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SECTION VIII. Night and Seasonal Operations

This section discusses considerations for night, hot weather, and winter FARP operations.

Successful FARP operations under varied environmental conditions require prior planning and training. Different environments require different considerations.

J–42. NIGHT OPERATIONS

a.

The establishment of a FARP at night requires special considerations. Movement of the FARP must be planned in detail and executed in an orderly manner. Delays will occur because of low–light levels. Light discipline is extremely important, and personnel must guard against the tendency to ignore it.

b.

Once the FARP is in position, it should remain blacked out until friendly aircraft arrive. Arriving aircraft should use a prearranged signal to let FARP personnel know that friendly aircraft are present. Aviators should be able to navigate to the FARP by using maps, global positioning system devices, or Doppler navigation systems. Once in the area, the aircraft could transmit a simple, short message. For example, using a single word such as "Bravo" is sufficient. "Bravo" would alert FARP personnel that friendly aircraft are nearby and that they can safely turn on the site location markers.

c.

The location of the FARP can be marked in several ways. If aircrews are equipped with night vision devices (NVDs), a low–level infrared light source may be used. Alternate marking techniques include a flashlight with colored lens, chemical lights, or colored beanbag lights. If the existing light level is high, such as during a full moon, engineer tape or other high–contrast materials that are staked to the ground may adequately mark the site.

d.

During arming and refueling operations, artificial lights may be needed because of the low natural light level. Color–coded, low–intensity light sources may be used to indicate direction, takeoff and landing areas, and pad sites.

NOTE:

Only red lights should be used to mark obstacles.

e.

The use of artificial lights in the FARP poses several problems. The FARP will probably be in total darkness until aircraft arrive. When personnel start working with lights, their night visual acuity may be impaired. FARP personnel will be constantly adjusting from a no–light to a low–light working environment. Each time the light level changes, FARP personnel may need time for their night vision to readapt.

f.

The glow from a chemical light, when placed nearby, can disturb a worker's vision. Objects may be blurred when looked at closely. Artificial light sources are a problem because they cannot be placed to adequately illuminate the work and leave both hands free.

g.

To overcome the low–light limitations, FARP personnel should use NVDs. However, their use requires extensive training or aircraft turnaround times will increase. NVDs may be the best choice for night FARP operations. They have advantages and disadvantages. Some of these are discussed below.

(1)

Advantages.

- Passive lighting greatly reduces the enemy's ability to detect the FARP.
- Aircrews and FARP personnel will be using systems that are compatible, and FARP lighting will not interfere with aircraft night sight systems.
- The same signals, such as hand and arm signals and flags, can be used during the day and at night.

(2) Disadvantages.

- Minimum focus distance is 10 inches; therefore, objects any closer will be blurred.
- Close work space around weapon systems may impair the individual's efficiency.
- NVDs may not be compatible with current NBC equipment.
- The unit may not have enough NVDs to support both aircrew and FARP personnel.

J–43. HOT WEATHER OPERATIONS

The desert environment poses many difficult problems for FARP operations. Factors to be considered are terrain, mobility, communications, flying techniques, high–density altitude, and FARE systems.

a.

Desert Terrain.

(1)

The desert has many different types of sand. Sand may be as fine as talcum powder or as coarse as gravel. Off–road vehicle mobility will be affected by the type of sand. In many areas, a crust may form on the surface of the sand. If the crust is dark–colored, the sand is very coarse. In such situations, the light sand has been blown away, leaving a gravel and sand mix. This surface crust may become so hard that a helicopter could land with almost no dust signature.

(2)

The flat terrain and poor relief of the desert create serious navigational problems. Therefore, FARPs must be established in easily recognizable positions. The use of offset, low–output NDBs will assist in locating FARP positions. Night navigation equipment, such as Doppler, makes desert navigation easier.

(3)

Desert activities can be observed from as far away as 10 kms. From a vantage point of high ground, activity can be observed from as far away as 20 kms. The FARP will be a target of opportunity for any enemy pilot who can see it. Without cover and concealment, the FARP must have AD protection.

b. Mobility.

(1)

The best ground vehicles for the desert are the 1 1/4–ton truck, 2 ½–ton truck, 5–ton truck, and HEMTT. Most vehicle trailers are unsuitable for off–road travel, except for the HEMAT.

