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SECTION V. Ammunition and Arming Operations and Training

This section discusses ammunition and arming operations, aircraft flow and mix, and training.

J-24. AMMUNITION OPERATIONS

a. Ammunition Storage.

(1)

The ready ammunition storage area is separated from the helicopter rearm pads by a barricade. The ready ammunition storage area (RASA) contains the ammunition required to support the arming of aircraft. Ready ammunition is that quantity of ammunition required to support the mission beyond the amount needed for one load. The RASA should have separate cubicles for the assembling and disassembling of rockets, aircraft flares, and malfunctioned ammunition. More information is contained in AR 385–64 and TM 9–1300–206.

(2)

The basic load storage area is a separate area from the RASA. The basic load storage area (BLSA) contains the specific quantity of ammunition required and authorized to be on hand at the unit to support 3 days of combat. A basic load includes a variety of ammunition such as small arms, grenades, and mines in addition to aircraft specific ammunition.

(3)

Personnel store ammunition by lot number at all locations so that all lots on hand can be properly accounted for. Ammunition handlers must maintain accurate lot number records so that ammunition malfunctions can be properly documented and reported. Personnel will ensure that lots are not mixed at the RASA, at the BLSA, or on the rearm pads. A good way to maintain lot integrity is to not mix items; that is, to keep like items together.

(4)

It may be necessary for personnel to improvise a means to transport ready ammunition to the rearm pads where aircraft will be armed. Improvised trailers or carts may be used with the following restrictions:

- The rated load weight of the trailer or cart must not be exceeded.
- The load must be secured and balanced to prevent the ammunition from tumbling or the vehicle from tipping over.
- The trailer or cart must be covered to protect the ammunition in inclement weather.

b. Ammunition Safety Procedures. All personnel must observe required safety procedures to prevent the accidental firing of ammunition or propellants. Improper handling or stray electricity may cause ammunition to explode and result in loss of life or serious injury to personnel.

(1)

Fin protector springs are designed to short–circuit the igniter leads, thus preventing accidental ignition. The shorting wire clips and fin protectors must be installed on all rockets immediately after an aircraft launcher is unloaded and when the rockets are not in a launcher. A sufficient quantity of clips and protectors must be on hand at each rearm pad. Therefore, personnel should not discard the clips and protectors once an aircraft is armed. Also, personnel should remember that the wires and clips can cause foreign object damage to aircraft if they are not properly secured.

(2)

Complete rounds, rocket motors, or fuze–warhead combinations that have been dropped may cause the fuze or warhead to function prematurely. This may result in the loss of a life or an aircraft. Rocket motors and complete rockets that have been dropped, whether crated or uncrated, must be turned in to the supporting ammunition supply point (ASP). DA Form 581 (Request for Issue and Turn–in of Ammunition) must reflect the reason for the rejection.

(3)

Personnel must assemble rockets according to the instructions in TM 9–1340–222–20. Returned unfired rockets and rockets remaining in aircraft launchers after a mission must be retorqued before the next mission.

(4)

Barricades must be built around the RASA, the BLSA, and the rearm pads. Barricades should be at least 3 feet thick to effectively reduce hazards from a fire or an explosion. Rocket motors may go off, so they should be placed with the nose end facing the back of the barricade.

(5)

Ammunition should be protected from the weather. If ammunition is covered in a high–temperature environment, it is important to ensure that the covering does not create excessive heating of the ammunition. As was learned in Southwest Asia, dark covers placed directly on pallets of ammunition can create temperatures up to l80° Fahrenheit (F). Missile systems especially can be damaged by these high temperatures. The covering selected for use in high–temperature environments should shade the ammunition and provide for air circulation.

(6)

Rockets should not be stored on top of one another. The weight will damage the bottom layers. If rockets need to be unpacked, they should be stored on racks built at the site. Rockets should not be stacked directly on the ground. Wooden pallets are practical to place under the rockets since they allow air to circulate. The rockets should be blocked to keep them from rolling off the stack.

