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Appendix J

Forward Arming and Refueling Points

This appendix describes forward arming and refueling point (FARP) operations. It provides aviation commanders, staff elements, and Class III and V personnel with a comprehensive view of the purpose, organization, and operation of the FARP. It also describes planning consideration for setup of the FARP as well as transportation planning for Class III and V products.

SECTION I. Introduction

This section defines the FARP and discusses its purpose. It also discusses planning factors, personnel composition, and the threat. The FARP is vital to the success of the aviation combat mission. Attack, air assault, and support aviation units all depend on the FARP to provide fuel and ammunition where and when they are needed.

J–1. DEFINITION

A FARP is a temporary arming and refueling facility organized, equipped, and deployed by an aviation unit commander to support tactical operations. It usually is located closer to the area of operations (AO) than the combat service support (CSS) area of an aviation unit. It provides fuel and ammunition for aviation units in combat. The fluid situation of the battlefield demands that the FARP be austere, transitory, and able to support specific mission objectives. It should be flexible enough to self–deploy or to be aerially inserted. It must meet the Class III/V needs of mission aircraft. The "FARP" applies only to units with attack/cavalry missions. Aviation units with other missions use these terms: division rapid refueling point (DRRP); brigade rapid refueling point (BRRP); and company rapid refueling point (CRRP).

J–2. PURPOSE

The FARP increases the time on station for the commander by reducing the turnaround time associated with refueling and rearming. FARPs, thereby, give the commander more time to apply continuous pressure on the enemy. They usually are employed when the turnaround time at the unit trains is too long or when time on station must be optimized. They also are employed in support of deep attacks or special operations when the distance covered exceeds the normal range of the aircraft. In addition, FARPs are employed during rapid advances when field trains are unable to keep pace.

J–3. ORGANIZATION

Aviation units are organized under the A–series table of organization and equipment (TOE). Task organizing Class III/V assets for FARP operations may be difficult at the unit level.

J–4. PERSONNEL

a.

Personnel allocations for the FARP include four military occupational specialities (MOSs): 77F, 55B, 68J, and 68X. The petroleum specialist, MOS 77F, transports Class III and services aircraft with fuel. The ammunition specialist, MOS 55B, receives and transports Class V munitions from the supply point to the arming point. The ammunition specialist has no aircraft–specific duties; he is responsible for unpacking ammunition. The aircraft armament/missile system repairer, MOS 68J, repairs aircraft fire control systems. He also loads and arms attack aircraft. Besides these three MOSs, the commander should position personnel—medical, battle damage assessment (BDA) teams/maintenance, Stinger teams, and others—as needed.

b.

In the heavy division/corps aviation attack battalions, 77F and 55B personnel are assigned to the Class III/V platoon of the battalion HHC. In light divisions, these personnel are assigned to the brigade HHC. In assault and medium lift companies, 77Fs are assigned to the company or to the battalion HHC if a battalion has been formed. The 68J is assigned to the aircraft component repair section of the aviation unit maintenance (AVUM) company. The commander should be aware that separation from units of assignment can cause command and control (C2) problems.

c.

The increased tempo of operations and/or density of traffic may require air traffic services (ATS) assets. In such cases, the commander or his representative may request a tactical aviation control team from the ATS battalion.

J–5. PLANNING FACTORS

a.

Three basic principles must be satisfied when planning a FARP to support aviation units. The FARP must—

(1)

Meet unit mission requirements.

(2)

Provide support throughout the battlefield under all conditions.

(3)

Avoid threat observation and engagement.

b.

The intensity of the battle will affect FARP activities. For example, a higher intensity may create a greater need for Class V items than for Class III items. Therefore, aircraft may return to the FARP more often to rearm than to refuel. However, in a reconnaissance scenario wherein aircraft are "hunting" for targets, the need for fuel may be greater than the need for ammunition.

c.

A FARP should be set up if the distance between the battle positions and the logistics trains exceeds 30 kilometers (km). Thirty km is a tradeoff distance. A greater distance may leave the commander with inadequate fuel, ammunition, and time on station to complete the mission. The adequacy of roads, availability of higher echelon ground and aviation support, and distance to Class III/V distribution points affect how well the FARP can be supported and sustained.

d.

Survivability of the FARP on the battlefield will depend on high mobility and the ability to displace rapidly. Careful site selection, effective camouflage, and minimum personnel and equipment will result in an austere, yet a mission–capable FARP.

J–6. THREAT

An effective way to neutralize the effectiveness of aviation forces is to prevent aircraft from rearming and refueling. Therefore, the FARP will be a high–priority target for the enemy. Class III/V stocks in the AO likely will be subject to nuclear, biological, and chemical (NBC); ground; tactical air; air assault; and artillery attacks. FARP operations may even be harassed by local sympathizers and insurgents.

SECTION II. Command, Control, and Communications

This section discusses the command, control, and communications (C3) responsibilities of the commander and his staff relative to the FARP. It also includes modes and methods for aircraft control into, within, and out of the FARP. The most difficult aspect of FARP operations is how to command, control, and communicate with other elements in the aviation unit without compromising the FARP.