(2)

The easiest and fastest way to establish a FARP in the desert is to sling load it into position. Two FARE systems oriented into the prevailing wind and set up in a T–formation, as shown in Figure J–17, will allow for adequate separation from the turning rotors. This system can support four refueling points. The FARP should be positioned to facilitate ground vehicle support. This eases the strain of trying to aerially support the FARP.

c. Communications.

Electronic communication capabilities will vary from day to day. Communicating with an element more than 25 kms away may require a relay station.

d. Flying Techniques.

The dust signatures of aircraft operating in the desert will be reduced if airspeed is kept above 40 knots (kts). In–ground effect hovering should not be attempted. Instead, approaches should be planned and executed to the ground. Correct desert flying techniques will help ensure that the aircrew maintains visual contact with the ground.

Figure J–17. T–formation FARE setup

e. High–Density Altitude.

(1)

Most desert operations will be affected by high–density altitudes. High–density altitudes will degrade aircraft performance. In the early morning when density altitude is lowest, the UH–60 may be able to carry two full 500–gallon collapsible fuel drums. By noon, the UH–60 may be able to carry only one collapsible fuel drum. An attack helicopter may have to carry less than a full load of ammunition and/or fuel. In either case, more frequent trips to the FARP will be necessary. The FARP must be logistically prepared for them.

(2)

An adequate water supply should be available in the FARP. Aircrews and ground personnel will perspire profusely. To prevent heat casualties or extensive dehydration, each individual must drink plenty of water, up to 5 gallons every 24 hours.

f. FARE Systems.

FARE systems will function well in a desert environment, but they must be dug in or sandbagged. For optimum performance, the fuel source (500–gal collapsible drum) should be at a level equal to or higher than the pump. All small engine–driven equipment must be protected from blowing sand to prevent mechanical problems. In a desert environment, special attention should be given to FARP equipment. The procedures listed below will help ensure the continued operation of the FARE system.

(1)

Filter/separator elements must be replaced when they fail or when the pressure differential indicator shows that they must be changed.

(2)

Oil filters should be changed or cleaned at least every 6 hours.

(3)

Small engine air filters need to be cleaned daily with compressed air; they should be replaced weekly.

(4)

Each generator should have a backup. A generator should run continuously for no more than 3 to 6 hours before being replaced by a backup.

g. Additional Conditions and Characteristics.

Other conditions and characteristics peculiar to the desert that all personnel should be aware of are listed below.

(1)

Visual illusions (mirages) will affect all personnel.

(2)

Dust storms will restrict the ability to see and breathe.

(3)

Preventive maintenance checks and services should be performed twice a day.

(4)

Continued exposure to bright sunlight will cause severe eyestrain or sun blindness unless personnel take proper preventive measures.

(5)

Light can be seen for great distances over flat terrain. A pink filter can be seen more than 5 miles away by someone using an NVD.

(6)

Ground vehicles are easy to identify in the desert. Silhouettes and shadows are easily detected because they contrast with the lighter natural background.

(7)

In sandy areas, turret weapon systems will need frequent cleaning and a light coat of lubricant. The use of lubricants without proper cleaning will cause a buildup of sand in the gear mechanism. This will cause weapons to jam. Optical sights should be protected from blowing sand that could scar the glass window of the telescopic sight unit.

J–44. WINTER OPERATIONS

a.

More than 50 percent of the world could become a winter battlefield; aviation units must be prepared to operate in this environment. The winter battlefield is characterized by low temperatures; fog; freezing rain; snow; ice; frozen ground; and, at times, muddy ground. FARP operations are difficult under these conditions, and detailed planning and training are necessary to overcome them.

b.

Snow, ice, and mud may reduce vehicle mobility on the winter battlefield, complicating FARP displacement. Commanders should plan for aerial displacement when possible. If ground displacement is necessary, more time for movement should be allowed. Despite the displacement method used, the breakdown and setup of the FARP will take more time on the winter battlefield than in other environments.

c.

Low temperatures will make it difficult for FARP personnel to keep warm and function. Windchill caused by helicopter rotor wash will result in cold injuries even when air temperatures are not very cold. Fuel accidentally spilled on bare skin or soaked into clothing will have a cooling effect as it evaporates, increasing the probability of cold injury. Personnel handling cold ammunition will need mittens or other protection. They also will need a lighter pair of gloves when manual dexterity is needed to perform delicate operations. Commanders should ensure that FARP personnel are properly equipped and trained to function in a cold environment.

d.

