or components can be disassembled or assembled
using this system. Examples of the production line method can be seen at any
airline overhaul facility. The basic characteristic of this method is that the
aircraft moves through the disassembly or assembly area as maintenance
crews or teams perform their respective tasks at a fixed location.
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Figure 7.4 Production Line. The AMC personnel perform their task on the
level of ADM at their fixed base facility.
3. Quality Control. The quality control (QC) activities complement

those of production control. The QC management is coordinated with all
phases of production control management to ensure maximum productivity.
Properly designed QC procedures can ensure an acceptable level of quality
while reducing inspection requirements and management efforts. However,
QC standards must never be sacrificed to increase production. To ensure
complete objectivity, QC personnel are directly responsible to the unit
commander. The major functions and responsibilities of the QC element are
the following:
a. Establish and maintain a complete technical reference library for

assigned or supported aircraft and systems.
b. Ensure all aircraft maintenance sections maintain a technical

data familiarization chart for their section’s personnel.
c. Inspect the accuracy of equipment records. This responsibility

includes the proper use, preparation, and disposition of these records.
d. Ensure full participation in the product quality deficiency report

program.
e. Monitor the application of the modification work order.
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f. Ensure compliance with the any oil analysis program.
g. Monitor and maintain the aircraft time-change component

schedule and ensure that production control is given adequate notice of
upcoming component-change requirements.
h. Review and update all shop standard inspection procedures files

to incorporate new inspection techniques and to establish procedures for new
equipment.
i. Monitor non-destructive inspections of aircraft components and

airframe structural members.
j. Establish and maintain calibration schedules for TMDE.
k. Perform required technical inspections of aircraft, components,

and related systems.
l. Inspect all areas where aircraft maintenance is performed to

secure that maintenance operations are completed in a safe manner.
4. Aircraft Recovery and Evacuation. It is essential that the CO, AMC

and the chiefs of aircraft maintenance sections of the Aero Co and the CASC
prepare for aircraft maintenance failures during operations and battle damage
severe enough to prohibit any of the PA aircraft from being flown. This is why
a recovery team should be assembled, briefed, and on close hold. Personnel
should be well trained in aircraft recovery techniques and have all the required
equipment easily available to them. Transportation should also have been
pre-arranged for the recovery team and for the recovered aircraft, either by
ground or preferable by air.
5. Aircraft Maintenance Collection Point. An aviation maintenance

collection point (AMCP) is a point established to collect equipment awaiting
repair, controlled exchange, cannibalization, or evacuation. The lowest level a
maintenance collection point should be established is the AUM level. Aircraft
that cannot be fixed forward by the AUM or its detachment are evacuated to
the AMCP. Here they are evaluated and repaired or evacuated to another
maintenance facility for repair. The aircraft maintenance sections must ensure
they know where their support maintenance is located and that they are very
familiar with their support external SOP. The aircraft maintenance sections
must consider accessibility to their supported units when selecting a tactical
site.
6. Battle Damage Assessment and Repair. The Battle Damage

Assessment and Repair (BDAR) can be divided into two separate but
mutually supporting functions: the battle damage assessment (BDA) and the
battle damage repair (BDR).
a. Battle Damage Assessment. The BDA involves inspecting

damaged equipment to determine the extent of damage, classifying the
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equipment according to the type of repairs required, and developing a plan of

action for each item. BDA begins with the initial assessment by the crew
chief/operator and continues through the various stages of repair, recovery,
and evacuation.
b. Battle Damage Repair. The BDR uses emergency expedient

repairs to return the system to a full or partial mission-capable status.
Priorities for repair of the battle-damaged systems are usually the following:
1) Essential to completion of the immediate mission.
2) Repairable in the least amount of time.
3) Repairable, but not in time to continue the immediate

mission.
4) Damaged beyond capability of repair; possible candidate

for recovery.
The BDAR teams must be trained, equipped, and organized before the
start of any aircraft mission.
7. Threat to Aviation Maintenance. Aviation maintenance units

and facilities in the field have distinct signatures. Reconnaissance units or
observers can easily recognize the characteristic shape and configuration of
vehicles and equipment under normal conditions. Thermal emissions, energy
output, electronic signals, and noises associated with maintenance work
contribute to the identification of aviation maintenance locations. The sites are
vulnerable not only to weapons but also to electronic countermeasures,
disruption of lines of communications, and even to environmental conditions
like humidity, temperature extremes, and weather. Environmental conditions
may impede mission completion and increase the effect of CBR or incendiary
weapons. Directed-energy weapons can destroy electronic equipment with no
visible damage. Aircraft at the facility, both on the ground and in flight,
increase the facility’s signature and priority for threat targeting. Forward
maintenance and BDAR require deployed maintenance teams who face the
same threat as the unit they are supporting.
Section 7-3 Levels of Aviation Maintenance
1. Aviation Maintenance System. The aviation maintenance system in

the PA is a two-level system: the Aviation Unit Maintenance (AUM) and the
Aviation Depot Maintenance (ADM).
a. Aviation Unit Maintenance. The aircraft maintenance sections of

the Aero Co and the CASC handle operational maintenance. Operational
maintenance provides quick turn-around through repair by replacement, minor
repairs, adjustments, cleaning, lubricating and servicing.
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b. Aviation Depot Maintenance. The AMC provides the ability

to overhaul, repair, alter, retrofit, and modernize aircraft systems. Although
depot maintenance is normally performed at fixed facilities, maintenance
support teams may be deployed for on-site repairs as necessary especially for
the aircraft maintenance requirements of the HHC and the ATU which do not
have its own aircraft maintenance sections.
Figure 7.5 The Levels of PA Aviation Maintenance System
2. Elements of Aircraft Maintenance. The aircraft maintenance sections

of the Aero Co and the CASC are responsible for unit-level maintenance of
PA aircraft that is beyond the capability or responsibility of the crew chief
(senior aircraft/helicopter crew).
a. Scheduled Maintenance. To effectively perform its mission, the

aircraft maintenance section must perform the following maintenance tasks:
1) Perform scheduled periodic maintenance inspections

assisted by the crew chief (senior aircraft/helicopter crew) and aircraft
component repair section personnel.
2) Comply with unit-level technical bulletins requiring one-

time or recurring inspections of aircraft in coordination with the QC element.
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3) Perform operator maintenance on ground support

equipment (GSE) to the aircraft maintenance section.
b. Unscheduled Maintenance. The aircraft maintenance sections of

the Aero Co and the CASC will often have to perform unscheduled
maintenance. This requirement normally results from the replacement of a
component. The crew chief (senior aircraft/helicopter crew) or other personnel
will handle the majority of unscheduled maintenance actions, as determined
by the aircraft maintenance officer or the chiefs of the aircraft maintenance
sections.
c. Deferred Maintenance. Minor faults noted during daily

inspections that do not affect mission readiness or the safe operation of the
PA aircraft may be deferred until the next scheduled inspection. The more
faults deferred, however, the more delays when the aircraft receives
scheduled maintenance. Minor faults deferred due to shop backlog or
awaiting replacement parts will be re-entered from Aircraft Maintenance and
Inspection Record or Aircraft Technical Inspection Worksheet to Uncorrected
Aircraft Fault Record only after a valid requisition document number or work
order number has been received. The entries will be re-entered back to
Aircraft Maintenance and Inspection Record and signed off when corrected.
To ensure flight safety, the following factors must be considered before
classifying a deficiency for deferred maintenance:
1) No flight safety faults are considered for deferred

maintenance.
2) The PA aircraft must be grounded for maintenance if

there is a reasonable doubt about flight safety.
d. Other duties. Aircraft maintenance section personnel may also

provide maintenance support teams as required and assistance in maintaining
GSE.
3. Aircraft Maintenance in Tropical Environment. Factors having

deteriorating influence on fabrics in tropic areas like the Philippines can be
categorized as high humidity, high temperatures, salt-laden air, and sunshine.
These factors create corrosion, rot, mildew, and mold. Preventing these
deteriorating effects to ensure safety and proper operation requires constant,
regular inspections and preventive maintenance measures. This paragraph is
not to be considered as a substitute for detailed maintenance and operating
instruction, but as a supplement to each aircraft operation and maintenance
manual. Proper cleaning, packaging, and storing ensure longer life and
serviceability of aircraft and equipment. The following practices should be
used as a guide:
a. Treat corrosion-affected area.
b. Prevent rot, mildew, and mold by keeping fabrics, rubber, and

other susceptible items as dry as possible. Clean fabrics in aircraft daily.
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c. Operate all heat-producing electrical equipment daily to

remove moisture. When this procedure is not practical, dry equipment using a
ground heater or by placing in sun.
d. Wash aircraft often, and lubricate moving parts when aircraft is

exposed to salt-laden air or mud.
e. Keep all drain holes clear of obstructions, and drill holes where
necessary in wings, fuselage, enclosed equipment, etc., (when approved by
the maintenance officer), to facilitate draining where a noticeable
accumulation of water is observed.
f. Leave canopy windows or doors open when aircraft is parked in

sun to permit air circulation within flight compartment. Protect windshields and
windows from sun by covering with canvas.
g. Blow out brakes frequently with compressed air when operating

from muddy or dusty fields to prevent damage to brake disks.
h. To prevent rust, wipe control cables daily with an oily rag.
i. Check battery every third day to maintain proper electrolyte

level.
j. Every 25 hours, dip paper air filter cartridges in leaded gasoline

and dry thoroughly.
k. Drain all fuel traps and strainers immediately prior to flight.
l. While the aircraft is on ground, avoid excessive water in fuel

systems by keeping fuel tanks completely filled.
m. Run up reciprocating engines at least once every third day.
n. Operate gas turbine engines at east once every seven days for
approximately 10 minutes at flight idle.
o. Inspect webbing for wear and fungi.
p. Inspect canvas or duct covers for wear, torn seams, stains,

fungi, etc.
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Section 7-4 Alteration, Repair and Maintenance of Aircraft
1. Scope. This section provides the information on the alteration, repair

and maintenance of airframes, powerplants, propellers and appliances of PA
aircraft. The alteration and repair of airframes, powerplants, propellers and
appliances is categorized as major and minor.
Figure 7.6 Alteration, Repair and Maintenance of Aircraft. The aviation

maintenance personnel of the AABn are highly trained and technically
skilled to perform their tasks to ensure the airworthiness of all PA aircraft.
2. Airframes.
a. Major Alteration.
1) Major changes to the basic design or external

configuration of any structural component such as:
(a) Wings.
(b) Tails surfaces.
(c) Fuselages.
(d) Engine mounts.
(e) Control system
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(f) Landing gear.
(g) Hull or floats
(h) Elements of components (spars, ribs, fittings,

shock absorbers, bracing, cowlings, fairings, balance weights, etc.) of an
airframe.
2) Changes in equipment where the cumulative weight of all

such alterations since the PA aircraft was reweighed or the weight and
balance data recomputed exceed two percent of the certificated empty weight
of aircraft under 12,500 pounds gross weight or ½ of one percent of the
certificated maximum landing weight on aircraft over 12,500 pounds gross
weight and/or the empty weight center of gravity location exceeds ½ of one
percent of MAC.
3) Changes to the basic design of the fuel, oil, cooling,

heating, cabin pressurization, electrical, hydraulic, deicing, and exhaust
systems.
4) Modifications to the wing or to fixed or movable control

surfaces which affect flutter and vibration characteristics.
5) Installation or modification of any system affecting the

structural airworthiness, flight behavior or control of the aircraft.
b. Minor Alteration.
1) Optional equipment on aircraft specification. The

installation or removal of specific items of optional listed equipment listed in
the aircraft specification when such installation is made in accordance with the
manufacturer’s instructions.
2) Equipment of equal or less weight. The installation or

removal of equipment of equal or less weight and in the same location as that
listed as optional equipment in the aircraft specification.
3) Changes to improve service life. Changes of a minor

nature may be made to a structural or nonstructural elements for the purpose
of improving the service life or reducing the maintenance costs, provided the
cumulative weight changes of all such alterations since the aircraft was
reweighed or the weight and balance data recomputed do not exceed two
percent of the certificated weight empty on aircraft under 12,500 pounds gross
weight, or one half of one percent of the certificated maximum landing weight
on aircraft over 12,500 pounds gross weight and provided the empty weight
center of gravity location does not exceed one half of one percent of MAC.
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c. Major Repair.
1) All repairs involving the strengthening, reinforcing,

splicing and manufacturing of primary structural members of its replacement,
when replacements is by fabrication such as riveting or welding, are
considered airframe major repairs. The following are examples of such
members:
(a) Box beams.
(b) Monocoque or semi-monocoque wings or control

surfaces.
(c) Wing stringers or cord members.
(d) Repair involving the substitution of materials.
(e) Spars.
(f) Spars flanges.
(g) Members of truss-type beams.
(h) Keel and chine members of boat hulls or float.
(i) Corrugated sheet compression members which act

are flange materials of wings of tail surface.
(j) Wings main ribs and compression members.
(k) Wing or tail surface brace struts.
(l) Engine mounts.
(m) Fuselage longerones.
(n) Members of the side truss, horizontal truss or

bulkheads.
(o) Main seat support braces and brackets.
(p) Landing gear brace struts.
(q) Axles.
(r) Wheels.
(s) Skis and ski pedestals.
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(t) Parts of the control system such as control

columns, pedals, shafts, brackets or horns
2) The repair of damaged areas in metal or plywood

stressed covering exceeding six inches in any direction, the repair of portions
of skin sheets by making additional seams; splicing of skin sheets.
3) The repair of three or more adjacent wing or control

surface ribs or leading edge of wings and control surfaces, between such
adjacent ribs.
4) Repair of fabric covering involving a greater area than

required to repair two adjacent ribs replacement of fabric on fabric covered
components such as wings, fuselages, stabilizers, and control surfaces.
5) Rebuilding, including re-bottoming of removable or

integral fuel tank, and oil tanks.
d. Minor Repair.
1) Non-structural members. Repairs to nonstructural

members which may affect the airworthiness of an aircraft such as:
(a) Cowlings.
(b) Wing and control surface fairings.
(c) Electrical installations .
(d) Windshields.
2) Tanks. Patching and repairing of leaks in non-

integral fuel, oil, hydraulic, and de-icer fluid tanks.
3) Ribs, leading, and trailing edges, tip strips. The repair

of not more than two adjacent wing or control surface ribs of a conventional
type (wood or metal); the leading edge of wing and control surfaces between
two adjacent wing or control surfaces ribs; the trailing edge of wings, control
surface, and flaps; the wing and control surface tip strips.
4) Fabric covering. Patching of fabric involving

replacement of fabric covering of surfaces when such replacement is of an
area not greater than that required to repair two adjacent ribs.
5) Metal or plywood stressed covering. The patching of

holes in metal or plywood stressed covering not to exceed 6 inches in any
direction when ribs, strings, bulkheads, and reinforcements are not directly
affected.
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6) Replacement of components. Replacements of

components or complete units such as listed below with parts supplied by the
original manufacturer or manufactured in accordance with approved drawings:
(a) Wings.
(b) Replaceable wing tips.
(c) Control surfaces (fixed and movable) and control

cables.
(d) Wing or control surface bracing (struts or wires).
(e) Floats.
(f) Landing gears.
(g) Tail wing assemblies.
(h) Fuel and oil system accessories.
(i) Hydraulic/ pneumatic system accessories.
(j) Fuels and oil tanks.
(k) Power plant controls.
(l) Propeller controls.
(m) Appliances such as instruments, hydraulic or

electrical actuating units of components, pressurization units, cabin
pressurization unit, air conditioning units, electrical and radio units, and auto-
pilots, etc.
3. Power plants.
1) Installation of a type of engine different from the approved

for the aircraft.
2) Conversion of an aircraft engine from approved model to

another, involving any changes in compression ratio, propeller, reduction
gear, impeller gear ratios or the substitution of the major engine parts which
requires extensive rework and testing of the engine.
3) Modification of the engine by replacing aircraft engine

structural parts with the other than those supplied by the original manufacturer
or otherwise specifically approved by appropriate aviation authority.
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4) Installation of an accessory which has not been approved

for the engine.
5) Removal of accessories that are listed as required

equipment on the aircraft or engine specification.
6) Installation of structural parts such as engine mount

attachment bolts or engine attachment bolts, other than the other type of parts
approved for the installation.
7) Conversions of any sort for the purpose of using fuel

rating or grade other than that called for in the engine specification.
1) Alterations to supporting brackets or braces of units of the

powerplant which do not adversely affect the structural integrity of such parts.
2) Changes to the cowlings which do not affect engine

cooling, such as revisions to mounting bracket attachment.
3) The alteration or conversion of an aircraft engine by

simple substitution of different design or addition of any appropriate aviation
authority approved parts in accordance with approved engineering practices
and in conformity to the engine manufacturers or instructions of appropriate
aviation authority.
c. Major Repair.
1) Any maintenance operation requiring the following:
(a) The separation or disassembly of a crankcase or

crankshaft of a reciprocating engine equipped with an integral supercharger
and/or propeller reduction gearing.
(b) Opening of the cold and hot sections of a turbine

engine.
(c) Disassembly of a non-float type of a carburetor or

fuel injection unit used with such engines.
(d) Top overhaul of such engines.
2) Special repairs to structural engine parts by welding,

plating, metalizing or other methods.
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d. Minor Repair.
1) Engine top overhauls. Reciprocating engines which

have neither an integral supercharger nor integral propeller reduction gearing,
consisting of the following:
(a) Removal of cylinders.
(b) Grinding valves and removing carbon.
(c) Fitting new rings.
(d) Adjustment of valve gear or replacement of parts

in valve mechanism outside of the crank case.
2) Engine complete overhauls. Complete overhauls of

neither engines which have neither an integral supercharge nor integral
propeller reduction gearing.
3) Replacement of components. The replacement of

components not a part of the basic structure of the engines such as the
carburetors, burners, combustion chamber assembly, flame tubes, magnetos,
ignition harnesses on engines of any horse power and other related
components of a piston or turbine engines.
4) Replacement of accessories. The replacement of

components such as generators, starters, fuel pumps, hydraulic pumps,
vacuum pumps and oil coolers on engines of any horsepower and other
related accessories of a reciprocating or other turbine engines.
4. Propellers.
1) Changes in blade design.
2) Changes in hub design.
3) Changes in governor or control design.
4) Installation of a propeller governor or feathering system.
5) Installation of a propeller de-icing system.
6) Installation of parts not approved for the propeller.
7) Any changes in the design of a balance propeller or its

control
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1) Initial installation of a propeller spinner.
2) Changes to the basic design of, or the relocating of

brackets or braces of the propeller controls.
3) Changes to the basic design of propeller control rods or

cables.
c. Major Repair.
1) Any repairs to or straightening of steel blades.
2) Repairing or machining of steel hubs.
3) Shortening of blades.
4) Re-tipping of wood propellers.
5) Replacement of outer laminations on fixed pitch wood

propellers.
6) Repairing elongated belt hoses in the hub of fixed pitch

wood propellers.
7) Inlay work on wood blades.
8) All repairs to composition blades.
9) Replacement of tip fabric.
10) Replacement of plastic covering.
11) Repair of propeller governors.
12) Repair of balance propellers rotorcraft.
13) Overhaul of controllable pitch propellers.
14) Repairs to deep dents, cuts, scars, nicks, etc., and

straightening of aluminum blades.
15) The repair or replacement of internal elements of blades.
d. Minor Repair.
1) Repairing dents, cuts, scars, scratches, nicks, leading

edge pitting of aluminum blades, provide removal or treatment does not
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materially affect the strength, weight, balance, or performance of the

propeller.
2) Repairing dents, cuts, scars, scratches, nicks, and small

cracks parallel to the grain of wood blades.
3) Removal and installation of propellers.
4) Assembly and disassembly of ground adjustable

propellers.
5) Balancing of fixed pitch and ground adjustable propellers.
6) Refinishing of wood propellers.
5. Appliances.
a. Major Alteration. Changes to the basic design not made in

accordance with the approved recommendations of the appliance
manufacturer or in accordance with the Airworthiness Directive of an
appropriate aviation authority are considered to be major appliance
alterations. In addition, changes in the basic design of radio communication
and navigation equipment approved under type certification or a Technical
Standard Order that have an effect on frequency stability, noise level,
sensitivity, selectivity, distortion, spurious radiation, AVC characteristics or the
ability to meet environmental test conditions and other changes that have an
effect on the performance of the equipment is also major alterations.
b. Minor Alteration. Changes to the basic design made in

accordance with the approved recommendation of the appliance
manufacturer, or in accordance with the Airworthiness Directive of an
appropriate aviation authority are considered to be minor appliance
alterations.
c. Major Repair.
1) Instrument. All repairs to instruments.
2) Electronics equipment. Adjusting and calibration of

VOR, DME and ILS equipment etc.
3) Electrical equipment. Rewinding of any electrical

accessory field coil.
4) Hydraulic/pneumatic accessories. Complete disassembly

of complex hydraulic/pneumatic power valves if repairable, per manufacturer’s
instruction.
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5) Mechanical accessories.
(a) Pressure-type carburetor overhaul.
(b) Overhaul of pressure type fuel, oil or hydraulic

pumps etc.
(c) Air conditioning, heating, cooling, pressurization

and other mechanical accessories involving an airframe control system.
d. Minor Repair. Any repair to an appliance which would not

be defined as appliance major repair is considered to be a minor appliance
repair.
6. Preventive Maintenance. The following are considered to be typical

preventive maintenance operations:
a. Removal, installation, and repair of landing gear tires.
b. Replacing of elastic shock absorber cords on landing gear.

c.
d. Servicing landing gear shock struts by adding oil and/or air.
e. Servicing landing gear wheel bearing such as cleaning and

greasing.
f. Replacing defective wiring and cotter keys.
g. Any lubrication requiring disassembly other then removal of

nonstructural covers plates, cowlings, failing, etc.
h. Making simple fabric patches not requiring rib stitching or

removal structural parts or control surface.
i. Replenishing hydraulic fluids in hydraulic reservoir.
j. Refinishing decorative coating of fuselage, wings and tail group

surface (excluding balance control surface), fairings, cowling, landing gear
cockpit interior not requiring removal or disassembly of any primary structure
or operation system such as hydraulic or fuel system.
k. Applying preservative or protective material of component where

no disassembly of primary structure or operation system is involved. Such as
seaplane preservation (paralketone to control cables, etc.) anticorrosive plain
to structure components where such coating is not prohibited or is not
contrary to good practices.
l. Cabin or cockpit interior work (repairing upholstery and

decorative furnishings) which does not require disassembly of any primary
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structure or operation system or interfere with operating system or affect

primary structure of the aircraft.
m. Small simple repairs to fairings, non structural cover plates,

cowling such as drilling stop holes, small patches and reinforcements not
making any change ton contour where such would interfere proper airflow.
n. Replacing of side windows where such work does not interfere

with structure or any operating system such as control, electrical equipment
etc.
o. Replacing of safety belts.
p. Replacing of seats or seats parts with replacement part

approved for the aircraft, not involving disassembly of any primary structure or
operating system.
q. Trouble shooting or repairing broken circuits in landing light

wiring circuits.
r. Replacing bulbs, reflector, and lenses of position and landing

lights.
s. Replacing of wheels and skis where no weight and balance

computation is involved.
t. Replacing any cowling not requiring removal of the propeller or

any disconnecting flight controls.
u. Replacing of any hose connection except hydraulic connection.
v. Replacing or cleaning and settings of spark plug gap clearance.
w. Replacing prefabricated fuel lines.
x. Cleaning fuel, oil, water methanol, hydraulic strainer filters.
y. Replacing batteries and checking fluid level and specific gravity.
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Section 7-5 Aircraft Cleaning
1. General. Proper and frequent cleaning is the most important part of

a corrosion control program. Frequency of cleaning and related treatment will
depend on type of aircraft and local conditions. All PA aircraft shall be washed
and cleaned every 30 days, unless aircraft are stationed within two miles of
salt water. Extended or low level operations over salt water require daily fresh
water rising. External corrosion prone areas will require more frequent
cleaning.
WARNING:
Do not use synthetic wiping cloths with highly flammable solvents

having a flash point of 100°F (37.8°C) or less, such as aliphatic
naphtha TT-N-95. Static electricity may build up and cause ignition.
CAUTION:
Do not use aircraft cleaning compounds MIL-C-43616 or MIL-C-25769

at strength other than specified because this will damage aircraft
finish and components. Do not allow cleaning solutions to dry on
aircraft surface.
NOTE:
Use only authorized cleaning materials and equipment.
2. Cleaning Practices and Procedures. The following paragraphs

explain preparation for cleaning, cleaning methods, cleaning of corrosion
prone areas, and post-cleaning.
a. Preparation for Cleaning. Prepare aircraft for cleaning by

accomplishing the following procedures:
CAUTION:
Make sure that static vents are not fouled by tape adhesive
transfer. Cover static vents with a properly sized disc of suitable
material, and then apply masking tape. Fouled vents will give
wrong readings.
1) Prior to lubricating any components or parts, remove all

foreign matter from joints, fittings, and bearing surfaces. Cleaning cloth shall
be used for this purpose. Clean up all spilled or excess oil or grease. Some
solvents can damage rubber, neoprene, and electrical insulation. They can
also damage paint and should be removed as soon as possible.
2) To protect against cleaning solution entrapment, inspect

all lubrication points that have exposure type lubrication fittings. Lubricate
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those that have not been regularly lubricated in accordance with the
applicable maintenance manual.
3) Close all doors and emergency openings.
4) Make sure that all drain holes are clear by inserting a

probe such as a pipe cleaner, except where pressurized flapper valves are
located.
b. Cleaning Methods. Various cleaning methods are explained in

the following paragraphs. The method used depends upon the availability of
tap water.
1) Waterless wipedown. This procedure will be used when

water is not available for rinsing or when cold weather prevents the use of
water.
2) Detergent. When limited water is available, the

following no rinse procedures may be used.
3) Water detergent cleaning. This is the preferred

method where water of suitable quality is available for rinsing purposes.
4) Rinsing. Rinse the cleaner and loosened soil from aircraft

surface with pressure equipment having a fan spray nozzle. Direct water at an
angle between 15 and 30 degrees from the surface to rinse it. Continue
rinsing until all evidence of cleaner and soils have been removed from aircraft.
5) Deluge rinsing. To prevent buildup of salt deposits, the

deluge rinse facilities shall be used as frequently as possible.
c. Cleaning of Corrosion Prone Areas. Specific efforts shall be

made to clean all corrosion prone areas as frequently as possible, even if
unusual conditions prevent complete aircraft cleaning. Refer to the applicable
maintenance manual.
d. Post-Cleaning. Corrosion prevention depends on carrying

out the prescribed preservation and lubrication procedures. Strict compliance
with the following procedures is essential post-cleaning procedures shall be
done in the following order:
1) Remove covers from all static vents, pitot tubes, air

ducts, heater ducts, etc. Tape shall be removed from all other openings
sealed with masking tape.
2) Clean all drain holes by inserting a probe such as a

pipe cleaner except where pressurized flapper valves are located. Assure
that all areas accumulating water have been drained. Whenever this is
recurring problem, procedures shall be developed and implemented
to remove entrapped water and prevent accumulation.
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3) Inspect for corrosion and deterioration as part of routine

maintenance procedures.
4) Re-lubricate, preserve, and seal.
5) Polish and wax.
3. Cleaning Safety. All cleaning procedures should be accomplished

with the applicable maintenance manual. Proper precautions must be taken
when working with cleaning substances.
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CHAPTER 8
AVIATION FACILITIES
“What I’m suggesting is a military taxiway, not on the apron of a commercial

aviation ― a taxiway and an apron that will not complicate the operations of a
civilian aircraft. . . because I know that mixing the operations of the military
and civilian aviation is not conducive to safety. You have your own
requirements while civilian operations have different requirements.”
― Capt. Jacinto F. Ortega Jr., ATO Assistant Secretary,

on his answer to a question during the 1st CG, PAF
Annual Air Power Symposium (29 June 2000)
Section 8-1 General
1. Purpose. This chapter presents the provisions, criteria, and policy for
guidance and planning, designing, and construction programming of
permanent PA aerodromes, heliports, and other aviation-related facilities.
2. Scope.
a. The criteria and guidance provided in this chapter apply to all PA

installations in the Republic of the Philippines.
b. This chapter provides the basic and essential information

necessary to plan and program PA aviation facilities to meet the sustained
peacetime operations assigned active PA aerodromes. When aviation
missions are imposed upon PA aerodromes which require design and
construction of facilities to higher standards than contain herein, the project
will be forwarded to HPA for review, coordination with other agencies and
HPA approval.
c. Excluded from this chapter are structural building facilities

required for production, manufacture, test and research of aircraft, new
aircraft components, aircraft armament and weapon systems. Aviation
facilities in these categories will be individually justified and programmed.
3. Authority and Responsibilities.
a. By authority provided and delegated by the G4, PA, the Office of

the Army Chief Engineer is responsible for the development of master
planning criteria and for development of space allowances for PA aviation
facilities. In conjunction with this authority, the Office of the Army Chief
Engineer is responsible for coordination with HPA for the following: obtaining
concurrence for proposed changes in space allowances of criteria, and for
policy guidance on new concepts of aircraft, aviation units, aircrew training
requirements, and aviation unit and/or aircraft stationing plans. Matters
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pertaining to aviation safety, request for waivers of criteria affecting aviation

safety, aircraft maintenance hangar requirements, and matters concerned
with instrument procedures and ATS will be coordinated by the Office of the
Army Chief Engineer with the CO, AABn.
b. It is also the responsibility of the Office of the Army Chief