J–7. COMMAND AND CONTROL

a. Commander.

The commander is responsible for the overall success of the FARP. Based on the factors of mission, enemy, terrain, troops, and time available (METT–T), the commander decides how his FARP assets will be used to support his operational intent.

b. S3.

The S3 formulates the commander's plan, which includes the FARP, to accomplish the mission. The S3 consults with the S4 and the HHC commander to ensure that the plan can be supported logistically.

c.

S4. The S4 calculates the fuel and ammunition required for the mission and plans the distribution of these supplies. He then coordinates these requirements with higher headquarters.

d.

Class III/V Platoon Leader. The Class III/V platoon leader is responsible for accomplishing the FARP mission. He also must keep the S4 informed about the amounts of fuel and ammunition on hand.

J–8. AIRCRAFT CONTROL

Control of aircraft within the FARP is critical to safety and overall efficiency of the operation. The proximity of the FARP to the battlefield restricts the use of electronic methods for positive aircraft control. The most effective means of control will be a thorough briefing and a well–written standing operating procedure (SOP) that outlines the FARP procedures to be followed by both aircrews and FARP personnel. In addition, offset, low–output nondirectional radio beacons may be a low–risk method for locating FARPs. Also, various signaling methods may be used to gain procedural aircraft control.

a.

Electronic Signals.

(1)

The use of ATS in a FARP is METT–T–dependent. Under some circumstances, such as during situations other than war, ATS units can provide the aviation commander with a measure of safety and synchronization. A tactical aviation control team can manage the flow of aircraft for a faster, safer, and more efficient operation.

(2)

A tactical aviation control team has three soldiers equipped with a lightweight, man–transportable tower and a navigational aid. This equipment can be set up in 20 minutes or less. It provides a low–to–medium, short–to–medium range nondirectional radio beacon (NDB) and secure–voice very high frequency (VHF) amplitude modified/frequency modulated (AM/FM) and ultra high frequency (UHF) AM. The tactical aviation control team deploys from a supporting ATS group or battalion assigned to the division or corps.

b.

Visual Signals. Visual signals include hand and arm signals, smoke, signal flags, surface–to–air missile (SAM) cards, and light signals. Ground guides will normally control the movement of aircraft within the FARP. Because ground guides may direct allied aircraft, they must use standard hand and arm signals.

(1)

Although smoke is not the preferred visual signal, it has several advantages. For instance, it can indicate wind direction. Different colors can indicate the current situation of the FARP or the availability of ClassIII/V products. Smoke also has some disadvantages. For example, it can only be used during the day. It can compromise the location of the FARP. Smoke is not a preferred visual signal.

(2)

Flashlights and light wands are other types of visual signals. The flashlight can be used with color–coded disks to relay information. A separate colored disk, which is easily seen at night, can indicate the FARP situation or supply availability. During the day, signal flags of different colors can serve the same purpose. Flashlights can be used with hand and arm signals. However, the use of a light to relay information violates current light discipline policy. Standard light signals are used by North Atlantic Treaty Organization (NATO). Light wands can be used for hand and arm signals as well as to mark departure, landing, and arming and refueling points.

(3)

Chemical lights come in a variety of colors to include infrared, which can be seen only through night vision devices (NVDs). They can be used in the same manner as flashlights and light wands. An effective technique for lighting the landing area using chemical lights is to dig a shallow trench in the shape of the landing area and place chemical or beanbag lights in the trench. The landing area can be seen only at a certain angle from the air; on the ground, it is difficult to see.

(4)

Lights should not be kept on in the FARP. They should be turned on or put out just before aircraft arrive and turned off or removed when aircraft leave. This procedure helps avoid enemy detection.

c.

Arming Signals. In peacetime, the aircrew turns off the anticollision light to signal the ground crew to begin arming. In combat, an alternate signal must be used. During the day, hand and arm signals can be used; at night, the cockpit navigation light may be used. If the 68J is wearing the helmet assembly, rearming refueling personnel (HARRP) (Common Table of Allowances (CTA) 50–900) with communications (HGU–24/P), he can talk with the aircrew.

J–9. TRAFFIC LAYOUT

a.

Standard marker panels on departure and arrival points will improve the procedural control of aircraft. Engineer tape, chemical lights, or beanbag lights can be used at night to indicate the desired direction of aircraft movement or the location of ground guides. The aircraft should move to the ground guide's location for arming and refueling. After the aircraft has been serviced, the ground guide should direct it toward the departure end of the FARP. Figure J–1 shows the traffic layout at the FARP; Figure J–2 shows the FARP layout for simultaneous operations.

CAUTION If marker panels and engineer tape are used, they must be properly secured to prevent foreign object damage to aircraft.

b. Additional aircraft control can be achieved by maintaining integrity of the aircraft section during FARP operations. Selected waiting areas and separate ingress and egress routes also improve aircraft control. As much as possible, the unit safety officer should be involved in planning safe routes in and out of the FARP and establishing checkpoints along the routes.