Marking the FARP for aircraft control requires special consideration on the winter battlefield. Engineer tape cannot be used on snow as a marker for aircraft control. Marker panels can quickly become obscured by falling snow. Hand and arm signals, flashlights, or smoke may be used, depending on weather conditions. Maneuvering aircraft on loose snow surfaces may cause clouds of blowing snow, which can partially or totally obscure ground guides or other control measures. Blowing snow could cause aircrews to become disoriented and lose aircraft control. These problems can be reduced by packing the snow or by spraying the snow surface with water to form a crust of ice.

e.

Camouflage of the FARP on the winter battlefield can be difficult, particularly where there is complete snow cover. The use of white covers and snow as camouflage is a possible solution. The best solution, however, is to avoid open snowfields when selecting FARP locations. Instead, the FARP should be located near partially wooded or urban areas. FM 20–3 describes camouflage procedures in detail.

f.

Electrically grounding FARP equipment and aircraft is another problem. Frozen ground makes the emplacement of grounding rods difficult and reduces the effectiveness of the electrical ground. To emplace a grounding rod, a hole must be dug, drilled, blasted, or melted and the rod placed in the hole. To ensure the proper flow of electricity, paper or other absorbent material is filled in around the rod and then soaked with salt water.

g.

Maintenance requirements for aircraft and FARP equipment will be increased on the winter battlefield. When aircraft icing occurs, FARP personnel may have to deice the aircraft. In cases of extremely thick ice, a Herman Nelson heater or an aviation ground power unit may be the only effective deicing equipment available. At times, ammunition can freeze. Deice caps for the Hellfire missile are available. They are fitted over the seeker to prevent it from freezing. Rocket. Pod covers also are available. These covers fit snugly over the rockets, and the rockets can be shot through them. All of the FARP equipment must be "winterized" with additional antifreeze or low–temperature lubricants.

NOTE:

Static electricity is more prevalent in cold environments because of low humidity.

SECTION IX. Environmental Considerations

While the commander's responsibilities extend across every aspect of the mission, one area of responsibility impacts virtually every action and operation: the environment. Accomplishing the mission always has been and always will be the top priority. However, successfully blending the military mission with the environmental challenge is now equally important. Conserving, protecting, and restoring our natural and cultural resources is the first line of defense for the heritage of future generations and the Army's mission.

J–45. ARMY ENVIRONMENTAL POLICY

In 1995, General Dennis J. Reimer, Army Chief of Staff, endorsed the Army Environmental Policy with the following statement:

"Environmental responsibility involves all of us. The environmental ethic must be part of how we live and how we train. We must seize the opportunities to do things smarter and better. By working together, we can forge a premiere Environmental Stewardship Program. Protection of the environment is the key to ensuring we can continue to conduct tough, realistic training and keep the Army trained and ready in the future."

J–46. LIABILITY

a.

Several civil and criminal penalties are associated with improper environmental management. The commander has ultimate responsibility. Therefore, he should familiarize himself with the laws. Some of these are—

- Hazardous Materials Transportation Act.
- Occupational Safety and Health Act.
- Clean Air Act.
- Toxic Substances Control Act.
- Resource Conservation and Recovery Act.
- Safe Drinking Water Act.
- Comprehensive Environmental Response Compensation and Liability Act.
- Clean Water Act.
- National Environmental Policy Act.

b. Maximum penalties vary by statute and include fines ranging from $10,000 to $25,000 per day of violation and imprisonment from 1 to 15 years. In case of a civil enforcement, the installation and its budget would suffer the consequences of enforcement. As far as personal liability, the commander must understand that direct participation in the violation of an environmental statute is but one theory of liability that could subject him to prosecution in the Federal district court.

c.

The commander who does not act promptly to correct environmental violations that he is aware of or should be aware of may be subject to prosecution even though he had no direct or indirect involvement in the violation.

d.

If violations of the law do occur, the best course of action for the commander to take is to inform the appropriate regulatory authorities immediately and engage in good faith efforts to comply.