Engineer to keep current the planning criteria and space allowances as set
forth herein so as to permit timely and sound master planning and
construction programming actions.
Figure 8.1 Planning Studies. Engineers and aviation personnel

counterchecks the field elevation and reference point of the runway in
Fort Magsaysay Army Aerodrome.
Section 8-2 Planning Factors
1. General. The planning and design of PA aerodromes, heliports,

aviation-related facilities, and the airspace clearances should be based on the
general provisions of this chapter and the PAM 3-033 Army Aerodrome
Operations Manual.
2. Justification. Regardless of the source and amount of funds, the PA

aviation facilities will be planned, programmed and constructed in accordance
with the aerodrome site plane approved by HPA. The cost of construction and
operation of an aerodrome solely for a few miscellaneous aircraft that can be
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PAM 3-03
accommodated at an existing aerodrome within a reasonable commuting

distance of the installation usually cannot be justified from the standpoint of
military necessity, assignment of navigable airspace, and economy. In order
to reduce the requirement for new construction and aerodrome operating
personnel, existing facilities on a civilian aerodromes or air base/air station of
another service, will be used where feasible. New construction is authorized
only where required facilities are unavailable or inadequate.
3. Planning Considerations. The planning and design of aviation

facilities will emphasize safety for all modes of aircraft operations. Aircraft
permanently assigned to an installation will require permanent unobstructed
airspace, facilities, and equipment especially constructed or installed to
facilitate maintenance, ground handling and flight operations. In addition,
facilities may be justified to support continuing or recurrent Army aviation
missions at installation or facility locations where PA aircraft are not
permanently assigned. Facilities to be provided will be based upon the
mission requirement.
4. Planning Studies: The planning of PA aerodromes and heliports

should be based upon sound requirements. Knowledge of existing facilities
and conditions and of known or current aviation unit and aircraft stationing
plans plus a realistic assumption of future requirements, are essential to
development of basic plans. Principles and criteria for development of
aerodrome general site plan for future development of the aerodrome are
contained in PAM 3-032 Army Aerodrome Operations Manual. Planning
studies should be prepared and reviewed locally, and when additional
assistance or guidance appears necessary, the Office of the Army Chief
Engineer should be consulted to help resolve problems in the preliminary
planning stage.
5. Design and Selection of Pavements for PA Aerodromes.
a. Pavements for PA aerodromes will be designed according to the

mission requirements of each aerodrome.
b. The following aircraft pavement areas will be designed for rigid

pavement only:
1) Maintenance and hangar access points.
2) Aircraft parking aprons.
3) Aircraft washings points.
4) Compass swinging base, not including access taxiway.
All other pavements subject to aircraft traffic will be designed for

both rigid and flexible pavements and the selection of the pavement type to be
constructed will be based on least first cost.
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c. Exceptions to design loadings and pavement types as follows:
1) Special consideration will be given to design of

pavements for primary training and other special mission aerodromes and
heliports and landing pads. Pavements for these special missions will be
designed to support the planned operations of the most critical using aircraft.
2) Special consideration should also be given to pavement

surfacing requirements for non-standard training operations of skid-mounted
aircraft. To minimize the problems in these areas, the following actions are
necessary:
(a) Non-standard operation should be confined as

much as possible.
(b) Fuel spillage should be minimized in these areas.
(c) High density asphaltic concrete should be provided

in these areas.
(d) The asphaltic concrete should be allowed to cure

satisfactorily prior to operations.
If it is not possible to prevent excessive fuel spillage in these

areas, portland cement concrete pavement should be required if it is cost-
competitive with high density asphaltic concrete pavement.
3) Where reduced operations warrant consideration of least

first cost pavement in apron areas, justification will be forwarded to G4, PA.
6. Aircraft Noise.
a. The PA fixed-wing aircraft noise levels generally at the typical

noise levels generated at the typical PA aerodromes usually will not impact
upon noise sensitive facilities found in cantonment areas or on off base
adjoining properties. This is due to two reasons:
1) The PA fixed-wing aircraft are small light aircraft which do

not generate a serious noise impact over a large area.
2) The volume of or density of PA fixed-wing aircraft is low.
b. The PA helicopter noise levels, although more critical than fixed-

wing, are more readily controlled because of the operational characteristics
inherent in the helicopter. Flight adjustments in both direction and elevation
provide the means by which conflicts with noise sensitive facilities may be
avoided. Excellent guidance for planning helicopter traffic patterns is
contained in the PAM 3-032 Army Aerodrome Operations Manual.
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PAM 3-03
c. Noise contours generated from aircraft operations will be shown

on the installation plans. These noise contours will be integrated with noise
contours generated from other sources on the installation along with the
aircraft hazard zones. This combination of contours and hazard zones will
identify the potential impact areas both on and off the installation. These
actions are essential to the development of compatible land use areas which
in turn will help to assure protection of the military investment and mission
from encroachment.
d. In instances where an assessment of the noise level indicates

that a proposed project, a change in flight operational procedures or a change
in aircraft type would significantly affect the quality of the human environment,
then an environmental impact statement will be prepared.
7. Aerodrome Layout. The layout of aerodrome facilities should be

functional to permit operational efficiency and to provide safe conditions for
take-off/landing operations and ground handling of aircraft.
a. Wind direction and velocity. To be functional, efficient and

safe, the runway should be oriented with the prevailing winds to provide
favorable wind coverage, crosswinds not exceeding 13 miles per hour, 87% of
the time. Wind data, obtained from local sources, for a period of not less than
five years, preferably longer, should be used as a basis for development of
the wind rose to be shown on the aerodrome map.
b. Taxiways. Runway efficiency is best accomplished by

development of parallel taxiway system with appropriate connecting laterals
which permit rapid entrance and exit of traffic between the apron areas and
the runway. At installations with low air traffic density, such a taxiway may be
modified to suit local requirements; however, plans should be so developed
that a full parallel taxiway system may be constructed in the future when it can
be adequately justified.
c. Parking aprons. Aircraft parking aprons should be located

between the parallel taxiway and the hangar line with its supporting facilities.
The depth of the apron area between the taxiway and hangar line should
normally permit parking for 85% of the aircraft assigned, with the proper
clearances for safety.
d. Buildings for supporting facilities. Supporting facilities will be

located along and to the rear of the hangar line with the central area normally
being allocated to aerodrome operations, flight control, crash, fire and rescue
station, and flight simulator facilities. Also, in or adjacent to this area, provision
should be made for transient and VIP aircraft activities. Other support
facilities, when required, such as aviation fuel storage and dispensing, heating
plants, water storage, consolidated parts storage, and motor pool facilities,
may often be conveniently sited on the far side of an access to the rear of the
hangars for vehicle parking and service vehicle access to hangars and
maintenance aprons.
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PAM 3-03
e. Orientation of facilities. Facilities which are designed to be

parallel and perpendicular, or nearly so, to the runway will provide the most
efficient use of the available area. Diagonal and curved areas tend to cut the
area and result in awkward or unusable spaces which also create hazardous
ground traffic patterns.
Figure 8.2 Aerodrome Layout. The parking aprons, flight line/ramp,

taxiways and runway in a PA aerodrome are the designated movement
areas for aircraft.
8. Air Traffic Service Facilities. Technical advice and guidance for flight
control and for navigational aids equipment should be obtained from AABn.
The ATS facilities and navigational aids including control towers, lighting
systems and ground controlled approach equipment authorized for PA
aerodromes are listed in Section 8-3.
9. Crash, Fire and Rescue Facilities. The PA aerodrome facilities and

flight operations will be supported by crash, fire and rescue (CFR) equipment
and trained personnel. Fire station facilities will conform to criteria contained
in Section 8-3. The allowances listed in Section 8-3 should not be exceeded,
unless the installation has an additional fire protection mission or requirement
for special rescue equipment to be stationed in the vicinity of the aerodrome,
and it is economically sound to develop a consolidated or expanded station
facility.
a. Site of Crash, Fire and Rescue Station. The site for CFR station
should permit ready access of equipment onto the aircraft operational areas
and the road system serving the aerodrome facilities. A site centrally located
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PAM 3-03
in the hangar line near the aerodrome operations and aerodrome control
tower is preferred.
b. Site of rescue and ambulance helicopters. With the increasing

use of helicopters for emergency rescue and air ambulance service,
consideration should be given to providing an alert helicopter parking space
near the CFR station. This space may be located as part of the CFR station
complex, or in a designated area on an adjacent aircraft parking apron.
c. Site of hospital helipad. A helipad will normally be sited in

close proximity to each hospital to permit helicopter access to the hospital for
emergency use. Subject to necessary flight clearances and other hospital site
factors, the hospital helipad site should permit reasonably direct access to
and from the hospital emergency entrance.
10. Airspace. Projects for construction of new aerodromes, heliports,

helipads or hoverpoints or modification to existing facilities affecting the use of
airspace and changes in aircraft densities all require notification to the
Director of the CAAP.
11. Site Conditions. The site conditions to be considered should include

topography, vegetative cover and/or existing construction, weather elements,
wind direction, soil conditions, flood hazard, natural and man-made
obstructions, adjacent land use, availability of usable airspace, accessibility of
roads and utilities in the area and capability for future expansion. Site
selection for a new aerodrome or heliport, not located on PA controlled
property should be done in coordination with other major service or agencies.
An urgent requirement for immediate construction should not compromise the
plan for future development merely because a usable but not completely
satisfactory site is available. Hasty acceptance of an inferior site can prevent
the orderly expansion and development of permanent facilities on an
aerodrome, and may reduce the efficiency and safety of present and future
operations. Initial land acquisition (fee or lease) or navigation easements of
adequate area adjacent to the aerodrome and in the approach-departure
zones will prove to be the greatest asset in protecting the valuable aerodrome
investment.
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Figure 8.3 Site Conditions. A STOL runway was designed and

constructed in Camp Capinpin Army Aerodrome due to the unfavorable
type of topography of the camp.
Section 8-3 Basic Facilities and Space Allowances
1. General. The basic facilities and space allowances discussed in this

section are those required to support the permanent peacetime PA aviation
mission at all PA installations, other than at industrial installations. These
allowances apply to PA installations unless specified to the contrary.
2. Facilities for PA aerodromes and heliports. The type, size and

numbers of facilities described herein are those that normally are required for
support of aircraft operations and maintenance and administration of AABn
units. By adjustment, it may be adopted for use at other types of installations,
such as, PA training schools, division training units, station hospitals and
others. Except where specified as minimums the numbers and/or capacities
listed are maximums which will not be exceeded unless specifically waived.
The PA aircraft permanently assigned to an installation will require
permanently unobstructed airspace, facilities and equipment especially
constructed or installed to facilitate aircraft maintenance, ground handling,
and flight operations. Additional facilities will be required for continuing or
recurrent aviation activities at auxiliary locations. Required facilities may
comprise a complete aerodrome, and heliport, one or more helicopter landing
areas or helipads, and/or auxiliary aerodromes, heliports, and landing strips
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PAM 3-03
as necessary for operation and maintenance of aircraft in conjunction with

training activities and air movement of personnel and equipment.
3. Application. The allowances listed herein are applicable to master

planning and construction programming for facilities.
Figure 8.4 Aviation Facilities. An aircraft maintenance hangar is

needed in a PA aerodrome to secure the aircraft as well as a covered
area for aircraft maintenance activities.
4. Aviation Facilities.
a. Operational and training facilities:
1) Aerodromes Pavements:
(a) Fixed-wing aircraft runway.
(b) Rotary wing aircraft runway.
(c) Helipad.
(d) Hoverpoint.
(e) Taxiway.
(f) Apron:
(1) Fixed-wing aircraft parking apron.
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PAM 3-03
(2) Rotary wing aircraft parking apron.
(3) Aviation maintenance parking apron.
(4) Aircraft holding apron.
(5) Aircraft washing apron.
(6) Personnel loading apron.
(7) Aircraft special-purpose apron:
 Arming and/or disarming aircraft

weapons.
 Loading and unloading ammunitions.
 Special handling and/or

decontamination facilities for
biological and chemical warfare
items.
 Special security areas.
(8) Aircraft compass swinging base.
(g) Stopway.
2) Liquid Fueling and Dispensing Facilities:
(a) Aircraft direct fueling facility.
(b) Aircraft fuel storage.
3) Navigational Aids and Aerodrome Lighting:
(a) Aerodrome control tower.
(b) Navigational aids building.
(c) Radar building.
(d) Low frequency non-directional radio beacon.
(e) Radio beacon.
(f) Ground control approach system.
(g) Instrument landing system.
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(h) Aerodrome rotating light beacon.
(i) Heliport/helipad beacon.
(j) Lighted wind direction indicator.
(k) Air navigation obstruction lighting.
(l) Aerodrome and heliport lighting.
(m) Runway lighting.
(n) Approach lighting system.
(o) Visual approach slope indicator.
(p) Hoverpoint lighting.
(q) Helipad lighting.
(r) Taxiway lighting.
(s) Holding apron lighting.
(t) Hoverlane lighting.
(u) Taxiway centerline lighting.
(v) Aerodrome lighting-equipment vault.
(w) Aircraft apron lighting.
(x) Lightning protection.
4) Land Operational Facilities:
(a) Aerodrome administrative and operations building.
(b) Aerodrome crash, fire and rescue station.
(c) Aviation unit administrative and operations

building.
5) Training Facilities:
(a) Lecture rooms.
(b) Audio-visual room.
(c) Laboratory.
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(d) Aircraft flight simulator room.
(e) ATC simulator room.
(f) Library.
b. Maintenance facilities:
1) Aircraft maintenance hangar.
2) Aviation unit maintenance hangar.
3) Aviation depot maintenance hangar.
4) Avionics maintenance shop
c. Supply facilities.
1) Aircraft parts storage building.
2) Armory/ammunition depot.
Figure 8.5 Aviation Facilities. Aerodrome administration and

operations building as well as control tower are one of the important
facilities in a PA aerodrome.
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Section 8-4 Obstructions to Air Navigation at Aerodromes
1. General. Any natural or man-made object that protrudes above the

aircraft or surfaces is considered an obstruction to air navigation.
2. Limiting Heights Aboveground. Objects exceeding the limiting

heights aboveground described in this section will be considered obstructions
to air navigations but may be considered unobjectionable after special
aeronautical study.
a. Height of 500 feet above the ground at the site of the structure.
b. A height of 200 feet above the ground at the site of the structure
within three nautical miles of the center of the aerodrome. This height limit will
rise at a rate of 100 feet for each additional nautical mile from the aerodrome
center up to a maximum of 500 feet.
c. A height above the established aerodrome elevation which

would require an increase in the final instrument-approach minimum flight
altitude.
3. Removal of Obstructions. Natural objects and man-made

structures determined to be obstructions to air navigation will be removed
where both feasible and economical. Where such removal is not feasible or
economical, obstructions will be lighted and marked.
4. Marking of Objects. All fixed markers to be marked shall,

whenever practicable, be colored, but if this is not practicable, markers or
flags be displayed on or above them, except objects that are sufficiently
conspicuous by their shape, size or color need not be otherwise marked. All
mobile objects to be marked shall be colored or display flags using black and
yellow.
Figure 8.6 Marking of Objects. A checkered black and

yellow flag should be displayed by all ground vehicles to
ensure safety in the aircraft movement areas.
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a. An object must be colored to show a checkered pattern if it has

essentially unbroken surfaces and its projection on any vertical plane equals
or exceeds 4.5 meters in both dimensions. The pattern should consist of not
less than 1.5 meters and not more than 3 meters on a side, the corners being
the of the darker color. The colors of the pattern should contrast each other
and with the background against which they will be seen. Black and yellow
should be used, except where such colors merge with the background. (See
Figure 8-7.)
Figure 8.7 Marking of Objects. The standard dimensions and color pattern
used in marking objects within and at the vicinity of a PA aerodrome.
b. An object should be colored to show alternating contrasting

bands if:
1) It has essentially unbroken surfaces and has one

dimension, horizontal or vertical, greater than 1.5 meters, and the other
dimension, horizontal or vertical, less than 4.5 meters; or
2) It is of skeletal type with either a vertical or a horizontal

dimension greater than 1.5 meters.
The bands should be perpendicular to the longest

dimension and have a width approximately 1/7 of the longest dimension or 30
meters, whichever is less. The colors of the bands should contrast with the
background against which they will be seen. Black and yellow should be used,
except where such colors are not conspicuous when viewed against the
background. The bands on the extremities of the object should be of the
darker color. (See Figures 8.7 and 8.8.)
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Figure 8.8 Marking of Objects. The standard lighting, dimensions

and color pattern used in marking vertical objects within and at the
vicinity of a PA aerodrome.
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3) An object should be colored in a single conspicuous color

if its projection on any vertical plane has both dimensions less than 1.5
meters. Yellow should be used, except where such colors merge with the
background.
5. Protection of Airspace. Control over the use of land under

jurisdiction of the HPA in order to prevent erection of obstructions to air
navigation will be accomplished by:
a. Real estate action securing control of the necessary airspace by

fee purchase or easement acquisition.
b. Zoning coordination with local authorities.
c. Implementation of Civil Air Regulations or the National Building

Code.
6. Exceptions. Deviations from these provisions for protection of

navigation of airspace and obstruction clearances will not be permitted without
the written approval from HPA. Requests by the using unit for such deviations
will be submitted through channels to HPA.
Figure 8.9 Marking of Objects. High vertical objects like water tanks
should be properly marked to ensure the safety of low flying aircraft.
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CHAPTER 9
AVIATION SAFETY
“Aviation is not inherently dangerous. But to an even greater degree than the
sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
― Capt. A. G. Lamplugh,
British Aviation Insurance Group (circa 1930s)
Section 9-1 General
1. Safety Awareness. The Army Aviation Battalion is the sole air arm of
the Philippine Army. The unit exists because of the special and technical skills
of its aviators, aircrew members and ground support personnel, and most
importantly its dedication, esprit de corps, and desire to conduct aviation
operations. The success of every flight mission or operation can be achieved
if an aviation safety program is being practiced within the unit and included in
the decision making process considering the occupational hazards involved in
the conduct of aviation operations.
2. Goal. Despite the hazards in their operational environment, the goal of

the AABn is ― ZERO Accident.
3. Principle. The AABn is a mission-oriented organization but the

success and accomplishment of its mission will also rely on the level of safety
awareness and culture of the individuals working with the machines. As such,
the personnel of AABn will be guided by the tenet of “MISSION FIRST,
SAFETY ALWAYS.”
Section 9-2 Policy
1. Unit Responsibility. Unit commanders, staffs, platoon leaders

and platoon sergeants as well as aviation safety personnel at all levels will
comply with the following policies regarding aviation safety. Aviation Safety
shall be a prime consideration in all mission and training planning and
operations to include wartime and peacetime operations. Army aviation
commanders shall:
a. Ensure that safety is a principal element in all aviation

operations and shall apply crew resource management (CRM) procedures in
each phase of the training-management cycle in order to identify hazardous
conditions and correct deficiencies responsible for these conditions.
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b. Establish a written commander’s safety philosophy that contains

current safety goals, objectives, and values and include the philosophy in the
quarterly in-service trainings of the unit.
c. Employ CRM to ensure maximum combat power is available for

use at the decisive point and time for successful operations.
d. Ensure after flight mission/operations reports are conducted to

assess the effectiveness of CRM and safe performance.
e. Ensure compliance with DND, AFP, PA, CAAP and ASFP safety
standards and requirements. When conflict arises between the various
standards, the more stringent shall be applied.
f. Develop and integrate safety goals, objectives, and values into

appropriate training guidance based upon the identification of the most
probable and severe types of accidents and incidents expected and the most
likely reasons (hazards) for these accidents and incidents.
2. Individual Responsibility. Each aircrew member is ultimately

responsible for his own safety and for expeditiously advising the pilot-in-
command that an unsafe practice is taking place or is about to take place.
Section 9-3 Aviation Safety Section
1. Battalion Aviation Safety Officer. The position of Battalion Aviation

Safety Officer (BASO) shall be an additional duty of the Battalion Executive
Officer. The Aviation Safety Section through its BASO will be reporting directly
to CO, AABn on matters pertaining to the implementation of Aviation Safety
Program of the unit. Moreover, the implementation of the Aviation Safety
Program shall be the combined effort within the command structure of the
AABn.
2. Composition. The Aviation Safety Section of the AABn shall be

composed of one BASO, one Aviation Safety NCO, one Records Clerk, one
Computer Analyst/Data Encoder and five Aviation Safety Specialists that will
be coming from the subordinate units of AABn. Those serving as Company
Aviation Safety Sergeants and Aviation Safety Instructor can be detailed with
the Aviation Safety Team as Aviation Safety Specialists as their additional
duty.
3. Fund Support. The Personnel and Operations Sections of the AABn

will initially assist the Aviation Safety Section on their financial requirements
until such time a quarterly fund support has been appropriated.
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Section 9-4 Duties and Responsibilities
1. Battalion Aviation Safety Officer.
a. Ensure the implementation of the Aviation Safety Program.
b. Require and/or encourage reporting among the personnel, either

verbal or in writing, of any aviation safety related accident and incident.
c. Conduct an investigation or inquiry on any aviation safety

related event.
d. Coordinate and make representations with any units or agencies

for the safety education and training of the personnel of AABn.
e. Create and improve the necessary data base in the

implementation of the Aviation Safety Program.
f. Review and revise the Aviation Safety Program.
g. Recommend implementation, SOP, and control measures on

safety practices.
h. Perform other tasks as directed.
2. Aviation Safety Non-Commissioned Officer.
a. Assist the BASO in the over-all implementation of the Aviation

Safety Program.
b. Recommends corrective measures of any unsafe practices in all

the activities of the AABn.
c. Assist in the safety awareness trainings or seminars conducted

to all personnel.
d. Perform other tasks as directed.
3. Aviation Safety Specialist.
a. Assist the BASO in the over-all implementation of the Aviation

Safety Program in their respective companies/unit.
b. Remind personnel in their respective companies/unit on the safe

practices to be followed in their operational environment.
c. Assist in the safety awareness training or seminars conducted to

all personnel.
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d. Perform other tasks as directed.
4. Records Clerk.
a. Administer records management of documents, files, reports

and other records on aviation safety.
b. Produce, record, index and distribute official minutes of

meetings and conferences on aviation safety.
c. Perform other tasks as directed.
5. Computer Analyst/Data Encoder
a. Plans, designs, develop and installs computer systems and data

base on aviation safety.
b. Enters data to a computer system or to type routine information

or written materials such as forms, notices, bulletins, letters, or lists from
straight copy or rough draft on aviation safety related matters.
c. Perform other tasks as directed.
Section 9-5 Internal Reporting System
1. Manner of Reporting. Any accident or incident resulting from any

aircraft operation will be reported to the control tower thru tactical radios, air
band radios, telephones (landline or field), or mobile phones. The control
tower will then notify the Operations Section, Duty Officer of the Day, or the
BASO.
2. Offense Committed. Likewise, the same will also be done in reporting

any unsafe acts or practices observed. The identity of the personnel who
made the report will be treated with confidentiality.
3. Types of Reports. The following reports or records will be maintained:
a. Operational Hazard Report.
b. Aircraft Accident Investigation Report.
c. Accident Report.
d. Incident Report.
e. Investigation Report.
f. Spot Report.
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4. Submission. Appropriate reports will be submitted to higher

headquarters as soon as possible after the occurrence of the event and the
CO, AABn had acted and/or recommended appropriate action.
5. Documentation. All the necessary reports will be developed by the

BASO. It will be kept simple and will be published or filed accordingly.
6. Action Taken. All reports received, including anonymous and those

reported by other available means will be acknowledge and will always be
provided with feedback as soon as possible. Management or handling of any
reports will be delegated to the BASO in coordination with other staff officers
for appropriate action. Action taken on all reports received will be relayed to
the sender or will be published in the bulletin board.
Section 9-6 Information Distribution
1. Responsibility. The BASO will be responsible for obtaining and

distributing all pertinent aviation safety information. Critical information will be
distributed thru the use of NOTAM and during the pre-flight briefing with the
Battalion Flight Operations Officer (BFOO) or BASO.
2. Publication and Dissemination. Non-critical information will be placed

on the bulletin boards of the administrative building, hangars, work stations,
motor pool, officers quarters, barracks and other appropriate places in the
form of posters or markings and then to be discussed during aviation safety
meetings/conferences and TI&E.
3. Other Means. Appropriate SOPs, letter directives, or policies

pertaining to aviation safety shall be maintained and developed.
Section 9-7 Aviation Safety Committee
1. Functions. The need for Aviation Safety Committee in the AABn is

inevitable. It has to be realized that aviation safety is a concern of everybody.
The Aviation Safety Committee must be able to:
a. Establish a forum from its organization in order to study and

enforce measures designed to prevent any mishaps in the AABn.
b. Develop a safety awareness campaign within the AABn.
c. Review and discuss all matters relating to aviation safety to

include past and recent mishaps in the military and civil aviation, and the
status of hazard, safety survey and inspections reports.
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2. Procedures. The Aviation Safety Committee will be guided by the

following procedures:
a. The Committee will meet every month or as directed by its

chairman.
b. The agenda and minutes, in coordination with the chairman, will

be prepared by the Aviation Safety NCO.
c. Every member is encouraged to present existing safety

problems.
d. The Committee may approve, reject or recommend actions on

any matter brought out in the discussions.
e. All records will be maintained by the Aviation Safety Section.
3. Organization. The Aviation Safety Committee will be composed of the

following:
a. Battalion Executive Officer - Chairman
b. Battalion Operations Officer - Vice Chairman
c. Battalion Personnel Officer - Member
d. Battalion Intelligence Officer - Member
e. Battalion Logistics Officer - Member
f. Battalion CMO Officer - Member
g. Battalion Sergeant Major - Member
h. Aviation Safety NCO - Member/Recorder
i. All Aviation Safety Specialists - Member
Section 9-8 Aviation Safety Inspections
1. Goal. The AABn will develop and maintain an aviation safety

inspection program in order to gauge the level of commitment with safety
standards and then evaluate the total effectiveness of the Aviation Safety
Program.
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2. Standards.
a. All functional areas to include flight line operations, aircraft

maintenance, motorpool and other ground related function areas will be
subjected for inspection at least semi-annually.
b. The BASO will conduct and record the inspection using all
available technical specialists in addition to the Aviation Safety Section
personnel.
c. All reports as stated to be prepared will be routed to the staff

officers concerned for appropriate action. Reports which could not be resolved
on the staff level will be immediately brought to the attention of CO, AABn.
Adequacy of the reports and responses will be reviewed by the BASO and the
staff officers concerned. At any given event, the CO, AABn is to be informed.
d. All reports are to be kept by the Aviation Safety Section for use
on their safety analysis system.
e. Review of the effectives of these inspections will be conducted

during the semi-annual aviation safety inspection of the BASO.
3. Control.
a. Appropriate staff action is expected within five days upon receipt

or acknowledgement of the report.
b. The BASO will brief the CO, AABn on the defects noted and on
the corrective action taken. Those that cannot be corrected will be forwarded
to higher headquarters for proper disposition on the recommended courses of
action.
c. The BASO will monitor and follow-up the progress or

development of corrective actions and give feedback to CO, AABn.
Section 9-9 Safety Education, Training and Awards
1. Training Development. The AABn will develop a training program

that will form part of the unit’s Aviation Safety Program through its Battalion
Operations Section and the Aviation Training Unit.
2. Training Program. Local, foreign and in-service trainings on safety

must be made available for AABn personnel and must be included in the
annual training program of the unit. Participation in the seminars, workshops,
symposiums and forums relating to safety issues organized by other civilian
agencies should also be arranged and coordinated.
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3. Required Safety Training. All AABn personnel should be provided

with the necessary safety training needed for a safe and efficient execution of
their assigned task. The safety trainings should directly address problem
areas but not only limited to the following:
a. General safety requirements particular to the operation.
b. Risk mitigations techniques and controls.
c. Special safety requirements.
d. Lessons learned from previous operations.
e. Procedures for reporting and responding to accidents.
f. Identification of all known and perceived hazards.
Figure 9.1 Safety Awareness. A safety conscious aviation

personnel will ensure a safe working environment.
4. Educational and Campaign Materials. Safety education and

campaign materials such as posters, videos, technical publications,
pamphlets, promotional items, and other related materials are proven cost-
effective safety awareness tools and therefore will be provided funds for and
used within the AABn to promote safety.
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5. Aviation Safety Awards. Appropriate awards must be

given to any deserving individual and group to recognize their achievements,
contributions and efforts to enhance the Aviation Safety Program of the unit.
The exemplary deeds shown by the awardees must be published in the safety
bulletins, included in the newsletters for widest dissemination, and discussed
during in-service trainings or TI&E. Any awards or form of recognition within
the Battalion level may be established by the CO, AABn to enhance aviation
operations and improve safety awareness among its personnel.
Section 9-10 Risk Management
1. Integration. The BASO shall see to it that risk management is

integrated into aviation mission planning and execution at all levels.
2. Process. The risk management process shall begin at mission

conception and continues until mission completion. The process will be
applied with the goal of eliminating hazards where possible and reducing
residual risks to acceptable levels.
3. Documentation. When possible, the hazard assessment step of the

process should be documented by the mission planner.
4. Aircrew Endurance. Aircrew endurance is an integral part of the

over-all risk management program. It is used to control risk due to sleep
depravation or fatigue and to describe thresholds to trigger command
decisions whether to accept those risks. The BASO will design an aircrew
endurance program tailored to fit their unit mission and include it in their SOP.
The CO, AABn and its subordinate commanders should consider the advice
of the Aviation Medical Officer or Flight Surgeon to include the BASO in
designing their programs.
Section 9-11 Aviation Safety Analysis System
1. System. The Aviation Safety Section will develop Aviation Safety

Analysis System using all available data derived from all reports and promote
an open exchange of information to enhance aviation safety. This will also
identify areas of immediate concern requiring definite commander’s evaluation
or staff actions.
2. Data Base. A systematic approach must be followed in the

development of data base for Aviation Safety Analysis System. Sources of
data must be made available as the System advance in response to
increased access to shared data and to technological innovations.
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Section 9-12 Aircraft Accident Investigation
1. Purpose and Scope of Investigation. Aircraft accidents can be

prevented when their causes are known. The fundamental purpose of the
aircraft accident investigation is to determine the facts, conditions, and
circumstances pertaining to the accident with a view of establishing the
probable cause thereof, so that appropriate steps may be taken to prevent a
recurrence of the accident and the factors which led to it.
Another equally important purpose is to determine the facts, conditions

and circumstances pertaining to the survival or non-survival of the occupants
and the crashworthiness of the aircraft.
Generally speaking, the basic purpose of aircraft accident investigation

is threefold:
a. To determine the cause of the accident.
b. To provide information upon which to base recommendations for

preventing further accidents.
c. To provide statistical data which can be used to evaluate and

categorize causes for establishing flight and aircraft maintenance programs.
2. Factors in Aircraft Accident.
a. Man. Many accidents occur because this human factor fails to

meet the operational requirements imposed by equipment and operational
commitments. These elements may be physical, physiological, psychological
or combination of these. Specific causes must be revealed, analyzed,
evaluated and reported. This will involve the pilot, co-pilot, aircrew members,
aircraft maintenance personnel and passengers. Errors and deficiency of
performance may occur whether operations are as planned, whether
unexpected conditions develop, or whether emergency situations arise. These
errors as categorized may lead to:
1) Errors of Perception. This may be related to auditory,

visual tactile or postural stimuli.
2) Error of Judgment and Interpretation. Misjudgment of

distance, misinterpretation of instruments, confusion of instructions, sensory
illusions, disorientation, lapse of memory, etc., falls in this category.
3) Error of Reaction. This relates to timing and

coordination of neuromuscular performance and technique as related to the
movement of controls.
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Contributing causes of errors and performance deficiency may

lie in such as areas as:
1) Attitude and motivation.
2) Emotional effect.
3) Perseverance.
b. Machine. This factor refers to the aircraft involved in the

accident including all its parts, components and weapon systems. Although
the machine has made substantial advances in aviation technology, there are
still occasions when hazards are found in the design, manufacture, or
maintenance of the aircraft. In fact, a number of accidents can be traced to
errors in the conceptual, design, and development phases of an aircraft.
Modern aircraft design, therefore, attempts to minimize the effect of any one
hazard. This also covers the flight and technical records.
c. Medium. This factor refers to the environmental elements or

condition in which aircraft operations takes place, equipment is used, and
personnel work directly affects safety.
d. Mission. Military aviation in general is a mission-oriented

institution which always put accomplishment of a given mission on a different
level of perspective. This factor also puts the individuals involved in the field of
army aviation subject to a certain pressure to accomplish their task which
leads to infraction of safety procedures without them knowing it.
Notwithstanding the Man, Machine and Medium factors, it is considered that
the type of mission or operation to be equally important. The risks associated
with different types of mission or operation varies considerably. In addition,
each mission or operation has certain inherent hazards that have to be
accepted.
3. Fundamentals of Investigation.
a. Pre-Accident Plan. Aircraft accidents generally occur when they

are least expected. The initial atmosphere at the accident scene is generally
aggravated by confusion. Often valuable time and critical evidence is lost
between the time of the accident occurred and an investigative effort can be
organized. A well executed Pre-Accident Plan may result in the difference
between the success and failure of the investigation. Therefore, the Aviation
Safety Section should have a Pre-Accident Plan to cover the following areas:
1) Procedures for notification of units, offices and agencies

concerned and the members of the Aircraft Accident Investigation Committee.
There must be a checklist or personnel directory with their address/location
and contact numbers either by landline telephone or mobile phone.
2) Prearrange for the availability of air, land and sea mode

of transportation which may be required to proceed to the scene or location of
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the accident. Consideration should also be given for the availability of

engineer equipment for the recovery of wreckage as may be required.
3) An investigator’s kit should be made available for use any

time it will be required. This kit usually contains clothing appropriate for the
environment and weather, equipment needed in the conduct of investigation,
food and water.
4) Letter directives or SOPs on the creation of Aircraft

Accident Investigation Committee and the procedures to be followed in the
conduct of investigation.
5) Photographic and video requirements should be made

available for documentation purposes.
6) Security arrangement should be considered and

prearranged on the scene or location of accident.
7) Preservation of wreckage should be considered in

advance. There should be no hurry in disposing of the wreckage. It is
sometimes necessary to re-examine parts or components subject for
investigation. Ensure that the critical parts are not destroyed or disposed of
until the investigation is completed.
8) Plan for the possibility of reconstruction of the wreckage.

