New Roles for Combat Motorcycles

Two motorcycles scouts in training practice off-road driving in remote Western Oregon. New Roles for Combat Motorcycles by First Lieutenant Patrick Marr and CW3 Daniel Kingsley Two Wheelers Master Cavalry Missions In 9th ID Test Battlefield employment of the motorcycle is not anew concept. Motorcycles have seen action in every major theater of war from WW I to Grenada. While not new, the development of motorcycle operational concepts has been one of continuous evolution and change. Their capability has now reached anew high, and the application of their inherent mobility, speed and maneuverability offers exciting potential to the enterprising combat commander. History WW I saw the motorcycle commonly used as a courier vehicle. It proved itself in providing rapid battlefield messenger service. It was durable, cheap, and easy to maintain, but its adaptability and speed were its major strong points. During WW 11, the motorcycle was commonly used in the German Army, which employed motorcycle battalion spearheads in the attack on Poland. These motorcycle units raced across the German-Polish frontier to capture key river crossings, bridges, intersections and even small towns.1 Meanwhile, the U. S. Army decided to discontinue the use of motorcycles because they were considered unreliable and unsuited to off-road operations. In spite of that, 5,000 of them were used by the Army during WW 11, mostly in courier and traffic control operations.* Although some were fitted with machineguns, the Allies never caught the same offensive spirit in motorcycle employment that the Germans did. After the war, military interest in the utility of the motorcycle waned, although many soldiers returned to the civilian world smitten by the motorcycle bug. Interest in motorcycle racing continued to grow in Europe and spread to the U. S. In the late 1950s, cross-country motorcycles grew in sophistication and became more distinct from the heavy road versions used during the previous years. Moto-cross and recreational cross-country motorcycle riding continued to grow in popularity, and the need for better trail bikes grew in demand as well. In fact, the research and development effort by the private sector has now reached a state of the art that can meet the military need for a tactically-employable motorcycle and for nearly any associated equipment. The U. S. Army has adapted civilian motorcycle technology for military application at the Army Development Employment Agency (ADEA) of the 9th Infantry Division (Motorized) with remarkable success. Current Doctrine Many commanders still view the motorcycle solely in the liaison/courier mission role. But the modern motorcycle can provide some amazing answers in other uses too. The Army has had difficulty in the past marrying reconnaissance units with a suitable, uncontroversial vehicle. The A4113 armored personnel carrier, the A4151 %-ton, the Sheridan ARAA V (Armored Reconnaissance/ 33