J–47.

SPILL DEFINITIONS

a.

A spill is broadly defined as a release of any kind of a petroleum product or hazardous substance to the environment. Spill reaction is based largely on the nature of the material spilled. The three types of spills are smallpriming spills, small spills, and large spills as follows:

(1) Small priming spill.

A small priming spill covers less than 18 inches in all directions.

(2) Small spill.

A small spill extends less than 10 feet in any direction, covers less than 50 square feet, and is not continuous.

(3) Large spill.

A large spill extends farther than 10 feet in any direction, covers an area in excess of 50 feet, or is continuous; for example, a leaking tank.

b.

For purposes of reporting to federal, state, and local authorities, an oil spill is defined as any spill that reaches a stream, creek, river, or any other body of water in harmful quantities. In addition, any oil spill that could possibly come into contact with the aqua line of the local water table will be reported. Harmful quantities violate applicable water quality standards or cause a film or sheen upon, or discoloration of, the surface of the water or adjoining shorelines. They also cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines.

c.

The information relative to spill size and reportable spills discussed in this chapter applies only to oil spills and not to hazardous substances. The commander or on–site coordinator is the only person authorized to report spills. He will report all spills of any kind that he deems significant, including any spill that results in fire or explosion.

J–48. SPILL DISCOVERY

a.

The initial component in the spill–response plan is discovery. The primary responsibility of a discoverer is to notify the proper authorities, who are trained and equipped to deal with an environmental incident.

b.

When a spill is discovered, the person discovering the spill will—

(1)

Take action to stop the source of the spill if he is properly trained to do so and if it can be done safely.

(2)

Begin the notification process.

J–49. ASSESSMENT

a.

During every step of the spill–response process, each responding individual will continually assess the situation. He make decisions on the next appropriate action to be taken. Upon initial discovery, the discoverer and/or the supervisor will provide the—

- Time and type of incident.
- Name and quantity of spilled material involved (to the extent known) and the rate of release.
- Direction of the spill, vapor, or smoke release.
- Fire and/or explosion possibility.
- Coverage area of spill and the intensity of any fire or explosion.
- Extent of injuries, if any.
- Status of cleanup.
  - Spill team in transit.
  - Spill team on site.
  - Adequate.
  - Inadequate.
- Estimated time to completion.
- Name and phone number of on–scene commander.

b. The commander or on–site coordinator will determine the appropriate response based upon the potential risks associated with the spill. He will determine whether an imminent or actual threat exists to human health or the environment. The appropriate notifications will be made. For example, the on–scene commander may determine that the spill cleanup is beyond the capability of the functional area activity that created the spill. The response team will be mobilized to control, contain, and clean up any spilled material if—

- The spill could result in the release of flammable or combustible liquids or vapors, thus causing a fire or gas explosion hazard.
- The spill could cause the release of toxic liquid or fumes.
- The spill can be contained on the site, but the potential exists for ground contamination.
- The spill cannot be contained on the site, resulting in off–site soil contamination and/or ground– or surface–water contamination.

J–50. RESPONSE PHASES FOR OIL SPILLS

a. Defensive actions should begin as soon as possible. Actions will be taken to prevent or minimize damage to public health and welfare or to the environment.

b.

Some general actions that must be taken are to—

- Eliminate sources of sparks or flames.
- Control the source of the discharge.
- Place physical barriers, such as berms or dikes, to deter the spread of the oil.
- Prevent the discharge of contaminated water into storm drains or the sewer system.
- Recover the oil or minimize its effects.
- Place recovered oil and contaminated absorbents, such as rags, in Department of Transportation (DOT)–approved containers and dispose of them as hazardous waste.

J–51. OIL SPILL CLEANUP

a.

Specific actions to be taken for each type of oil spill are discussed in the paragraphs that follow.

(1) Small priming spill.

Post a fireguard at the spill until the vapors have dissipated.

(2) Small spill.

Stop operations in the area and post a fireguard. If the fuel spill is on concrete or a similar hard surface, use an absorbent cleaning agent to clean up the spill. After the spill is cleaned up, place the absorbent material in a closed metal container until the material can be burned. If aviation gasoline (AVGAS) or JP4 has been spilled, do not use rags to absorb the spill. Fuel may spill on the ground or on a hard surface well removed from operational areas. If so, rope off the spill area until the fuel has evaporated and the vapors have dispersed. Cease operations. Do not allow personnel in the area until the fuel is vapor–free.