(7)

For maximum safety, the amount of ammunition stored at the RASA and the rearm pads should be kept to a minimum. The following limits—designed to meet operational need—should not be exceeded:

(a)

Each rearm pad is limited to the ammunition required to fully arm one aircraft plus the number of rockets required for a second load. This facilitates switching the missile launcher for rocket launchers if the mission dictates.

(b)

The ammunition for a second aircraft should be stored off the pad, properly covered, and barricaded.

(c)

The RASA is limited to 2,000 pounds of net explosive weight (NEW) per cubicle. The following example illustrates this limitation: 1,340 of H490 (10 pounds NEW) = 200 rounds per cubicle (200 x 10 = 2,000). The NEW is computed based on the weight of the explosive filler in the item of ammunition. In the case of rockets, the NEW is the combined explosive weight; that is, the amount of explosive filler and the propellant in the motor. Table J–1 shows the common items used during helicopter rearm operations. Table J–2 shows the minimum distances permitted between rearm points, ready ammunition storage areas, and nonammunition–related activities that require safety distances. Inhabited buildings also include tents used as living quarters.

Table J–1. Common items used during helicopter rearm operations

ITEM | NET EXPLOSIVE WEIGHT (Per Round)
Hellfire missile | 34.4 pounds
TOW missile | 12.18 pounds
Rocket, 2.75–in, HE (H489 or H490) | 10 pounds
Rocket, 2.75–in, HE (H488 or H534) | 11 pounds
Cartridge, 30mm, HE (B130 or B131) | .058 ounces
Cartridge, 20mm, HE (A653) | .028 ounces
Small arms ammunition | None

J–25. ARMING OPERATIONS

a. Armament Pad Setup.

The setup of the armament pad will affect overall aircraft turnaround times. During combat missions, enough ammunition for at least one arming sequence should be placed on the armament pad before the aircraft arrive. The ammunition should be laid out in the order it will be loaded. A full load of ammunition must be ready to load in case the aircraft has expended all of its initial load. Figure J–7 shows two typical layouts for helicopter rearm points. Figure J–8 shows a three–dimensional view of one plan.

b. Personnel Requirements.

The weight of the ammunition containers and Hellfire missiles requires that two people load the aircraft weapon systems. When a full complement of ammunition types is required, the safest approach is to load the turret weapon system first, followed by the inboard wing stores. Arming instructions are in the appropriate aircraft operator's manual.

c. Simultaneous Arming and Refueling.

(1) Minimizing aircraft ground time in the FARP important for two reasons. The first reason is that aircraft are extremely vulnerable on the ground. The second reason is that the longer it takes to service aircraft, the less time they are on the battlefield. Simultaneous arming and refueling minimizes ground time. However, simultaneous rearming and refueling are risky. The aviation commander must ensure that his personnel receive training to accomplish the tasks. This SOP requirement must be well–rehearsed.

Table J–2. Distances between rearm points and ready ammunition storage areas

REQUIRED DISTANCE (In Feet)
FROM | TO | Barricaded | Unbarricaded
Rearm point | Rearm point | 100* | 100*
Rearm point | Inhabited buildings and unarmed aircraft | 400 | 800
Rearm point | Public highways | 240 | 480
Rearm point | POL storage or refuel facilities | 450 | 800
Ready ammunition storage area | Rearm point | 75 | 140
Ready ammunition storage area | Inhabited buildings and unarmed aircraft | 50 | 1,010
Ready ammunition storage area | Public highways | 305 | 610
Ready ammunition storage area | POL storage or refuel facilities | 505 | 1,010
*Distance is based on rotor clearance.

(2)

Arming the weapon systems is most efficiently accomplished in a specific sequence. Initially, the weapon systems must be safed, starting with the outboard weapon systems and moving inboard. The system is left on and a stray current check is conducted on the rocket pod. The turret weapon system and the wing stores opposite refueling port are the only weapon systems that should be armed while the aircraft is being refueled. Once the refueling is completed, the inboard weapon systems are loaded, followed by the outboard weapon systems on the refueling port side of the aircraft. The necessary maintenance equipment must be brought to the FARP to maintain the weapon systems. For example, materials for cleaning weapons, oils for lubricating weapons, tools for removing hung rockets, and a multimeter for conducting stray current checks should be available.