Figure J–1. Traffic layout at a FARP

Figure J–2. FARP layout for simultaneous operations

J–10. COMMUNICATION SIGNALS

a.

The use of radios must be kept to a minimum to reduce the enemy’s ability to target and engage electronic emissions. However, each FARP should have two FM radios capable of secure voice or secure data burst transmissions. With these radios, FARP personnel can monitor an internal net and a command–designated net—that is, the administration and logistics and the operations and intelligence nets—simultaneously. The internal net would provide FARP personnel with information about the current status of inbound aircraft and ammunition requirements. The command–designated net would provide information that may affect the FARP's operation. A battalion/squadron base FARP should have the communications capability to deploy two "Jump" FARPs.

b

. Because FM radios are limited by line–of–sight and range, the distance and/or location of the FARP may prevent FARP personnel from monitoring and/or transmitting on the designated command frequency. In such cases, the use of aircraft as retransmitters is an option as long as the factors of METT–T are considered. These radios should be used to transmit only when—

(1)

The FARP is under attack.

(2)

The FARP relocates or ceases operations.

(3)

The FARP is not operational at the scheduled time.

(4)

A request is made to resupply Class III/V products.

(5)

The status of the FARP changes. (In this case, the radio is used to report damage or contamination.)

c.

Radios are used only after aircraft have left the FARP and then only when necessary. When possible, outbound aircraft should relay critical messages from the FARP to unit headquarters or unit trains. This will help prevent the enemy from electronically pinpointing the FARP's location for attack. FARP reports and other communications should be made in person.

SECTION III. Employment Factors

This section discusses employment factors—location, emplacement, movement plan, security, relocation, site preparation, multiple operations, and damaged or destroyed assets. Class III/V assets are assigned to the headquarters and headquarters company (HHC) of the aviation brigade for light units and aviation battalion HHCs for all other units. The HHC must be prepared to sustain aviation forces with fuel and ammunition during maneuver and combat support missions. The success of the aviation mission is related directly to the effectiveness of the FARP and the personnel who run it. Success depends on planning and coordination before FARP operations begin.

J–11.

LOCATION

a.

The FARP should be located as close to the AO as the tactical situation permits. It usually is located as far forward as 18 to 25 km (METT–T–dependent) behind the forward line of own troops (FLOT) and within a committed brigade's AO. This distance increases aircraft time on station by reducing the travel times associated with refueling. If possible, the FARP is kept outside the threat of medium–range artillery. Figure J–3 shows the ranges of threat medium–range artillery. Movement and resupply of the FARP is conducted by ground or aerial means. The FARP should remain in one location for only 3 to 6 hours; however, these times may be reduced by the factors of METT–T. The size of the FARP will depend on the number of aircraft that will use the FARP and the type of refueling equipment (FARE or HEMTT) that is available. Four to eight refueling points normally are sufficient.

Figure J–3. Threat medium–range artillery

b.

Aviation’s inherent mobility provides the division commander with a potent force that can move throughout the entire width and depth of the battlefield at the decisive time and place. Aviation’s ability to move quickly also requires that the FARP be able to move quickly to maintain support. On the nonlinear battlefield, the battle may initially be fought by aircraft; long–range artillery; and as, necessary, tailored maneuver forces. Seizing the initiative and holding on to it is crucial on the nonlinear battlefield. The tempo of the battle and the long distances involved will increase the demand for aerial resupply. Depending on how much depth is involved, the FARPs either will be austere and mobile—moving often to support the aviation unit—or they will operate out of an airhead. An airhead provides the security that allows the FARP to remain in place for the duration of the battle. A FARP located in an airhead will have the time and assets to harden itself. Understandably, it will require more personnel to maintain it. Whether the force is fighting in a linear or a nonlinear battlefield, the factors of METT–T will determine location of the FARP.

(1) Mission.

Three types of missions are conducted on the linear battlefield: deep, close, and rear. Normally, the deep attack will not need a FARP established behind enemy lines unless the target is extremely large (multiple mission loads) or the mission is lengthy (more than 2 hours). In most other circumstances, deep attack aircraft could rearm and refuel at FARPs within the close area. If a FARP must be located behind enemy lines, the following factors should be considered:

(a)

The composition of the FARP should be austere.

(b)

Security will be limited because the FARP will be emplaced for a very short time.

(c)

A thorough map reconnaissance and intelligence update must be accomplished for the area.

(d)

A jump FARP may be necessary if the enemy occupies the roads in the area.

(e)

A helicopter with a slingload cannot fly nap–of–the–earth (NOE), which puts it at great risk and broadcasts the unit's intentions.

(2)

Enemy. The S2 is responsible for determining the type of threat the FARP is likely to encounter in a certain location. This includes the enemy's capabilities, posture, and weapon systems. For example, a FARP located in the close area may encounter an enemy reconnaissance element. A FARP in the rear area may be the target of special operations forces. The S2 also determines the type of intelligence–gathering devices and sensors that the enemy has oriented at the proposed FARP location.