(3)

Large spill. Call the fire department immediately. Stop the flow of fuel. After all safety precautions have been taken, personnel will consider—

- Removing aircraft and personnel from the spill area.
- Removing refueling vehicles from the spill area.
- Reducing equipment engine speeds and shutting engines off.
- Blanketing large fuel spills with foam.

NOTE: The fire chief will direct subsequent recovery of fuels. The area must not be used for operations until it is declared free of fuel and fuel vapors.

b.

The commander or on–site coordinator will direct cleanup operations as discussed in the paragraphs below.

(1)

The spill material may not be contained within bermed areas or grated trenches. If so, establish an area of isolation around the spill. The size of this area generally will depend upon the size of the spill and the waste removed.

(2)

The spill may result in the formation of a toxic vapor cloud. If so, evacuation procedures will be enforced. Large quantities of volatile (toxic or combustible) materials may be spilled. If so, evacuate an area at least 500 feet wide and 1,000 feet long downwind. Contact the Air Weather Service (AWS) for information concerning ambient wind speeds and directions. The AWS will assist the fire chief and the commander or the on–site coordinator by providing toxic corridor computations for toxic vapor clouds.

(3)

Use pumps or tank trucks to collect as much of the material as possible.

(4)

Use hay or other absorbent material to absorb the oil that cannot be collected by pumping.

(5)

Dispose of contaminated earth, hay, or other absorbent material in an approved manner as directed by the commander or on–site coordinator.

(6)

The commander or on–site coordinator will determine when the area has been cleaned up enough for normal service to return.

(7)

The local environmental officer must determine disposal methods for oil–contaminated dirt.

c.

When any spill occurs, allow only those personnel involved in overseeing or performing emergency operations within the designated hazard area. If possible, rope the area or otherwise block it off.

d.

As soon as a reportable oil spill is discovered—that is, immediately—notify the chain of command of the spill. The commander or on–site coordinator will notify the National Response Center and the Emergency Management Agency in accordance with environmental regulations.

J–52.

RESPONSIBILITIES AND DUTIES OF ON–SITE COORDINATOR

a.

According to AR 200–1, the division commander will appoint an on–site coordinator. The on–site coordinator is primarily responsible for response actions after a spill. He will coordinate response plans with the response team, state, and local representatives. The coordinator—

- Ensures that a disaster response force is alerted and dispatched to the accident scene.
- Ensures that the mobile command post is properly located or relocated, if necessary.
- Receives a briefing from the fire chief and/or other personnel on the actions taken.
- Assumes command.
- Ensures that essential personnel and equipment are present.
- Determines the need for additional support teams.
- Ensures that the area is evacuated and that a disaster cordon has been established.
- Keeps the EOC informed of the situation and actions taken.
- Ensures that the entry control point on the cordon is established and is free of unnecessary personnel.
- Declares "all clear" following withdrawal, as the situation dictates.
- Assembles an on–scene control group and determines the need for initial reconnaissance of the disaster area.
- Briefs and debriefs the response team.
- Secures the accident scene after the area is declared safe.
- Implements entry control procedures, as required.
- Coordinates with local civil authorities regarding the appropriate action to be taken at the accident scene.
- Coordinates logistical support, as necessary.
- Reports all spills of reportable quantities of oil and hazardous substances according to AR 500–60 through command channels to the appropriate authorities.
- Ensures that the response team and the appropriate Department of Defense (DOD) agencies are notified for necessary action if installation personnel cannot respond sufficiently to contain and clean up the spill.

b. Normally, the fire department chief and the environmental coordinator are active members of the response team. They will respond to the scene and assess the seriousness of the situation. If necessary, they will request more assistance. Both will serve jointly in this capacity during duty hours and after duty hours.

J–53. RESPONSE TEAM ORGANIZATION AND TRAINING

a. Organization.

The organization of the response team is governed at the installation or the major subordinate command. The training of these personnel is critical. The response team must be properly trained and a system in place to manage the personnel in case of an emergency. This training will be provided at the installation or major subordinate command level.

b. Training.