Figure J–7. Two typical layouts for helicopter rearm points

Figure J–8. Three-dimensional view of a plan for a helicopter rearm point

WARNING Weapon systems should be safed before the aircraft is refueled.

J-26. Aircraft Flow and Mix

a. Limitations.

(1)

A successful FARP operation is characterized by rapid turnaround times. However, several factors can degrade efficiency and increase turnaround times. These factors include crew size, night operations, NBC environment, weapons and ordnance mix, attrition, and maintenance problems.

(2)

Rapid turnaround times cannot be accomplished unless enough personnel are available to service the mission aircraft. Separating the available personnel and equipment into more than one FARP requires careful planning. During the day, under ideal conditions, a well–trained crew of two can fully arm the AH–64 Apache aircraft in about 40 minutes. The AH–1 Cobra can be armed in 30 minutes. However, a crew of four can improve these times by 3 to 6 minutes.

(3)

Personnel shortages may require members of the aircrew to assist in arming and refueling. At least two people are needed to load the turret ammunition and tube launched, optically tracked, wired guided (TOW) and Hellfire missiles.

(4)

When arming turret weapons at night, personnel will need night vision devices or supplemental lighting such as flashlights. Also, arming times will be 3 to 8 minutes longer at night, especially under low–light conditions.

(5)

The wearing of chemical protective clothing will increase refueling times by 2 to 4 minutes and rearming times by 2 to 6 minutes. Fatigue increases the longer a soldier remains under mission–oriented protective posture (MOPP) conditions. Personnel must remember to drink more water when in MOPP to reduce the possibility of heat injuries.

(6)

Weapons and ordnance mix could be a limiting factor. For example, an AH–64 may have a weapons load of two Hellfire missile launchers and two 19–tube rocket launchers. A mission change may require that AH–64s be set up for Hellfire heavy (four Hellfire missile launchers). The two 19–tube rocket launchers would then have to be removed and replaced with Hellfire missile launchers. The equipment and tools to accomplish this must be at the FARP. In addition, the launchers may have to be boresighted, which requires special equipment. Therefore, this time–consuming changeover must be in the commander's mission–support decision matrix.

(7)

Aircraft with armament maintenance problems may interrupt the flow of FARP operations. These aircraft should be positioned away from the arming and refueling area to keep the aircraft flow constant.

b. Aircraft mix.

As a planning guide, refueling points should number half as many as there are aircraft in the troop, company, or platoon using the FARP. The FARP site should be large enough to set up two separate arming points to maintain attack section integrity during arming and refueling. The order in which sections are serviced is not important. However, the attack team that returns to the FARP with the least unexpended ammunition should perform an overwatch while other aircraft refuel and rearm.

J–27. TRAINING

a. Qualification Training.

Mission success depends on the ability of FARP personnel to set up and provide responsive arming and refueling services rapidly. Ammunition specialists (MOS 55B) receive no aviation training; Class V does not require special handling. Aircraft armament/ missile system repairers (MOS 68J) receive 28 hours of hands–on training in arming and troubleshooting weapon systems. The different arming configurations of aircraft require armament personnel to be trained in the handling, loading, and arming of all armament systems. Armament technical manuals (TMs) show the training levels for 68J personnel. Because of the dangers of arming "hot" aircraft, the commander must ensure that all 55B personnel are thoroughly trained in handling ammunition before they attempt such operations. Petroleum specialists (MOS 77F) receive 32 hours of hands–on training and testing in refueling aviation systems.

b. Training Realism.

(1)

The training program must be as realistic as possible. All facets of the FARP's operation—from site preparation to rapid displacement—must be practiced and conducted under every combat–like condition. FARP personnel should be trained to operate around the clock and under varying levels of MOPP.