(3)

Terrain. A good FARP location will allow for the tactical dispersion of aircraft and vehicles. Tree lines, vegetation, shadows, and built–up areas should be used to conceal FARP operations. Terrain folds and reverse slopes should be employed to mask the FARP from enemy observation. Ground main supply routes and air avenues of approach must be masked so that the enemy cannot target the FARP visually or electronically.

(4)

Troops. The platoon leader must determine if enough troops are available to operate the desired size and number of FARPs and to complete resupply deliveries in the allotted time. Also, the proper personnel skill must be available in the proper numbers. For example, the 68J is school–trained to arm and repair weapon systems. Other personnel at unit level must be cross–trained to fuel aircraft and load weapon systems, but they cannot be cross–trained to perform specific repair functions. Depending on the location of the FARP, the number of soldiers required to provide security will vary. In most cases, the FARP will provide its own security.

(5)

Time available. The duration of the mission is a critical planning factor. The longer the mission, the more security and Class III/V products the FARP will require. Planners must consider how long it will take to drive or fly to the proposed FARP site. They must also plan how long it will take to set up a two–point FARE system versus a four– or eight–point heavy expanded mobility tactical truck (HEMTT) system and how far the system is from the supply trains. Driving the HEMTT to and from the supply trains may take too long.

c.

The aviation brigade provides the commander with a rapid reaction force that can quickly shift its effort and engage enemy forces in the rear area. Depending on their distance from other supply facilities, aviation units in the rear may require FARP support. A FARP located in the rear will probably remain in one location longer than the recommended 3 to 6 hours. If so, the FARP must be hardened and have adequate security. Movement and resupply of the FARP can be accomplished by ground or aerial means.

d.

The versatility of the aviation brigade makes it ideally suited to support sustainment operations. The attack helicopter battalion usually emplaces a FARP using its combat trains. At this site, rearming and refueling operations take place for a specific mission. When that mission is complete, the air assets transition to the field trains FARP site to reconfigure ammunition loads, refuel, and perform the required maintenance in preparation for other missions. Figure J–4 shows a typical disposition of the division aviation brigade and its support assets. Figure J–5 shows a battlefield FARP layout.

e.

The brigade (or battalion) rapid refueling point (BRRP) is used by other air assets that require refueling only. The primary purpose of the BRRP is to refuel aircraft as quickly as possible, allowing combat support missions to continue. Rearming operations are not conducted at this site; the BRRP is used only for temporary, specific mission requirements.

f.

Stationary in nature, the division rapid refueling point (DRRP) is located in a protected area rear area of the division support area (DSA). It is manned by the aviation support battalion (ASB) or is task–organized within the aviation brigade. At this site, refueling operations are conducted by transient or organic aircraft. The length of DRRP operations usually depends on the factors of METT–T. Rearming operations are not conducted at the DRRP.

Figure J–4. Typical disposition of the division aviation brigade and its support assets

Figure J–5. Battlefield FARP layout

J–12. EMPLACEMENT

a.

The FARP can be emplaced either by ground or aerial means. The means of emplacement will depend on the system's mobility, mission aircraft requirements, enemy situation, higher echelon support, and expected operational time. The FARP should be designed so that a trained team can quickly place it into operation. This team should be able to load and move without leaving behind any debris, fuel, ammunition, or equipment. To accomplish this, the FARP should be employed only with those assets it needs for the mission. Section X discusses the emplacement of the FARP by ground or air. Section XI shows an example of a FARP operations annex to a tactical SOP.

b.

FARPs are normally emplaced using ground vehicles that carry bulk quantities of Class III/V products. Ground mobility offers the advantages of responsive FARP mobility and the ability to carry large amounts of bulk POL. Ground vehicles are the primary means to displace and resupply the FARP. However, ground–mobile FARPs have several disadvantages. Ground vehicles limit the rapid positioning of FARPs; they are subject to road and traffic conditions. Potential site locations become limited by their vehicular accessibility. Resupply normally is accomplished by the same vehicles transporting the FARP. If a single vehicle is lost, the success of the mission may be jeopardized. Therefore, a backup operation must be planned.

c.

Emplacing the FARP by air offers two significant advantages. The first advantage is speed; obviously, a FARP can be moved about the battlefield much faster by air than by ground transportation. The second advantage is that every open field becomes a potential FARP site. Air–emplaced FARPs also have disadvantages. Aerial emplacement of FARPs depends on the availability of supporting aircraft. Rapid displacement is only possible if utility or cargo aircraft are dedicated to support the FARP. If the FARP comes under attack and no cargo or utility aircraft are available, the entire FARP can be lost. If the FARP is contaminated by NBC attacks, it cannot be moved until it has been decontaminated. Otherwise, the commander must accept the contamination of support aircraft and the spread of contamination to clean areas.

d.