This is often necessary for the evaluation and analysis of certain types of
accidents. When applied, this will require space and experienced personnel.
9) Liaison with the nearest military unit, local police force

and proper agencies to ensure the security requirements, traffic control to the
scene of accident, crowd control, and establishing lines of communication at
remote accident areas.
10) Maps with suitable grid or coordinate systems to enable

all concerned individuals or groups to pinpoint promptly the accident scene.
11) Liaison with local news media to ensure understanding of

the command policies governing the release of accident information.
b. Qualification of an Investigator. Aircraft accident investigation

is a highly specialized task which should only be undertaken by trained
personnel possessing many qualities. The investigator must have a good
sound working knowledge of aviation and factors which affect operations as a
whole. Technical skills, perseverance and logic are the tools of his profession.
Humility, integrity and respect for human dignity are his guiding principle. The
investigator must also possess the following:
1) The ability to refrain from making a decision until all the

facts are obtained, evaluated and carefully considered.
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2) The integrity to be above influence of any kind and to

report the facts that are determined from the investigation.
3) The perseverance to ferret out every factor until the

ultimate cause is determined.
4) The capability of being tactful in contact with all

individuals who are parties to the investigation. The pride of the pilots, aircrew
members, aircraft mechanics and ground crew frequently results in a
reluctance to provide all the information needed. Tact and diplomacy on the
part of the investigator are required to overcome this reticence.
5) A broad basic knowledge in the field of aviation and the

type of aircraft involved in the accident.
6) Must be properly trained on aircraft accident investigation

or aviation safety.
4. Aircraft Accident Investigation Committee. The Aircraft Accident

Investigation Committee must be created by CO, AABn to establish the facts
to the accident by making use of the specialized knowledge and practical
experience of the participating individuals with respect to the construction and
operation of the aircraft involved in the accident and of the facilities and
services that provided service to the aircraft prior to the accident.
It also ensures that undue emphasis is not placed on any single

aspect of the accident to the neglect of other aspects which might be
significant to the investigation, and that, whenever is possible to establish a
particular point by means of several methods, all those methods have been
resorted to and coordination of results has been ensured.
The Aircraft Accident Investigation Committee will be composed of the

following:
a. Chairman. He is responsible in directing the conduct of

investigation and serves as the Chief Investigator.
b. Operations Investigator. He is responsible for developing all

the facts concerning the history of the flight and aircrew activity in the final
phase of the flight, during and after the accident. This includes flight planning,
aircraft dispatch, weight and balance, weather briefing, radio communications,
air traffic control, navigation facilities, en-route stops, refueling, aeronautical
experience, flight checks and general information concerning the aircrew. The
medical history of the aircrew including the recent illness, psychological
factors, aircrew rest periods, and activities (particularly during the 24-hour
period prior to the accident) should be determined. The medical history and
other important details must be coordinated with the Human Factor
Investigator. In coordination with the Witness Statement Investigator,
information will be developed on the flight path just prior to the accident.
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c. Weather Investigator. He is responsible for the collection and

compilation of all factual meteorological data pertinent to the accident
including both actual surface and upper air conditions, pilot reports, recorded
meteorological data, as well as forecast of anticipated conditions prepared
and issued by the appropriate units or agencies. Close coordination must be
maintained with the Operations, Air Traffic Services and Witness Statement
Investigators.
d. Air Traffic Services Investigator. He is responsible for the review

of the original records of the air traffic services unit or agency. This also
includes available radar screen recordings, monitoring of original voice
recordings and verification that the written transcripts of the voice
communications are consistent with the recordings. He is also responsible in
the reconstruction of the history of flight based on air traffic control
information. In addition, he will determine the operating status of pertinent
navigation aids, communication equipment, radar, transponder equipment,
computers, etc., and to provide the technical data on all such equipment and
its operations whenever necessary.
e. Aircraft Structures Investigator. He is responsible for

investigating the airframe and flight controls. If the wreckage is scattered, the
group’s first concern is to locate and identify as many sections, components
and parts as possible and to plot their exact position on a wreckage
distribution chart. A reconstruction of the structure may be desirable and this
could vary from laying out various pieces of wreckage on a flat area to the
more complicated reassembly of all the available pieces in position on a
framework. This procedure is most often used in collision, structural failure, in-
flight fire, or explosion type of accidents. The purpose of reconstruction is to
identify the point of original failure and to establish progression of the break-
up pattern.
f. Aircraft Powerplant Investigator. He is responsible for the

investigation of the engine(s), including fuel and oil systems, propeller(s), and
powerplant controls. His initial work may be carried out in coordination with
the Aircraft Structures Investigator in locating and plotting of the wreckage.
Powerplant fire is to be investigated as to the extent and time of occurrence.
He is also responsible for investigating the type of fuel used, the possibility of
being contaminated, and the effectiveness of the powerplant fire extinguishing
system.
g. Aircraft Systems Investigator. He is responsible for a detailed

examination of all systems and components, such as hydraulics, pneumatics,
electrical, avionics, radio communication, navigation equipment, air
conditioning and pressurization, ice/rain/lightning protection, cabin fire
extinguisher, oxygen, and others. His examination will include determination
of the condition and/or operating systems be accounted for with reason. The
examination includes the determination of the positions of associated controls
and switches.
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h. Aircraft Maintenance Records Investigator. He is responsible for

reviewing all aircraft maintenance records to ascertain the maintenance
history of the aircraft with respect to adequacy of inspection, malfunctions that
might be related to the occurrence, time on the aircraft, engines and
components and time since overhaul.
i. Human Factors Investigator. He is responsible for the

aeromedical and crash injury-related aspects of the investigation. He is
concerned with the possibility of aircrew incapacitation, the general physical
and psychological conditions of the aircrew and the environmental factors
which might have affected the aircrew. He is also concerned with the
identification of the aircrew, their location at the time of the accident and by
reviewing their injuries and pathological examination of the cockpit what they
were doing at the time of impact. Included in his concern are the
psychological factors among passengers that might have contributed to the
accident. I will also cover matters involving autopsies of pilots, aircrew
members and passengers as appropriate. He will also investigate the
evacuation and survival aspects, the design factors which may have
contributed to the accident, the injury or death of the aircraft occupants and
the crashworthiness of the aircraft. His functions must be closely coordinated
with the Operations, Aircraft Structures, and Witness Statement Investigators.
j. Witness Statement Investigator. He is responsible for

contacting and interviewing all persons who may have seen or heard some
portion of the flight or who may have knowledge concerning the flight or of the
weather conditions at the time of the accident. They will obtain signed
statements from witnesses, including survivors of the accident. The extent of
his activity can range from questioning a relatively few witnesses to a door-to-
door activity covering great distances along the flight path in which hundreds
of possible witnesses will be interviewed. Information concerning observed
positions, heights, altitudes, sounds, aircraft behavior and airborne
disintegration can be developed in this manner. The location of a witness at
the time of the accident should be plotted on a suitable map the area. Close
coordination with the Operations Investigator must be maintained in
developing the probable flight path from the witnesses’ statements and with
the Human Factors Investigator.
At the accident site, each investigator is responsible for the

investigation of their respective areas. Much of the work of the Aircraft
Accident Investigation Committee can be completed at the accident site, but
frequent tests or the continued study of the parts or components are carried
out at testing facilities which may include the manufacturer’s base where
specialists will be required to test and analyze the parts or components.
As an aircraft accident investigator, he should take nothing for granted,

he should not jump to conclusions, follow every possible clue to the extent of
usefulness, and apply the principle that there is no limit to the amount of effort
justified to prevent the recurrence of one aircraft accident or loss of one’s life.
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5. Investigative Procedures.
a. Scene of the Accident. Security and rescue operations in the

area of accident should be coordinated with the local police force and medical
agencies to provide the necessary medical assistance. The site must be
secured, cordoned and guarded to prevent tampering and looting of the
aircraft components and personal belongings. The accident site must be
preserved until the arrival of any member of the Aircraft Accident Investigation
Committee. The important factors to consider are the following:
1) Safeguarding of the accident site by military and police

authorities.
2) Rescue and medical assistance to survivors.
3) Identification of personnel (aviators, aircrew members

and passengers).
4) Security of the wreckage.
5) Preservation of all evidences to prevent tampering.
6) Obtain the names of witnesses and their contact details.
b. Examination of Wreckage. An overall survey of the accident

scene and a study of the relative positions of the aircraft wreckage and some
other ports or components will normally establish the manner by which the
aircraft struck ground or other objects, i.e., disintegration in flights, dives into
the ground, spins, low-level flight, and loss of control and so on. The
procedures are the following:
1) Plotting of Wreckage. An accurate diagram of the

wreckage area preferably drawn to scale and showing relative positions of
wreckage, bodies, obstructions, flight path of aircraft, positions of witnesses,
etc. The scattered parts must be plotted in a grid paper with adequate scale to
list down the scatter of parts and components relative to the flight path
direction by use of a compass. The parts must be identified by means of
coordinates and degrees from a central point which could be the initial impact
point. This impact point could be referenced in the vicinity of the accident
scene. The following guide will aid the investigator in making the accident
diagram:
(a) Wreckage Diagramming. The typical items in an

accident diagram include:
(1) Location references (runways, roads,

buildings, etc.).
(2) Direction and scale reference.
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(3) Elevations or contours (depending on the

level of detail).
(4) Impact heading or ground scars.
(5) Location of human remains.
(6) Location of major aircraft parts.
(7) Burn areas.
(8) Damage to buildings, trees, other

structures, etc.
(9) Location of eye witness.
(b) Diagramming Methods:
(1) Grid System. A grid is transposed onto an

aerial view of the wreckage so that each piece of the wreckage falls within a
certain square. This helps identify the wreckage areas in harsh terrains or
vegetations.
(2) Polar System. In this system, the

center of the wreckage site serves as a reference point. From this point, major
pieces of the wreckage are plotted in relation to the direction and distance
from the central wreckage point.
(3) Single Point System. This is similar to

the Polar System, except the central point does not necessarily have to be
central wreckage point.
(4) Straight Line System. This one is the

more common and simpler forms of diagramming available. Select a starting
point (usually the first impact point) and make a straight line marking off every
50 feet. Then plot the major components of the aircraft or anything else of
important information relevant to the straight line.
(c) Equipment. The following equipment may assist

with the creation of a wreckage distribution diagram:
(1) Linear measuring equipment. 100 foot

tape measure.
(2) Vertical angle measuring equipment. Flight

navigation plotter.
(3) Horizontal angle measuring equipment.

Magnetic compass.
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(4) Plotting equipment. Grid (graph) paper.
(d) Inventory of Wreckage. A common phrase used

by accident investigators to ensure that all major aircraft sections are
accounted for is “TESTED.”
T - Tips
E - Engines
S - Surfaces
T - Tail
E - External devices
D - Doors
2) Photography, Videography, Marking and Preserving

Evidence. All physical evidence having a direct bearing on the aircraft
accident should be preserved.
(a) Photographs. Aerial Photographs are very useful

for overall orientation of impact or fallout of wreckage patterns and other
factors as topography. Use of both color and black and white films is
important in order to provide definition and clarity.
(b) Video. Video recordings are becoming increasingly

popular as they often show a dynamic process. Aside from documenting an
on going narrative, it also provides real-time illustration, illustrates a process,
easily edited, and results can be used as training aid.
(c) Markings Parts. Parts or sub-assemblies

suspected of failure, malfunction or faulty design must be photographed,
wrapped or placed in a box to prevent damage. These should be tagged and
marked to identify them in relation to the accident place and in respect to their
location in the accident scene. Tags should also contain a brief statement
regarding the suspected relationship of the parts to the causes of the accident
so that proper tests may be made.
(d) Preservation. Any part or component of the aircraft

should be safeguarded and preserved for examination. Examples of these are
the following:
(1) Those suspected of initial failure, improper

heat treatment, materials specifications, etc.
(2) Those that seem faulty in the design or

workmanship.
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(3) Lines, fittings or controls not properly

supported and subject to excessive vibrations.
(4) Ruptured connections or fittings.
(5) Wiring, electrical, electronic or radio

equipment suspected to be faulty.
(6) Faulty instruments, gauges autopilots,

weapons stations, etc.
(7) Defective powerplant, propellers, rotors,

transmission or accessories such as carburetors, alternators, generators,
governors, superchargers, etc.
3) Reporting Procedures. As each investigator completes

their respective investigation, all of the factual data accumulated will be
studied and a factual report by the Aircraft Accident Investigation Committee
will be prepared. The Chairman, who also acts as the Chief Investigator, will
supervise the collection of investigation reports and will be responsible for the
consolidated report. The report to be submitted shall be a comprehensive
factual report of the whole investigation and shall form the basis for the
development of an analysis report which must be fully supported by factual
information collected and recorded during the investigation and which leads
ultimately to the determination or establishment of the probable cause(s),
together with the definition of any other matters which may have a bearing on
aviation safety.
There are several types of reports prepared to complete

the investigation, and the Aircraft Accident Investigation Report is composed
of the following:
(a) Aircraft Accident Preliminary Report. This Report

provides a simple and standard reporting such preliminary information. This
report is submitted to all concerned within 30 days from the date of the
accident.
(b) Aircraft Accident Data Report. This Report

provides simple and standard report when the investigation has been
completed on the accurate and complete information on the accident.
(c) Final Aircraft Accident Investigation Report. This

Report is a synthesis of the report of the Chairman of the Aircraft Accident
Investigation Committee which covers in detail all aspect of the investigation.
The standard format and contents of this Report is as follows:
(1) Reference(s).
(2) Purpose.
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(3) Synopsis.
(4) Factual Information.
 History of the flight. A brief narrative

giving the following information:
 Flight call sign, type of

operation, last point of departure, time of departure (local time or UTC), point
of intended landing.
 Flight preparation, description

of the flight and events leading to the accident, including reconstruction of the
significant portion of the flight path, if appropriate.
 Location (latitude, longitude,

elevation), time of the accident (local time or UTC), whether day or night.
 Injuries to persons. Completion of the

following (in numbers):
Injuries Aircrew Passengers Others

Fatal
Serious
Minor
None
 Damage to aircraft. Brief statement

of the damage sustained by aircraft in the accident (destroyed, substantially
damaged, slightly damaged, no damage).
 Other damage. Brief description

of damage sustained by objects other than the aircraft.
 Personnel information:
 Pertinent information
concerning each of the pilots and aircrew members including: age, ratings,
mandatory checks, flying experience (total and on type) and relevant
information on duty time.
 Brief statement of
qualifications and experience of pilots and aircrew members.
 Pertinent information
regarding other personnel, such as air traffic services, maintenance, etc.,
when relevant.
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 Aircraft information:
 Brief statement on
airworthiness and maintenance of the aircraft (indication of deficiencies known
prior to and during the flight to be included, if having any bearing on the
accident).
 Brief statement on
performance, if relevant, and whether the mass and the center of gravity were
within the prescribed limits during the phase of operation related to the
accident. (If not and if of any bearing on the accident give details.)
 Type of fuel used.
 Meteorological information:
 Brief statement on the

meteorological conditions appropriate to the circumstances including both
forecasts and actual conditions, and the availability of the meteorological
information to the crew.
 Natural light conditions at the

time of the accident (sunlight, moonlight, twilight, etc.).
 Aids to navigation. Pertinent

information on navigation aids available, including landing aids such as ILS,
MLS, NDB, PAR, VOR, visual ground aids, etc., and its effectiveness at the
time of the accident.
 Communications. Pertinent
information on navigation aeronautical mobile and fixed service
communications and its effectiveness.
 Aerodrome information. Pertinent

information associated with the aerodrome, its facilities and condition, or with
take-off or landing area if other than the aerodrome.
 Wreckage and impact information.

The general information on the site of the accident and the distribution
pattern of the wreckage; detected material failures or component
malfunctions. Details concerning the location and state of the different pieces
of the wreckage are not normally required unless it is necessary to indicate a
break-up of the aircraft prior to impact. Diagrams, charts and photographs
may be included in this section or attached in the Annexes.
 Medical and pathological information.

The brief description of the results of the investigation undertaken and
pertinent data available there from.
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 Fire. If fire occurred, information on

the nature of the occurrence, and of the fire fighting equipment used and its
effectiveness.
 Survival aspects. Brief description

of search, evacuation and rescue, location of crew and passengers in relation
to injuries sustained, failure of structures such as seats and seat belt
attachments.
 Test and research. Brief statements

regarding the results of tests and research.
 Organizational and management

information. Pertinent information concerning the organization and their
management involved in influencing the operation of the aircraft. The
organization includes, for example, the command/unit, the air traffic services,
airway, aerodrome and weather service agencies; and the regulatory
authority. The information could include, but not limited to, organizational
structure and functions, resources, economic status, management policies
and practices, and regulatory framework.
 Additional information. This may

include relevant information not already included in the above-mentioned
factual information.
 Useful or effective investigation

techniques. When useful or effective investigation techniques have been
used during the investigation, briefly indicate the reason for using these
techniques and refer here to the main features as well as describing the
results under the appropriate sub-headings.
(5) Analysis.
(6) Conclusion.
 Findings
 Causes
(7) Safety Recommendation(s).
(8) Annexes.
Section 9-13 Aerodrome Operations Safety
1. General. One of the busiest, most important and dangerous operating

environment in the Army Aviation Service is the flight line. Every aviator,
aircrew member and ground support personnel must be aware of the related
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safety precautions to reduce personal injury, aircraft and equipment damage,

and prevent a loss of operational readiness due to ground accidents. This
section outlines some of these crucial factors.
2. Operating Ground Support Equipment around the Aircraft. When

mobile equipment is used around aircraft, certain operating techniques,
handling procedures, and safety precautions are followed to reduce the
number of accidents, to prevent damage to aircraft and equipment, and to
ensure the safety of aviation personnel. The following operating techniques
and handling procedures should be followed:
a. Vehicles should not pass under any part of a parked aircraft.

Where such passing is absolutely necessary, the vehicle must come to a
complete stop and, before proceeding; a visual check must be made to
ensure that sufficient clearance exists.
b. Vehicles carrying passengers must stop only at the boarding

entrance and clear of aircraft while loading or unloading passengers.
c. Riding on fenders, hoods, running boards, or any place not

intended for passengers is strictly prohibited.
d. Personnel involved in the towing of aircraft must be alert and

exercise extreme care.
e. Tractor drivers must always maintain a safe distance from

parked aircraft and be on the alert for movements of other aircraft.
f. Motorized vehicles used to service aircraft or those used near

aircraft must be driven or parked adjacent to aircraft so that inadvertent
movement of the vehicle will not result in a collision.
g. When aircraft are serviced, all refueling vehicles should be

parked forward of the aircraft and parallel to the wing. The refueling vehicle
should be parked at a point as distant from the aircraft as the length of hose
permits, and preferably to the windward (upwind) side of the aircraft.
h. If it is necessary to park near a parked aircraft, the hand brake

of a motorized vehicle must be set and the ignition turned off. If the service
being rendered requires running the motor, the motorized vehicle must be
manned.
i. The speed limit for operating vehicles on airfields or aerodromes

50 feet in the vicinity of aircraft and hangars is 5 mph.
j. On runways, taxiways, parking areas, ramps, and work areas,

the speed limit is 10 mph.
k. When aircraft are towed, the towing speed should never be

faster than the slowest person can walk or exceed 5 miles per hour.
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l. Sudden starts and stops must be avoided. Extreme caution

must be exercised when an aircraft is towed over unprepared surfaces or into
or through a congested area.
3. Hazards of Ground Support Equipment. Tow tractors, electrical

power units, hydraulic jennys, jet aircraft start units, air conditioners, nitrogen
carts, work stands, jacks, floodlight carts and utility vehicles are mostly big,
heavy, clumsy, noisy, and dangerous. Aviation personnel should always be
aware of the following ground support equipment (GSE) hazards.
a. Smoking or having an open flame around or near aircraft and

fueling equipment is strictly prohibited.
b. A personnel should never operate GSE that he is not

licensed/rated and qualified to operate.
c. High voltage can zap personnel and aircraft electric systems

without warning.
d. High pressure air or hydraulics can blow up hoses, equipment,

aircraft systems, or personnel.
e. Contamination, (water, dirt, grease, oil, trash, FOD) when

introduced to the wrong system, can ruin an aircraft, GSE, or injure personnel.
f. Unfamiliar controls on GSE can cause personnel to go in

directions he didn't intend.
g. Cables and hoses hooked up to aircraft incorrectly or when they

shouldn't be.
h. Avoid breathing fuel vapors and noxious gases that can cause
sickness or death.
i. Defective, nonstandard, or jury-rigged hoses, cables, plugs, and

devices that can kill a person or damage an aircraft.
j. Avoid loud noises by wearing appropriate hearing protection.
k. Driver's seats that restrict visibility can cause personnel to run

over people, equipment, or aircraft.
l. Crankcases and radiators ruin an engine when they run dry.
m. Jacks or work stands that collapse because of neglect or

improper use can spoil a person’s day.
4. Color Markings of Ground Support Equipment. All handling and

servicing equipment used around aircraft have standard colors and markings.
This is necessary so that the equipment and markings can be seen easily by
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aviators taking off, landing, or taxiing in aircraft, or by tower operators. These

colors and markings identify the equipment as being authorized for use
around aircraft on the flight line, hangar bays, parking ramps, taxiways, and
runways. Most GSE is painted yellow and/or white with reflective tape strips
on the corners. The front and rear bumpers are painted with alternate black
and yellow stripes at a 45-degree angle. Danger areas, such as
intakes/exhaust and front/rear pintels for attaching tow bars, are painted red.
Figure 9.2 Color Markings. The standard color markings (black

and yellow) for GSE such as the tug tractor must be applied to identify
authorized equipment on the flight line.
5. Flight Operations in PA Aerodromes. The combined efforts of

aviators, aircrew members and ground support personnel are necessary to
conduct effective and safe air operations on PA aerodromes. There are those
who have prepared the plans, briefed the aviators, plotted the weather, and
fueled and armed the aircraft. There are others who assist in the taxiing and
air traffic control of the aircraft. After the aircraft have returned, there are still
others who check the results, debrief with the aviators, and refuel and rearm
in preparation for the next flight mission. The efficient and coordinated efforts
of all aviation personnel concerned are of vital importance to the success of
the aviation operation. As part of this team, aviation personnel whose duties
require them to work on the flight line must wear the proper flight line uniform.
a. Clothing. The standard battle dress uniform (BDU) is the uniform

of choice when performing aircraft marshaling duties. Additionally, all aviation
personnel should have adequate clothing available (jackets, gloves, etc) for
working in cold temperatures if necessary. During warm temperatures,
aviation personnel may remove their BDU shirts while on the flight line.
Ensure that BDU shirts and other personnel items are placed were they would
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not be blown back onto the flight line. The flight suits and flight coveralls may
also be used while performing duties in the flight line.
b. High-Visibility Vests. All personnel marshaling aircraft must wear

high-visibility clothing. This may be an international orange vest worn over
normal duty uniforms. Aircrew members traveling to and from their aircraft do
not need to wear high-visibility clothing, however if conditions warrant, the
flight line sergeant of the Aerodrome Operations Platoon may consider having
aircrew members escorted to and from their aircraft by any personnel from the
Flight Line Section. During the hours of reduced visibility, all personnel must
wear a vest with reflective material on it. In addition, aircraft marshalers shall
have high-visibility wands available during the day, and operating flashlights
with visibility cones attached at night. Cone color shall be the same for both
flashlights.
c. Headgear. The BDU cap or lousy hat is not normally worn on

the flight line. However, there may be situations such that aircraft marshalers
may want to wear headgear when marshaling aircraft. This may be because
of intense sunlight, rain, or just for warmth. If worn, though, they should be
secured somehow. Hat retainer devices may be locally purchased or
fabricated, to help secure the cap/hat. But it is very important to remember
that should a hat or anything be blown from an aircraft marshaler’s head, let it
go! Under no circumstance should an aircraft marshaler run on the flight line.
Carefully walk and retrieve it. It is mandatory, however, that head-coverings
be removed and stored securely during any activities involving helicopters or if
any turbine powered engines are in the area. The flight line sergeant should
brief personnel on headgear during his team briefing. If he doesn’t, ask!
d. Earplugs. Hearing-loss prevention is another concern on the

flight line. Hearing protection is recommended during engine start for all
aircraft. During operations around turbine powered (turbojet, turbofan, or
turboprop) aircraft and helicopters, a hearing protection tested by the
Occupational Safety and Health Center (OSHC) and certified by the Bureau of
Product Standards (BPS) must be worn. The use of foam type earplugs is
recommended due to their low cost. Earplugs may be connected to each
other for security, however this is not necessary. Care must be exercised
when wearing hearing protection. It not only blocks unwanted noise, it may
also prevent the personnel from getting the wearer’s attention.
e. Eye Protection. Along with Mother Nature’s own wind, the wind
generated by spinning propellers and rotors can sometimes stir-up another
hazard on the flight line --- blowing debris. Personnel operating in areas of
blowing debris, sand, dirt, etc should have eye protection. This protection
should be suitable OSHC and BPS certified goggles. However, sunglasses or
spectacles may be worn. During any helicopter operation, goggles must be
worn.
f. Sun Protection. All personnel performing duties at the flight line

should have sunscreen (at least SPF 15) available, and should use it.
Remember, sunburn is an injury! The flight line sergeant will ensure that
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personnel have and use sun protective products as needed. Sunscreen

should be applied to all exposed skin surfaces at least every two hours or per
the manufacture’s instructions. Lip balm containing sun protection should also
be available to all aircraft marshalers. For ultra-violet protection, a good pair of
ultra violet-blocking sunglasses should be worn.
6. Communications. If available, the Flight Line Section personnel will

be equipped with short-range radios. The flight line sergeant will brief
personnel on call signs and operation of the communication equipment.
7. Flight Line Safety. Safety is the primary concern during any

emergency services operation. No activity is important enough that the safety
of any personnel should be compromised, for any reason. All personnel are
authorized to stop any activity on the flight line if any activity is occurring
which is unsafe or perceived to be unsafe. Aircraft marshalers must be
constantly on the lookout for hazards. Also, watch out for other personnel in
the area. They may be so involved in what they are doing that they may not
see a potential hazard. Contact the flight line sergeant, BASO, or the duty
officer if there is any concern over flight line safety.
Figure 9.3 Flight Line Safety. This kind of vehicle with black and
yellow checkered markings may be utilized to guide aircraft while taxiing
in the flight line area.
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8. Safety Rules. Some general flight line safety rules are the following:
a. Look before walking.
b. Never walk backwards.
c. Wear safety vests.
d. Do not wear headgear that is not secure or carry loose items.
e. Listen for aircraft and “Clear Prop” warnings.
9. Flight Line Hazards. There are many potential hazards out on the
flight line. Some examples of these hazards are taxiing aircraft, spinning
propellers, fire hazards (fuel, engines), outside elements (sun, rain, cold, or
lightning), dehydration, heat exhaustion, etc. By far, the most dangerous
hazard on a flight line is a spinning aircraft propeller or tail rotors. They are
practically invisible while spinning and will bite into anything that makes
contact with it. Give propellers and rotors a great deal of respect. Personnel
should make it a habit to always think of them as spinning so that they won’t
forget. A very good idea is to always approach a small high-wing aircraft from
left wingtip and walk just aft of the wing towards the cabin. On some low-wing
aircraft the only cabin door is on the right side. The personnel should do the
same but approach from the right side. If they do this every time they
approach an aircraft it will become second nature to them. That way, they will
always be a safe distance from the propeller or rotor (spinning or not) and the
aviator can see them.
10. Safety and Security. The flight line being a hazardous place,
personnel and vehicles should be kept to minimum. Remember that this is for
safety reasons not for security reasons. The only aviation personnel that
should be allowed on the flight line are the aircrews and Aerodrome
Operations Platoon personnel. Some of the AABn staff, such as the BASO,
S3 or BFOO, may visit the flight line to check on aerodrome operations. They,
of course, are authorized to do so. Although a PA aerodrome, the personnel
will probably expect some civilians in the area too. Remember, the AABn has
control and authority to challenge non-AABn personnel. If the personnel feel
that there is a safety concern involving non-AABn personnel, notify the flight
line sergeant. He will more likely explain to them what is going on and ask
them for their safety that they be cautious. Vehicles, like personnel, need to
be kept to a minimum for safety reasons. It’s hard enough to be on the look
out for taxiing aircraft and having to also watch for vehicles can be a bit too
much. If vehicles on the flight line are necessary, the flight line sergeant may
have to remind drivers that they should obey the following rules:
a. Drive with driver side toward aircraft.
b. Observe 5 mph within 50 feet of aircraft.
c. The aircraft has the right-of-way.
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d. At night, switch to parking lights with approaching aircraft.
e. Appropriate and functioning emergency, warning and caution

lights must be installed in ambulance vehicles, fire trucks, security/escort
vehicles, fuel trucks, GSE and other vehicles authorized to operate inside the
aircraft movement areas.
Figure 9.4 Safety and Security. Vehicles entering the flight line must
observe the speed limit and maintain a safe distance from the aircraft to
avoid accident resulting to damage to expensive government property.
11. Emergencies. When marshaling an aircraft and an emergency occurs,

the personnel should indicate to the aircrew that an emergency is occurring.
They may not see what is happening. Next, report the emergency
immediately. Reporting is more important than assisting in any further
activities so that more help can be on the way. Next, if necessary, assist
personnel on board the aircraft to exit, only if it is safe to do so (engine has
stopped, aircraft is not moving, no flame threat). Remember, that the aircrew
should be wearing flame retardant clothing and aircraft marshalers typically
aren’t.
12. Aircraft Fires. One of the most dangerous hazards on the flight line is
fire. A fire can occur at the re-fueling station or on an aircraft. All personnel of
the Aerodrome Operations Platoon should have fire extinguisher training and
the flight line sergeant should include what do in case of a fire in his briefing.
While modern aircraft are designed to reduce the potential for a fire, there is a
slight possibility that a fire may happen during engine start-up. Flight line
personnel will attempt to extinguish fires only after the engine and
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propellers/rotors have come to a complete stop. Operate the fire extinguisher

by pulling the safety pin, and directing the extinguishing agent onto the base
of the flames from the upwind side. Keep low and sweep the extinguisher
back and forth. Never use water on fuel or oil fires. In the event of a fire, the
local fire department must be contacted. If the fire seems out, the flight line
sergeant may direct the Flight Line Section personnel to carefully move the
aircraft into a safe location where people and property will not be damaged
should the fire breakout again. Have some personnel standing by with a fresh
fire extinguisher, if available.
Figure 9.5 Aircraft Fires. A quick reaction from the CFR personnel
will save the aircraft from further damage and the crew from injury due to
accidents caused by fire.
13. Foreign Object Damage. A hazard more for aircraft than personnel is
Foreign Object Damage (FOD). FOD are small loose objects unintentionally
left on the flight line that could damage an aircraft engine, propeller, rotor, or
other component. You should be on the lookout for and remove any FOD
material (including trash, rocks, nuts, bolts, screws, etc) and place them in a
suitable trash receptacle. Use your pocket if you have to. A responsible flight
line sergeant will have personnel make a line sweep to remove any FOD
before flight operations begin for the day.
14. Night Operations. When an aircraft marshaler guides an aircraft in

the dark, use a pair of same color light wands (flashlights with cones). During
surface taxiing or parking, the aviator must stop immediately if one or both of
the aircraft marshaler’s wands fail. The aircraft marshaler must be careful to
not shine a light into the cockpit of an aircraft or the aviator’s night vision will
be impaired.
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ANNEX A
HISTORY OF AVIATION IN THE PHILIPPINE ARMY
“A soldier without a sense of military history,

is a soldier doomed to be unaware of his own military identity.”
― Cpt. Richard T. Servito, PA aviator and

armor officer, in his article A Closer Look
on the Philippine Army Seal in the Army
Journal (2003)
The Genesis of Philippine Military Aviation
Aviation unit of the PNG Signal Corps.
During the American colonial period, a bill sponsored by Senate