(2)

Commanders must provide soldiers with the quality of training required to do their jobs. Realistic training benefits the commander as well as FARP personnel. The commander will know from observing the training how long rearming really takes. He can then plan accordingly. In addition, realistic training can surface problems that may have been ignored otherwise. For example, attack helicopter units have vehicles and aircraft with limited personnel– and equipment–carrying capacities. These kinds of problems can hinder the efficiency of the FARP.

c. Operation Skills.

(1)

A successful FARP operation is the final product of a series of progressive skill–building programs to include the cross–training of assigned and attached personnel. Coordinated operations are achieved by integrating team training with programs that emphasize personal skill development. Training progresses as individuals are integrated into operational teams.

(2)

The commander must evaluate the FARP team's ability to deploy and operate. Weak areas will require specific training to bring the operation up to the required standards. The evaluation process should be continuous so that the capabilities and limitations of the FARP are known. Therefore, a training program should be developed to meet specific unit needs.

d. Individual and Collective Training.

(1)

FARP operations will be successful when all FARP personnel are trained to operate as a team. Individual and collective training should not be limited to just arming and refueling activities. All FARP personnel should be trained in firefighting and rescue procedures in accordance with FM 10–68. Also, FARP personnel should be trained in receiving and preparing Class III/V helicopter external slingloads. FM 55–450–3 describes the procedures for slingload training.

(2)

Every team member should be proficient in day and night land navigation. Because night relocation of the FARP is common, night land navigation skills should be emphasized.

(3)

Team members should have extensive driver training and know how to accomplish operator maintenance procedures using the appropriate vehicle operator's manual. Delivering the product to the FARP is just as important as operating the FARP. Team members must also be able to check fuel quality using the visual sample, Aqua Glo, and American Petroleum Institute gravity–testing methods.

(4)

Team members should be trained in NBC detection and decontamination. This training will reemphasize FARP vulnerability to NBC attack and stress the need for the FARP to survive on the battlefield.

(5)

Personnel must be able to recognize any aircraft that may use the FARP. They should be able to identify all Army, Navy, Air Force, Marine, and North Atlantic Treaty Organization (NATO) aircraft and know the proper refuel and rearm procedures for each aircraft.

(6)

Personnel should be proficient in self–aid and buddy–aid procedures. They also should be familiar with medical evacuation request procedures. FM 21–11 and FM 8–10–6 provide information on these procedures.

(7)

Team members must receive standardized night vision device training as required.

e. ARTEP Evaluation.

Army Training and Evaluation Program (ARTEP) 1–100–30–Mission Training Program (MTP) contains the task and mission requirements for the Class III/V section. These requirements are to conduct FARP operations; relocate the FARP; request, receive, and store ammunition and fuel; and conduct forward refueling. The unit training program should be tailored so that the Class III/V sections can successfully accomplish the ARTEP tasks.

SECTION VI. Combat Support

This section discusses the roles of combat support assets in helping the FARP accomplish its mission.

The aviation unit commander occasionally uses combat support elements from the brigade in whose sector the unit operates. Combat support assets include air defense (AD), field artillery (FA), intelligence, and engineers.

J–28. AIR DEFENSE

a. Planning.

The commander's AD plan includes his priorities for AD within his AO. If the unit is augmented with attached AD assets, the senior AD officer or NCO will advise the commander on their use. The commander will analyze the terrain, probable intensity and types of enemy aircraft expected, and the threat against the available AD weapons supporting his unit. Based on the commander's priorities, the AD officer and the S3 allocate specific AD weapons and designate the positions that the weapons will occupy. The S3 continues to coordinate and supervise the activities of the supporting AD force throughout the operation.

b. Enemy detection.

(1)

Fares and helicopters on the ground can be acquired in several ways. The simplest scenario is direct observation by an armed aircraft, followed immediately by an attack. In this case, the FARP would be a target of opportunity for an aircraft on some other specified mission. A sophisticated scenario may involve a specific sequence of events: the enemy acquires a cuing signal, confirms the target, develops an attack plan, and executes the attack. Another example may involve direct observation of the FARP by enemy ground forces, followed by artillery or other ground–based fires or air–delivered fires.