(1)

Training is made up of classroom and emergency–response training exercises. Classroom instruction is used to instruct response team members in the hazards of the substances they may be exposed to during a spill response. Field training exercises (FTXs) provide training on actual spill–control and cleanup activities. Members of the team will receive proper hazardous substance response training as discussed in the following paragraphs. Members will—

(a)

Become intimately familiar with the various facility layouts and the types of oil and hazardous substances used.

(b)

Be trained in the use of self–contained breathing apparatuses. They will practice donning, using, and removing the equipment on a quarterly basis. Tanks will be refilled after each actual or training session.

(c)

Be indoctrinated in classification of hazardous substances, their characteristics, and how to clean a spill and decontaminate the area. Incompatibilities between chemicals also will be covered.

(d)

Receive the appropriate safety and occupational health training. A periodic health monitoring program will be established for military and civilian personnel that are responsible for carrying out official duties at oil and hazardous substance spill sites. In addition, members will receive training in—

- Methods of retaining spills.
- Methods of recovering spilled substances.
- The disposition of contaminated soil, absorbent material, and recovered pollutants.
- Restoring the contaminated area to its former condition.

(2)

One annual training exercise will be held to provide spill–response training to the members of the response team. The chief of the exercise evaluation team will conduct the exercises, evaluate the results, and report the results of the training exercises.

(3)

Individuals working in areas where oil or hazardous substances are stored, transferred, or used require some level of training to familiarize them with any hazards associated with those materials. The recommended training is discussed below.

(a)

Individuals will be instructed in the safety significance of the chemical spill procedure by their supervisor. Those working routinely with hazardous substances should receive a one– or two–day industrial hazards course.

(b)

Each newly assigned individual will be trained to react to hazardous substance spills before being exposed to the substances.

(c)

Supervisors will orient each individual in the specific safety requirements of his work assignment and provide continuing on–the–job instruction in safety procedures.

SECTION X. Emplacement Methods

This section discusses ways to accomplish the emplacement of the FARP both by ground vehicles and by aircraft.

J–54. GROUND VEHICLES

a.

The advantages of using small ground vehicles, such as the high mobility, multipurpose wheeled vehicle (HMMWV), as a FARE platform to emplace the FARP are mobility, maneuverability, and ease of concealment. The disadvantage is that additional support is required to complete the FARP package.

b.

The 3/4–ton trailer offers the FARP a tremendous capability. The entire FARE system (pump and filter/separator) can be bolted to the frame. When set up, this system provides an extremely mobile refueling capability. The system is light enough to be carried by one UH–60, or it can be driven to the FARP site. To complete the FARP package, fuel and ammunition can be pre–positioned or delivered.

c.

Another advantage of the HMMWV is that it can transport ammunition from the cargo truck to the armament pad. It can also move the 500–gallon collapsible fuel drums around the FARP if the collapsible fuel drum tow assembly is available.

d.

The heavy expanded mobility tactical truck (HEMTT) (M977) and the HEMTT tanker (M978) are the primary movers of Class III/V supplies to the FARP (Figure J–18). The M977 can carry 22,000 pounds of cargo. An onboard crane mounted on the rear of the vehicle has a 2,500–pound lift capability. The crane enables the HEMTT to load and off–load ammunition without the need for materiel handling equipment. The M978 tanker holds 2,500 gallons of fuel and provides two refueling points. When paired with the HTARS, the M978 can simultaneously refuel four aircraft. The heavy expanded mobility ammunition trailer (HEMAT) (M989) is used with the M977 or M978. It can carry 22,000 lbs of ammunition. The HEMAT can also carry four 500–gallon collapsible drums or two 600–gallon pods of fuel.

e.

The 5–ton truck can transport either ammunition or fuel. When it transports fuel, the truck is normally set up with a TPU consisting of two 600–gallon fuel pods and refueling equipment for two fuel points. The 5–ton truck also can tow a 1 1/2–ton trailer with either a 600–gallon fuel pod or a 500–gallon fuel drum, or the trailer can be used to transport ammunition.

Figure J–18. HEMTT forward arming and refueling point layout

J–55. AIRCRAFT DELIVERY

a. Jump FARP.