Resupplying the FARP by air requires dedicated aircraft to move bulk quantities of Class III/V products. The additional aircraft traffic could compromise the FARP's location, increasing the likelihood of an enemy attack. Aircraft that are slingloading equipment and supplies cannot fly NOE. Therefore, they will be more vulnerable to enemy sensors and radar–directed air attacks. Moving the materiel handling equipment (MHE) also will require dedicated aircraft. Although the MHE can be slingloaded, it may be impractical to use aircraft assets to transport a rough–terrain forklift. However, the absence of MHE can seriously degrade the ammunition–handling and breakdown capability of the FARP.

e.

The most efficient use of assets combines ground and air capabilities. When time is critical, the FARE, limited quantities of Class III/V products, and required personnel can be aerially emplaced. The rest of the Class III/V products, MHE, and support personnel can then be moved to the site with ground transportation. The FARP should be aerially resupplied only when the expenditure rate exceeds the organic ground support capability of the unit or when ground resupply routes are occupied by the enemy. Cargo or utility aircraft could temporarily augment ground vehicles until the supply flow returns to normal or the enemy no longer threatens the supply routes.

J–13. MOVEMENT PLAN

a.

The movement of the FARP should be planned to include an advance party, march tables, a route reconnaissance, and alternate site locations. Detailed planning of the move will improve the accuracy of the FARP's operational time. Planning should include details about individual vehicle and trailer load plans. Standard load plans do not exist for current equipment because equipment varies in each unit's modification table(s) of organization and equipment (MTOE). Also, the varying Class V requirements for different missions will greatly affect vehicle load plans. Section XII contains suggested load plans.

b.

An advance party, equipped with NBC detection equipment, and a security team should be sent to the proposed site to determine its suitability. If the site is not suitable for FARP operations, then time would be available to move the FARP to an alternate location. If the site is usable, the advance party will identify areas for the placement of equipment. When the rest of the FARP personnel and equipment arrive, the advance party should guide each vehicle into its position.

c.

Air guards should be posted on vehicles and in dismounted positions to warn of approaching aircraft. They should be rotated often because scanning for long periods dulls an individual's ability to spot approaching aircraft. Vehicle horns are the standard method of warning for an air attack. FM 9–16 and FM 55–30 contain additional information on conducting a convoy.

d.

In a FARP convoy, the platoon should use concealed routes as much as possible. If the FARP is attacked while moving, vehicles should turn 90 degrees from the direction of the attack. (Aircraft normally attack parallel to the movement of a convoy.) This countermeasure quickly removes vehicles from the line of fire.

e.

The advance party may include Stinger assets, NBC attack monitoring and warning equipment and personnel, and crew-served weapons. The first asset that should be employed is the NBC attack monitoring and warning equipment. Monitoring equipment must be placed upwind of the FARP site. Limited antitank capability can be provided by using light antitank weapons. If available, electronic early warning systems should be placed on likely avenues of approach not covered by listening or observation posts. Quick reaction forces may be formed from attack helicopters in or near the FARP. A quick reaction force may also be formed from nonfying members of the unit that have been organized into a reaction team.

J–14. SECURITY

a.

The FARP should have enough organic security to defend itself against the anticipated threat. Too much security equipment will hinder the movement of the FARP. However, inadequate security will rob the FARP of its ability to protect itself long enough to move. The unit must coordinate with the operational brigade responsible for the sector in which the FARP is located for AD and, if necessary, ground security to protect the FARP. Normally, the FARP will be integrated into the brigade's AD umbrella. The supported brigade or division may provide Stinger assets for FARP AD. AD assets must be in positions that protect the FARP from aerial attack. For example, the Stinger should be placed 3 km from the FARP. If the FARP is designated a priority target, then division AD assets—such as Chaparral and other forward area weapon systems—are employed near the FARP. These AD assets should cover friendly ingress and egress routes. Checkpoints should be established for friendly aircraft using the FARP to provide positive identification to AD teams. Stinger assets also should be employed to protect the FARP during convoys.

b.

If the FARP is attacked, FARP personnel must be able to execute a scatter plan, which includes movement to rallying points. These points increase personnel survivability and allow personnel to regain control of the situation.

J–15. RELOCATION

a.

Several guidelines determine the relocation of a FARP. By definition, the FARP should be temporary, not staying anywhere longer than 3 to 6 hours. (This is true unless it is hardened and located in a secure area such as an airhead.) When the battle lines are changing rapidly or when the rear area threat dictates, the FARP must be moved often. In a static situation, frequent movement of the FARP may not be necessary. Where air parity or enemy air superiority exists, the FARP must be moved often. The FARP should be moved only after it fulfills the support requirements of mission aircraft.

NOTE: If NBC contaminants exist, equipment should be decontaminated before it is moved from the FARP site.

b.