(2)

FARPs that remain in place for an extended period will produce communication signatures and thermal images from aircraft and fuel storage bladders. These may enable the enemy to detect the FARP and launch an attack against it. The enemy can acquire FARPs by any of the following means:

- Radar.
- Television.
- Infrared detectors.
- Infrared surveillance.
- Visual (unaided or aided).
- Satellite and other photography.
- Human intelligence (visual and acoustic).
- Air and ground electronic surveillance.

J–29. DEFENSIVE MEASURES.

The FARP must be protected against targeting by enemy air assets. This can be accomplished by using both active and passive AD measures.

a. Active Defense Measures.

The FARP has a limited organic AD capability. The firepower of the FARP includes M2 and M60 machineguns and other small arms. These weapons can make a difference during an air attack. Small arms fire may not destroy attacking enemy aircraft; however, they may distract pilots long enough for them to miss their target. FM 44–8 explains the use of small arms in the AD role.

b. Passive Defense Measures.

Passive defense measures are a cost effective and timely way to protect FARP assets. Four primary objectives are associated with the passive defense mission. They are tactical warning, susceptibility reduction, vulnerability reduction, and reconstitution and recovery of FARP operations.

(1) Tactical warning.

Tactical warning is a trigger event for the employment of passive defense measures. Commanders must thoroughly understand the attack warnings and respond quickly so that friendly forces will have time to protect themselves from the attack and aviation capabilities will not be degraded.

(2) Susceptibility reduction.

(a) Camouflage.

Camouflage is important to prevent detection of the FARP. Camouflage netting should be used when possible; however, its use may interfere with the rapid displacement capability of the FARP. FM 20–3 contains more information about camouflage.

(b)

Concealment. FARP positions should be selected that offer natural cover and concealment. Cover should be placed on the windshields and headlights of vehicles and on the canopies of aircraft. Vehicles and equipment should be placed under trees, brush, and hedgerows or parallel to the tree line and in the shadow of trees. When shadows are used as a concealment aid, vehicles and equipment may have to be repositioned during the day to remain shadowed. Figure J–9 shows a tactical FARP layout. In this case, ammunition resupply operations are conducted after refueling operations at a location where munition malfunctions will not cause damage or injury to friendly forces. This also maintains the required camouflage and dispersion and provides some security during FARP operations.

(c) Emission control.

Communications must be kept to a minimum. Aircrews should be familiar with and use approved approach and departure procedures. The operation of any power equipment, such as pumps, should be delayed until the last possible moment. This will reduce the chance of infrared and acoustical signature cues being observed by the enemy.

Figure J–9. Tactical FARP layout

(d)

Emplacement procedures. During the setup of the FARP, vehicle movement should be kept to a minimum to reduce the number of tracks made through the grass and dirt. Another visual signature cue is the "straight line" configuration of the FARP hoses. The hoses should be configured in a curved pattern, as is shown in Figure J–9.

(e) Urban emplacement.

Tactical considerations may require emplacement of the FARP in an urban area. This will present both hazards and opportunities. Hazards include wires and antennas and exposure to terrorists and man–portable AD weapons. Opportunities include many places to hide a FARP. Equipment and supplies can be hidden in or around buildings. The buildings also can mask aircraft movement. The road network in an urban area should not be used for vehicle movement and resupply because vehicular activity may reveal the location of the FARP. Resupply vehicles should pick alternate routes to the urban FARP. In some cases, a driver may deceive observers by driving by the FARP only to return to it from another direction. Figure J–10 shows how a FARP might be set up in a built–up area.

Figure J–10. FARP operations in urban terrain

(f)

Security. Ground security measures begin with the advance party. The advance party should start local security actions immediately.

(g) Mobility.

The FARP, by the nature of its mission, is a highly mobile asset. Proper implacement of the FARP facilitates expedient completion of the mission and rapid preparation for movement.

(h) Deception. The enemy understands the importance of FARPs and will be looking for them. Deception misleads the enemy by manipulating, distorting, or falsifying friendly actions, causing the enemy to deplete its resources by attacking false targets and missing intended targets FARPs using decoy fuel equipment, ammunition, and aircraft may divert attention from the real FARPs.