President Manuel L. Quezon creating the Philippine Militia otherwise known
as the Philippine National Guard (PNG) was approved by American Governor
General Francis B. Harrison on March 17, 1917. The bill which became Militia
Act No. 2715 was enacted in anticipation of the outbreak of hostilities between
the United States of America and Germany. This paved the way for the birth
of Philippine military aviation.
The PNG Signal Corps was organized to have an aviation unit to be

manned by 15 officers and 135 enlisted men. But barely a year after it was
created, it was disbanded on March 18, 1918 when the American authorities
cannot provide aircraft for use of the Filipino students who were undergoing
their ground training at Fort Mills in Corregidor Island.
The Philippine Air Service
A new air unit was created again on July 7, 1920 when the Council of
State approved the creation of the Philippine Air Service (PAS) under the
Philippine Militia Commission that will provide airmail service, carriage of
passenger and air defense of the Philippine Islands. The PAS was able to
train and graduate the first Filipino military aviators composed of 33 officers
from the Philippine National Guard and the Philippine Constabulary.
However, when Leonard Wood replaced Harrison as governor general

of the Philippine Islands, he did not like the idea that an aviation service like
PAS was being manned by Filipinos. He then ordered the abolition of PAS
when the question for its further appropriations was brought before him. On
December 19, 1921, the PAS finally ceased to exist when Wood ordered the
turn-over of all the aircraft, spare parts, equipment and hangars of PAS in
Camp Claudio in Parañaque to the U.S. Air Service.
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The Philippine Constabulary Air Corps.
Thirteen years later, the Legislative Act No. 4194 which was passed by
the 10th Philippine Legislature was signed by American Governor General
Frank Murphy on December 8, 1934, which provides for the creation of an
aviation unit in the Philippine Constabulary effective 1 January 1935. With the
passage of the new law, Maj. Gen. Basilio J. Valdez issued General Orders
No. 18 on January 2, 1935 formally organizing and activating the Philippine
Constabulary Air Corps (PCAC).
The primary function of PCAC was to provide aerial reconnaissance

support to the peace and order mission of the Constabulary. Its secondary
functions which may be performed after prior approval of the American
governor general of the Philippine Islands, ranged from the control of the
pernicious locusts and other pests infestations to assisting customs and
immigration authorities in their functions.
The PCAC was organized with two companies --- the Tactical
Company and the Service Company. Each company was authorized a
strength of 58 personnel or an aggregate of 116 men to be composed of
aviators, aircraft mechanics and other ground support personnel. The
existence of PCAC was cut short when the National Defense Act was passed
by the Philippine National Assembly on December 23 organizing the Army of
the Philippines.
The Philippine Army Air Corps
The birth of PAAC.
On December 21, 1935, the Army of the Philippines was formally

established by the Philippine National Assembly pursuant to Article II of the
Commonwealth Act No. 1, otherwise known as the National Defense Act. The
Army Regular Force was composed of the Infantry, the Cavalry, the Field
Artillery, the Coast Artillery Corps, the Air Corps, the Corps of Engineers, the
Signal Corps and the active elements of the Off-Shore Patrol.
With the passage of the Commonwealth Act No. 1, the 6,000-strong

officers and men of the Constabulary formed the nucleus of the Army's
Regular Force and for its part, the PCAC became the Philippine Army Air
Corps (PAAC) on January 10, 1936, thus, giving birth to aviation in the
Philippine Army. The PAAC under the command of Cpt. Basilio B. Fernando
was conceived with the mission to defend the Philippine skies and to perform
aerial reconnaissance and liaison functions. The defense plan called for 150
fast fighter and bomber aircraft for the PAAC which will serve as the country's
first line of defense.
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The first air battle.
When World War Two broke out in the Pacific on December 8, 1941,
the PAAC was immediately mobilized to defend the Philippine skies. The
“baptism of fire” for the Army aviators occurred on December 10 when five
obsolete Boeing P-26A Peashooter fighter planes of the 6th Pursuit Squadron
led by Cpt. Jesus A. Villamor gallantly engaged the numerically superior
Japanese warplanes composed of Mitsubishi A6M2 Zero-sen fighters and
G4M Betty bombers into an aerial battle over Rizal and Batangas. Villamor
was credited to have shot down an enemy plane.
On December 12, Lt. Cesar Basa became the first Army aviator to die
in aerial combat when he was riddled with machine gun fire by Japanese
fighter planes after he bailed out from his burning aircraft. On December 14,
while on an aerial reconnaissance mission, Lt. Jose Gozar claimed to have
shot down an enemy plane after engaging with three Japanese A6M2s in a
dogfight. Another dogfight took place on December 23 when Lt. Jose Kare
chanced upon a Japanese A6M2 over Ragay Gulf and confirmed to have shot
it down where he was wounded on his seat but managed to fly back to
Batangas Field in Barrio Alingalan, Batangas.
The air battles that was fought proved that the kind of warplanes sold
by America to the Philippines did not matched the bravery and fighting skills of
the Filipino fighter pilots. Despite its obsolescence, the PAAC’s P-26As holds
the distinction of being the only fighter aircraft of its type to have engaged in
air combat during the War. With no more aircraft to fly, other PAAC personnel
valiantly engaged the invading Japanese forces on the ground during the
defense of Bataan and Corregidor, during the guerilla and resistance
operations throughout the Philippine archipelago, and until the liberation of the
Philippines.
The Philippine Army Air Force
Reorganization of the PAAC.
Before the War officially ended in 1945, the surviving PAAC personnel
were immediately sent to the U.S. mainland for retraining while the U.S. Army
Air Force (USAAF) reorganized the PAAC. By virtue of Headquarters Army of
the Philippines General Orders No. 58, the PAAC was reorganized as the
Philippine Army Air Force (PAAF) when the 1st Air Materiel Squadron and the
1st Air Engineer Squadron was initially activated on May 15, 1945. The
reorganization of PAAF was patterned from what the U.S. Army did to create
the USAAF before the outbreak of World War Two in the Pacific.
On September 1, the PAAF under the command of Col. Edwin D.

Andrews regained its flying status when its 1st Troop Carrier Squadron was
activated and initially equipped with two Douglas C-47 Skytrain transport
planes. On March 13, 1946, the 1st Air Squadron of PAAF was initially
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equipped with two Piper L-4 Grasshopper liaison planes and was based at
Grace Park Field in Kalookan, Rizal.
A month later, the 1st Air Squadron was re-designated as the 1st Liaison
Squadron and was given five Stinson L-5 Sentinel liaison planes as additional
air assets. On May 25, the 1st Air Liaison Squadron vacated Grace Park Field
and transferred to Lipa Army Air Base in Lipa, Batangas to join the 1st Troop
Carrier Squadron.
Independence from American colonial rule.
With the War over and security concerns changing, U.S. President
Harry S. Truman released the Army of the Philippines from service of America
effective midnight of June 30. When the Philippines regained its full
independence as a sovereign nation from American colonial rule on July 4,
the Army of the Philippines returned to the control of the Philippine
government under Manuel A. Roxas, the last president of the Philippine
Commonwealth and the first president of the Republic of the Philippines (RP).
The Filipinos were finally given the chance to govern themselves again as a
sovereign nation.
On April 21, 1947, another batch of 22 student aviators mostly enlisted

men graduated from Liaison Pilot Training. The 1st Liaison Squadron was
again equipped with additional 23 L-5s courtesy of the RP-US Military
Assistance Pact. The lack of pilots in the PAAF and the continued arrival of
liaison planes prompted the Army to authorize some of its qualified enlisted
men to undergo flight training.
Demise of aviation in the Philippine Army.
Effective July 1, the PAAF was converted into Philippine Air Force
(PAF) after Roxas issued Executive Order No. 94 on October 4, 1947 in
Malacañan Palace and was raised to the category of a major command. All
the PAAF's powers, functions, duties, appropriation, personnel, records,
armaments, weapons, equipment, supplies, clothing, buildings, real estate
and its appurtenances thereto were transferred to the PAF. With its separation
from the Army, the PAF was given the primary mission of providing air
defense to the entire Philippine archipelago.
Inspired by the efforts made by the British Royal Air Force and the
German Luftwaffe, the PAF became an independent branch ahead of the
USAAF [later became the U.S. Air Force] before it separated from the U.S.
Army.
Unlike the U.S. Air Force (USAF) which left few liaison, observation
and VIP airplanes and some wobbly experimental machines called helicopters
to the U.S. Army, the PAF packed all its available aircraft with nothing left for
the Army. The separation of the PAAF from the Army also caused the exodus
of some veteran PAAF aviators and aircraft mechanics to join the civil aviation
industry particularly in the Philippine Airlines.
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The PAF even gave up and abandoned the pre-war PAAC airfields of
Maniquis, Zablan, Batangas and Lahug in favor of Floridablanca, Nichols and
Lipa Army Air Bases which were previously used and developed by the
USAAF. Three months after the PAAF became the PAF, the Philippine Naval
Patrol [now the Philippine Navy] organized its own aviation unit by activating
the Naval Air Section [now the Naval Air Group under the Philippine Fleet of
the Philippine Navy] to provide air support to its naval operations.
The Army abandoned the development of its own air component and
instead concentrated on ground operations and the mission and functions of
the army aviation were taken and performed by the PAF. Later, the Army was
left as the only major service of the Armed Forces of the Philippines (AFP)
with no aviation unit to be proud of. Many senior Army commanders did not
realized the value of having its own air component and its possible effect on
future ground operations --- a blunder in the history of Philippine military
aviation that would haunt the Army for the next 30 years.
The Army Aviation Battalion (Provisional) of 1978
Activation of the Army Aviation Battalion.
After three decades of having no aviation unit that is organic to the

Army, senior Army commanders realized the Army's blunders on its decision
to abandon the development of its own air component when heavy toll of
casualties were suffered by the Army, Navy and Constabulary operating
troops on its anti-dissidence campaigns and counter-insurgency operations
(COIN).
Army field commanders especially those assigned in far flung areas

had a hard time requesting for air support from the Air Force. They have no
direct control on the utilization and deployment of their combat and utility
aircraft when it comes to the Army's need in aerial reconnaissance, forward
observer, close air support, battlefield mobility, and casualty evacuation.
The inefficient system and lack of coordination between the Army

combat units and the Air Force tactical flying units resulted to the loss of many
lives from the military and the civilians and even brought extensive damages
to properties during the turbulent years of the Huk rebellion and the Kamlon-
led uprising in the 1950s and followed by the armed conflict in the 1960s and
in the 1970s against the communist insurgents New People's Army (NPA), the
secessionists Moro National Liberation Front and other armed lawless groups.
With the Army’s desire to organize an aviation battalion of its own, an

aviation committee was created by Headquarters Philippine Army (HPA) on
November 10, 1977 to come up with the Table of Organization and Equipment
for Army Aviation based on the PA Revitalization Program. On April 15, 1978,
the Army Aviation Battalion (Avn Bn) was activated as a provisional unit of the
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Army pursuant to HPA General Orders No. 72 with the primary mission of
providing tactical airlift of combat troops, supplies and equipment of the
divisions/brigades during the conduct of operation. Two Army aviators, Maj.
Roderico A. Castro and 1Lt. Ernesto C. Nano who were performing flight
missions with the Air Force as rotary and fixed wing pilots respectively were
immediately recalled by HPA to organize and lead the Avn Bn. Castro
became the first commander of the Avn Bn.
No aircraft for the Army.
Immediately after its activation, the Army sent some of its officers to
undergo flight training on light plane and helicopter while the enlisted
personnel underwent training on aircraft maintenance and air traffic control.
Unluckily while it was attached with the Army Special Warfare Brigade, the
planned acquisition of utility helicopters for the Avn Bn did not materialize.
With no aircraft to fly and maintain, the Avn Bn was deactivated by HPA on
March 31, 1983.
One of the reasons why the Avn Bn was deactivated was due to the
insistent lobbying or influence made in the Ministry of National Defense and in
the General Headquarters AFP of some senior officers from the Air Force that
". . . anything that flies belongs to Air Force!” As a result, the former U.S. Army
helicopters which were already on its way to the Philippines and were
intended for the Avn Bn were given instead to the Air Force.
The Aeroscout Company
Activation of the Aeroscout Company.
Three years after the lamentable deactivation of Avn Bn, a smaller but
a compact air component emerged as the core of a more durable aviation unit
of the Army. The Aeroscout Company (Aero Co) was activated on June 16,
1986 by Army Commanding General Brig. Gen. Rodolfo A. Canieso through
HPA General Orders No. 153 as a provisional unit of the Light Armor Brigade
(LABde).
Based on the proposed TOE submitted to the Organizational Branch of

the Office of the Army Assistant Chief of Staff for Operations three days
before its activation, the mission of Aero Co was to extend by aerial means
the reconnaissance and security capabilities of ground units and to provide
tactical air movement of personnel, supplies and equipment in the combat
areas.
The Aero Co was organized into a Company Headquarters, a Service

Platoon, a Flight Operations Platoon and an Aeroscout Platoon. It was also
authorized to have 20 officers and 102 enlisted personnel at full strength and
14 officers and 83 enlisted personnel at reduced strength.
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For its initial fill-up, it had 10 enlisted men [mostly members of the
defunct AABn] with Cpt. Ernesto C. Nano as its first commander and the lone
aviator. The two 1958 model Cessna 172 Skyhawk light planes were given to
Aero Co as its initial aircraft and carried its new Army aircraft numbers, the PA
861 and the PA 862. These aircraft were acquired by Aero Co through the
efforts of the Army and not even one was negotiated through the RP-US
Military Assistance Pact. The headquarters of Aero Co was stationed at the
former cadre site beside the airstrip of Fort Ramon Magsaysay in Palayan
City, Nueva Ecija where it became the new home of the Army Aviation.
The First COIN Mission.
On July 1, Aero Co started its first official mission when it participated

directly in COIN operations to support the Army's First Scout Ranger
Regiment against the dissident terrorists in the Southern Tagalog province.
The Cessna 172 No. PA 861 was dispatched along with Nano himself as pilot
and established its aero detachment in Lucena Airfield in Lucena City,
Quezon as its base for flight operations.
The first Filipino female military aviator.
When the Army saw the need to have additional aviators in the newly
activated air unit, the Aero Co immediately initiated a flight training program
for selected student aviators. The Army tapped the services of a civilian flight
training school since it was not yet capable of training its own aviators. On
August 23, 1Lts. Ramona M. Palabrica and Leonido P. Bongcawil started their
ground and flight training at Aerostar Flight Training Center located at the
General Aviation Area of Manila Domestic Airport in Pasay City, Metro Manila.
The 29-year old Palabrica, a native of Iloilo, entered the history of

Philippine aviation as the first Filipino female military aviator after she was
released by Nano to fly solo in Cessna 172 No. PA 862 on November 3 at
Fort Magsaysay Army Aerodrome. Her first solo flight in an Army aircraft was
a historic feat in the field of Philippine military aviation never before achieved
by any air units from the Constabulary, the Air Force and the Navy [the Air
Force started admitting women for flight training only in 1992 while the Navy
only in 2001].
Two days later, Nano also released Bongcawil for his first solo flight
also in Fort Magsaysay Army Aerodrome. On December 24, a 1965 model
Beechcraft 80 Queenair light transport plane No. RP C-701 was added to the
fleet of the fledging unit.
Additional aircraft for Aeroscout Company.
During the first quarter of 1987, a Cessna 421B Golden Eagle and a
Cessna 310 twin-engine light transport planes were acquired by Aero Co.
Upon arrival in Fort Magsaysay, these aircraft were immediately painted with
Army markings and carried its new Army aircraft registry numbers --- the
Cessna 421B became PA 871 while the Cessna 310 as PA 872.
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On June 29, 1987, Aero Co was attached to the Training Command,

Philippine Army (TCPA) pursuant to HPA General Orders No. 279 to assist
the latter on its training activities particularly in Close Air Support subjects. It
also provided communications and forward observer platforms for the field
artillery live fire exercises and likewise conducted reconnaissance flights over
the Fort Magsaysay Military Reservation which covers 34,115.9 hectares of
land.
On August 12, 1988, the Aero Co continued its direct participation in

COIN operations by putting up another aero detachment at Yulo Airfield in
Canlubang, Laguna. The aero detachment supported independent Scout
Ranger companies operating in Southern Luzon area. It was also during this
time that the six newly-trained Army aviators were put to test when they were
tasked to fly aerial reconnaissance missions.
Exactly after one month, an order came moving them out of Yulo
Airfield and transferred its aero detachment in Bagabag Airport in Bagabag,
Nueva Vizcaya to support the 4th Scout Ranger (Mountain) Battalion and the
1st Scout Ranger Company operating in the mountainous areas of Isabela,
Nueva Vizcaya and Ifugao provinces.
In 1989, the Aero Co saw the delivery in Fort Magsaysay additional

aircraft to boost its capability in aerial reconnaissance when it acquired two
1980 model Cessna 172N Skyhawk light planes and were given its Army
aircraft registry numbers --- the PA 891 and the PA 892. On March 8, its aero
detachment transferred to Lingayen Airport in Lingayen, Pangasinan to
intensify its COIN operations by supporting the 1st Scout Ranger Company
and other Army combat units operating in the provinces of Pangasinan and
Zambales.
On December 1, Aero Co witnessed its first turn over of command

when Nano relinquished his position to Cpt. Carlos M. Taganas. Taganas
initiated a project to renovate their hangar and the construction of an air traffic
control tower. Before 1991 ended, Aero Co witnessed the delivery of two
second-hand 1966 model Cessna 206 light planes to Fort Magsaysay --- the
Cessna P206A Skylane No. PA 911 (formerly RP C-66) and the Cessna
U206A Skywagon No. PA 912 (formerly RP C-756). The Cessna P206A
which was bought at PhP 2.6 million and the Cessna U206A at PhP2.8 million
from a civilian aircraft dealer were soon grounded after several test flights
conducted by Aero Co and were recommended for complete repair and
engine overhaul.
Cpt. Leonido P. Bongcawil took command of Aero Co on June 24,

1992 vice Taganas. It was during his term that the air traffic control tower was
finally completed and then pursued the training program for new aviators and
aircrew. On December 28, 1993, the HPA General Orders No. 1287 was
published on orders of Army chief Lt. Gen. Arturo T. Enrile terminating the
Operational Control status of Aero Co to TCPA effective December 15 but
was transferred to 7th Infantry Division also on the same date.
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On August 1, 1995, Cpt. Ricardo B. Jalad took over the helm of

leadership of Aero Co from Maj. Leonido P. Bongcawil. Upon assumption of
command, he immediately facilitated the major repair of the two grounded
Cessna 206s and the overhaul of their engines as well as the immediate
procurement of aircraft spare parts and other fast moving items for the
Beechcraft 80 and the two Cessna 172s.
Bronze Cross for Army aviators.
On January 19, 1996, an aerial reconnaissance mission was flown by

1Lt. Jesus Rico D. Atencio and 2Lt. Richard T. Servito on board their Cessna
P206A No. PA 911 over known and suspected NPA encampments in the four
municipalities and one city in Nueva Ecija and one municipality in Aurora
including the thickly-forested mountain ranges of the Sierra Madre.
Their reconnaissance flight led to several internal security operations

conducted by the government troops in the municipality of Rizal in Nueva
Ecija which resulted to two armed encounters with the enemies. The armed
encounters further resulted to the killing of two dissident terrorists, the capture
of one wounded enemy, and the recovery of four high-powered and two low-
powered firearms with no casualties on the government side.
Two years later, the Army awarded these two aviators with Bronze
Cross Medals in recognition for their acts of heroism involving risk life as pilots
of that aerial reconnaissance mission. The said medal was the first of its kind
to be awarded to Army aviators for their heroic action and extra-ordinary feats
in flying the Army aircraft in support to COIN operations.
Aside from supporting the AFP on its COIN operations, it also extended
its assistance to the national and local government agencies and various non-
government organizations particularly in the areas of environmental protection
and in disaster relief and rehabilitation operations as well as other cause
oriented activities.
The plaques, awards, certificates and commendations received by

Aero Co particularly from the 5th Infantry (Star) and 7th Infantry (Kaugnay)
Divisions, the Special Forces Regiment (Airborne), the Department of
Environment and Natural Resources, and the city government of Cabanatuan
City was a proof of recognition for its humble contributions made in the
accomplishment of the Army's mission and in pursuit of the national economic
development despite its limited resources and capabilities.
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The Army Aviation Battalion (Provisional) of 1997
Reactivation of Army Aviation Battalion.
When Republic Act No. 7898 or otherwise known as the AFP

Modernization Act was signed into law on February 23, 1995, the Army
immediately prepared its modernization program to develop its ground force
capability. The AFP Modernization Program to be implemented for a period of
15 years was given an initial PhP50 billion to be used for the first five years.
The force restructuring and organizational development component of

the Army Modernization Program calls for the creation of an organic air unit
that will be supporting the soon to be created three rapid deployment infantry
divisions as well as the eight separate infantry brigades to be geographically
deployed on the three major island groups of the country. With the Army's
desire to initially acquire three twin-engine light planes and 14 multi-purpose
helicopters to support its rapid deployment concept, the plan to reactivate the
Army Aviation Battalion was finally considered with Aero Co as its nucleus.
In anticipation of the planned reactivation, the Aero Co prepared a

proposed TOE for the Philippine Army Aviation Battalion wherein it will be
manned by 85 officers, 370 enlisted personnel and four civilian employees. It
was proposed to be organized with a Headquarters and Headquarters
Company, an Aircraft Maintenance Company, an Aeroscout Company, a
Combat Aviation Support Company and an Aviation Training Unit.
To effectively perform its mission, it was also proposed to be equipped

with three utility airplanes, four trainer airplanes, 12 armed reconnaissance
helicopters, 15 medium lift utility helicopters and four trainer helicopters.
On July 1, 1997, HPA issued General Orders No. 1020 dated June 25,
1997 reactivating the Army Aviation Battalion (AABn) as a provisional unit with
a mission to provide aviation support and to perform aerial reconnaissance
and security operations for the Army. The AABn also became a major
subordinate unit of HPA. The newly-promoted Maj. Ricardo B. Jalad who was
the last to command the Aero Co was designated to be the battalion
commander of AABn.
Additional Army aviators.
After re-organizing his unit, Jalad realized the need to upgrade the
flying skills of his organic aviators and to train a new batch of student aviators.
He immediately requested a new flight training program to HPA wherein the
funding was immediately approved for the conduct of flight trainings. The
Aviation Training Unit of the AABn started to conduct its own basic flight
training for 11 student aviators undergoing the Aviator Qualification Training
wherein it was the first class to be conducted jointly with Master’s Flying
School, a civilian flight training institution registered with the Air Transportation
Office (now Civil Aviation Authority of the Philippines).
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Barely three months after the reactivation of AABn, the Philippine Army
Weapons, Equipment and Systems Committee (PAWESC) under the PA
Modernization Board created the Sub-Committee on Aviation composed of
selected AABn organic personnel. The Sub-Committee on Aviation was
tasked of formulating its own Circular of Requirements (COR) for the
acquisition of the Army's light planes and utility helicopters. With an initial
budget of PhP 108 million for each helicopter, the AABn immediately
conducted research and created its initial COR on utility helicopters.
The Army Aviation (Bagwis) Battalion
AABn absorbed by LABde.
Seven months of being a major subordinate unit of HPA, the AABn was
absorbed by LABde on February 1, 1998 pursuant to HPA General Orders
No. 82 dated 16 January 1998. As AABn became one of the combat support
units of LABde, its mission was changed to perform aerial reconnaissance
and security operations for the Light Armor Brigade and general support for
the Philippine Army.
The first Silver Wing.
On March 31, the Silver Wing Medals were finally awarded by HPA to
Maj. Ricardo B. Jalad, Cpt. Gregorio S. Raymundo Jr., Cpt. Nicolas C.
Pongos Jr., 1Lt. Jesus Rico D. Atencio, and 1Lt. Richard T. Servito for their
meritorious achievements in aerial flights as aviators of Army aircraft and for
reconnaissance operation activities conducted against the enemies of the
state while serving the Aero Co from August 1, 1995 to July 1, 1997.
The said medal was also awarded to Cpt. Pascual Luis D. Bedia, Cpt.
Ferdinand B. Ramos, and Cpt. Rynell R. More. They were the first Army
aviators to be recognized and to receive such kind of recognition for
meritorious achievements in flying the Army aircraft --- seven years after the
Army was given the authority to award the said Medal.
Fit for armed reconnaissance.
On August 30, the Aircraft Maintenance Company successfully

completed their project to mount a 7.62mm M60 Light Machine Gun on the
Army aircraft which was never done before. The machine gun was borrowed
from the Commando V-150S Armored Vehicle of the 3rd Light Armor
(Kaagapay) Battalion.
To test its firing platform while on flight, Pongos and 1Lt. Rolando M.
Acido flew the Cessna U206A No. PA 912 with the mounted machine gun
together with TSg. Cecilio B. Suyat as gunner and SSg. George I. Reburiano
as ammunition bearer. The 20-minute test flight was conducted in Fort
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Magsaysay at the gunnery range near the Taclang Damulag Hill. The first
pass was done at 100 knots and started with an initial of two to three burst of
fire and then followed by continuous firing of 20 rounds. The test firing was
successful and it was repeated again for the second pass at 90 knots before
they landed.
The indigenous project spearheaded by Acido with his skilled aircraft

maintenance personnel to locally fabricate a gun mounting showed that the
AABn can prove its capability in making the Army aircraft fit for armed
reconnaissance mission.
Deregistration of Beechcraft 80.
Before the year ended, the Army Beechcraft 80 No. RP C-701 ceased
to exist as a civilian registered aircraft after it was pulled out from the Aerostar
hangar at the Domestic Airport in Pasay City, Metro Manila. The aircraft was
deregistered from the Air Transportation Office and its civil registry number
was replaced by an Army registry number and became known as PA 701 with
Army markings painted on its fuselage and wings. The Army aircraft was
transferred to Air Ads hangar and remained there for several months to
undergo major repairs before it was flown back to Fort Magsaysay Army
Aerodrome.
Army aircraft in Mindanao.
After a series of flight demonstrations made by AABn at the

headquarters of LABde in Camp O'Donnell in Capas, Tarlac on the capability
of Army aircraft to provide air support to infantry and armored units, the HPA
finally decided to deploy an aero detachment to Southern Philippines upon the
recommendation of Brig. Gen. Efren L. Abu, the commander of LABde. The
much awaited deployment of an aero detachment which was originally
planned in 1996 finally came through.
The aero detachment was placed under the operational control of the
nd
2 Light Armor (Frontliner) Battalion based in Maguindanao to support the
Army's 6th Infantry (Kampilan) Division who were confronting the Southern
Philippines Secessionist Groups and the Local Communist Movement in
Central and Southern Mindanao.
On June 4, 1999, the Aeroscout Company of the AABn was manned

when an aero detachment was initially organized as Scout Team Alpha
composed of three aviators and three aircrew. On the early morning of July
29, the Cessna U206A No. PA 202 flown by Atencio and Servito with Jalad
and their crew chief MSg. Cecilio B. Suyat landed at Cotabato Airport in
Awang, Datu Odin Sinsuat, Maguindanao.
Reconnaissance of MILF strongholds.
The Scout Team Alpha immediately conducted route checks and

reconnaissance flights on the different airports and airfields in Mindanao as
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well as discovering new airfields not shown on their aeronautical charts. On

July 12, the Cessna U206A No. PA 202 flown by Atencio and Servito with
personnel from the 6ID Tactical Operations Center (TOC) and the 29th Military
Intelligence Company took off Cotabato Airport for their first tactical aerial
reconnaissance mission in the strongholds of the Moro Islamic Liberation
Front (MILF). The Cessna U206A No. PA 202 was the first military aircraft of
the AFP to conduct aerial reconnaissance at Camp Abubakre Al-Siddique.
Their epic flight which was successfully executed along with two Air
Force McDonnell Douglas MD-520MG Defender attack helicopters (PAF No.
398 and PAF No. 437) as armed escorts was the first kind of joint air
operation conducted by the AABn and the 15th Strike Wing in support to the
anti-dissidence campaigns. It even proved the reliability and inter-operability
between the air components of the two AFP major services when it comes to
joint air operations. The photographs and video shots they got were used
extensively during the massive military operations of the AFP during the first
two quarters of the following year against the MILF forces.
As part of the ceasefire agreement between the Philippine government

and the MILF, the AFP was ordered to avoid offensive operations or
provocative actions against the MILF. Despite the existing agreement, the
MILF continued conducting terrorist activities by showing that it was a force to
reckon with and had gone to a certain extent and openly declared that its
objective was secession and formation of an independent Islamic state. What
was called the time for peace and confidence building measures by the
Ramos administration from 1995 to 1998 was actually a time for war and force
build-up for the MILF.
The fall of Camp Abubakre.
From January to July 2000, the Scout Team Alpha actively took part in
various tactical aerial reconnaissance missions against the MILF forces. While
the Scout Team Alpha was on its peak of providing air support to defeat the
MILF forces in Mindanao, the stewardship of AABn was transferred by Jalad
to Maj. Jose Rizaldy S. Matito on July 7 in a simple turn-over ceremony held
at its headquarters in Fort Magsaysay. After a challenging stint and productive
years of Jalad at the AABn, he was chosen by Abu to be the assistant chief of
staff for operations of LABde.
On July 8, the MILF's main headquarters in Camp Abubakre Al-

Siddique fell to the hands of the AFP troops --- ten days ahead of schedule.
Captured among others in the MILF stronghold were the Bedis Military
Academy, its armory and concrete bunkers, and the fortified residence of
MILF Chairman Hashim Salamat. Since the capture of all enemy camps and
concentration areas, the remaining MILF rebels have splintered into small
groups and retreated to the mountains of Central Mindanao.
Although the MILF forces was finally defeated, the Scout Team Alpha
remained in Mindanao to continue providing air support to Army combat units
involved in internal security operations. Their capability to provide air support
A-13
PAM 3-03
even extended to the Zamboanga peninsula and the islands of Basilan and
Sulu to support the AFP Southern Command [now AFP Western Mindanao
Command] on its operations against the extremist Abu Sayyaf and the
notorious Pentagon kidnap for ransom groups.
The Army aviators and aircrew who actively took part in various tactical
aerial reconnaissance missions during the Mindanao anti-dissidence
campaign against the MILF forces were either awarded with Bronze Cross
and Silver Wing Medals in recognition for their heroic and extra-ordinary feats
in providing air support to AFP combat units.
The flight to Sabah.
On June 27, 2001, the Beechcraft 80 No. PA 701 conducted its first
flight outside the Manila Flight Information Region when it took off Edwin
Andrews Air Base in Zamboanga City and landed at Sandakan International
Airport in Sandakan, Sabah in Borneo Island with Lt. Gen. Gregorio M.
Camiling Jr. and his party on board to participate in the annual Philippines-
Malaysia VI (PHIMAL VI) Border Patrol Coordinating Conference.
Two days after the coordinating conference between the two countries,
the Army aircraft took off Sandakan on the way back to Zamboanga City with
the same crew and passengers including the Malaysian Consul to the
Philippines Hadji Mahalil. The Army aircraft flew back to Fort Magsaysay
Army Aerodorme after their passengers disembarked at Edwin Andrews Air
Base. The flight of the Beechcraft 80 to Sabah was the first flight in
international airspace ever made by an Army aircraft in the history of the Army
aviation.
For their historic feat, the AFP Southern Command awarded Matito,
More and Suyat the Distinguished Aviation Cross on September 12. The
award was the first of its kind to be awarded to Army aviators and aircrew.
Two years later, the Beechcraft 80 No. PA 701 flew again to Sandakan during
the PHIMAL 8 with Maj. Gregorio S. Raymundo Jr. as co-pilot.
The women of Army aviation.
Before the Republic Act No. 7192 also known as Women in