A motorcycle reconnaissance trooper negotiates a rugged Oregon logging road wearing night vision goggles in second stage of NVG training. Effective training can qualify a man within a week. Airborne Assault Vehicle) and the M3 Cavalry Fighting Vehicle have been employed by scout and cavalry reconnaissance units, and have proven to be adaptable to conventional cavalry reconnaissance operations. But each vehicle has its own set of limitations and none of them meet all reconnaissance requirements. Another problem is even more acute: motorizing long-range reconnaissance patrols. Many available methods of insertion, extraction and mission execution rule out the present reconnaissance vehicles. Reconnaissance units required to operate forward of the FLOT or deep in the enemy's rear area require a form of transportation that is easily transported and supported by helicopter; one capable of being inserted by parachute; easy to repair in a tactical environment without support personnel; fuel efficient, quick, and mobile in broken terrain. It must also be highly reliable, cost effective, and easy to destroy if left behind. It must be suited to all-weather, limited visibility operations, be quiet in its operation, and have a low profile, making it difficult to locate and destroy. These requirements can best be met by a number of commercially-manufactured cross-country motorcycles. Motorcycle reconnaissance units have appeared in a number of divisions throughout the Army. The Cavalry Brigade (Air Attack) organization of Division 86 has a 14-man motorcycle reconnaissance platoon in the headquarters troop of the air cavalry squadron. The air cavalry squadron of the 9th Cavalry Brigade (Air Attack) at Fort Lewis, Washington, tested the employment of motorcycles for reconnaissance from November 1981 through May 1982. The motorcycle platoon proved that it can perform conventional cavalry missions such as: zone recon, area recon, route recon, screening operations, maintaining contact between adjacent units, and courier service. Additionally, the motorcycle platoon proved that it can be very effective in such (non-ARTEP) missions as: path-tinder operations, raids into enemy rear areas, stay-behind reconnaissance/harassment, NBC recon, conduct of NBC warfare and, hasty vehicle/armor ambushes. Training The 3d Squadron, 5th Cavalry motorcycle reconnaissance platoon has focused its training and resources in four areas; the operation of the motorcycle over various types of terrain during limited visibility with AN/PVS-5 night vision goggles (NVG), drivedmechan-ic training, the development of protective clothing and, mission assessment and evaluation. The reconnaissance platoon started aggressive night vision goggle training in July, 1982. The platoon went to Camp Rilea, Oregon, located on the Pacific Ocean, to conduct its initial NVG training. Riders familiarized themselves with NVGs by riding along the beaches at Camp Rilea. As the rider's confidence grew, he was required to negotiate increasingly difficult obstacle courses on the beach. After all riders were familiarized with operating the motorcycle while wearing NVGs, the platoon moved to the rugged mountain trails and logging roads of western Oregon. Within a week, the entire platoon was capable of negotiating any type of terrain wearing NVGs. The platoon continued to maintain its NVG proficiency at Fort Lewis before going to the Yakima Firing Center in central Washington five weeks later. The Yakima Firing Center is similar to a Middle East/National Training Center environment and provides an excellent testing ground for all types of tactical training. Results of the tactical testing at Yakima proved the validity of the NVG training. The motorcycle platoon has developed an NVG qualification checklist that has been invaluable in the training program. The instruction begins in the classroom with the maintenance and adjustment of the AN/PVS-5 NVG and progresses through a series of operations on smooth surfaces with daylight filters to riding at night over rough ter- 34 rain using NVG’s. The NVG qualification culminates with the logging of 24- hours of NVG operation in a tactical environment. Training is carefully monitored, and the reconnaissance platoon has not sustained a reportable injury to date in NVG operations. NVG proficiency is maintained by a squadron requirement to conduct a n FTX monthly. Drive and Mechanic Training The Fort Lewis School Command has introduced two programs of instruction (POI) for the motorcycle operator since May 1983. The first is an 18-hour course on motorcycle maintenance. It includes brake repair, clutch and valve adjustment, tire repair and replacement, engine and chassis lubrication and overall vehicle troubleshooting. The second POI is a five-day motorcycle driving and safety program. The course is administered in both an on- and off-road environment, and is designed to train an unskilled operator and make him a safe, competent and confident motorcycle operator. The 3-5 Cavalry motorcycle platoon goal is to become 100-percent trained in both of these courses. Mission readiness has significantly increased since the inception of these programs. Units desiring additional information about the POI can obtain it by getting in touch with MSG Sabourin at Headquarters, School Command, Fort Lewis.3 Protective Clothing The reconnaissance motorcycle platoon has been working extensively with the U. S. Army Materiel Development and Readiness Command (DARCOM) to obtain and develop protective equipment. The area of most concern is helmet and comm u nica t i ons development. Conventional civilian motorcycle helmets have not been adapted for use with military radios. On the other hand, the Army’s Kevlar helmet with H-CCAPS (Helmet-Capability/ Communication/Aural Protective System) does not afford protection from the head injuries that could be sustained in a motorcycle crash. The motorcycle rider needs a helmet that meets Department of Transportation (DOT) head protection requirements, affords ballistic protection, can be correctly worn while wearing the MI 7A2 NBC protective mask or NVGs and, has built-in earphones to monitor radi-The communication requirement is for a two-radio-net capability with a voice-activated boom microphone pro-os. i! Commercial motorcycle protective gear was adopted for use in 9th ID test. In two photos above, a soldier wears the commercial protective items used in the test. The two photos below show how this equipment is integrated with traditional uniform.