A FARP may be relocated for any of the following reasons:

- The FARP comes under attack.
- The order to relocate is received by radio.
- A face-to-face message is received to relocate.
- A preplanned relocation time has been set.
- A preplanned relocation occurs after a specific event; for example, after the FARP has serviced a specific company or a specific number of aircraft.
- The last element to use the FARP delivers the message to relocate it.
- A decision or trigger point is used.

c. The message to relocate a FARP is passed in fragmentary order (FRAGO) format and will contain, as a minimum, the following information:

- Eight–digit grid coordinate of the next site and alternate site.
- Time the FARP is to be mission ready.
- Fuel and ammunition requirements.
- Passage–of–lines contacts, frequencies, call signs, and ingress and egress points.
- Enemy situation at the next site.
- March table or movement overlay.
- A logistics release point (LRP) to the FRAGO.

d. If time allows, a map reconnaissance and a survey of the proposed site should be conducted before a FARP site is selected. A site survey is critically important; maps may not be current and sites are not always as they are depicted on the map. For example, an open field on a map may actually be overgrown with trees.

e

. Once ordered to relocate, the FARP elements should begin an orderly movement. After the FARP has been moved, no evidence should remain that the area was ever occupied.

(1) Advance party actions

.

(a)

The advance party breaks down one unit, consisting of one HEMTT or one FARE. Next, it rolls up and packs hoses and refuels the tanker if fuel is available. The advance party then transports, when possible, enough ammunition for two mission loads per aircraft, rolls up the camouflage nets, and sets up a convoy.

(b)

When the convoy is ready, the advance party moves out to the new location. Upon arrival, personnel establish security, conduct an NBC survey, reconnoiter the site, and perform other tasks outlined in the unit SOP and the applicable Army training and evaluation program (ARTEP) publication. If the site is unsuitable or the enemy is nearby, the advance party reports this information to the TOC. The advance party then requests to move to the alternate site and notifies the remaining FARP elements. When the site is deemed suitable, the advance party—

- Determines the landing direction.
- Determines and marks refuel and rearm points, truck emplacements, and ammunition emplacements.
- Sets up the equipment.

(2) Remaining FARP element actions.

The remaining FARP elements break down the remaining points in the same way and sequence as described above. When personnel arrive at the new site, they move into new locations as directed by the advance party and set up the arming and refueling points.

J–16. SITE PREPARATION

a.

The FARP site will be policed before operational use. Sticks, stones, and other potential flying objects should be removed to prevent injury to personnel or damage to equipment. The rotor wash from a helicopter can cause these objects to become hazards. In addition, scrub brush, small trees, or other vegetation may need to be cleared from landing and takeoff areas. The use of predesignated landing, takeoff, and hovering areas will minimize accidents, incidents, or injuries. The areas around the rearming and refueling points and the pump assemblies should be cleared of dried grass and leaves to prevent potential fires.

b.

Aircraft may sink in wet, snow–covered, thawing, or muddy ground. Pierced steel planking or other suitable material, staked to the ground, can be used to reinforce the ground.

J–17. MULTIPLE OPERATIONS

a.

The degree of air superiority and the factors of METT–T will determine the number of FARPs and the number of refueling points at each FARP. Multiple FARP operations may be necessary. To accomplish this, assets should be arranged to set up two or three independent and mobile FARP operations. The ideal situation would include active, silent, and jump FARPs.

(1)

The active FARP is conducting refueling and rearming operations. The silent FARP has all equipment and personnel at the future site, but it is not operational. The jump FARP is employed for a special mission. It is composed of a FARE, 500–gallon collapsible fuel drums, and/or ammunition (as the mission dictates). The jump FARP is transported and emplaced by ground or air and employed when dictated by time or geographical constraints. It allows the uninterrupted support of attack elements during FARP relocation and resupply.

(2)

The mode of transportation is determined by the availability of assets and the urgency of the mission. No FARP should stop operation until another FARP becomes operational unless the tactical situation demands otherwise. Splitting Class III/V personnel and equipment into three independent FARPs will be difficult. The organization of each FARP will depend on the mission and the way the commander wants to employ his FARPs. Section XI describes multiple FARP operations.

b.

The timing of supplies must be coordinated when multiple FARPs are used. If Class III/V supplies are being pushed forward, the FARP should stop receiving supplies at a designated time. The time should be based on estimated Class III/V usage rates and should allow the FARP to use all of its supplies. Any Class III/V products not used should be transported to the new site. Otherwise, the supplies should be camouflaged and picked up later. The supplies should be destroyed only as a last resort. TM 750–244–3 provides guidance on the destruction of assets.

c.

A typical ground–emplaced mobile FARP consists of a HEMTT tanker aviation refueling system, a HEMTT cargo truck with trailer, and a HMMWV or commercial utility cargo vehicle (CUCV). This mobile FARP can rearm and refuel four aircraft simultaneously. The HMMWV is used to lead vehicles to planned FARP locations. When the mobile FARP requires additional Class III or Class V products, it may proceed to the battalion trains area for resupply or it may be aerially resupplied.

J–18. DAMAGED OR DESTROYED ASSETS

a.

Once the location of the FARP has been compromised, the site must be vacated. The nature of the compromise will determine what can be taken from the site. The refueling equipment must be saved if possible. Without the FARE, getting the fuel out of storage tanks and tankers into aircraft will be difficult. The 5,000–gallon semitrailer and HEMTT tankers have the capability to remove fuel from storage containers.

b.