Development and Nation Building Act was enacted into law, the Army was the
first major service in the AFP to open its doors to its female members the
highly specialized field of military aviation. The re-assignment of 2Lt. Virginia
P. Nepomuceno and 2Lt. Maria Mignon Y. Aseniero to AABn brought the
number of qualified and rated female Army aviators to three, fifteen years
after Palabrica made the first solo flight by a female officer of the AFP.
On January 16, 2003, Matito relinquished his position as commander of

the AABn to Lt. Col. Ramona P. Go in a historic turn-over of command
ceremony held at its headquarters in Fort Magsaysay. Go (nee Palabrica),
who was the first female aviator of the AFP, holds the distinction of becoming
A-14
PAM 3-03
the first female military officer to become a battalion commander and to

command a flying unit in the AFP.
On February 13, an enlisted woman made her mark in Army aviation

when the Army Aircrew Badge was awarded to PFC Lorna D. Linga which
officially recognized her as the first female aircrew in the Army. Linga was
assigned with the Aircraft Maintenance Company of AABn as a rated Army
aircrew before the Badge was awarded.
Additional aircraft for AABn.
Despite its limited resources, the LABde was able to acquire additional
aircraft for AABn. On March 29, the LABde entered into an agreement with
the Aviation Technology Innovators, Inc. to provide PhP6 million for the
inspection and repair of two Cessna 421Bs No. RP C-1243 [named Habagat]
and No. RP C-1244 [named Ipo-ipo] operated by the Bureau of Soils and
Water Management. On July 1, the Cessna 421B No. 1243 was received by
the AABn and became the PA 401.
On December 4, 2003, Majors Gregorio S. Raymundo Jr. and Danilo

O. Cariño who were undergoing training in Advance Aviator Course with Cpt.
Russell Y. Gentica and 1Lt. Virginia P. Nepomuceno were released to fly the
Beechcraft 80 No. PA 701 as pilots-in-command and co-pilots respectively at
the Fort Magsaysay Army Aerodrome. Eighteen years after it was acquired by
the Army for the Aero Co, the said twin-engine aircraft was finally given to
Army aviators to fly without the services anymore of a civilian aviator.
Then on July 6, 2004, the AABn finally took charge of providing basic
flight training in the Army when its Aviation Training Unit (ATU) was tasked to
conduct the Aviator Qualification Course (AQC) Class 01-2004 to seven
student aviators of LABde for the first time without the assistance anymore of
a civilian flight training school.
On December 1, Lt. Col. Edgar L. Labitoria was designated to be the

commander of the AABn replacing Maj. Gregorio S. Raymundo who held the
position in an acting capacity. During Labitoria’s watch, the aviation facilities
of the AABn in Fort Magsaysay Army Aerodrome were improved to enhance
its operational efficiency. On the same month, the Beechcraft 80 No. PA 701
flown by Raymundo and Cpt. Richard T. Servito was used for the first time in
the conduct of parachute operations for the airborne students of the Special
Forces School. They were the last Army aviators to fly the Beechcraft 80 after
it was grounded for an indefinite period due to lack of aircraft spares for the
said aircraft.
Labitoria’s stint as commander of AABn was cut short when he was

succeeded by Lt. Col. Eliezer L. Losañes on October 1, 2005. Losañes was
instrumental in the acquisition of air traffic control equipment for the Fort
Magsaysay Control Tower. He was also able to convince HLABde for the
immediate acquisition of a flight simulator for the Aviation Training Unit in
order to enhance the flying proficiency of its aviators. The flight simulator was
A-15
PAM 3-03
delivered to AABn before the year ended. Losañes was replaced by Lt. Col.
Pascual Luis D. Bedia on August 22, 2006.
Before 2006 ended, two aircraft from the AABn flown by Maj. Alex T.
Aduca, Cpt. Richard T. Servito and 1Lt. Jose Antonio O. Isiderio joined the
search and rescue mission for the 96 Filipino fishermen who were missing in
South China Sea. Flying the Cessna 172N No. PA 101 and the Cessna 421B
No. PA 401 aircraft, the Army aviators were able to locate some of the
missing fishermen at the vicinity of Scarborough Shoal in South China Sea.
This was the first time the AABn joined a massive joint air, land and sea
search and rescue mission which was also participated by the different units
from the Army, the Navy, the Air Force, the Coast Guard, and the National
Police.
In 2007, additional aircraft were acquired by the AABn when a Cessna

172L (RP C-2120) and a Cessna 172M (RP C-2765) light planes arrived at
Fort Magsaysay Army Aerodrome on March 2 and April 27 respectively. When
the two aircraft was deregistered with the Air Transportation Office, it officially
became an Army aircraft when Cessna 172L became no. 072 and the Cessna
172M became no. 103 as its Army registry numbers. A few weeks later, the
AABn received an Italian-made Polaris Motor SRL microlight aircraft which
was bought by HPA. After a series of familiarization flights, Cpt. Vincent D.
Mauricio became the first to fly a microlight aircraft in the Army on May 14. On
June 11, the AABn through its ATU opened the AQC Class 02-2007 due to
lack of organic aviators.
Bedia was replaced by Lt. Col. James Ezra P. Enriquez on August 1,

2008 during a joint ceremony held in Fort Magsaysay Army Aerodrome
wherein seven student aviators graduated from their AQC including 2Lt.
Zeerah Blanche L. Lucresia, the fourth female aviator in the Army.
The Future of Army Aviation Battalion
Not included on the re-prioritized list.
Despite the allocated budget of PhP331 billion for the Armed Forces'
modernization, the CORs made by the AABn personnel who exerted efforts
and devoted their precious time on their research works and presentations for
the acquisition of their utility helicopters and twin-engine light planes were not
considered by the AFP Modernization Board on its priority list. The Asian
financial crisis in 1997 and 1998 and the AFP major offensives against the
MILF forces and Abu Sayyaf group in Mindanao in 1999 and 2000 contributed
to the shifting of the AFP priorities from external defense to internal security
concerns. The Armed Forces focused on addressing the economic and legal
issues affecting the implementation of its modernization program.
The Army's acquisition of utility helicopters was suspended along with

the Air Force's multi-role fighter jets and the Navy's off-shore patrol vessels
A-16
PAM 3-03
projects due to inflated costs following the peso devaluation. The existing
aircraft of the Army were not even included on its re-prioritized list unlike the
Air Force and the Navy whose aircraft were given the chance for upgrading.
Still no budget.
While the Air Force and the Navy had shown significant progress on
their respective Force Restructuring and Organizational Development
projects, the Army was unable to meet its restructuring target due to the
arduous internal security situation since 2001.
With the resurgence of rebel and terrorist activities and the return of the
internal security operations by the Philippine National Police to the AFP, the
planned acquisition of the utility helicopters and the twin-engine light planes
for the Army will only remain a dream for the Army aviators, aircrew members
and ground support personnel until the funding for the AFP modernization is
properly addressed.
A-17
PAM 3-03
A-18
PAM 3-03
ANNEX B
PHILIPPINE ARMY AERODROMES
1. FORT MAGSAYSAY ARMY AERODROME
a. Aerodrome Geographical and Administrative Data
b. Operational Hours
B-1
PAM 3-03
c. Handling Services And Facilities
d. Passenger Facilities
e. Rescue and Fire Fighting Services
f. Apron, Taxiway and Check Location Data
B-2
PAM 3-03
g. Surface Movement Guidance and Control System and

Marking
h. Aerodrome Obstacle
i. Meteorological Information Provided
B-3
PAM 3-03
j. Runway Physical Characteristics
B-4
PAM 3-03
k. Declared Distances
l. Approach and Runway Lighting
m. Other Lighting, Secondary Power Supply
n. Helicopter Landing Area
B-5
PAM 3-03
o. Air Traffic Service Airspace
p. ATS Communication Facilities
q. Radio Navigation And Landing Aids
B-6
PAM 3-03
r. Local Traffic Regulations
1) Aerodrome Regulations
(a) Closed to civil aircraft except on emergency or

prior request shall be made to the Commanding General, PA. Request for
landing clearance for civil registered aircraft should be addressed to:
The Commanding General, Philippine Army

Fort Andres Bonifacio, Makati City 1201
Attention: AC of S for Operations, G3
(b) Closed to aircraft without a functioning two-way

radio.
(c) Aerodrome traffic are controlled. No aircraft shall

penetrate the Air Traffic Zone with an indicated airspeed exceeding 200 knots
without ATC authorization.
(d) All aircraft are restricted from flying low over the
Integrated Firing Ranges, the Artillery Impact Areas and the Air-to-Ground
Gunnery Ranges unless authorized/cleared by ATC.
(e) Flight operations during sunset to sunrise needs

prior coordination with the Army Aviation (Bagwis) Battalion. Due to the
unavailability of runway lights, an aircraft may land and take-off provided pilots
are trained in night flying and equipped with night vision devices.
(f) Due to the unavailability of spacious ramp to

accommodate large aircraft, fixed wing aircraft operations will be temporarily
suspended whenever a C-130 aircraft or aircraft with same category is parked
or loading/unloading troops and cargoes at both ends of Runway 05/23.
(g) The threshold of Runway 05 is the designated

Helicopter Touchdown and Lift Off Area for helicopters intending to land at the
Aviation Helipad. Upon touchdown, helicopter pilots will be instructed by
Control Tower to taxi/air taxi from threshold of Runway 05 on the way to the
designated helipads. Helicopters are prohibited to lift off from Taxiway Alpha
or Taxiway Bravo.
(h) All engine run-ups must be conducted at the taxi

holding positions except for C-130 aircraft or aircraft with the same category.
(i) All civil aircraft must exercise extreme caution

when flying near the Danger Area (RP D28 Magsaysay).
B-7
PAM 3-03
2) Taxiing to and from stands
(a) An aircraft may taxi-out with power from the

parking bays. Taxi-in with power to the parking bays is not allowed.
(b) A C-130 aircraft or aircraft with the same category

must continue to taxi after touchdown towards the end of the runway before
making a 180-degree turn. All 180-degree turns must be made only at the
concrete pavement of the runway.
3) Parking
(a) Parking Bays 1 to 4 are exclusively for light aircraft

only.
(b) Helicopters may park only on one taxiway.

Helicopters may also park in the grassy area located between Taxiway Alpha
and Taxiway Bravo.
4) Taxiing - limitations
(a) Taxiing in the ramp and taxiways is limited only to

light aircraft operations.
(b) Pilots shall not taxi/air taxi aircraft at any time

without communication with and clearance from the Control Tower.
(c) If wind condition is calm, high speed taxi must be

made at Runway 23.
5) School and training flights, technical test flights and use

of runways
(a) School and training flights from civilian flight

training institutions must only be made after permission has been granted by
the Commanding General, Philippine Army.
(b) Technical test flights must not be flown over the

Integrated Firing Ranges and ammunition/POL dumps.
(c) Any aircraft that is unable to enter the taxiways to

load and unload troops and cargoes may use the active runway for such
purpose in coordination with the Control Tower only for a limited period of
time.
(d) Aircraft with hot armaments except machine guns

must arm/de-arm its weapons stations only at threshold of Runway 05.
B-8
PAM 3-03
6) Helicopter traffic – limitation
(a) All civilian helicopters are restricted from passing

within 1 NM from the periphery of Fort Ramon Magsaysay.
(b) All helicopters shall be maneuvered at a speed

that will give adequate opportunity to observe other traffic or any obstruction
to avoid midair collision.
(c) All helicopters flying within the aerodrome must

contact the Control Tower before crossing the final approach and midfield of
Runway 05/23.
s. Noise Abatement Procedures
Nil
t. Flight Procedures
1) General
(a) Unless otherwise instructed by the Control Tower

for reasons of safety or for expeditious flow of air traffic, departing and arriving
aircraft shall conform to the published traffic circuit.
(b) Air traffic control instructions and traffic information

issued by the Control Tower shall be acknowledge and complied with.
(c) All aircraft passing within the Fort Magsaysay

Military Flight Training Areas are advised to switch to Fort Magsaysay Tower
frequency (123.45 MHZ) for traffic monitoring.
2) Procedures for Departing Aircraft
(a) Departing aircraft shall contact the Control Tower

for taxi and take-off clearance or instructions before taxiing out of the ramp.
(b) Departing aircraft shall maintain a continuous

listening watch on the Control Tower frequency until cleared to change the
frequency or until outside the ATZ.
3) Procedures for Arriving Aircraft
(a) Arriving aircraft flying on VFR shall contact the

Control Tower and report over the designated visual reporting points for
landing instruction and traffic information.
B-9
PAM 3-03
(b) Designated Visual Reporting Points:
Reporting Points Distance to Aerodrome
North
Palayan 6.5 NM
Camp Tinio (abeam) 3.0 NM
Northwest
Cabanatuan 7.2 NM
West
Sta. Rosa (abeam) 7.8 NM
South
Gapan (abeam) 7.7 NM
Peñaranda 5.4 NM
(c) Arriving aircraft flying on IFR shall contact the

Control Tower at least 10 NM or upon leaving Approach Control.
4) Fort Magsaysay Military Flight Training Areas
(a) Mike One (M1) - Located north of Fort Magsaysay

Army Aerodrome, bordered by an imaginary line starting on Talavera town,
then north to Muñoz City; eastward to Rizal town, southward to Laur town and
back to Talavera town. Vertical limits is from surface up to 3,000 feet.
(b) Mike Two (M2) - Located adjacent to the southern

border of Mike One starting from Laur town southward towards the peak of
Hill 370 (Taklang Damulag Hill), then westward to Santa Rosa town,
northward to Talavera town and back to Laur town. Vertical limits is from
surface up to 3,000 feet.
(c) Mike Three (M3) - Located adjacent to the

southern border of Mike Two starting from Santa Rosa town going southward
to Gapan City and further south to San Miguel town, then eastward to Tartaro
town, northward towards the peak of Hill 370 (Taklang Damulag Hill) and back
to Santa Rosa town. Vertical limits is from surface up to 3,000 feet.
u. Additional Information
1) Bird concentration in the vicinity of the aerodrome
(a) Bird strikes sometimes occur during take-off roll

and while at the traffic circuit. Vigilance is necessary between October to April
annually as this is the bird migratory season. Some transient and resident
birds flock near the Cababaza Creek, near the Pahingahan and Cordero
Dams and on the ricefields within the Fort.
B-10
PAM 3-03
(b) Dispersal activities to eliminate birds through the

use of live ammunition is prohibited since the Fort Magsaysay Military
Reservation is a wildlife sanctuary.
2) Designated Parachute Drop Zones
(a) Paratrooper’s Drop Zones:
Drop Zone Dimension
DZ BULLET / DZ ROWE 914 M x 549 M

DZ CYNTHIA 800 M x 300 M
DZ HAYUFOX 800 M x 550 M
DZ TALAHIB 859 M x 350 M
DZ GUERILLA
(b) Skydiver’s (Military Freefall) Drop Zones:
Drop Zones Dimension
DZ AIR OPS 100 M x 100 M

DZ AVIATION 50 M x 75 M
DZ DIVISION PARADE GROUNDS 700 M x 150 M
DZ OLD HOSPITAL BUILDING 10 M x 16 M
DZ SOCOM PARADE GROUNDS 200 M x 100 M
B-11
PAM 3-03
v. Charts Related to an Aerodrome
Traffic Circuit Chart (RWY 05)

Traffic Circuit Chart (RWY 23)
B-12
PAM 3-03
B-13
PAM 3-03
2. CAMP CAPINPIN ARMY AERODROME
a. Aerodrome Geographical And Administrative Data
1 ICAO Location Indicator RPLM

2 Aerodrome Reference Point 14° 30’ 11” N 121° 21’ 47” E
coordinates and site at Aerodrome
3 Direction and distance from town 16 KM (8.63 NM) Northeast of
Tanay.
4 Elevation/Reference temperature 390 M (1,279 FT) / 29° C
5 Magnetic variation/Annual change
6 Aerodrome administration, 2nd Infantry (Jungle Fighter) Division,
address, telephone, telefax, telex, PA
AFS Camp Capinpin Army Aerodrome
Camp Capinpin, Tanay
1980 Rizal
HQ: (02) 6748888
OPTR: (02) 6742679 locals 6523
and 6543
7 Types of traffic permitted VFR
8 Remarks Military training area. Closed to civil
aircraft except on emergency or prior
request shall be made to the
Commanding General, PA.
b. Operational Hour
1 Aerodrome Administration 24 hours.

2 Custom and immigration None.
3 Health and sanitation 24 hours
4 Fueling Sunrise to sunset.
5 Handling Sunrise to sunset
6 Security 24 hours.
c. Passenger Facilities
At the town proper. Transient

1 Hotels
quarters only for military personnel.
2 Restaurants Within the camp.
3 Transportation Tricycle and Jeepney for hire.
4 Medical Facilities Medical Company and Camp
Capinpin Station Hospital.
5 Bank and Post Office Banks at the town proper. Post
Office within the camp.
6 Tourist Office At the town proper.
B-14
PAM 3-03
d. Rescue And Fire Fighting Services
Fire extinguishers, ambulance, utility

1 Rescue equipment
trucks and wrecker.
e. Apron, Taxiway And Check Location Data
1 Apron surface and strength Macadam
f. Surface Movement Guidance And Control System And Marking
1 Used of aircraft stand identifier Aircraft marshal and smoke

signs, taxiway guide lines and grenades available upon request.
visual docking/parking guidance
system of aircraft stands
g. Aerodrome Obstacle
in circling area and at Remark

In approach/take off areas
aerodrome s
1 2 3
Obstacle type Obstacle
Runwa Elevation Runway/Ar type
y/Area Markings/Lightin Coordinate ea Elevation
affected gs s affected Markings/
Lightings
a b c a b
RWY 04 TRANSCO power
APCH lines and trees
RWY 22 Communication
APCH antenna and trees
RWY Mountains, trees, obstacle
04/22 courses and antennas
located along the runway
strip.
B-15
PAM 3-03
h. Runway Physical Characteristics
Designatio Threshold Threshold

n True & Dimension Strength Coordinate elevation
Runway Magneti of Runway (PCN) and s and highest
Number c (M) surface of (Geoid elevation of
Bearing runway Undulation Touchdown
and ) Zone of
stopway precision
approach
runway
1 2 3 4 5 6
04 400 x 12 Concrete
22 400 x 12 Concrete
Slope of Stopwa Clearway Strip

Runway - y dimensions dimensions
Stopway dimensi (M) (M) Obstacle Remarks
ons Free Zone
(M)
7 8 9 10 11 12
Deep
embankment
s at the end
of Runway
04.
Elevated
surface at
the end of
Runway 22.
i. Declared Distances
TORA TODA ASDA LDA

Runway (M) (M) (M) (M)
Designat Remarks
or
1 2 3 4 5 6
04 400 400 400 400 STOL RWY
22 400 400 400 400 STOL RWY
B-16
PAM 3-03
j. Helicopter Landing Area
The Runway and the AFP Officer Candidate

1 Remarks School parade grounds may be used as
Helicopter Touchdown and Lift Off Area.
k. Local Traffic Regulations
1) Aerodrome regulations
(a) Closed to civil aircraft except on emergency or

prior request shall be made to the Commanding General, PA. Request for
landing clearance for civil registered aircraft should be addressed to:
The Commanding General, Philippine Army

Fort Andres Bonifacio, Metro Manila
Attention: AC of S for Operations, G3
(b) All civilian helicopters are restricted from passing

within 1 NM from the periphery of Camp Capinpin.
(c) Pilots must make a low pass before landing.
B-17
PAM 3-03
B-18
PAM 3-03
ANNEX C
FLIGHT PLAN FORMS
C-1
PAM 3-03
Figure C-2. Military Flight Plan Form (Philippine Navy)
C-2
PAM 3-03
Figure C-3. Military Flight Plan Form (Philippine Air Force)
C-3
PAM 3-03
Figure C-4. Civilian Flight Plan Form – Domestic (Air Transportation

Office)
C-4
PAM 3-03
INSTRUCTIONS
1. Accomplish form in quadruplicate:
a) Original (white) to FOBS, FSS, TWR or Airport Officer-In-

Charge;
b) Duplicate (yellow) to pilot-in-command;
c) Triplicate (green) to aircraft owner;
d) Quadruplicate (pink) to be carried on board the aircraft.
2. Complete all items in the Flight Plan form as required.
3. Completed flight plan form must be personally filed by the pilot-

in-command or his authorized representative (Licensed Flight Dispatcher) with
the appropriate air traffic services unit (FOBS, FSS and TWR, accordingly).
4. Erasure or alteration in accomplishing this form is not allowed.
5. Filed flight plan shall be kept for a period of one (1) year and
must be made available for references by the appropriate authority.
C-5
PAM 3-03
Figure C-5. Civilian Flight Plan Form – International (Air Transportation

Office)
C-6
PAM 3-03
ANNEX D
WEATHER FORECASTS
Figure D-1. Military Weather Forecast (Philippine Army)
D-1
PAM 3-03
Figure D-2. Civilian Weather Forecast (Air Transportation Office)
D-2
PAM 3-03
ANNEX C
MILITARY AIRCRAFT NATIONALITY MARKINGS
Albania Algeria Angola Argentina
Armenia Australia Austria Azerbaijan
Bahrain Bangladesh Belgium Benin
Bolivia Botswana Brazil Brunei
E-1
PAM 3-03
Bulgaria Burkina Faso Burundi Cambodia
Cameroon Canada Central African Chile

Republic
People’s Republic of China Republic of China Colombia

(Taiwan)
Republic of Congo Côte d'Ivoire Croatia Cuba
E-2
PAM 3-03
Czech Republic Denmark Djibouti Dominican Republic
Ecuador Egypt El Salvador Eritrea
Estonia Ethiopia Finland France
France Gabon Georgia Germany

(Naval Aviation)
E-3
PAM 3-03
Ghana Greece Guatemala Guinea
Guinea-Bissau Guyana Hungary
India Indonesia Iran Iraq
Ireland Israel Italy Jamaica
E-4
PAM 3-03
Japan Jordan Kenya Kuwait
Latvia Lebanon Libya Lithuania
Luxembourg Macedonia Madagascar Malaysia
Malta Mauritania Mexico Montenegro
E-5
PAM 3-03
Morocco Myanmar The Netherlands New Zealand
Niger Nigeria North Korea Norway
Pakistan Panama Peru
Philippines Poland Portugal
E-6
PAM 3-03
Qatar Romania Russia Rwanda
Saudi Arabia Senegal Serbia
Sierra Leone Singapore Slovenia Somalia
South Africa South Korea Spain
E-7
PAM 3-03
Sri Lanka Sudan Suriname
Sweden Switzerland Syria Tanzania
Thailand Togo Tunisia Turkey
Uganda Ukraine United Arab United Kingdom

Emirates
E-8
PAM 3-03
United Kingdom (low visibility) United States
Vietnam Yemen
Zambia Zimbabwe
E-9
PAM 3-03
E-10
PAM 3-03
ANNEX F
OTHER DISTINCTIVE SIGNS FOR PROTECTED PERSONS AND

OBJECTS
SYMBOL MEANING
- Flag of Truce
- Surrender
- Out of combat
- Interruption of combat
- Civil Defense
- Marked cultural objects:

general protection
- Personnel for protection of
cultural objects
- Marked cultural objects:

special protection
- Works and installation

containing dangerous forces:
dams dikes, nuclear power
plants
F-1
PAM 3-03
F-2
PAM 3-03
ANNEX G
AFTER FLIGHT OPERATIONS REPORT
(Security Classification)
HEADQUARTERS
AEROSCOUT COMPANY
ARMY AVIATION (BAGWIS) BATTALION, LAD, PA
Cotabato Airport, Awang, Datu Odin Sinsuat, Maguindanao
AC __________________
(Date)
SUBJECT: After Flight Operations Report
TO: Commanding Officer, AABn, LAD, PA

Fort Ramon Magsaysay, 3130 Nueva Ecija
Attn: S3
1. REFERENCE(S):
2. BACKGROUND:
3. FLIGHT DATA:
a. Type of Mission:
b. Type of Aircraft/Aircraft Nr:
c. Date Conducted:
d. Place(s) Conducted:
e. Total Flight Time/Nr of Sorties:
f. Flight Crew:
4. NARRATIVE:
5. RESULT OF FLIGHT OPERATION:
6. OBSERVATION(S) AND ANALYSIS:
7. LESSON(S) LEARNED:
8. RECOMMENDATION(S):
_______________________
_______________________
Commanding Officer
Annexes: (If any)
(Security Classification)
G-1
PAM 3-03
G-2
PAM 3-03
ANNEX H
Authority to Service PA Aircraft on Overseas Fligh
HEADQUARTERS
PHILIPPINE ARMY
Fort Andres Bonifacio, Metro Manila
______ __________________
SUBJECT: Authority to Service PA Aircraft on Overseas Flight
TO: _____________________________
(Flight Commander)
1. You are hereby authorized to have the PA aircraft composing

the flight mission under your command to be refueled or serviced abroad at
points authorized in the POL Carnet Card issued to you and/or at the following
points:
_______________________________________
_______________________________________
_______________________________________
2. Comply with the provisions of PAM 3-03 Army Aviation

Operations Manual.
____________________________
____________________________
AC of S for Logistics, G4
H-1
PAM 3-03
H-2
PAM 3-03
ANNEX I
AIRCREW FLIGHT DATA RECORD
I-1
PAM 3-03
I-2
PAM 3-03
ANNEX J
GROUND CREW INSPECTION CHECKLIST
HEADQUARTERS
ARMY AVIATION (BAGWIS) BATTALION
LIGHT ARMOR DIVISION, PHILIPPINE ARMY
Fort Ramon Magsaysay, 3130 Nueva Ecija
GROUND CREW INSPECTION CHECKLIST
ACFT TYPE: CESSNA 172N SKYHAWK DATE:

_____________________
ENG MODEL: O-360-A4M
ACFT SERIAL NR: 73504
ARMY ACFT NR: 891
Items for Inspection Pre-flight Postflight Remarks
A. Cabin
1. Control Wheel Lock - REMOVE
2. Ignition Switch - OFF
3. Master Switch - ON
4. Fuel Quantity Indicators – Check Quantity
5. Master Switch – OFF
6. Fuel Selector Valve – Fuller Tank
B. Empennage
1. Rudder Gust Lock – REMOVE
2. Tail Tie Down – DISCONNECT
3. Control Surfaces – Check Freedom of Movement and Security
C. Right Wing Trailing Edge
1. Aileron – Check Freedom of Movement and Security
D. Right Wing
1. Wing Tie Down - DISCONNECT
2. Main Wheel Tire – Check for Proper Inflation (29psi)
3. Before first flight of the day and after each re-fuelling, use sampler cup and
drain small quantity of fuel from fuel tank sump quick-drain valve to check for water,
sediment and proper fuel grade (BLUE)
4. Fuel Quantity – Check Visually for Desired Level
5. Fuel Filler Cap – Secure and Vent Obstruction
E. LEFT WING TRAILING EDGE
1. Aileron – Check Freedom of Movement and Security
F. LEFT WING LEADING EDGE
1. Pitot Tube Cover – REMOVE and Check opening for stoppage.
2. Stall Warning Vane – CHECK Opening for Stoppage.
3. Wing Tie Down – DISCONNECT
4. Fuel Tank Vent – Check for Stoppage
G. LEFT WING –
1. Main Wheel Tire – Check for Proper Inflation (29psi)
2. Before first flight of the day and after each re-fuelling, use sampler cup and
drain small quantity of fuel from fuel tank sump quick-drain valve to check for water,
sediment and proper fuel grade (Green)
3. Fuel Quantity – Check Visually for Desired Level
4. Fuel Filler Cap – Secure and Vent Obstruction
H. NOSE
1. Static Source Opening (Both Side of Fuselage) – Check for Stoppage.
2. Propeller and Spinner– check for Nicks, Security and Oil Leaks.
3. Landing and Taxi Lights – check condition and Cleanliness.
4. Nose Wheel Strut – Check for proper inflation (45psi)
5. Nose Wheel Tire – Check for Proper Inflation (31psi).
6. Nose Tie Down – DISCONNECT.
7. Fuel Strainer – Pull-out strainer drain knob for about 4 sec to clear fuel
strainer of possible water and sediment.
I. LIFE SUPPORT SYSTEM
1. Life vest – minimum of 4 pcs and check for expiration.
2. Fire extinguisher – check quantity
3. First aid kit – check completeness
4. Emergency locator transmitter – check battery and operation
J. FORMS AND DOCUMENTATION
1. Pre-flight inspection checklist
2. Aircraft logbook
3. Laminated checklist
AAS FORM NR 3-02
INSPECTED BY: CERTIFIED CORRECT: NOTED BY:
____________________ ___________________ __________________

Ground Crew/Crew Chief Co-Pilot Pilot-In-Command
NOTE: The same format is also used for other PA aircraft. Only the items for inspection vary on the checklist.
J-1
PAM 3-03
J-2
PAM 3-03
ANNEX K
WAIVER FORM FOR CIVILIANS BOARDING PA AIRCRAFT
WAIVER FORM FOR

CIVILIANS BOARDING PHILIPPINE ARMY AIRCRAFT
_______________________
(Date)
KNOW ALL MEN BY THESE PRESENTS:
WHEREAS, WE the undersigned are about to take flight this date in a PA Aircraft;
whereas we are doing so of our own initiative responsibility and risk not upon orders, desire or
suggestion to the Government of the Republic of the Philippines or any of its officers and
agents; whereas we have with us personal belongings, properties, goods and/or equipment.
Now, therefore, in consideration of the permission extended to us by the Government of the
Republic of the Philippines through its officers and agents to this flight, we, our executor
administrator hereby assign, dismiss, absolve, release and to forever discharge from the
Government of the Republic of the Philippines, its officers and agents from any liability,
course of action arising or of injury or death that may occur to us, loss, destruction or
deterioration of said belongings, properties, goods and/or equipment by reason this flight
irrespective of how much injury or death may occur to us or loss, destruction or deterioration
of said occurrence.
Aircraft Type/Army Aircraft Nr: _____________ Destination: __________________________

Aviators:____________________________ Itinerary: _______________________________
_____________________________
Aircrew Members: ____________________________
_____________________________
Name of Passengers Telephone Person to be notified in case of Signature

Nr emergency/Address
AAS FORM NR 3-04
SIGNED IN THE PRESENCE OF:

______________________________
______________________________
(CO or duly authorized representative
of the concerned AFP unit)
K-1
PAM 3-03
K-2
PAM 3-03
ANNEX L
SEARCH AND RESCUE UNITS
L-1
PAM 3-03
L-2
PAM 3-03
ANNEX M
EMERGENCY FREQUENCIES
Frequency Emission Effective Range (NM) Remarks
121.5 MHz VHF AM Voice/data Generally limited to line of Most ATS facilities, military
sight. towers; an ELT or EPIRB
transmitting on 121.5MHz may
make this frequency impractical
for communications.
243.0 MHz VHF AM Voice/data Generally limited to line of Military emergency frequency.
sight.
123.1 MHz VHF AM Voice Generally limited to line of SAR operations; on-scene
sight. communications.
2182 kHz HF R3E, H3E, J3E, J2A, Generally less than 300 International Maritime voice
J2B miles for average aircraft distress, safety, and calling
radiotelephony installations. frequency.
Silence period on this frequency

are observed for three minutes (3
min.) twice an hour. Beginning on
the hour and at 30 minutes past
each hour to facilitate reception of
distress calls.
Ships, boats at sea, Coast Guard