tected by the face shield when worn. A transmitting switch on the handlebars would be needed so the rider does not have to remove his hand to communicate. Sound attenuation and amplification devices in the helmet could provide the scout with a method to adjust and isolate external noises: for example, to reduce external noise when monitoring his radio while riding, or to increase his ability to hear outside the helmet when dismounted. A suitable helmet has been developed by the Gentex Corporation and fielded by DARCOM at Fort Lewis. It meets DOT protection standards and offers limited ballistic protection. It is electronically compatable with the PRC-77 and can be worn with the MI 7A2 or the AN/PVS-5. Communications are now limited to the range of the PRC-77. More effort is needed on a longer-range communication capability. The motorcycle platoon is currently using commercial protective clothing, including shin guards, arm and shoulder pads, kidney belts, insulated gloves and protective boots. The research and development of protective clothing has been completed by the commercial sector. The Army needs to adapt and configure the protective clothing to meet Army uniformity requirements, but otherwise, the needed equipment can be fielded now. Mission Assessment The fourth priority of the motorcycle platoon is mission assessment and evaluation. In addition to the conventional cavalry missions stated, the motorcycle platoon is assigned to pathfinder missions, downed pilot recovery, search and rescue missions and extensive air assault operations. Through numerous field exercises, the 9th Cavalry Brigade (Air Attack) and the 3d Squadron, 5th Cavalry have evaluated and assessed the employment of motorcycles in conjunction with aviation. Motorcycle employment in the air cavalry mission has shown itself to be a natural extension of Army aviation assets. A combat-loaded 14-man motorcycle platoon can be inserted by one CH-47 Chinook or three UH-60 Blackhawks, or by any other conventional method of insertion, including airborne drops. Two-man teams can be inserted by upgraded OH-58s fitted with cargo hooks, as has been demonstrated at Fort Lewis. Four motorcycles have been organically assigned to the experimental Light Air Cavalry Troop (LACT) that is concerned with developing aerial tactics using an armed scout aircraft. The motorcycles assist the aeroscouts by classifying and clearing routes, lateral approaches and trails and obstructions, while the aerial elements conduct the route or zone reconnaissance. The motorcycles have been indispensable as an extension of the air troop commander’s battlefield eyes and ears. The capabilities of the motorcycle are ideally suited for incorporation into the air cavalry mission. Limitations Motorcycles are not without their limitations. The most serious inherent limitations are inability to cross water obstacles of any appreciable depth, poor performance in excessive snow or mud, operator vulnerability to extreme weather conditions and lack of armor protection from small arms fire and artillery fragments. There are also significant organizational limitations. Command and control of the motorcycle is difficult because suitable radios and monitoring equipment do not exist. Equipment readiness status is subject to fluctuation because of lack of operator maintenance knowledge or instruction. And there are insufficient spare parts available at DISCOM. The majority of these limitations are simply resolved, especially in the areas of communictions, helmets and protective clothing. The Fort Lewis School Command is taking active and effective measures to reduce operator-induced problems and limitations in the areas of maintenance, services and vehicle operation. Despite these current limitations, the motorcycle is ready to assume a significant reconnaissance role in the Army. The motorcycle, as it was recently employed in the Grenada operation, was relegated to the role of messenger and command and control vehicle. These missions are minimal in the light of the overall capability of the machine. Field commanders have not yet recognized the many possible employment options available for motorcycle assets. Scouts mounted on motorcycles are among the most valuable sources of intelligence the combat commander has at his disposal. Footnotes 1 Panzer Leader by General Heinz Guderian. Ballantine Books, New York, 1980. * ARMOR, Sept-Oct 1982, “The Military Motorcycle” by Captain Robert R. Sigl, pp. 26-28. 3 MSGSabourin HQ. School Command, Ft Lewis, WA 98433.

RICK M. MARR was commissioned in armor from t h e U S M Ain 1981. H e has attended the Armor Officer Cavalry Basic Course, the Infantry Mortar Platoon Course, the Junior Officer Maintenance Course, Airborne, Ranger, and A i r Assault School courses. H e has served a s motorcycle reconnaissance platoon leader, cavalry platoon leader, cavalry troop executive officer and is currently assistant S3 for 3d Squadron, 5th Cavalry, Fort Lewis, WA.

holds a bachelor degree in sociology from New York State University. He served in t h e U. S. Marine Corps from 1968 to 1974 and entered the Army to attend flight school, graduating in

1975. He graduated from the U. S. Army Aviation Safety Course in 1982 and is currently serving as the aviation safety officer for 3/5 Cavalry, Fort Lewis. H e is also the winner of the Aviation Digest Annual Writing Award for 1983. 36