Damaged or destroyed assets must be replaced quickly, or the unit's mission may be disrupted. The chain of command must be notified at once of any change in operational status. The HHC commander must report injuries to personnel and damage to vehicles, equipment, and supplies to the S4 by the quickest means possible. Replacement items should be sent to the requesting FARP as soon as possible. If the assets are not available in the unit, emergency support may be available from other brigade sources. This support could range from borrowing equipment to using another battalion's FARP. Unit elements must be informed of any changes in the status of the FARP sites to include alternate arming and refueling instructions.

c.

Equipment or products to be saved must be prioritized before the mission starts; all FARP personnel must be informed of the priorities. For example, keeping Hellfire missiles from the enemy would be a high priority because the missiles are expensive and in short supply.

SECTION IV. Refueling Operations

This section discusses forward area refueling equipment (FARE), the FARE site layout, support equipment, personnel refueling requirements, and refueling methods.

J–19. FORWARD AREA REFUELING EQUIPMENT.

Equipment at the refueling site for the FARE system (NSN 4930–00–133–3041) consists of a pump assembly, a filter/separator, hoses, nozzles, grounding equipment, and valves defined below. Other support equipment, which is not a component of the FARE, includes the fuel source and the fuel sampling kit.

a.

Pump assembly. This pump has two hose connections and is rated at 100 gallons per minute (GPM). When two hoses are used, actual flow rate may be as low as 50 GPM.

b.

Filter/separator. The filter/separator provided with the FARE is rated at 100 GPM. It has a working pressure of 75 pounds per square inch (psi).

c. Hoses, nozzles, grounding equipment, and valves.

This equipment must be available to support the FARE setup that is envisioned; that is, the one–point or two–point setup.

d. Support equipment.

Support equipment includes items such as fire extinguishers, grounding rods, waste cans, 5–gallon water cans, and absorbent material. The FARE system without a fuel source weighs 840 pounds and occupies 64 cubic feet.

(1) Fuel source.

The fuel source is usually 500–gallon collapsible drums. However, other sources may be used. They include 600–gallon pods; 1,200–gallon tank and pump unit (TPU); 3,000– or 10,000–gallon collapsible tanks; 2,500–gallon HEMTT tanker; 5,000–gallon semitrailer; railroad tank cars; and fuel tanks of an US Air Force (USAF) cargo plane.

(2) Fuel sampling kit.

The model that should be used is Aqua–Glo Series III (NSN 6630–00–706–2302).

J–20. FARE SITE LAYOUT.

Skilled, experienced personnel can set up a FARE within 15 minutes of its delivery to a site. The ammunition portion of the FARP can be set up within 45 minutes of delivery to a site. This time includes the unpacking of ammunition.

a.

The setup of the FARE system should take advantage of terrain features, achieve maximum dispersion, avoid obstacles, and accommodate the type of aircraft the FARP will service. When planning the layout of the FARE system, personnel must consider the minimum spacing required between aircraft during refueling. The spacing will depend on the type of aircraft and its rotor size. Proper spacing reduces the possibility of collision and prevents damage caused by rotor wash. The minimum rotor hub to rotor hub spacing for all helicopters is 100 feet.

b.

If the area has a prevailing wind pattern, the refueling system should be placed at a right angle to the wind. Thus, helicopters can land, refuel, and take off into the wind. The refueling points also should be laid out on the higher portion of a sloped site, not in a hollow or valley. Fuel vapors are heavier than air; they flow downhill. Also, the fuel source should be kept downwind of the aircraft's exhaust to reduce the explosion hazard. These same considerations apply to any FARP set up with the FARE; 5,000–gallon semitrailer tanker; or HEMTT. Aircraft movement should be limited in desert and snow environments where wind and rotor wash may cause brownout or whiteout. Special considerations will be necessary when aircrews are operating with night vision devices. Figure J–6 shows a FARE setup under various wind conditions.

Figure J-6. FARE setup under various wind conditions

WARNING As an aircraft moves through the air, static electricity builds up on it. Static electricity also builds up on the refueling equipment when fuel is pumped through the hoses. The aircraft, fuel nozzle, and pump assembly must be grounded to prevent sparks and explosions. Static electricity buildup is greater in cool, dry air than in warm, moist air.

J–21. SUPPORT EQUIPMENT

a.

A fire extinguisher must be located at each refueling nozzle and at the pump and filter assembly. A water can and waste fuel pan should be located at each refueling point. This would enable operators to wash fuel off skin and clothes, wash dirt off fuel nozzles, and contain fuel if a spill occurs.

b.

A waste fuel pan is required to limit fuel spillage. Fuel spills will be recovered; contaminated soil will be dug up and placed in containers. The containers will be disposed of according to the unit SOP. If the spillage is 50 liters (13.2 gallons) or more, the local facility engineers must be notified. The spillage will also be reported to the environmental protection person, who will determine the actions necessary to retrieve the spillage.

c.

Unit SOPs will include a waste fuel plan for all refueling operations during peacetime. FM 10–68 and Section IX contain more information on fuel spills.

J–22. PERSONNEL REFUELING REQUIREMENTS

a.

