Its purpose was to get from an altitude less vulnerable to enemy small arms fire, perhaps 3000 feet or so above the ground, to on the ground in the landing zone as quickly as possible while remaining in the relatively secure airspace directly over the landing zone.

For some reason, perhaps having received enemy fire on an earlier flight to the landing zone or being informed by the infantry that the enemy was present near the landing zone, the aircraft commander would decide to execute a high overhead approach. Flight school training, however, did not include high-overhead approaches, one learned the approach on the job after arriving in Vietnam.Ī high-overhead approach was used on single-ship missions, only in daytime with decent visibility and usually when hauling supplies (ammo, food, water, equipment, etc,) to units in the field.

The instructor pilots were all Vietnam veterans, knew firsthand exactly what flying a helicopter in Vietnam entailed, and did their very best to prepare us for our upcoming assignments. The final portion of the training was at Fort Rucker, Alabama where we transitioned into the Huey and received tactical training in formation flying, low level navigation, night flying, formation, and single ship approaches to and landings in simulated landing zones, etc. Most new army helicopter pilots received orders for an aviation unit in Vietnam as their first duty station after flight school.įlight school training was excellent. It took about a year to complete basic training and flight school and receive your wings and warrant officer bars. We had at least one nineteen-year-old pilot in our assault helicopter company. One could do that immediately after completing high school. Army helicopter pilots in Vietnam were mostly warrant officers and relatively young as most took advantage of an army program which allowed men to enlist for the army’s Warrant Officer Rotary Wing Aviator Course. I served as a Warrant Officer Huey pilot in Vietnam flying for A Company, 229th Assault Helicopter Battalion, 1 st Cavalry Division from May 1967 to May 1968. (“Huey” is the nickname given to the Bell UH-1 Iroquois helicopter). In the cartoon note the expression on the face of the left seat Huey pilot and the caption. Portions of the scrapbook are exhibited on a touch screen display in the “Souvenirs of Service” exhibit at the Wisconsin Veterans Museum. My Mom included the cartoon on the right in a scrapbook she complied regarding my military service. Wisconsin in the Civil War: Battle Flags and Wisconsin Regimental Histories.Non-divisible load permits AA, BM, CM, CS, GG, HM, HRCQ, II, MH, SB, SM, or SS.Ĭall (608) 266-8417 for a recorded message of the current status of the roads weight restrictions.Divisible load permits AC, AG, AgCMV, FF, FMP, GR, IoH, IPD, MI, PB, PS, RF or RS.Permit types affected by one or more weight restrictions programs Regional transportation offices can be contacted to answer specific questions related to the state highway system in their region. Questions related to weight restrictions on local or county roads should be referred to the maintaining authority for those roads. Local county or township road maintenance authorities are responsible for determining when their roads are either frozen or thawing and whether sections should be posted for weight limitations. Seasonal posted roads program normally from the second week in March until late April or early May.Īll three of these programs apply only to the state highway system. Three distinct programs take advantage of the frozen pavement and sub-base conditions during the winter months and also protect pavement's weak conditions during the springtime freezing and thawing period.įrozen road declaration that is normally in effect from mid-December to late February or early March.Ĭlass II roads - typically lasts from early March until the first or second week in May. These varying conditions affect the structural strength of the pavements and the base materials under the roadway. Interactive mapįrom December to May every year, state highways in Wisconsin must withstand an extreme range of moisture and temperature conditions from -30 degrees Fahrenheit to +70 degrees Fahrenheit. They allow industry trucking partners to carry heavier loads during winter and help protect the roads during spring thaws. Seasonal weight restrictions are one way to prolong the life of Wisconsin highways. The Wisconsin Department of Transportation is charged with maximizing and protecting this investment. The public invests tax dollars every year for safe, reliable infrastructure.

Class II and Posted Road Restrictions previously ended in Zones 2 through 5. Class II and Posted Road Restrictions end in Zone 1 Tuesday, April 16, 2024, at 12:01 AM CDT.

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