Stations, commercial coast
stations.
3023 kHz HF R3E, H3E, J3E, J2A, Several thousand miles Alternate on-scene and SAR
4125 kHz HF J2B depending upon coordination communications.
5680 kHz HF radiotelephony propagation conditions.
Vessels and aircraft SAR
coordination.
500 kHz MF CW, telegraphy Generally less than 100 Ships at sea, Coast Guard
miles for average aircraft Stations, FSS, and commercial
installations. coast stations. Use is decreasing
due to advanced comm.
technology. As of February 1999,
international requirements to have
this capability aboard ships
ceased.
156.8 MHz, VHF FM, voice Line of sight International VHF maritime voice
Channel 16 distress, safety and calling
frequency.
3023 kHz HF R3E, H3E, J3E, J2A, Several thousand miles Alternate on-scene and SAR
4125 kHz HF J2B depending upon coordination communications.
5680 kHz HF radiotelephony propagation conditions.
Vessels and aircraft SAR
coordination.
156.3 MHz, VHF FM, voice Line of sight On-scene Maritime SAR
Channel 06 communications.
M-1
PAM 3-03
M-2
PAM 3-03
ANNEX N
TABLE OF ORGANIZATION
ARMY AVIATION BATTALION
Designation: Combat Support Unit
SECTION I. General Organization
SECTION II. Personnel Allowances
A. Recapitulation of Total Personnel by Grade (Vol. 1)
B. Unit Manning Documents (Vol. II)
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To conduct aviation operations for the Philippine

Army.
2. ASSIGNMENT: Philippine Army
3. CAPABILITIES:
a. Provide air movement of troops and supplies.

b. Perform maneuvers during air assault operations when
tasked organized with other combat forces.
c. Provide aerial observation, reconnaissance, and
surveillance.
d. Provide evacuation of casualties, captured enemy
e. Provide aircraft for command, control, communication,
conditions.
h. Conduct parachute and air drop operations.
i. Perform depot level aircraft maintenance.
j. Provide air traffic service and airspace control.
k. Provide ground support for aerodrome operations.
l. Conduct aviation-related training.
N-1
PAM 3-03
4. BASIS OF ALLOCATION: One (1) aviation battalion for the

Philippine Army.
5. MOBILITY: 80%
N-2
PAM 3-03
VOLUME 1
SECTION II - RECAPITULATION OF PERSONNEL ALLOCATIONS
DESCRIPTION
AABn GRADE STRENGTH
OFFICERS
O6 1
O5 1
O4 5
O3 10
O2 26
O1 53
TOTAL 96
ENLISTED
PERSONNEL
E8 1
E7 15
E6 24
E5 57
E4 197
E3 160
E2 14
E1 0
TOTAL 468
CIVILIAN EMPLOYEE
CE 4
AGG TOTAL 564 / 4
N-3
PAM 3-03
HEADQUARTERS & HEADQUARTERS COMPANY
Designation: Combat Service Support Unit
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To provide personnel and equipment to command

and control the Army Aviation Battalion.
2. ASSIGNMENT: Army Aviation Battalion
3. CAPABILITIES:
a. Provide command, control and supervision of the

operation of organic and attached elements of the Battalion.
b. Provide intelligence and security support to the Battalion.
c. Provide communications support to include centralized
unit level maintenance of communication equipment.
d. Provide unit level medical support.
e. Provide unit administrative support to assigned and
attached units.
f. Provide flight operation and control to all Army aircraft.
g. Provide air traffic service and airspace control.
h. Provide ground support for aerodrome operations.
4. BASIS OF ALLOCATION: One (1) headquarters and

headquarters company per Aviation Battalion.
5. MOBILITY: 85%
N-4
PAM 3-03
VOLUME 1
SECTION II - RECAPITULATION OF PERSONNEL ALLOWANCES
DESCRIPTION
HHC, AABn GRADE STRENGTH
OFFICERS
O6 1
O5 1
O4 5
O3 6
O2 4
O1 11
TOTAL 28
ENLISTED
PERSONNEL
E8 1
E7 11
E6 12
E5 13
E4 84
E3 72
E2 9
E1 0
TOTAL 202
AGG TOTAL 230
N-5
PAM 3-03
VOLUME II
SECTION II – A UNIT MANNING DOCUMENT
DESCRIPTION GRADE STRENGTH

HHC, AABn
BATTALION HEADQUARTERS
`
COMMAND SECTION
Battalion Commander O6 1
Battalion Ex-O O5 1
Battalion Sgt Major E8 1
Liaison NCO E5 1
Driver/Security E5 1
Sub-Total - - - - 5
S1 & ADJUTANT SECTION
Admin/Pers Officer and Adjutant O4 1
Admin/Personnel NCO E7 1
Asst Admin/Personnel NCO E6 1
MILVED / MILE NCO E5 1
Records Clerk E4 1
Computer Analyst/Data Encoder E3 1
Messenger/Driver E2 1
Sub-Total - - - - 7
S2 SECTION
Intelligence Officer O4 1
Intelligence NCO E7 1
Counter-Intelligence Spec E5 1
Records Clerk E4 1
Sub-Total - - - - 6
S3 SECTION
Operations Officer O4 1
Asst Operations Officer/Flight O3 1
Operations Officer
Operations NCO E7 1
Training NCO E6 1
Draftsman/Comp Graphics Spec E4 1
Records Clerk E4 1
Messenger /Driver E2 1
Sub-Total - - - - 8
N-6
PAM 3-03
S4 SECTION
Logistics Officer O4 1
Asst Logistics Officer/ RSO O3 1
Logistics and Supply NCO E7 1
Asst Logistics and Supply NCO E6 1
Records Clerk E4 1
Sub-Total - - - - 8
S7 SECTION
Civil Military Operations Officer O4 1
Civil Military Operations NCO E7 1
PSYOPS NCO E6 1
Records Clerk E4 1
Sub-Total - - - - 6
AVIATION SAFETY SECTION
Aviation Safety Officer O5 (1)
Aviation Safety NCO E7 1
Records Clerk E4 1
Sub-Total - - - - 3
SIGNAL SECTION
Signal Officer O3 1
Signal NCO E7 1
Radio Optr/Technician E4 6
SWB Optr/Driver E3 3
Sub-Total - - - - 12
AVIATION MEDICAL SECTION
Flight Medical Officer O3 1
Flight Nurse O2 1
Aviation Medical NCO E7 1
Aidman E4 7
Ambulance Driver E3 2
PROCUREMENT & FINANCE
SECTION
Procurement/Finance Officer O3 1
Procurement NCO E7 1
Finance NCO E7 1
N-7
PAM 3-03
Records Clerk E4 1
Sub-Total - - - - 5
HEADQUARTERS AND
HEADQUARTERS COMPANY
COMPANY HEADQUARTERS
HEADQUARTERS SECTION
Company Commander O3 1
Company Ex-O/RSO/AMO O2 1
Company F/Sgt E7 1
Operations Sgt E6 1
Admin/Personnel Sgt E5 1
Sub-Total - - - - 7
COMMAND AVIATION PLATOON
Platoon Leader O2 1
FW Pilot O1 9
Platoon Sgt E5 1
Sr Acft Crew E4 6
Acft Crew E3 6
Ground Spt Eqpt Spec E3 6
AIRFIELD SECURITY PLATOON
PLATOON HEADQUARTERS
Platoon Leader O2 1
Platoon Sgt E6 1
Sub-Total - - - - 2
1ST SECURITY SQUAD
Squad Ldr E5 1
Team Ldr E4 2
Grenadier E3 2
LMG Gunner E3 2
Rifleman E3 2
Sub-Total - - - - 9
2ND SECURITY SQUAD
Squad Ldr E5 1
Team Ldr E4 2
Grenadier E3 2
LMG Gunner E3 2
Rifleman E3 2
Sub-Total - - - - 9
N-8
PAM 3-03
AIR DEFENSE SECTION

Squad Ldr E5 1
AD System Spec E4 4
AA MG Gunner E4 3
SAM Gunner E4 3
Ammo Bearer E2 3
AERODROME OPERATIONS
PLATOON
Platoon Leader O1 1
Platoon Sgt E6 1
Sub-Total - - - - 2
FLIGHT OPERATIONS SECTION
Flight Opns Sgt E5 1
Flight Dispatcher E5 1
Sr Air Traffic Controller E5 1
Air Traffic Controller E4 6
Airspace Control Spec E4 2
Air Weapons Control Spec E4 2
Radar Systems Spec E4 4
Weather Spec E4 2
FLIGHT LINE SECTION
Flight Line Sgt E5 1
Flight Line Control Spec E4 2
Crash, Fire & Rescue Spec E4 4
Aviation Firefighter E3 7
Fire Truck Driver E3 2
Wrecker Truck Driver E3 2
Ramp Eqpt Optr E3 4
SUPPORT PLATOON
Platoon Leader O1 1
Platoon Sgt E6 1
Sub-Total - - - - 2
MESS SECTION
Mess Sgt E6 1
Mess Steward E4 4
Cook E3 5
Sub-Total - - - - - 10
SUPPLY SECTION
Supply Sgt E6 1
Asst Supply Sgt/Armorer E4 1
POL Sgt E4 1
N-9
PAM 3-03
Fuel Handling Spec E3 2

Sub-Total - - - - - 6
FACILITY MAINTENANCE
SECTION
Facility Maintenance Sgt E6 1
Carpentry Spec E4 6
Electrical System Spec E4 4
Concrete Construction Spec E4 4
Water System Spec E4 2
Mower Tractor Optr E3 2
Power Supply Optr E3 2
TRANSPORTATION SECTION
Transportation Sgt E6 1
Chief Mechanic E4 1
Power Generator Mech E4 2
Driver/Auto Mech E3 10
GRAND TOTAL 237
N-10
PAM 3-03
AIRCRAFT MAINTENANCE COMPANY
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To provide depot level aviation maintenance for

the Army Aviation Battalion.
3. CAPABILITIES:
a. Perform overhauling of aircraft assemblies and

components.
b. Perform major and minor repair of aircraft accessories
and armaments.
c. Provide recovery, evacuation and on-site repair of
downed aircraft.
4. BASIS OF ALLOCATION: One (1) aircraft maintenance

company for Army Aviation Battalion.
5. MOBILITY: 85%
N-11
PAM 3-03
VOLUME 1
DESCRIPTION GRADE
AMC, AABn STRENGTH
OFFICERS
O3 1
O2 3
TOTAL 4
ENLISTED PERSONNEL
E7 1
E6 1
E5 13
E4 28
E3 25
E2 1
TOTAL 69
CIVILIAN PERSONNEL CE 4
AGG
TOTAL 73 / 4
N-12
PAM 3-03
VOLUME II
AIRCRAFT MAINTENANCE
COMPANY
Ex-O/RSO/Acft Maintenance Officer O2 1
F/Sgt E7 1
Operations Sgt E6 1
Admin Sgt E5 1
Maintenance Sgt E4 1
Mess Sgt E4 1
Driver/Mechanic E3 1
Mess Steward E3 1
Sub- Total - - - - - 11
PLATOON
Pltn Ldr/Acft Maintenance Officer O2 1
Pltn Sgt E5 1
Tool Keeper E4 1
Sub- Total - - - - - 4
FABRICATION SECTION
Fabrication Sgt E5 1
Machine Shop Technician E4 2
Corrosion Control Technician E4 2
Airframe Repair Technician E4 2
Sub- Total - - - - - 7
POWERPLANT SECTION
Powerplant Sgt E5 1
Reciprocating Engine Technician E4 2
Power Train Technician E4 1
Turbine Engine Technician E4 1
Turbine Engine Repairman E3 2
Reciprocating Engine Repairman E3 2
Power Train Repairman E3 2
Turbine Engine Technician CE 1
N-13
PAM 3-03
Power Train Repairman CE 1

Sub-Total - - - - 11 / 2
AERO SYSTEM SECTION
Aero System Sgt E5 1
Pneudraulic System Technician E4 1
Fuel System Technician E4 1
Pneudraulic System Mech E3 1
Fuel System Mech E3 1
Sub-Total - - - - - 5
PROPELLER SECTION
Propeller Sgt E5 1
Propeller Technician E4 1
Propeller Repairman E3 2
Sub-Total - - - - - 4
AVIONICS SECTION
Avionics Sgt E5 1
Engine Instrument Technician E4 2
Navigation Instrument Technician E4 2
Flight Instrument Technician E4 1
Avionics Repairman E3 1
REI Technician CE 2
Sub-Total - - - - - 7 / 2
SERVICE PLATOON
Platoon Ldr / Aviation Safety /Quality
Control Officer O2 1
Pltn Sgt E5 1
Sub-Total - - - - - 3
ARMAMENT REPAIR SECTION
Armament Repair Sgt E5 1
Gun System Repair Technician E4 1
Electronic Warfare and
Countermeasure Rpr Technician E4 1
Missile System and Control Repair
Technician E4 1
Armament Repairman E3 1
Electronic Warfare and
Countermeasure System Repairman E3 1
Missile and Control System Repairman E3 1
Sub-Total - - - - 7
SUPPLY SECTION
Supply/Replacement Parts Sgt E5 1
Replacement Parts Spec E4 1
N-14
PAM 3-03
Tool Keeper E4 1
Sub-Total - - - - 3
GROUND SUPPORT EQUIPMENT
SECTION
Ground Support Equipment Sgt E5 1
Ground Support Equipment Optr/Mech E3 2
Sub-Total - - - - 3
TRANSPORTATION SECTION
Transportation Sgt E5 1
Sub-Total - - - - 6
AVIATION SAFETY/QUALITY
CONTROL SECTION
Aviation Safety/Quality Control Sgt E5 1
Technical Inspection Spec E4 2
Sub- Total - - - - - 3
TOTAL - - - - 74 / 4
N-15
PAM 3-03
AEROSCOUT COMPANY
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To perform aerial reconnaissance, surveillance

and security operations in support of combined arms operations.
3. CAPABILITIES:
a. Conduct aerial battlefield reconnaissance.

b. Conduct security operations and air cover to both aerial
and ground units during troop movement.
c. Conduct aerial surveillance as an integral task during the
performance of reconnaissance and security operations.
d. Provide airborne platform for command and control of
surface forces.
e. Engage in offensive, defensive and delaying actions.
f. Provide forward air control-air.
g. Adjust battlefield supporting fires and provide aerial fire
support.
h. Performs search and rescue operations as well as
emergency medical missions.
i. Conduct night flying operations within tolerable weather
conditions.
j. Perform unit level maintenance to organic air assets.
4. BASIS OF ALLOCATION: One (1) aeroscout company for

Army Aviation Battalion.
5. MOBILITY: 80%
N-16
PAM 3-03
VOLUME 1
DESCRIPTION GRADE
Aero Co, AABn STRENGTH
OFFICERS
O3 1
O2 5
O1 21
TOTAL 27
ENLISTED PERSONNEL
E7 1
E6 5
E5 5
E4 26
E3 28
E2 1
TOTAL 66
AGG TOTAL 93
N-17
PAM 3-03
VOLUME II
SECTION II A UNIT MANNING DOCUMENT

AEROSCOUT COMPANY
Ex-O / RSO O2 1
F/Sgt E7 1
Operations Sgt E6 1
Finance Sgt E4 1
Pers/Admin Sgt E5 1
Aviation Safety Sgt E5 1
Mess Sgt E4 1
Mess Steward E3 1
Aidman E3 2
Sub-Total - - - - - 12
SERVICE PLATOON
Platoon Leader O2 1
Platoon Sergeant E6 1
Sub-Total - - - - - 2
Flt Opns Sgt E5 1
Weather Spec E4 1
Sub-Total - - - - - 4
SUPPLY SECTION
Supply Sgt E5 1
Asst Supply Sgt/Chief Fuel Handler E4 1
Armorer E3 1
Fuel Handler E3 4
Sub-Total - - - - - 10
SECTION
Chief Mechanic E5 1
Helicopter Repair Technician E4 2
Avionics Mechanic E4 3
Aircraft Repairman E4 3
N-18
PAM 3-03
Powerplant Repairman E3 3
1ST AEROSCOUT PLATOON
Platoon Ldr O2 1
RW Pilot O1 7
Platoon Sgt E6 1
Senior Helicopter Crew E4 4
Helicopter Crew E3 4
2ND AEROSCOUT PLATOON
Platoon Ldr O2 1
RW Pilot O1 7
Platoon Sgt E6 1
3RD AEROSCOUT PLATOON
Platoon Leader O2 1
RW Pilot O1 7
Platoon Sgt E6 1
TOTAL 93
N-19
PAM 3-03
COMBAT AVIATION SUPPORT COMPANY
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To provide tactical air mobility of troops, supplies

and equipment within the combat zone.
3. CAPABILITIES:
a. Conduct maneuvers during air assault operations.

b. Provide aerial observation, reconnaissance, and
surveillance for combined arms operations.
c. Provide evacuation of casualties, captured enemy
d. Adjust battlefield supporting fires and provide aerial fire
support.
e. Provide aircraft for command, control, communication,
conditions.
h. Perform parachute and air drop operations.
i. Perform unit level maintenance to organic air assets.
4. BASIS OF ALLOCATION: One (1) combat aviation support

company for Army Aviation Battalion
5. MOBILITY: 85%
N-20
PAM 3-03
VOLUME 1
DESCRIPTION GRADE
CASC, AABn STRENGTH
OFFICERS
O3 1
O2 5
O1 21
TOTAL 27
ENLISTED PERSONNEL
E7 1
E6 2
E5 8
E4 26
E3 28
E2 1
TOTAL 66
AGG
TOTAL 93
N-21
PAM 3-03
VOLUME II
SECTION – A UNIT MANNING DOCUMENT
COMBAT AVIATION SUPPORT

COMPANY
Ex-O / RSO O2 1
F/Sgt E7 1
Operations Sgt E6 1
Finance Sgt E4 1
Pers / Admin Sgt E5 1
Aviation Safety Sgt E5 1
Mess Sgt E4 1
Medical Aidman E3 2
Mess Steward E3 1
SERVICE PLATOON
Platoon Leader O2 1
Platoon Sergeant E6 1
Sub-Total - - - - 2
Flight Opns Sgt E5 1
Weather Spec E4 1
Sub-Total - - - - 4
SUPPLY SECTION
Supply Sgt E5 1
Asst Supply Sgt/Chief Fuel Handler E4 1
Armorer E3 1
Fuel Handler E3 4
SECTION
Chief Mechanic E5 1
N-22
PAM 3-03
Utility Helicopter Repair Technician E4 2

Avionics Mechanic E4 3
Aircraft Repairman E4 3
Powerplant Repairman E3 3
1ST COMBAT AVIATION SUPPORT
PLATOON
Plt Ldr O2 1
RW Pilot O1 7
Platoon Sgt E5 1
2ND COMBAT AVIATION SUPPORT
PLATOON
Plt Ldr O2 1
RW Pilot O1 7
Platoon Sgt E5 1
3RD COMBAT AVIATION SUPPORT
PLATOON
Plt Ldr O2 1
RW Pilot O1 7
Platoon Sgt E5 1
TOTAL - - - - 93
N-23
PAM 3-03
AVIATION TRAINING UNIT
SECTION I
GENERAL
ORGANIZATION
1. MISSION: To conduct aviation related training for the Army

Aviation Battalion.
3. CAPABILITIES:
a. Conduct initial flight training to Army student aviators.

b. Conduct specialized training on equipment qualification,
aviation safety, flight operations, aircraft maintenance, air traffic control,
aerodrome operations, and aircraft weapons system.
c. Provide training platform for flight simulation.
d. Provide pre-flight and postflight briefings for the
proficiency and re-currency of Army aviators.
e. Conduct evaluation and standardization check for Army
aviators and aircrew.
f. Conduct research and review of doctrines for army
aviation operations and administration.
g. Conduct other aviation-related and non-aviation related
trainings.
4. BASIS OF ALLOCATION: One (1) aviation training unit for Army

Aviation Battalion.
5. MOBILITY: 80%
N-24
PAM 3-03
VOLUME 1

ATU, AABn FULL
OFFICERS
O3 1
O2 9
TOTAL 10
ENLISTED PERSONNEL
E7 1
E6 4
E5 19
E4 33
E3 7
E2 1
TOTAL 65
AGG
TOTAL 75
N-25
PAM 3-03
VOLUME II
AVIATION TRAINING UNIT
UNIT HEADQUARTERS
Unit Commander/Chief Instructor O3 1

Ex-O/RSO/Ground Instructor O2 1
First Sgt E7 1
Operations Sgt E6 1
Admin/Pers Sgt E5 1
Mess Sgt E4 1
Supply Sgt E4 1
Mess Steward E3 1
Messenger E2 1
GROUND TRAINING DEPARTMENT
Department Head/Sr Grnd

Instructor O2 1
Ground Instructor O2 1
Ground Training Department Sgt E6 1
Aviation Operations Instructor E5 2
Aircraft Maintenance Instructor E5 2
Avionics Instructor E5 2
Aviation Safety Instructor E4 2
Aerodrome Operations Instructor E4 2
Air Weapons Instructor E4 2
Airspace & Air Traffic Instructor E4 2
Aviation Meteorology Instructor E4 2
Aerial Photography Instructor E4 2
Aviation Medicine Instructor E4 2
FLIGHT TRAINING DEPARTMENT
Department Head/Sr Flight

Instructor O2 1
Flight Instructor (FW) O2 2
N-26
PAM 3-03
Flight Instructor (RW) O2 2

Flt Trng Department Sgt/Crew Chief E6 1
Senior Aircraft Crew (FW) E5 3
Aircraft Crew (FW) E4 3
Senior Aircraft Crew (RW) E5 5
Aircraft Crew (RW) E4 5
AVIATION DOCTRINE
DEPARTMENT
Department Head/Ground Instructor O2 1

Doctrine Department Sgt E6 1
Research & Special Studies Spec E5 4
Training Development Spec E4 2
Doctrine Development Spec E4 2
Archives Custodian E4 2
Computer Graphics Spec E4 1
Draftsman E4 1
TOTAL 75
N-27
PAM 3-03
N-28
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ANNEX O
AIRCREW MANAGEMENT
“It is possible to fly without motors, but not without knowledge and skill.”
― Wilbur Wright, American airplane inventor

and pioneer of manned powered flight
(along with his brother Orville), in his letter
to Octave Chanute (13 May 1900)
Section I - General
1. Purpose. This chapter pertains to the management of PA aircrew to

provide guidance and outline PA circulars to all PA personnel in the field of
Army Aviation Service for easy reference and use in administering standard
aircrew management and evaluation programs. A detailed aircrew
management program shall be discussed in detail in the PAM 3-035 Army
Aircrew Management Manual.
2. Applicability. The provisions outlined in this manual specifically

apply to:
a. All rated and designated PA personnel on flying status.
b. All non-rated and non-designated personnel on flying status.
c. Officers and enlisted personnel from other AFP major services

assigned/attached to and/or duty with the AABn.
3. Responsibility. The CO, AABN shall establish specific aircrew

management program to meet the following:
a. Achieve an orderly and systematic plan to program and

complete all flight requirements of this manual.
b. Continuously monitor aircrew performance to ensure that all

requirements are satisfied.
Section 2 - Policy
4. Authority to Perform Aircrew Duties. A person will not fly or perform

aircrew member duties in PA aircraft unless specifically authorized. The CO,
AABn may authorize performance or aircrew duties in PA aircraft to:
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a. Professionally and physically qualified personnel who hold

appropriate and current military aeronautical rating, and are required by
orders to participate in regular and frequent aerial flights.
b. Other personnel who are professionally and physically qualified,

and are required by orders to participate in frequent and regular aerial flights.
c. Those personnel authorized by competent authority to receive

instructions in aircrew duties at appropriate training units.
d. Military personnel of allied countries may be allowed to perform

aircrew duties, as required, to successfully complete the purpose of their
mission with the approval of the CG, PA.
5. Management of Female Aircrew. The female aircrew of the PA

may be declared Duty Not Involving Flying (DNIF) under the following
conditions/circumstances:
a. After three months of pregnancy or earlier due to complications

as certified by the Battalion Flight Medical Officer or attending medical officer
of a military medical facility through the established medical evaluation
procedures.
b. During menstrual periods, they will be declared DNIF for seven

days.
c. In case of post delivery complication as certified by the Battalion

Flight Medical Officer or attending medical officer of a military medical facility.
6. Proficiency of Non-Organic Aviators. A PA aviator not organic to

AABn may be allowed to fly PA aircraft under the supervision of a designated
safety pilot to maintain his currency status provided that he is not relieved
from duty with the PA. The services of proficient/current PA aviators not
organic to AABn may be utilized to augment the manning requirement of PA
aircraft when deployed to conduct aviation operations as the need warrants it.
7. Piloting Non-PA Aircraft. A PA aviator may operate non-PA aircraft

when appropriately authorized if:
a. He holds an appropriate military aeronautical rating.
b. He is physically qualified based on his current annual physical

examination.
c. He is required by orders to participate in regular and frequent

aerial flights.
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d. He holds a current and appropriate rating issued by the CAAP

and complies with its civil air regulations when directed to operate a civil
aircraft.
8. Aircrew Duties on Foreign-Operated Aircraft. The CG, PA by

written orders, may direct PA personnel to perform aircrew duties on aircraft
flights operated by any allied countries.
9. Flying with Units other than the AABn. The flight time logged
by PA personnel on duty with, or attached to, units other than the AABn for
flying will be credited during the tour of duty of attachment if they meet the
minimum flying requirements of that major service or agency.
10. Flying While on Official Leave. The PA aircrew is not authorized to

perform aircrew duties while on official leave.
Section 3 - Aeronautical Ratings
11. Army Aviation Aeronautical Ratings. The following aeronautical

ratings are currently effective for use in the Army Aviation Service:
a. Army Aviator Rating.
b. Senior Army Aviator Rating.
c. Command Army Aviator Rating.
12. Qualification: The qualifications for the aeronautical ratings are as

follows:
a. Army Aviator Rating.
1) Must be a commissioned officer of the AFP assigned with

the PA with at least one year of combat duty.
2) Must have successfully completed a prescribed course of

training in a properly designated aviation school.
3) Must be physically qualified in accordance with the

physical standards for flying as prescribed in AFPR G 161-121, GHQ AFP
dated 21 January 1954.
b. Senior Army Aviator Rating.
1) Must have served the AFP continuously for at least five

years.
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2) Must have logged at least 700 flying hours as pilot in

command or instructor pilot in conventional aircraft or rotary type of aircraft.
3) Must at the time of application, have corresponding valid

instrument rating.
4) Must be current in a tactical or military trainer type aircraft

or as pilot in command for multi-placed aircraft.
5) Must have satisfied the minimum annual flying time

requirement consistently.
c. Command Army Aviator Rating.
1) Must have served the AFP continuously for at least ten

years.
2) Must have logged at least 1,200 flying hours as pilot in

command or as instructor pilot in conventional aircraft or rotary type aircraft.
3) Must at the time of application, have corresponding valid

instrument rating.
4) Must be current in a tactical or military trainer type aircraft

or as pilot in command for multi-placed aircraft.
5) Must have satisfied the minimum annual flying time

requirement consistently.
13. Temporary Aviator Rating. In times of actual national emergency and

mobilization, individuals called to the colors with at least a CAAP pilot’s
license who do not meet the qualifications on paragraph 12 of this section
may be utilized as service aviators on a case-to-case and on the need basis.
Such aviators may be given temporary aviator rating for the purpose of
allowing them to fly military aircraft and/or fly missions subject to other
requirements that may be further prescribed and in accordance with other
existing circulars, directives or regulations.
Section 4 - Aeronautical Designation
14. Aeronautical Designations. The following aeronautical

designations are currently effective for use in the Army Aviation Service:
a. Flight Medical Officer Designation.
b. Flight Nurse Designation.
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15. Qualification: The qualifications for the aeronautical designations are

as follows:
a. Flight Medical Officer Designation.
1) Must be a commissioned officer and a member of the

Medical Corps, AFP.
2) Must have completed training with a specialization related

to aerospace medicine or its equivalent.
3) Must have been assigned for at least six months as a

flight medical officer of the AABn with appropriate orders on flying duty status.
4) Must have completed at least ten hours of flying time with

various types of aircraft while on flying duty status as flight medical officer.
b. Flight Nurse Designation.
1) Must be a commissioned officer and a member of the

Nurse Corps, AFP.
2) Must have completed training with a specialization related

to aerospace medicine or its equivalent.
3) Must have been assigned for at least six months as a

flight nurse of the AABn with appropriate orders on flying duty status.
4) Must have completed at least ten hours of flying time with

various types of aircraft while on flying duty status as flight nurse.
Section 5 - Requirements Governing Aeronautical Ratings and

Designations
16. Authority. The Commanding General, PA upon the recommendation

of CO, AABn may grant aeronautical ratings and designations to individuals
who may qualify in any of the ratings or designations.
17. Initial Army Aviator Rating. The HPA through G1, PA shall
publish orders awarding the Army Aviator Rating to any officer who passed
the prescribed aviator training of the AABn or flight school recognized by the
AABn.
18. Advancement of Aeronautical Rating. Request for upgrading or

advancement in aeronautical rating will be forwarded by the CO, AABn
through proper channels to the CG, PA and will contain the following evidence
of qualification:
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a. Letter request for advancement or aeronautical rating duly

signed by the appropriate certifying officer.
b. Latest certificate of aircrew qualification.
c. Latest individual flight record.
19. Flight Medical Officer and Flight Nurse Designations. Request

for Flight Medical Officer and Flight Nurse Designations shall be forwarded by
the CO, AABn through channels to the CG, PA and will contain the following
evidence of qualification:
a. Statement of service in the AFP.
b. Orders of assignment to PA.
c. Orders of flying duty status as flight medical officer or flight

nurse.
d. Certification of flying time.
e. Certificate of graduation or completion of training on aerospace

medicine or its equivalent.
20. Termination of Aeronautical Rating. Aeronautical ratings after

validly awarded are not terminated and shall remain valid unless revoked by
CG, PA. Grounds for revocation are any of the following:
a. When the aeronautical rating was issued through administrative

error.
b. When aeronautical rating was issued or obtained through fraud.
c. When the individual is separated from the service as a result of

conviction by a military court, by recommendation of a flight evaluation board,
or by action of the efficiency and separation board.
21. Termination of Aeronautical Designation. Aeronautical designation

is terminated upon relief from assignment in the AABn or when so revoked by
the CG, PA due to misconduct or gross inefficiency upon recommendation of
a flight evaluation board.
22. Honorary Aeronautical Rating and Designation.
a. The CG, PA upon the recommendation of the CO, AABn may

award honorary aeronautical rating and designation and grant authority to
wear the corresponding Army Aviation Badges to authorized individuals as
stated in paragraph 22b of this section who have excelled and distinguished
themselves in the field of aviation. The honorary aeronautical rating or
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designation granted to an individual carries with it the authority to wear only

the corresponding Army Aviation Badge. Such individuals granted honorary
aeronautical rating and designation are not authorized to log flying time for the
purpose of completing flying requirements or receive flying pay in their
honorary capacity.
b. Awards for honorary aeronautical rating and designation must

be passed upon or recommended by an award and decorations board.
Honorary aeronautical ratings and designations are awarded only to any of
the following:
1) Foreign dignitaries who are known exponents of aviation

science.
2) Civilian individuals who have contributed immensely to

the development of aviation science.
3) Other civilian personalities whose achievements have

directly or indirectly contributed to the advancement of aviation science.
c. Honorary aeronautical rating and designation are not awarded to

members of the AFP whether in the active or inactive list. Honorary
aeronautical rating and designation previously awarded to members of the
AFP will remain in force but will not be used as a precedent for future awards.
Orders awarding honorary aeronautical rating and designation will indicate
authority to wear the corresponding Army Aviation Badge.
Section 6 - Flying Duty Status of Aviation Personnel
23. Applicability. This section applies to all rated, designated, non-rated

and non-designated commissioned officers in the active service of the PA.
24. Awarding Authority. The CG, PA may place any rated, designated,
non-rated and non-designated individual on flying status.
25. Placement of Flying Status. Officers and enlisted personnel are

placed on flying duty status when granted an aeronautical rating and
designation and shall remain in flying status while assigned with or on flight
duty status with the AABn or until such orders terminate or until the individual
is suspended from flying under the provision of paragraph 29 of this section.
The AABn personnel who possess currently effective aeronautical rating and
are on flying duty status may be ordered to fly in the capacity in which they
are physically and professionally qualified.
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26. Publication on Flying Duty Status Orders.
a. All orders which place, suspend, or revoke a rated, designated,

non-rated or non-designated individual on flying duty status, will be prepared
on appropriate orders by G1, PA.
b. Retroactive orders placing an individual on flight duty status is

not authorized.
c. Orders requiring an individual to participate in frequent and

regular aerial flights will remain in effect as long as the individual maintains a
continuous service in the PA except when terminated under paragraph 28 or
suspended under paragraph 29 of this section.
d. Orders requiring an individual to participate in frequent and

regular aerial flights unless falling under paragraphs 28 and 29 of this section,
or restricted in the period of effectivity will remain in effect so long as the
individual is assigned or on flying duty status with the AABn.
27. Issuance of Flying Status Orders. Qualified individuals are placed on

flying status upon assignment to or on flight duty status with the AABn and on
the following circumstances:
a. While currently undergoing aviator training in the AABn or a

recognized and designated military or civilian flight school.
b. Upon graduation from a military aviation training and

subsequent assignment to the AABn.
c. Upon graduation from civilian flight school duly recognized by