Three persons are required to refuel an aircraft. One person operates the fuel nozzle, the second remains at the emergency fuel shutoff valve, and the third mans a suitable fire extinguisher. The third person stands outside the main rotor disk of the aircraft at a point where he can see both the pilot at the controls and the refueler with the nozzle. This person may be from the FARP or one of the aircraft crewmembers. In a combat situation, METT–T may override the availability of a third person to operate the fire extinguisher.

b.

The refueler must wear protective clothing. This consists of a uniform, a helmet, goggles, hearing protection, gloves, and leather boots. Each item is discussed briefly below.

(1) Uniform.

A serviceable fire retardant flight suit or battle dress uniform will be worn with the sleeves rolled down.

(2) Helmet.

The HARRP (CTA 50–900) is the authorized helmet. Two versions are available for issue: the HGU–24/P (communications–equipped) and the HGU–25/P (aural protector only). The helmets are provided in four hat sizes and include eye protection. The cranial impact shells are available in seven different colors; they can be used to differentiate between the functions of personnel in the FARP; for example, POL, ammunition, medical, and maintenance personnel). The decision to use different colored cranial impact shells will depend on the factors of METT–T. If the HARRP is not available, a motorcycle helmet, a flight helmet, a kevlar helmet, or an infantry helmet is acceptable.

(3) Goggles.

Sun, wind, and dust goggles (CTA 50–900) will be worn if the HARRP or flight helmet is not available.

(4) Hearing protection.

Earplugs, ear protectors, or both will be worn.

(5) Gloves.

Gloves must be worn at all times during refueling operations. If they become saturated with fuel, they should be replaced. CTA 50–900 lists specific gloves that are authorized for refueling operations.

(6) Leather boots.

The standard rubber–soled, leather combat boots will be worn. Boots will not have heel or toe taps or cleats. Any metal on the sole, to include exposed nails on a worn–down sole, could cause a spark on contact with a hard surface. Fuel vapors are heavier than air; a spark at ground level could cause a fire.

WARNING Entering a warm room wearing fuel-soaked clothing can be dangerous. The chance of a fire starting because of static electrinicty is increased.

c. If a fuel handler's clothes become soaked with fuel, the fuel handler should—

- Discontinue the refueling operation and leave the area immediately.
- Wet clothes with water before taking them off. (If water is not available, the fuel handler should hold onto a grounding rod to prevent sparks when removing his clothes.)
- Wash fuel off the skin with soap and water as soon as possible.

J–23. REFUELING METHODS

Refueling can be accomplished with the aircraft engines running (hot or rapid refuel) or with the engines off (cold). In a field environment, a unit will normally use the "hot" refueling method. The one hot method of refueling an aircraft is closed-circuit refueling (CCR). CCR is accomplished with a nozzle that mates with and locks into the fuel tank. This connection prevents fuel spills and vapors from escaping at the aircraft fill port and reduces fuel contamination.

NOTE:

POL handlers should be aware that the rate at which fuel is pumped differs with each type of aircraft.

a. Open–Port Refueling.

Open–port refueling is accomplished with an automotive type nozzle, which is inserted into a fill port of a larger diameter. It is not as fast nor as safe as closed–circuit refueling (CCR). The larger port allows fuel vapors to escape. Also, airborne dust, dirt, rain, snow, and ice can get into the fill port during refueling; therefore, the quality of the fuel could be lowered. Spills from overflowing tanks also are more likely. Rapid refueling by the open–port method is restricted to combat or vital training. In these cases, the aviation unit commander makes the final decision. Simultaneous arming and open–port refueling activities will only be conducted when the combat situation and benefits of reduced ground time outweigh the risks involved.

b. Closed–Circuit Refueling .

CCR is accomplished with a nozzle that mates with and locks into the fuel tank. This connection prevents fuel spills and vapors from escaping at the aircraft fill port and reduces fuel contamination.

(1)

The Army has two systems: the closed–circuit refueling system and the D–1 pressure system (also called the centerpoint system). The D–1 pressure system components, except for the receiver, are mounted on the M970 (5,000–gallon semitrailer tanker) and M978 HEMTT (2,500–gallon tank vehicle). The UH–60, AH–64, and CH–47 are equipped to use the D–1 nozzle.

(2)

The main difference between the CCR nozzle and the D–1 nozzle is that the D–1 nozzle provides a higher fuel flow rate. Also, the CCR nozzle can be adapted to open–port refueling; the D–1 nozzle cannot. The CCR nozzle is 2 inches wide; the D–1 nozzle is either 2 1/2 inches or 3 inches wide. The CCR provides 100 GPM compared to 150 to 200 GPM for the 2 1/2–inch D–1 nozzle and 300 GPM for the 3–inch D–1 nozzle.

NOTE 1:

The pilot is normally responsible for signaling the refueler when to stop refueling the aircraft. In AH–series aircraft, the pilot is responsible for monitoring the fuel gauge.

NOTE 2:

A 15–psi differential return pressure restricts the fuel flow rate of the AH–64 to 56 GPM during closed–circuit refueling.

Appendix J (continued)