Two UH–60s can deliver an austere jump FARP to its new location. One UH–60 can carry up to two 500–gallon collapsible fuel drums and part of the FARP crew. The other UH–60 transports the rest of the FARP; it sling loads the FARE or the Advanced Aviation Forward Area Refueling System (AAFARS), which may be mounted on a 3/4–ton trailer. If the FARE or AAFARS is mounted on the trailer and the sides of the trailer are built up with wood—to include a cover—then some ammunition can also be transported. This ensures that the jump FARP will have some ammunition as well as fuel at the scheduled time. The UH–60s can then transport the bulk of the ammunition required for the mission in a second lift.

b. Advanced Aviation Forward Area Refueling System.

The AAFARS, which is shown in Figure J–19, is a two–man portable system. Its components include a 200–GPM diesel engine pump, a standard element separator, lightweight suction/discharge hoses, and drybreak couplings. It can provide up to four refuel points.

c. Fat Cow.

(1)

The CH–47's extended range fuel system, better known as Fat Cow, is a modular, interconnectable system composed of up to four 600–gallon noncrashworthy tanks; four electrically operated fuel pumps; a vent system; and associated wiring, plumbing, and mounting hardware. This system can provide up to 2,320 gallons of fuel to refuel other aircraft.

(2)

The extended range fuel system (ERFS) increases the commander's mission flexibility. It extends aircraft range and provides an additional forward area refueling source. It is mounted on the left side of the aircraft cargo area between stations 190 and 450; exact placement depends on aircraft center–of–gravity requirements.

(3)

Figure J–20 shows the configuration of the ERFS for the CH–47. With the ERFS, little space for cargo and passengers remains. Each side of the aircraft can seat four people. Figure J–21 shows the proper placement for the rest of the required equipment to include the FARE.

(4)

After the aircraft lands, the fuel pods can be used to set up refueling points quickly. Figure J–22 shows how the refueling points may be set up. However, the actual setup will depend on the equipment available.

(5)

The operational advantages of the ERFS are discussed below.

(a) The CH–47 is an instant FARP. Once the CH–47 is on the ground, the system can be ready for refueling within a few minutes. For this reason, the Fat Cow is especially useful for special operations.

(b)

The system can be displaced quickly. When refueling operations are completed, FARP equipment is packed up, the CH–47 takes off, and the site is cleared within minutes.

(c)

The ERFS may also be pressure refueled (a maximum of 35 psi and 150 gals per minute) for faster turnaround missions.

(6)

The operational disadvantages of the ERFS are discussed below.

(a)

The ERFS is airworthy when it is installed, operated, and maintained as described in TM 55–1560–307–13&P. With this configuration, however, fuel can leak into the cabin and a catastrophic incident can occur in the event of a hard landing or an accident. When the noncrashworthy ERFS is installed, the potential for fires during a crash increases.

(b)

Only the number of personnel needed to perform the mission will be on board the aircraft. Personnel on board the aircraft must be seated and wear a lap belt.

(c)

The M60Ds on the CH–47 provide limited protection. Therefore, advance planning must be considered when reconnaissance and/or attack elements are be used to escort a CH–47 with the ERFS installed.

(d)

A safety hazard may be created if the blades are turning on the aircraft during refueling.

(e)

The CH–47 burns a tremendous amount of fuel; this must be planned for logistically.

(f)

The signature of the CH–47 makes the operation vulnerable to detection and attack.

(7)

Similar refueling operations can be accomplished with the UH–60. The FARE is carried inside the aircraft while the two blivets are sling loaded. Advantages and disadvantages that apply to this operation also apply to the ERFS operation. (Refer to TM 55–1560–307–13&P for additional information.)

Figure J–19. Advanced forward area refueling system

Figure J–20. Configuration of the ERFS

Figure J–21. Gear board

Figure J–22. Refueling point setups

d. Wet Hawk/Fat Hawk.