AABn and subject to the standard prescribed by CG, PA and subsequently
assigned with the AABn.
28. Termination. Flying duty status orders shall be terminated

automatically when the rated and designated individual is retired, separated
and reverted to inactive status or when a designated, non-rated and non-
designated individual is relieved from duty with PA.
29. Suspension. A rated, designated, non-rated or non-designated

individual shall be suspended under the following circumstances:
a. A Flight Evaluation Board action by endorsement to the CG, PA

under justifiable causes:
1) If the individual exhibits inefficiency in the performance of

duties in the aeronautical rating or designation held on in the accomplishment
of required flying duties.
2) If the individual possess habits or traits of character or

personality characters which preclude his continued utilization in flying duties.
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3) If the individual for reason of aptitude, fails to complete a

course of training which is directly related to the aeronautical rating held.
4) If the individual is professionally unfit for flying for any

reason not specified above.
b. In cases of incapacity or fear of flying, the CG, PA upon the

recommendation of the CO, AABn shall suspend an individual from flying duty
status who professed in writing his fear of flying.
c. For serious willful violation of flying regulation, the CG, PA, upon
the recommendation of the CO, AABn shall suspend an individual from flying
if the individual exhibits:
1) A complete disregard for established safety rules and

regulations.
2) An intentional breach or gross negligence in complying

with the provisions or regulations, orders or standards related to aviation
safety.
d. When flying duty is not required, the CG, PA upon the

recommendation of the CO, AABn shall suspend an individual who:
1) Is on flying status under an aeronautical rating which in

not currently effective, or
2) Possesses a Flight Medical Officer and Flight Nurse

designation and is reassigned in duties outside AABn.
3) Upon application for retirement.
4) Has a pending case.
e. The CO, AABn may suspend any individual who is physically

disqualified for flying duty by inquiry or incapacitation as a result of an
accident incurred while in the performance of lawful duty. If a physical
disqualification is anticipated to be more than 30 days, copies of suspension
orders with complete medical information will be forwarded for confirmation by
the CG, PA.
f. The CG, PA may suspend an individual from flying duty status

without Flight Evaluation Board action when such suspension is in the best
interest of the service or when is there no longer a valid requirement for the
individual’s retention on flying duty status.
g. Aircrew involved in aircraft mishaps are automatically

suspended from flying status and are categorized as follows:
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1) Category 1. Mishaps caused by material failure or

systems malfunction. Suspension shall be lifted after completion of required
medical and physiological examinations.
2) Category 2. Mishaps caused by environmental factors,

such as adverse weather condition, failure of NAVAIDS, etc. Suspension
shall be lifted as in Category 1.
3) Category 3. Mishaps caused by poor judgment and/or

negligence. The aircrew shall undergo flight evaluation check. Suspension
may be lifted upon completion of the required flight evaluation check.
4) Category 4. Mishaps caused by violation of flight rules

and regulations. Aircrew shall be suspended indefinitely and a Flight
Evaluation Board shall be created to determine his final status.
h. An individual who is arrested or confined automatically

suspends him from flying duty status and shall be allowed to be on flying duty
status only on written orders.
i. Aircrew found guilty of being involved in illegal drug use shall be

suspended from flying duty status permanently and be evaluated by the Flight
Evaluation Board for possible recommendation for removal or termination of
rating or designation.
30. Removal of Suspension from Flying Status.
a. Revocations of suspension entitle an individual to flying pay

provided to meets the flight requirements. Rescission of orders entitles an
individual to flying pay only from the date of removal of suspension from flying
status.
1) For suspension resulting from assignment when flying

duty is not required, removal of suspension of flying duty status may be in
effect after the individual is reassigned to engage in refresher flight training for
the rating held.
2) For suspension resulting from injury, the individual may

be removed from suspension after he has submitted a medical certificate as
evidence that he is physically fit for flying.
3) For suspension resulting from pending case, the

individual may be removed from suspension after his acquittal.
4) Suspension resulting from arrest ceases after such

terminates.
5) For suspension resulting from physical disqualification, an

individual may be removed from suspension after medical report is submitted
to higher headquarters for certification. If the suspension been effect for more
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than six months, the individual must appear before a Flight Evaluation Board
to evaluate his status after the Board has received a certification of physical
qualification report from the Flight Medical Officer.
b. Authority to Remove Suspension.
1) The CG, PA may remove suspension from flying duty

status.
2) When the conditions of paragraph 29e of this section are

fulfilled, the CO, AABn may remove suspension by reason of physical
disqualification provided that it has been in effect for less than 30 days.
31. Flying Status for Dual Rated and/or Designated Personnel.

Individuals who possess more than one aeronautical rating and/or designation
may be suspended from flying in one of his aeronautical rating under
appropriate provisions, and be retained on flying status in another
aeronautical rating. In such cases, orders affecting the suspension should
specify the aeronautical rating and/or designation in which the individual is
being suspended.
32. Suspension as Punitive Measure. Suspension from flying duty status

will not be used as punitive measure. Misconduct will be suspended from
flying only in accordance with paragraph 29 of this section. Commanders may
take disciplinary actions against an individual for violation of any other laws
and regulations. This will be completely separate action from sanity of the
individual’s fitness for flying duties under the provisions of this chapter.
Section 7 - Flying Status of Non-Rated and Non-Designated Personnel
33. Applicability. This section applies to all non-rated and non-designated

personnel approved by the CO, AABn through appropriate orders. They shall
be placed on flying status when the major portion of their primary duties or
specialties requires participation in frequent and regular aerial flight.
34. Duties Entailing Flight Status. The following non-rated and non-
designated individuals who are physically qualified for flight duty may be
placed on flying duty status.
a. Personnel undergoing training. Individuals undergoing training

when the program of instruction requires participation in frequent and regular
aerial flights.
b. Flight testing and research. Individuals assigned to testing and

research duties can be accomplished only while participating in aerial flight.
c. Others. Individuals assigned to technical fields (e.g. loadmaster,

technicians, etc) as prescribed in the following paragraph.
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35. Non-Rated and Non-Designated Personnel. Individuals who are

categorized as non-rated and non-designated personnel who are qualified to
perform flying duties are the following:
a. Non-Rated Personnel.
1) Aircraft Maintenance Officer.
2) Aircraft Observer.
3) Flight Engineer Officer.
4) Student Aviator.
5) Student Flight Medical Officer.
6) Student Flight Nurse.
7) Weather Reconnaissance Officer.
b. Non-Designated Personnel.
1) Aerial Photographer.
2) Aerial Reconnaissance Specialist.
3) Aero System Specialist.
4) Aeromedical Specialist.
5) Air Defense System Specialist.
6) Air Traffic Controller.
7) Air Weapons Control Specialist.
8) Airborne Surveillance Equipment Operator.
9) Aircraft Crew.
10) Aircraft Gunner.
11) Aircraft Loadmaster.
12) Aircraft Maintenance Specialist.
13) Aircraft Mechanic.
14) Airframe Repair Technician.
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15) Airspace Control Specialist.
16) Armament Repair Specialist.
17) Armament Repairman.
18) Aviation Safety Specialist.
19) Avionics Repairman.
20) Avionics Specialist.
21) Chief Fuel Handler.
22) Chief Mechanic.
23) Cloud Seeding Specialist.
24) Crew Chief.
25) Electronic Warfare and Countermeasure Repairman.
26) Electronic Warfare and Countermeasure Technician.
27) Engine Instrument Technician.
28) Fabrication Specialist.
29) Flight Instrument Technician.
30) Flight Operations Specialist.
31) Fuel Handling Specialist.
32) Fuel System Repairman.
33) Fuel System Technician.
34) Gun System Repair Technician.
35) Helicopter Crew.
36) Helicopter Repairman.
37) Missile and Control System Repairman.
38) Missile and Control System Technician.
39) Navigation Instrument Technician.
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40) Pneudraulic System Repairman.
41) Pneudraulic System Technician.
42) Power Train Repairman.
43) Power Train Technician.
44) Powerplant Repairman.
45) Propeller Repairman.
46) Propeller Specialist.
47) Propeller Technician.
48) Quality Control Specialist.
49) Radar Systems Specialist.
50) Radio Electronic Instrument Technician.
51) Reciprocating Engine Repairman.
52) Reciprocating Engine Technician.
53) Search and Rescue Operator.
54) Senior Air Traffic Controller.
55) Senior Aircraft Crew.
56) Senior Helicopter Crew.
57) Weather Observer.
58) Weather Reconnaissance Specialist.
59) Weather Specialist.
60) Technical Inspection Specialist.
61) Turbine Engine Repairman.
62) Turbine Engine Technician.
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36. Duration of Flight Duty Status Orders.
a. Personnel undergoing training requiring aerial flights shall be

covered with flying duty status orders for the period necessary to complete
such training.
b. All other non-rated and non-designated personnel shall be on

flying duty status only during the period they are required to perform aerial
flight.
c. Flight duty status orders on non-rated and non-designated

individuals, except undergoing training as described in paragraph 34 of this
section shall terminate upon their assignment to other stations which do not
require flying duties.
d. Flying duty status orders for commissioned officers in the

Reserve Force and enlisted personnel automatically terminate upon their
discharge from the service or upon termination of their tour of active duty and
enlistment respectively. A request shall be made to the AABn to regain their
flight duty status after approval of their extension to continue their military
service.
37. Suspension.
a. Orders for suspension from flying duty status will be issued by

HPA upon the recommendation of the CO, AABn.
b. The provisions in paragraph 29d, e, g and h of Section 9-6 apply

to the suspension of non-rated and non-designated personnel.
c. The CG, PA upon the recommendation of CO, AABn may

remove a suspension from flying duty status.
38. Adherence to Manning Documents of Personnel Ceiling.
a. The CO, AABn may recommend to placement of flying duty

status at any one time the number of enlisted personnel authorized within the
applicable manning document.
b. Additional aircrew members may be recommend to be placed on

flying duty status temporarily to replace the aircrew members during periods
the latter are temporarily disqualified under the provisions of paragraph 29 of
Section 9-6.
Section 8 - Flying Pay
39. Applicability. Flying pay incentives applies to the following:
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a. All rated or designated commissioned officers.
b. All non-rated or non-designated officers and enlisted personnel.
40. Authority. The Republic Act Nr 25 dated 25 September 1946,

provides that officers and enlisted men of the Air Corps of the Philippine Army
involved in regular and frequent aerial flights are authorized to receive 50% of
the base pay as flying pay incentive.
41. Personnel Authorized to Log Flying Time.
a. Personnel authorized to log their flight time are categorized into

rated/designated and non-rated/non-designated as follows:
1) Rated/Designated. Personnel with currently effective

army aviation aeronautical rating shall log their flight time in the proper forms
provided.
2) Non-Rated/Non-Designated. Personnel categorized

as non-rated/non-designated under the provisions of paragraph 35 of Section
9-7 shall have flying duty status orders duly authorized by CG, PA shall
logged their flying time for pay purpose in the proper forms provided.
b. Rated and non-rated personnel placed on flying duty status, as

provided for this chapter, shall be authorized to flying pay incentive provided
they have logged a minimum of four hours time per month.
Section 9 - Army Aviation Service Ratings
42. General. This section institutes the awarding of Army Aviation Service
(AAS) Ratings. It sets forth the qualifications, requirements, policies and
procedures in the awarding of the different AAS Ratings to qualified personnel
of the PA. These AAS Ratings are the following:
a. Equipment rating.
b. Co-Pilot rating.
c. Pilot-In-Command rating.
d. Instrument rating.
e. Instructor Pilot rating.
f. Test Pilot rating.
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43. Purpose. To institutionalize and regulate the standards in the

granting of AAS Ratings to PA aviators.
44. Objectives. The objectives in granting the AAS Ratings are the
following:
a. To promote effective and efficient CRM.
b. To delineate roles and limitations of aircrew in the performance

of flight operations.
c. To promote aviation safety.
45. Scope. This section applies to all PA aviators in the active service who
are holder of valid aeronautical rating.
46. Authority. The CO, AABn upon recommendation of the flight

evaluation board may grant the AAS Ratings to qualified individuals.
47. Qualifications. The qualifications needed for the AAS Ratings are the
following:
a. Equipment Rating.
1) Must be a holder of an Army Aviation Aeronautical Rating

granted by the CG, PA.
2) Must have successfully completed equipment

qualification training on the particular aircraft for which the rating is sought.
3) Must have logged a minimum of ten hours dual

instruction time on the particular aircraft for which the rating is sought.
4) Must pass the theoretical and practical examinations

conducted by the Flight Evaluation Board.
5) Must have undergone and passed the latest annual

physical examination (APE).
b. Co-Pilot Rating (CP).
1) Must satisfy the requirements for equipment rating on the

particular aircraft for which the rating is sought.
2) Must posses an equipment rating on the aircraft for which

the CP rating is sought.
3) Must posses an IR if the CP rating being sought is for

multi-engine.
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conducted by a duly constituted Flight Evaluation Board.
5) Must have undergone and passed the latest APE.
c. Pilot-In-Command Rating (PIC).
1) Must posses a CP rating on the particular aircraft for

which the PIC rating is sought.
2) For single engine, must have accumulated of at least 150

hours including 50 hours on the particular aircraft for which the rating is
sought.
3) For multi-engine, must be instrument rated and must

have accumulated at least 500 hours to include 50 hours on the particular
equipment for which the rating is sought.

d. Instrument Rating (IR).
1) Must have successfully completed and passed an

approved training on advance aviator course or its equivalent.
2) Must have logged at least 25 hours of instrument flight

time.

e. Instructor Pilot (IP).

approved training on Advance Aviator Course or its equivalent.
2) Must be rated as PIC on the particular aircraft under

which the training shall be conducted.
3) Must be a holder of an IR.

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f. Test Pilot (TP).

approved training on Test Pilot Qualification Course or its equivalent.
2) In the absence of required training for this type of Rating,

he must have the qualifications of PIC and IR and proper training on aircraft
airframes and powerplants until such time the required training for TP is
acquired.
48. Requirements. The following are the requirements needed by the

applicant to support his application for the AAS Rating:
a. Certification of flight time issued by the Battalion Flight

Operations Officer (BFOO).
b. Certification from CO, ATU or other flight schools properly

designated by CO, AABn.
c. Proof of passing the examination administered by the Flight

Evaluation Board.
d. Latest APE with medical certificate from the Chief Surgeon, PA.
49. Procedures. The following are the procedures to be followed before an

AAS Rating is granted to the applicant:
a. The applicant applies for the desired AAS Rating by presenting

required documents to the BFOO.
b. The BFOO reviews the completeness and authenticity of the

applicants supporting documents.
c. The BFOO recommends to CO, AABn the convening of the

Flight Evaluation Board to determine the fitness of the applicant.
d. The CO, AABn orders the convening of the Flight Evaluation

Board and directs the adjutant for the issuance of appropriate orders.
e. The adjutant publishes orders convening the Flight Evaluation

Board.
f. The Flight Evaluation Board evaluates the fitness of the

applicant thru the administration of theoretical and/or practical examination.
g. The Flight Evaluation Board issues the certificate of aircrew

qualification if the applicant passes the examination and forwards it to the
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BFOO for appropriate action. The Flight Evaluation Board sets retest if the
applicant fails.
h. The BFOO recommends to CO, AABn the granting of the AAS

Rating being applied for.
i. The CO, AABn approves the application and directs the adjutant
to publish aeronautical orders.
j. The adjutant publishes the aeronautical orders for the AAS

Rating.
50. Currency of PA Aviators. The following are the conditions set before
a PA aviator will be downgraded to non-current status and before regaining
back his currency:
a. Downgrading to Non-Current Status.
1) Equipment Rating. An equipment rating for a particular

type of aircraft shall be deemed not-current when a CP fails to log flying time
for the preceding 90 days reckoned from the date of his last flight on that
particular type of aircraft.
2) Co-Pilot Rating. A CP rating shall be in concurrence

with the equipment rating and shall also be simultaneously downgraded to
non-current status with the equipment rating.
3) Pilot-In-Command Rating. A PIC rating on a particular

type of aircraft shall be deemed not-current and is automatically downgraded
to CP rating when the rated pilot fails to log flying time for the preceding 90
days reckoned from the date of his last flight on that particular type of aircraft.
4) Instrument Rating. An instrument rating shall be deemed

not-current when the rated pilot fails to fly under IFR for the preceding 90 days
reckoned from the date of his last flight under IFR, unless subject pilot has
logged at least five hours of instrument ground time.
5) Instructor Pilot Rating. An IP rating becomes

automatically not-current when the rated pilot is deemed not-current on either
or both his PIC and instrument rating(s).
6) Test Pilot Rating. A TP rating becomes automatically

not-current when the rated pilot is deemed not-current on either or both his
PIC and instrument rating(s).
b. Upgrading to Current Status. Reinstatement of AAS Ratings

from non-current to current status shall only be made upon the approval of the
chairman of the Flight Evaluation Board after the applicant has satisfied the
currency flight check conducted by a properly designated check pilot.
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51. Policies. The following policies are set forth to guide all concerned in
the granting of AAS Ratings:
a. No aviator shall fly a PA aircraft, either as PIC or CP, unless he

is properly rated on that particular type of equipment.
b. No aviator shall fly under IFR unless he is instrument rated.
c. No aviator shall act as IP unless he is properly rated to conduct

flight instruction.
d. A rated aviator shall refrain from performing the accordant

privileges of a particular rating if he has been considered not-current as stated
in paragraph 50 of this section.
e. The BFOO shall act as the custodian of individual flight records

of PA aviators concerning AAS Ratings.
f. Equivalent trainings obtained from the following schools are

qualified for accreditation under the provisions of this section subject to the
approval of CO, AABn upon the recommendation of the Flight Evaluation
Board:
1) Other military aviation schools either local or foreign.
2) Civilian flight schools accredited by CAAP.
3) Foreign civilian flight schools recognized by ICAO.
Section 10 - Army Aviation Badges
52. Policy. The Army Aviation Badges denotes qualification by training and
experience within the Army Aviation Service. Except as provided in the award
of honorary rating and designation in paragraph 22 of Section 9-5, authority to
wear shall be granted only to those individuals who are awarded Army
Aviation Aeronautical Ratings and Designation or those individuals who
qualify for the Army Aircrew Member Badge. Being part of the heraldic
devices, the Army Aviation Badges should be filed with the National Historical
Commission of the Philippines and request for its recognition and inclusion in
the National Registry of Heraldic Items and Devices subject to the provisions
of the Implementing Rules and Regulations of Republic Act 8491.
53. Authority to Wear Army Aviation Badges.
a. The CG, PA is the authority in granting the award of Army

Aviation Badges. The CO, AABn shall recommend to CG, PA those
individuals qualified to receive and wear the Army Aviation Badges based on
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their respective aeronautical ratings/designations and non-ratings/non-

designations.
b. The Army Aviation Badges enumerated below may be worn by

persons authorized by appropriate orders.
1) Command Army Aviator Badge.
2) Senior Army Aviator Badge.
3) Army Aviator Badge.
4) Army Aircrew Member Badge.
c. The Army Aircrew Member Badge shall not be worn by

personnel who were permanently removed from flying duty status as a result
of an action of a military court or board for purely physical reasons.
54. Wearing of more than one Aviator Badges. Only one Army Aviator
Badge is authorized to be worn at any one time. An additional aviation badge
granted by foreign armed forces, governments or a flying school recognized
by AABn however may be worn together with any Army Aviation Badges. The
manner of wearing of additional badges will conform to the existing
regulations on uniform, insignias and decorations.
55. Accreditation of Aviation Competency. This paragraph applies to

officers and enlisted personnel assigned in PA who satisfactorily completed
the required flight training or any aviation-related training from any civilian
flight training institutions/aviation schools duly recognized by the CAAP or any
military aviation training units outside of PA. All officers and enlisted personnel
who were previously awarded the corresponding Army Aviation Badges are
not covered by this provision effective after the promulgation of this manual.
a. Requirements. The following shall be the additional

requirements to qualify an individual for the award of the Army Aviation
Badges:
1) Army Aviator Badge and Rating.
(a) Must have passed the aviation physical/medical

examination intended for military aviators.
(b) Must be placed on flight duty status for the

purpose of proficiency check flight.
(c) Must be checked-out in a PA aircraft by a

designated safety pilot or IP of the AABn.
2) Army Aircrew Member Badge.
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(a) Must have an aeronautical designation based on

the Army Aviation technical job classification which also requires participation
in regular and frequent aerial flights.
(b) Must be currently performing aircrew functions

based on their respective aeronautical designation for a period of at least six
months.
(c) Must have a flight duty status.
b. Procedures. The following are the procedures to be followed for

the accreditation of competency to qualify an individual for the Army Aviation
Badges.
1) For the Army Aviator Badge and Rating.
(a) Any PA officer who intends to become an army

aviator should make a formal written request addressed to the CO, AABn for
the grant of an Army Aviator Badge and Rating. The request should be
accompanied by authenticated copies of the certificate of completion and the
certification of grades. Authenticated copies of the pilots logbook and/or
certification of flying time should also be included if the officer has already
accumulated and logged flying time. The AABn should ensure the authenticity
of the documents submitted by conducting records check.
(b) After conducting records check on the documents

submitted, the concerned officer should immediately undergo the aviation
physical/medical examination at any AFP hospitals that has the capability to
conduct such medical test in accordance with the physical standards for flying
particularly in EENT and nuero-psychiatric test intended for military aviators to
determine if the individual is fit for military flying and submit its results to the
Flight Evaluation Board.
(c) The AABn will request to HPA for the issuance of

orders for flight duty status to the officer applying for the Badge and Rating
before undergoing the proficiency check flight. For non-organic officers of
AABn, the concerned applicant should be placed on detached service status
with the AABn for the purpose of undergoing proficiency check flight to be
supervised by the ATU.
(d) Upon issuance of flight duty status, the applicant

shall undergo the required proficiency check flight by a designated flight
evaluator or safety pilot of AABn in a series of flight maneuvers and
emergency procedures. The applicant should pass the said check flight within
ten hours by performing one simulated emergency and one solo take-off and
landing in a designated Army aircraft. The AABn will recommend the
termination of the flying duty status of any applicant who failed in the
proficiency check flight.
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(e) Only applicants who successfully passed the

proficiency check flight will be recommended by the CO, AABn for the Army
Aviator Badge and Rating.
2) For the Army Aircrew Member Badge.
(a) Any officer or enlisted personnel of the AABn who

intends to become an army aircrew should submit authenticated copies of
their certificate of completion/diploma and certification of grades/transcript of
records and/or certificate of employment/experience if available to their
respective commanding officers. Submitted documents will be subjected to
records check to determine their authenticity.
(b) The skills and the proficiency shown by the officers

and enlisted personnel on their respective fields of specialization will be
evaluated by their immediate commanding officers who has full knowledge of
their performance during the required period to warrant the award of the Army
Aircrew Member Badge.
(c) Only qualified officers and enlisted personnel who

have successfully met the requirements according to their respective fields of
specialization will be recommended by the CO, AABn for the Army Aircrew
Member Badge.
56. Description of Army Aviation Badges. The Army Aviation Badges are
distinction to depict qualification and proficiency in the highly specialized field
of military aviation. It is a symbol worn by officers and enlisted personnel to
denote an aeronautical rating, designation, non-rating and non-designation
awarded or granted to him by virtue of his knowledge and specialized skills in
the Army Aviation Service.
a. Army Aviator Badges. The Army Aviator Badges composed

of the Army Aviator Badge, the Senior Army Aviator Badges and the
Command Army Aviator Badge constitute the PA seal with a pair of wings in
sterling silver (gold for Command Army Aviator Badge). It shall be 7.62
centimeters in length, 2.1 centimeters in width, and 0.2 centimeter in
thickness.
Figure 9.1 The Army Aviator Badge
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Figure 9.2 The Senior Army Aviator Badge
Figure 9.3 The Command Army Aviator Badge
1) Obverse.
(a) Blazonry and Tincture.
(1) Philippine Army Seal. The pentagon-shaped

PA Seal is in relief and in full enamel color.
(2) Wings. It is a pair of wings in sterling silver

(gold for Command Army Aviator).
(3) Star. It is in sterling silver and the base of

the star rests on the top side of the PA Seal. It is added to the Army Aviator
Badge when the recipient is authorized to wear the Senior Army Aviator
Badge.
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(4) Laurel Leaves. It is in gold and in circular

formation with each tip leaf meeting at the center. The star within the leaves
with its base rests on the top side of the PA Seal. It is added to the Senior
Army Aviator Badge when the recipient is authorized to wear the Command
Army Aviator Badge.
(b) Symbolism and Significance.
(1) Philippine Army Seal. The Army Aviation

Service, as a combat support unit of the PA is envisioned to augment the
fighting capability of its ground troops.
(2) Wings. It symbolizes the art and skill of

flying. It further depicts the Army Aviation Service’s combat support role,
flexibility and responsiveness whenever an opportunity or need arises.
(3) Star. For Senior Army Aviator, the five-

pointed star symbolizes the high level of proficiency in the art of flying the
aircraft. It also depicts professionalism and wide experience in the field of
army aviation.
(4) Laurel Leaves. For the Command Army

Aviator, it symbolizes the highest level of proficiency, dedication to the service
and expertise in the art of flying the aircraft. It also depicts further an authority
in the flying profession.
(5) Silver and Gold. Silver for Army Aviator and

Senior Army Aviator Badges and gold for Command Army Aviator Badge, are
the colors of the wings, star and laurel leaves to represent the nobility of the
flying profession as it requires discipline in both mind and body to withstand
all pressures. It also represents the fervor of our people’s hopes and
aspirations for the nation, the sincerity of purpose, and the intensity with which
the pursuit of these goals are made.
2) Reverse. The blazonry and tincture is in sterling silver

(gold for Command Army Aviator Badge) outline of spread wings and the PA
Seal.
3) Accessories. A pair of clutch attachments on the reverse.
4) Materials Used and Craftsmanship. Base metal is

brass or bronze.
b. Army Aircrew Member Badge. The Army Aircrew Member

Badge constitutes a gear inside the pentagon shield with a pair of wings in
sterling silver. It shall be 7.62 centimeters in length, 2.1 centimeters in width,
and 0.2 centimeter in thickness.
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Figure 9.4 The Army Aircrew Member Badge
1) Obverse.
(a) Blazonry and Tincture.
(1) Wings. It is a pair of wings in sterling silver.
(2) Shield. It is pentagonal in shape with a

green background.
(3) Gear. It is a silver-plated gear with 12 gear

teeth and placed at the center of the shield.
(b) Symbolism and Significance.
(1) Wings. It represents involvement in or

participation in flying activities.
(2) Shield. It signifies that the Army Aviation

Service where the aircrew members belong is an integral part of the PA.
(3) Gear. It represents the highly technical job

of the aircrew members in the Army Aviation Service. Its 12 gear teeth
represent the dial of the 12-hour timepiece wherein the aircrew members
maintains the round-the-clock readiness to conduct aviation operations.
(4) Green Color. The background color of the

shield represents the verdant land and its resources over which the PA exerts
it influence.
2) Reverse. The blazonry and tincture is in sterling silver

outline of spread wings and the pentagon-shaped shield.
3) Accessories. A pair of clutch attachments on the reverse.
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4) Materials Used and Craftsmanship. Base metal is

brass or bronze.
57. Usage.
a. The Army Aviation Badges in metal form shall be worn at all

times by specifically authorized officers and enlisted personnel when in
general office uniform and white duck/service blouse/bush coat uniforms or
appropriate office or formal uniform.
b. The Badges should be placed directly 0.30 centimeter above the

top line military awards and decoration ribbons when wearing such. In the
absence of other military awards or decoration ribbons, it may also be placed
at the center and 0.30 centimeter above the top seam of the left breast
pocket.
c. A miniature replica of the Badges is authorized to be worn on

occasions requiring the wearing of the miniature medals and ribbons.
d. A delicately interwoven fabric badge with stitched silver or gray

threads (gold threads for Command Army Aviator Badge) and appropriate
colors of the PA Seal and the pentagon shield shall be made when wearing
flight suits, flight coveralls and flight/field jackets. A subdued color pattern of
the Badges shall be made for the battle dress uniform.
e. The wearing of the Badges will also conform to the AFP Uniform
Code.
Section 11 - Army Aviation Service Insignia
58. Policy. The Army Aviation Service Insignia denotes the occupational
specialty of the Army Aviation Service. Authority to wear shall be granted only
to those individuals who are serving with the AABn or upon completion of a
career course on army aviation. Being part of the heraldic devices, the Army
Aviation Service Insignia should be filed with the National Historical
Commission of the Philippines and request for its recognition and inclusion in
the National Registry of Heraldic Items and Devices subject to the provisions
of the Implementing Rules and Regulations of Republic Act 8491.
59. Authority to Wear Army Aviation Service Insignia. The CG, PA is

the authority in granting the Army Aviation Service Insignia. The CO, AABn
shall recommend to CG, PA those individuals qualified to receive and wear
the Army Aviation Service Insignia subject to paragraph 58 of this section.
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Figure 9.5 The Army Aviation Service Insignia
60. Description of the Army Aviation Service Insignia. The Army

Aviation Service Insignia is a distinction to depict the occupational specialty of
the officers and enlisted personnel in the field of Army Aviation Service. It is
composed of an eight-rayed sun superimposed on a three-bladed
propeller/rotor and two outstretched wings.
a. Obverse.
1) Blazonry and Tincture.
(a) Wings. It is a pair of outstretched wings in gold.
(b) Propeller/Rotor Blades. It is a three-bladed

airplane propeller/helicopter rotor in gold.
(c) Sun. It is an eight-rayed sun in gold with an

ancient Filipino script “K” in blue.
2) Symbolism and Significance.
(a) Wings. It symbolizes swiftness and protection. It

represents the distinct capability of the Army Aviation Service to conduct
aviation operations in the PA which was started by the PAAC in 1936.
(b) Propeller/Rotor Blades. It symbolizes power

and strength. It represents the aviation missions the Army Aviation Service
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has to perform, i.e., combat, combat support and combat service support
missions.
(c) Sun. It symbolizes the PA itself where the Army