A Wet Hawk is a UH–60 that provides fuel to another aircraft from its own internal and/or external fuel tanks via a micro–FARE system. A Fat Hawk is a UH–60 that provides fuel and ammunition. A Fat Hawk—configured with external fuel tanks, two Hellfire racks, or two M261 (19 shot) rocket pods—provides the capability to refuel and rearm a platoon of OH–58D(I)s (four aircraft). A FAT Hawk can refuel and rearm these aircraft in less than 15 minutes without slingloading any fuel or ammunition. The absence of sling load increases the UH–60's survivability; it reduces deployment time; and it limits the enemy's ability to locate and target critical aviation assets. The normal operation consists of two external stores support system (ESSS)–equipped UH–60 aircraft with a full crew; three to four POL personnel; a combat lifesaver/medic; security personnel; armament personnel; and armament and refuel equipment to support the mission. Single and duel point FARPs are shown in Figure J–23.

e. Wet Hawk/Fat Hawk Duties and Responsibilities.

(1) Ammunition maintenance company (AMC)—

(a)

Ensures aircrews and Fat Hawk crews are adequately briefed and thoroughly understand their responsibilities.

(b)

Ensures aircrews and Fat Hawk crews are thoroughly briefed on all safety aspects of the mission.

(c)

Provides technical assistance to support units for planning purposes.

(2) Pilot–in–command—

(a)

Ensures aircraft is prepared for the mission; i.e., auxiliary tanks with fuel for the mission and proper seating arrangement.

(b)

Conducts a thorough briefing to crew and Fat Hawk team before takeoff.

(c)

Ensures Fat Hawk teams are delivered to the LZ at the proper time and location.

(3) Crewmembers—

(a)

Ensure all equipment is secure before take off.

(b)

Act as a fire guard during refuel operations.

(c)

Assist refuel and rearm teams in loading and unloading the aircraft.

(4) POL team leader—

(a)

Ensures POL personnel are properly trained and proficient in Wet Hawk operations to include fire and crash rescue procedures.

(b)

Ensures equipment is operational.

(c)

Ensures that, upon confirmation of the mission, a brief is conducted between air and ground crews covering mission requirements, layout of the LZ, execution of the mission, security, and dispersal plan.

(5) Armament Team Leader—

(a)

Ensures the proper amount and type of ammunition is on hand.

(b)

Assigns duties to armament personnel to ensure established procedures are used to safe, arm, and dearm aircraft weapon systems.

(c)

Verifies the ammunition stored on each aircraft is secured and safetied properly.

f.

Wet Hawk/Fat Hawk Planning Factors.

(1) Aircraft configuration:

(a)

All excess seats will be removed to allow room for FARE equipment and ammunition.

(b)

Personnel required for operations are as follows:

- Three – single point refuel team.
- Four – dual point refuel team.
- Three – rearm team.

(2) Multiship operations:

(a) Chalk one will be designated as initial fuel, refuel pax, security pax, and medic/combat lifesaver aircraft.

(b)

Chalk two will be designated as secondary fuel, ammunition, rearm pax, and security pax aircraft.

(c)

Tactical cross–loading will be implemented based on METT–T.

(3) Employment.

Mission load will be based on mission requirements.

(4) Emergency Procedures, Fire.

(a)

If an aircraft fire occurs, Fat Hawk teams will follow their specific firefighting SOP.

(b)

The FARE operator will shut off the system, disconnect the hose from the UH–60, and shut off the valve at the "Y" connector.

(c)

The UH–60 crewchief assigned as fire guard will accompany the FARE operator to the "Y" connector.

(d)

The other crewchief will disconnect the cannon plug from inside the UH–60.

(e)

Aircraft will exit the FARP according to the dispersal plan. The UH–60 conducting refuel operations will wait for the all clear signal from the Fat Hawk NCOIC before taking off.

(f)

The UH–60 aircraft not involved with the accident will maintain control over the situation and act as the POC for medical evacuation (MEDEVAC) operations.

(5) Safety Considerations:

(a)

Because of the hazards involved, all aspects of planning and execution of Fat Hawk operations will be conducted with a continuous emphasis on safety and attention to detail.

(b)

Pilots–in–command will ensure that the Fat Hawk team leaders brief the fire guards on all responsibilities and duties to be performed.

(6) Special Mission Considerations:

(a) NVG operations.

UH–60 aircraft will turn off all lighting systems except for position lights to steady dim.

(b)

Communications. The UH–60 not performing refuel operations will brief incoming aircraft on landing direction, point information, rearm information, and any other pertinent information to the operation. Chalk two UH–60 will be responsible for MEDEVAC/SAR [search and rescue] in the event of a mishap.

Figure J–23. Fat Hawk layout

Appendix J (continued)