Aviation Service belongs. It represents the eight-rayed sun of the PA seal
which was further represented by the ancient Filipino script “K” where it was
extensively used in the war standards of the Katipunan Army.
(d) Gold Color. It symbolizes nobility of profession of

the officers and enlisted personnel serving in the Army Aviation Service.
b. Reverse. The blazonry and tincture is in gold outline of

outstretched wings, propeller/rotor blades and sun.
c. Accessories. Three clutch attachments on the reverse.
d. Materials Used and Craftsmanship. Base metal is brass or

bronze.
61. Usage.
a. The Army Aviation Service Insignia in metal form shall be worn

at all times by specifically authorized officers and enlisted personnel when in
general office uniform and white duck/service blouse/bush coat uniforms or
appropriate office or formal uniform.
b. The Insignia should be placed at the center of the left breast

pocket of the general office uniform/bush coat and on both collars of the white
duck/service blouse.
c. A delicately interwoven fabric Insignia in subdued color pattern

should made for the battle dress uniform. It should be placed on the left collar.
d. The wearing of the Insignia will also conform to the AFP Uniform
Code.
Section 12 - Aviation Crew Flight Uniform
62. Authorization for Wear. The aviation crew flight uniform (ACFU) is
authorized for year-round wear by all AAS personnel when issued as outer
garment organizational clothing and as prescribed by the CO, AABn. Being
part of the heraldic devices, the AFP Coat of Arms, rank insignia,
organizational and qualification patches attached on the ACFU should be filed
with the National Historical Institute and request for its recognition and
inclusion in the National Registry of Heraldic Items and Devices subject to the
provisions of the Implementing Rules and Regulations of Republic Act 8491.
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63. Occasions for Wear. The ACFU shall be worn whenever participating
in aerial flights, aircraft maintenance and aircraft ground support activities or
any event as required by the CO, AABn.
64. Uniform Composition and Specification.
a. Composition. The ACFU is composed of flight suit and flight

coverall with headgear.
b. Specifications.
1) Flight Suit. Fabric is 65% polyester/35% cotton, with

lightweight and fire-resistant/fire-retardant characteristics, and in sage green
color pattern. The flight suit has left sleeve pen pocket, flashlight pocket,
zippered front, hip and leg pockets, underarm vent holes, hook-and-loop strips
for nameplate and unit patches, zippered cuffs, and hook-and-loop adjustable
waist.
Figure 9.6 Flight Suit
2) Flight Coverall. Fabric is 100% cotton, ripstop weave and

printed in four-color woodland camouflage pattern. The flight coverall has left
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sleeve pen pocket, flashlight pocket, zippered front, hip and leg pockets,
underarm vent holes, hook-and-loop strips for nameplate and unit patches,
zippered cuffs, and hook-and-loop adjustable waist.
Figure 9.7 Flight Coverall
3) Flight Jacket. Fabric is nylon flight satin with quilted

nylon lining, polyester batting, knit cuffs and waist, and in sage green. The
Jacket has a reversed orange liner, cargo pockets, map/pen pocket, and
hook-and-loop strip for nameplate.
4) Oversea Cap. Fabric is 35% cotton/65% polyester in dark

green color and with black and yellow piping. The oversea cap is used with
the flight suit. The metal AFP Coat of Arms is placed on the front left side of
the oversea cap (for officers only)
5) Beret. Fabric is 100% wool, soft, unlined, full cut, molded

design with leather sweatband and in black color. The beret is used with the
flight coveralls. A metal officer rank insignia is placed over the flash.
65. Authorized Items Worn with the Aviation Crew Flight Uniform.
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a. Accessories.
1) Flight Boots. Water and oil resistant leather exterior,

quick-drying interior, zippered lace, cushioned, steel shanks, and in black
color.
2) Flight Gloves. Capeskin, fire-resistant, and in sage green

color.
3) Socks. Fabric is 80% cotton/20% stretch nylon. Cushion

sole, high splice heel, and in black or olive drab colors.
4) Flight Helmet. Lightweight, padded, intercom with volume

control, active noise reduction, visor, and chinstrap.
5) Headset. Dual volume controls, lightweight, active noise

reduction, and ear seals.
6) Ear Muff. Lightweight.
7) Ear Plugs. Rubberized with container.
8) Life Preserver Unit. Quick-release and inflatable.
9) Sun/Wind/Dust Goggles. Interchangeable clear and

neutral gray acrylic lenses and rubber frames with elastic band.
10) Helmet Bag. Nylon with quilted ripstop lining, 19” x 19”
main compartment, two inside and outside pockets, and zip closure.
11) Mechanic’s Tool Bag. Canvass or nylon with two side

pockets, eight interior wall pockets, hard bottom, and zip closure. Either in
sage green, woodland camouflage or black colors.
12) Flight Kit Bag. Canvass or nylon with zipper and snap-on
on top. Resistance from punctures and tears. Either in sage green, woodland
camouflage or black colors.
13) Flight Vest. Nylon mesh with pistol holster, two document
pockets and nine pouches. Either in sage green, woodland camouflage or
black colors.
14) Aviator Kneeboard. Aluminum or plastic with clip and

strap.
15) Aviator Sunglasses. Military Specifications MIL SPEC

25948. Scratch and shatter resistant. Comfort-fit bayonet and paddle temples.
100% Ultraviolet A/B protection.
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16) Others. Other accessories needed by AAS personnel

which are essential in the performance of their duties.
b. Patches and Insignias.
1) Officer Rank Insignia. Fabric is 65% polyester/35%

cotton. Borders and rank insignia shall be sewn in black with the ancient
Filipino script “K” in blue while the background will be in olive drab.
2) Nameplate. Fabric is 65% polyester/35% cotton with olive

drab as background with hook-and-loop strip. Aviation badges for aviators,
aircrew members and ground support personnel shall be sewn in full-colors
while the name, rank, occupational specialty and branch of service shall be in
silver/gray.
3) Organizational and Qualification Patches. Sewn in full-

thread either in full-colors or in subdued color pattern.
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PAM 3-03
GLOSSARY
Aerobatic - Intentionally performed spins, vertical recoveries, and other

maneuvers requiring pitch or bank angles greater than 90 degrees. (Also
known as acrobatic flight.)
Aerodrome - A defined area on land or water intended to be used either

wholly or in part for the arrival, departure, and movement of aircraft. The term
also includes any building, installation, and equipment in this area.
Aeronautical Chart - A map used in air navigation containing all or part of

the following: topographic features, hazards and obstructions, navigation aids,
navigation routes, designated airspace, and airports.
Aeronautical Information Publication (AIP) - A publication issued by or

with the authority of a state and containing aeronautical information of a
lasting character essential to air navigation.
Air Defense Identification Zone (ADIZ) - An airspace over land or water,

extending upward from the surface, within which the ready identification, the
location, and the control of aircraft are required in the interest of national
security.
Air Traffic - Aircraft operating in the air or on an airport surface, exclusive

of loading ramps and parking areas.
Air Traffic Control (ATC) - A service operated by appropriate authority to

promote the safe, orderly and expeditious flow of air traffic.
Air Traffic Controller - A person authorized by any civil or military aviation

authority to provide air traffic control service. Air Traffic Controllers also
authorize aircraft to land or take off at the aerodrome or on the movement
area.
Air Traffic Service (ATS) - A generic term meaning variously flight

information service, alerting service, air traffic advisory service, air traffic
control service, area control service, approach control service or aerodrome
control service.
Aircraft - Any machine or device that can derive support in the atmosphere
from the reactions of the air other than the reactions of the air against the
earth’s surface.
Airfield - Any area in which aircraft may land, take off, and park. An airfield
may also be called an airport, airstrip, or aerodrome. The term airfield
includes the buildings, equipment, and maintenance facilities used to store or
service aircraft.
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PAM 3-03
Airplane - An engine-driven, fixed wing aircraft heavier than air, that is

supported in flight by the dynamic reaction of the air against its wings.
Airport - An area of land or water including its buildings and facilities, if

any, which is used, or intended to be used for the landing and take-off of
aircraft
Airship - An engine-driven lighter-than-air aircraft that can be steered.
Airspace - The space above a certain geographical area.
Airspeed - The rate at which an aircraft is moving through the air.
Airway - A control area or portion thereof established in the form of a

corridor equipped with radio navigational aids.
Altimeter - An aneroid barometer whose dial is calibrated in feet or meters

above a reference pressure level. An altimeter measures the difference
between the pressure which is set on the barometric pressure dial on the face
of the instrument.
Altitude - The vertical distance of a level, a point or an object considered

as a point, measured from mean sea level or above ground level.
Ambient - Surrounding.
Anti-collision Light - A flashing light on the wings, vertical stabilizer (fin) or

belly of an aircraft. It increases the visibility of the aircraft, especially at night
and under conditions of poor visibility.
Approach - The part of an aircraft flight wherein the aircraft is positioned in

such a way that it can touch down at the correct part of the runway on landing.
Approach Control Office - A facility established to provide air traffic

control service to controlled flights arriving at, or departing from, one or more
aerodromes.
Approach Control Service - Air traffic control service for arriving and
departing controlled flights.
Area Control Center - A facility established to provide air traffic control

service to controlled flights in control areas under its jurisdiction.
Area of Influence - A geographical area including both organic and

supporting combat power, to include joint, multi-national, or intra-agency
assets.
Area of Interest - A geographical area from which information and

intelligence are required to execute successful tactical operations and plan for
future operations. It includes any threat force or characteristic of the battlefield
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PAM 3-03
environment that will significantly influence the accomplishment of the

command mission.
Area of Operations - A geographical area, including the airspace, usually

defined by lateral, forward, and rear boundaries assigned to a commander, by
a higher commander, in which he has responsibility and authority to conduct
operations.
Area of Responsibility - The geographical area associated wherein

combatant commander has authority to plan and conduct operations.
Area Reconnaissance - A form of reconnaissance operations that is a

directed effort to obtain detailed information concerning the terrain or enemy
activity within a prescribed area, such as a town, ridgeline, woods, or other
feature critical to operations. An area reconnaissance could be made of a
single point, such as a bridge or installation.
Area Security - A form of security operations that includes area

reconnaissance, rear operations, and security of designated personnel, unit
convoys, facilities, and main supply route critical points.
Army Aviation - The aviation personnel, aircraft, and allied equipment

organic to a unit.
Army Aviation Unit - An organization comprised predominantly of aviation

personnel and aircraft whose purpose is to provide aviation support to PA
units with no organic aviation and without the usual day-to-day need for this
support.
Attitude - The relationship between the axes of an aircraft and a fixed

reference. The earth’s horizon is often used as this reference.
Aviation - The branch of science or technology that deals with any part of
the operation of machines that fly through the air.
Aviator - The operator or pilot of an aircraft.
Bail Out - To jump from an aircraft in flight and use a parachute for
descent.
Balloon - A lightweight aerostatic machine, usually spherical in shape and

neither powered nor steerable.
Base Leg - A flight path at right angles to the landing runway off its
approach end.
Battalion Aviation Safety Officer (BASO) - A person in a military

organization responsible in the implementation of the unit’s aviation safety
program.
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PAM 3-03
Call Sign - Any combination of letters, numbers or words that identifies a

communication facility.
Ceiling - The height above the ground or water of the base of the lowest
layer of cloud below 6,000 meters (20,000 feet) covering more than half the
sky.
Civil Aircraft - Aircraft other than public aircraft.
Cockpit - The portion of an aircraft or a spacecraft from which the flight crew
controls the air vehicle.
Cockade - The nationality marking for French military aircraft.
Control - A mechanism or system used to regulate or guide the operation

of a machine or organization.
Control Tower - An aerodrome facility that uses air or ground

communications, visual signaling, and other devices to provide ATC services
to aircraft operating in the vicinity of the aerodrome or on the movement area.
Control Zone - A controlled airspace which extends upward from the

surface and terminates at the base of the continental area.
Co-Pilot - A rated person who assists the pilot in flying the aircraft, but is
not in command of the aircraft.
Crewmember - A person aboard an aircraft for the purpose of operating

the aircraft in flight. It is also a person assigned to perform duty in an aircraft
during flight time.
Crosswind - A wind blowing across the flight of an aircraft.
Crosswind Leg - A flight path at right angles to the landing runway off its
upwind end.
Danger Area - An airspace of defined dimensions within which activities

dangerous to the flight of aircraft may exist at specified times.
Downwind - The direction measured relative to the way the wind is

blowing.
Downwind Leg - A flight path parallel to the landing runway in the direction
opposite to landing. The downwind leg normally extends between the
crosswind leg and the base leg.
Drop Zone - A designated area on the surface where paratroopers or

equipment can be dropped safely and cleared from obstacles.
4
PAM 3-03
Ejection Seat - A type of seat installed in a military aircraft that may be

shot out of the aircraft with the powder charge in the event of an in-flight
emergency.
Estimated Time of Arrival (ETA) - The time the flight is estimated to arrive
at the aerodrome or upon completing the aircraft’s touchdown on the active
runway.
Estimated Time of Departure (ETD) - The time the flight is estimated to

leave an aerodrome or upon lift off from the active runway.
Final Approach - A flight path in the direction of landing along the

extended runway centerline. The final approach or leg normally extends
between the crosswind leg and the base leg.
Fixed Wing Aircraft - An airplane or glider whose wing is rigidly attached

to the structure. The term fixed wing is used to distinguish these aircraft from
rotary wing aircraft, such as helicopters and autogyros.
Flight - A composition of two or more aircraft flying in one formation

wherein the element lead or flight leader controls their synchronized
maneuvers.
Flight Information Publication (FLIP) - A publication similar to the

Aeronautical Information Publication issued by or with the authority of a
certain military air unit and contains aeronautical information of a lasting
character essential to the safety of air navigation.
Flight Information Region - An airspace of defined dimensions within

which Flight Information Service and Alerting Service is provided.
Flight Instrument - (See Instrument.)
Flight Leader - A rated person in command of more than one aircraft flying
in one formation as a single aircraft. (Also Element Leader.)
Flight Log - A record kept of flight activities.
Flight Plan - A specified information relating to the intended flight of an

aircraft that is filed orally or in writing with a Flight Service Station, Air traffic
Control facility or Base Operations unit.
Flight Service Station (FSS) - Air traffic facilities which provide pilot
briefing, enroute communications and VFR search and rescue services, assist
lost aircraft and aircraft in emergency situation, relay ATC clearances,
originate NOTAMs, broadcast aviation weather, receive and process IFR flight
plans, and monitor Navigation Aids.
Foreign Clearance Guide (FCG) - Is the basic source of information for

guidance on national and foreign right, foreign clearance, authority, foreign
5
PAM 3-03
clearance bases, and procedures for clearance and control on international

aircraft movement.
Formation Flying - Flight of more than one aircraft which, by prior

arrangement between the pilots, operate as a single aircraft with regard to
navigation and position reporting. (Also Formation Flight.)
Fuselage - The body, or central structural component of an airplane. The

passengers and flight crew are housed in the fuselage, and the wings and tail
attached to it. In most single-engine airplanes, the engine and landing gears
are attached to the fuselage.
Glider - A heavier-than-air aircraft that is supported in flight by the dynamic

reaction of the air against its lifting surfaces and whose free flight does not
depend principally on an engine.
Hazard - Something that is potentially very dangerous.
Helicopter - A heavier-than-air aircraft supported in the flight chiefly by the

reactions of the air on one or more power-driven rotors on substantially
vertical axes.
Hinomaru - The nationality marking for Japanese military aircraft.
Horizontal Stabilizer - The fixed horizontal tail surface on an airplane.
Identification Friend or Foe (IFF) - An electronic identification system that

is the forerunner of the modern radar beacon transponder used by air traffic
controllers to identify specific aircraft. If the airborne equipment is set to
respond with the proper code, the IFF identifies the aircraft as friendly. But if
the equipment does not reply with the correct code, the ground station is
alerted to the fact that the indications received on its radarscope may be
caused by a foe or enemy.
International Civil Aviation Organization (ICAO) - A specialized agency

of the United Nations whose objective is to develop the principles and
techniques of international air navigation and foster planning and
development of international civil air transport.
Instrument - A device using an internal mechanism to show visually or

aurally the attitude, altitude, or operations of an aircraft or aircraft part. It
includes electronic devices for automatically controlling an aircraft in flight.
Instrument Flight Rules (IFR) - Rules that govern the procedures for
conducting flight under instrument meteorological condition.
Instructor Pilot - A rated person responsible of providing instructions to

persons undergoing flight training.
6
PAM 3-03
Landing Light - A high-intensity spotlight mounted on an aircraft and

aimed in such a direction that it shines on the runway when the aircraft is on
the final approach for landing.
Landing Zone - Any locality either on land, water, or structures, including

airports/heliports and intermediate landing fields, which is used, or intended to
be used, for the landing and take off of aircraft whether or not facilities are
provided for the shelter, servicing, or for receiving or discharging passengers
or cargo.
Mean Sea Level (MSL) - The datum used as reference for measuring
elevations. It is the average height of the surface of the sea for all stages of
tide.
Minimum Enroute Altitude (MEA) - The lowest published altitude between

radio fixes which assures acceptable navigational signal coverage and meets
obstacle clearance requirements between those fixes.
Minimum Obstruction Clearance Altitude (MOCA) - The lowest

published altitude in effect between two fixes on VOR airways, off-airways
route, or route segment and which assures acceptable navigational signal
coverage only within 22 nautical miles of a VOR.
National Airspace - The common network of Philippine airspace air

navigation facilities; equipment and services, airports or landing areas;
aeronautical charts, information and services; rules, regulations and
procedures, technical information, and manpower and material. Included are
system components shared jointly with the military.
Navigation Light - Colored lights on an aircraft used at night, to show the

direction that the aircraft is moving. A red light is installed on the left wing tip,
a green light is on the right wing tip
Notice to Airmen (NOTAM) - A notice containing information concerning

the establishment, condition or change in any aeronautical facility, service,
procedure or hazard, the timely knowledge of which is essential to personnel
concerned with flight operations.
Parachute - A large umbrella-shaped or rectangular-shaped device, used

to slow an object falling through the air.
Paratrooper - A member of the paratroops or airborne forces trained and

equipped to parachute from an aircraft.
Pilot - A rated person who flies or is qualified to fly an aircraft or spacecraft.
Pilot-in-Command - The pilot responsible for the operation and safety of

aircraft during flight time.
7
PAM 3-03
Pilot Weather Report (PIREP) - A report of meteorological phenomena

encountered by aircraft during flight.
Position Report - A report over a known location as transmitted by the

aircraft to the ATC.
Prohibited Area - An airspace of defined dimensions, above the land

areas or territorial waters of the Republic of the Philippines; within which the
flight of an aircraft is prohibited.
QNE - The barometric pressure used for the standard altimeter setting
(29.92 Hg)
Radar - Radio detection and ranging equipment; complex electrical

apparatus with which targets are detected and their ranges and directions
measured; radio detector; radio locator.
Radar Advisory - The provision of advice and information based on radar

observations.
Red Star - The nationality marking for Soviet military aircraft.
Restricted Area - An airspace of defined dimensions, above the land areas

or territorial waters of the republic of the Philippines, within which the flight of
aircraft is restricted in accordance with certain conditions.
Roundel - The nationality marking for British military aircraft.
Runway - A defined rectangular area on a land airport or aerodrome

prepared for the landing and take off run of aircraft along its length.
Safety Belt - A belt installed in an aircraft to hold the occupants tight in

their seats (also known as Seat Belt or Lap Belt).
Safety Pilot - A rated person responsible of conducting safety check to

another pilot while on training flight.
Standard Terminal Arrival (STAR) - A preplanned IFR air traffic control

arrival route procedure published for pilot use in graphic and/or textual form.
Standard Instrument Departure (SID) - A preplanned IFR air traffic control

departure route procedure published for pilot use in graphic and/or textual
form.
Student Aviator - A non-rated personnel undergoing initial flight training

from a designated instructor pilot.
Take-Off - The portion of an aircraft flight during which the aircraft leaves the
ground.
8
PAM 3-03
Taxi - To move an aircraft along the ground or water under its own power.
Taxi Light - A light, similar to the landing light, installed on an aircraft in

such a way that illuminates the runway or taxiway when the aircraft is on the
ground in its normal attitude for taxiing.
Taxiway - A defined path on a land aerodrome, selected or prepared for

the taxiing of aircraft.
Terminal Control Area (TCA) - A control area normally established at the

confluence of ATS routes in the vicinity of one or more aerodromes.
Touch and Go - A type of flight practice in which the pilot makes a series
of landings and take offs. The landing is made, but the aircraft is not allowed
to come to a complete stop before power is applied and the take off is made.
Traffic - A term used by ATC to refer to one or more aircrafts.
Traffic Pattern - The traffic flow that is prescribed for aircraft landing at,
taxiing on, or taking off from an aerodrome. (Also know as Traffic Circuit.)
Transition - The general term that describes the change from one phase of
flight or flight condition to another.
Transponder - The airborne radar beacon receiver or transmitter portion of

the Air Traffic Control Radar Beacon System which automatically receives
radio signals from interrogators on the ground, and selectively replies with a
specific reply pulse or pulse group only to those interrogations being received
on the mode to which it is set to respond.
Upwind - The direction from which the wind is blowing.
Upwind Leg - A flight path parallel to the landing runway in the direction of
landing.
Vertical Stabilizer - The fixed vertical surface in the empennage of an

airplane (also known as Vertical Fin.)
VFR on Top - The operation of an aircraft over-the-top under VFR when it

is not being operated on an IFR flight plan.
Visual Flight Rules (VFR) - Rules that govern the procedures for
conducting flight under visual meteorological condition.
Weather - The state of the atmosphere, mainly with respect to its effects on
life and human activities.
Winged Lozenge - The nationality marking for Philippine military aircraft

(also known as Winged Diamond).
9
PAM 3-03
10
PAM 3-03
ABBREVIATION AND ACRONYM
A2C2 - Army Airspace Command and Control
AABn - Army Aviation Battalion
AAS - Army Aviation Service
AATFC - Air Assault Task Force Commander
ACFU - Aviation Crew Flight Uniform
ADM - Aviation Depot Maintenance
Aero Co - Aeroscout Company
AFP - Armed Forces of the Philippines
AFPR - Armed Forces of the Philippines Regulations
AFPM - Armed Forces of the Philippines Manual
AIP - Aeronautical Information Publication
ALO - Aviation Liaison Officer
AMC - Aircraft Maintenance Company
AMCP - Aviation Maintenance Collection Point
AO - Area of Operation
AOC - Army Operations Center
APE - Annual Physical Examination
ARH - Armed Reconnaissance Helicopter
ASFP - Air Safety Foundation of the Philippines
ASO - Aviation Special Operations
ATC - Air Traffic Control
ATO - Air Transportation Office
ATS - Air Traffic Service
ATU - Aviation Training Unit
1
PAM 3-03
AUM - Aviation Unit Maintenance
AVN - Aviation
AVPOL - Aviation Petroleum, Oil and Lubricants
Avn Bn - Aviation Battalion
BASO - Battalion Aviation Safety Officer
BDA - Battle Damage Assessment
BDU - Battle Dress Uniform
BDAR - Battle Damage Assessment and Repair
BDR - Battle Damage Repair
BFOO - Battalion Flight Operations Officer
BOS - Battlefield Operating System
BPS - Bureau of Product Standards
BSA - Brigade Support Area
C2 - Command and Control
C2W - Command and Control Warfare
C3 - Command, Control and Communications
C4I - Command, Control, Communication, Computer and

Intelligence
CAAP - Civil Aviation Authority of the Philippines
CASC - Combat Aviation Support Company
CASEVAC - Casualty Evacuation
CBR - Chemical, Biological, Radiological
CFR - Crash, Fire and Rescue
CG - Commanding General
CMO - Civil Military Operations

CO - Commanding Officer
2
PAM 3-03
COC - Command Operations Center
COIN - Counter Insurgency
COMELEC - Commission on Elections
COOP - Continuity-of-Operations Plan
COR - Circular of Requirements
CP - Command Post; or Co-Pilot
CRM - Crew Resource Management
CRSS - Combat Research and Special Studies
CS - Combat Support
CSAFP - Chief of Staff, Armed Forces of the Philippines
CSAR - Combat Search and Rescue
CSS - Combat Service Support
DA - Department of the Army
DEW - Directed-Energy Weapon
DF - Direction Finding
DME - Distance Measuring Equipment
DND - Department of National Defense
DNIF - Duty Not Involving Flying
EENT - Eye, Ear, Nose and Throat
EW - Electronic Warfare
Eval - Evaluation
FAA - Federal Aviation Administration
FEBA - Forward Edge of the Battle Area
FLIP - Flight Information Publication
FM - Field Manual
3
PAM 3-03
FOD - Foreign Object Damage
FW - Fixed Wing
G1 - Assistant Chief of Staff for Personnel
G2 - Assistant Chief of Staff for Intelligence
G3 - Assistant Chief of Staff for Operations
G4 - Assistant Chief of Staff for Logistics
G7 - Assistant Chief of Staff for Civil Military Operations
G8 - Assistant Chief of Staff for Education and Training
GHQ AFP - General Headquarters Armed Forces of the Philippines
GOU - General Office Uniform
GRP - Government of the Republic of the Philippines
GSE - Ground Support Equipment
H15SW - Headquarters 15th Strike Wing
H205HW - Headquarters 205th Helicopter Wing
H505SRG - Headquarters 505th Search and Rescue Group
HAABn - Headquarters Army Aviation Battalion
HADC - Headquarters Air Defense Command
HAFGH - Headquarters Air Force General Hospital
HHC - Headquarters and Headquarters Company
HISG - Headquarters Intelligence and Security Group
HPA - Headquarters Philippine Army
HPAF - Headquarters Philippine Air Force
ICAO - International Civil Aviation Organization
IFR - Instrument Flight Rules
ILS - Instrument Landing System
4
PAM 3-03
IP - Instructor Pilot
IR - Instrument Rating
ISO - Internal Security Operations
J3 - Deputy Chief of Staff for Operations
J8 - Deputy Chief of Staff for Education and Training
LABde - Light Armor Brigade
LAD - Light Armor Division
LTA - Light Trainer Airplane
LTH - Light Trainer Helicopter
LZ - Landing Zone
MAC - Mean Aerodynamic Chord
MANPAD - Man-Portable Air Defense
MEDEVAC - Medical Evacuation
MILF - Moro Islamic Liberation Front
MOA - Memorandum of Agreement
MOUT - Military Operations in Urbanized Terrain
MPMLH - Multi-Purpose Medium Lift Helicopter
NAFP - New Armed Forces of the Philippines
NATO - North Atlantic Treaty Organization
NBC - Nuclear, Biological, Chemical
NCO - Non-Commissioned Officer
NOE - Nap-of-the-Earth
NOTAM - Notice to Airmen
NPA - New People’s Army
Nr - Number
5
PAM 3-03
OCD - Office of the Civil Defense
OPCON - Operational Control
OSHC - Occupational Safety and Health Center
PA - Philippine Army
PAAC - Philippine Army Air Corps
PAAF - Philippine Army Air Force
PAF - Philippine Air Force
PAFM - Philippine Air Force Manual
PAFR - Philippine Air Force Regulations
PAGASA - Philippine Atmospheric, Geophysical and Astronomical

Services Administration
PAM - Philippine Army Manual
PAS - Philippine Air Service
PCAC - Philippine Constabulary Air Corps
PD - Presidential Decree
PHIMAL - Philippines-Malaysia
PHIVOLCS - Philippine Institute of Volcanology and Seismology
PhP - Philippine Peso
PIC - Pilot-In-Command
PKO - Peacekeeping Operations
PN - Philippine Navy
PNG - Philippine National Guard
PNM - Philippine Navy Manual
PNP - Philippine National Police
PSYOP - Psychological Operations

PZ - Pick-up Zone
6
PAM 3-03
QC - Quality Control
RA - Republic Act
REC - Radio-Electronic Combat
RP - Republic of the Philippines
S3 - Operations Officer
SAR - Search and Rescue
SBF - Support by Fire
SDO - Special Disbursing Officer
SMA - Special Mission Aircraft
SND - Secretary of National Defense
SOCOM - Special Operations Command
SOP - Standing Operating Procedures
SPF - Sun Protection Factor
SRR - Search and Rescue Region
Stan - Standardization
STANAG - Standardization Agreement
STOL - Short Take Off and Landing
TCPA - Training Command, Philippine Army
TDCS - The Deputy Chief of Staff
TI&E - Troop Information and Education
TM - Technical Manual
TMDE - Test, Measurement, and Diagnostic Equipment
TOC - Tactical Operations Center
TOE - Table of Organization and Equipment
TSA - Tactical Surveillance Aircraft
7
PAM 3-03
UA - Utility Airplane
UAV - Unmanned Aerial Vehicle
US - United States
USAAC - United States Army Air Corps
USAAF - United States Army Air Forces
UTC - Coordinated Universal Time
VCSAFP - Vice Chief of Staff, Armed Forces of the Philippines
VFR - Visual Flight Rules
VIP - Very Important Person
VOR - Very High Frequency Omni-directional Range
XO - Executive Officer

PAM 3-03 Army Aviation

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PAM 3-03

PHILIPPINE ARMY MANUAL 3-03

Proponent: Aviation Bn, MID, PA

PHILIPPINE ARMY MANUAL 3-03

LTGEN HERNANDO DCA IRIBERRI AFP

1. This manual provides a standard and ready reference on the employment

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

Aeronautical Information Manual/Federal Aviation Regulations 1999, The

Administrative Order No. 1, Series of 1980, Civil Air Regulation governing

Administrative Order No. 4-A, Series of 1970, Civil Air Regulation

Administrative Order No. 14, Series of 1963, Civil Air Regulations

Aeronautical Information Publication – Philippines, 7th Edition, Air

AFP Mental Health Handbook, Office of the AFP Surgeon General,

AFPM 1-01, AFP Doctrines Development Manual, 2003.

AFPM 2-011, AFP Rules of Engagement for Intelligence Operations, 2007

AFPM 3-1, Joint Air-Surface Operations, April 1979.

AFPM 3-3, Joint Airborne Operations, April 1979.

AFPM 3-8-1, Armed Forces of the Philippines Manual on Operational

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

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

AFPR G 161-121 Change Nr 1, GHQ AFP dated 12 October 1955; Title:

Air Force Instruction 11-218, Flying Operations: Aircraft Operations and

Aircraft Accident Investigation: Introduction to Aircraft Accident

Aircraft Accident Investigation Handout, Society of Aerospace Engineers

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

Annex 7 – Aircraft Nationality and Registration Marks, International Civil

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

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

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

Aviation Weather Handbook, Terry T. Lankford, McGraw-Hill Two Penn

Circular Nr 05, HPAF dated 19 December 1995; Title: Utilization of

Circular Nr 1, HPA dated 7 May 1996; Subject: AFP Occupational

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

Circular Nr 5, GHQ AFP dated 6 July 2004; Title: Utilization, Management

Circular Nr 7, GHQ AFP dated 4 July 1988; Title: Use of AFP

Circular Nr 7, GHQ AFP dated 13 November 2001; Title: Aircraft Operation

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

Commandants Paper: An Appraisal of the Light Armor Brigade Philippine

Commanding General, Philippine Air Force Annual Air Power Symposium

Commonwealth Act Nr 616, An Act to Punish Espionage and Other

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

Doc 9554-AN/932, Manual Concerning Safety Measures Relating to

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

FM 1-60, Airspace Management and Army Air Traffic in a Combat Zone,

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

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

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

FM 100-2-2, The Soviet Army: Troops, Organization and Equipment, DA,

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

Flight to the Future, HPAF, 1997.

GHQ AFP Publication Nr 1, Dictionary of Armed Forces of the Philippines

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

Handbook on the Law of War for Armed Forces, International Committee

HPA Letter Directive dated 4 May 2005; Subject: Guidelines on the

Implementing Guidelines, Rules and Regulations to the MOA between the

Information Paper, Aviation Security Plan of Action, International Civil

Intelligence and Security Handbook for Tactical Unit Commanders and

International Standards and Recommended Practices, Aerodromes,

International Standards and Recommended Practices, Aircraft Accident

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

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

Letter CO, AABn dated 23 February 2004; Subject: Standardization in the

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

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