(3) Vulnerability reduction.

(a) Hardening.

Hardening reduces the effects of any attack on FARP assets. FARP vulnerability to attack may be reduced by careful site selection, field fortification, and other field–expedient methods.

(b) Redundancy.

When possible, additional FARP assets should be deployed. In some cases, this may only be spare parts such as a backup pump for the jump FARP.

(c) Dispersion.

When the terrain is not suitable for concealment, commanders can disperse their assets so that the unit presents a less lucrative target. Varying the pattern of unit deployment avoids stereotypical patterns that allow the threat to identify the type of aviation unit being observed.

(4) Reconstitution and recovery.

(a)

Following an attack, units must be restored to a desired level of combat effectiveness commensurate with mission requirements and available resources. Reconstitution may include reestablishing or reinforcing command and control (C2); reallocating or replacing personnel, supplies, and equipment; conducting essential training; reestablishing unit cohesion; and repairing battle damage.

(b)

Several passive defense measures can be used at the FARP with very little logistic burden. These measures are designed to enhance FARP survivability during all phases of operation. A FARP checklist is provided at Section XIV.

J–30. FIELD ARTILLERY

a. Support Relationship.

The aviation battalion receives its artillery fire support from the unit that is providing direct or reinforcing support. The commander of the aviation battalion and the fire support officer (FSO) work together to integrate the firepower of FA; close air support (CAS); and, when available, naval gunfire to defeat the enemy. The FSO assists the commander by developing the fire support plan concurrently with the maneuver plan. During the battle, the FSO and the fire support sergeant monitor the execution of fire support to ensure compliance with the commander's intent and to provide continuous support.

b. Fire Support Planning.

(1)

The planning process specifies how fire support will be used and what type, when, and with what means targets will be attacked. The fire support plan contains information on how fire support will be used during an operation. Simple fire support plans may be in the operation order (OPORD). If the operation requires lengthy or detailed plans, then a fire support annex to the OPORD may be prepared. The fire support annex amplifies the instructions in the fire support plan. Specific support plans for each type of fire support (for example, FA, and chemical support plans) are prepared as necessary to amplify the fire support plan. The plan must be flexible so that personnel can respond to the unexpected in combat.

(2)

The aviation battalion S3 designates the locations of the FARPs. He should provide the FSO these locations along with the projected movement time to the locations so that the FSO can plan a schedule of fires to protect the FARP. In addition, FARP leaders must know the locations of the supporting artillery battery to plan routes to and from the FARP that provide safety for aircraft and facilitate support by FA. FARP personnel need to know the fire support plan so that they will know whom to call for fire on a target while they are in the FARP or while they are en route to another location.

J–31. INTELLIGENCE

a.

Intelligence Uses.

(1)

To defeat the enemy, the aviation commander must "see" the battlefield better than his opponent. He must know as much as possible about the enemy, weather, and terrain. This intelligence helps the commander make decisions, issue orders, and successfully employ his forces on the battlefield. It also helps the commander determine the best locations for his FARPs. Section XII shows the critical elements that must be considered during FARP planning.

(2)

The Class III/V platoon leader must keep abreast of the intelligence situation so that he can anticipate and plan for future FARP operations. Armed with up–to–date intelligence, the platoon leader can help the S3 determine how to best support the mission. Current knowledge of the enemy will help the Class III/V platoon leader avoid threat targeting of the FARP through sensor weapons.

b. Intelligence Collection.

The commander obtains information about the battlefield from higher headquarters. He supplements this information with reconnaissance. The S2 is the intelligence coordinator for the battalion. He collects, processes, and interprets information from subordinate units. The S2 passes this information to higher headquarters where it is consolidated with intelligence information from other sources and passed to the G2 at division.

c. Intelligence Dissemination.

(1)

The G2 disseminates the results of the collection effort as intelligence summaries. These provide an intelligence update for the units in the division. The S2 obtains and disseminates weather information for the planning considerations of subordinate units. The S2 also provides the S3 with the current threat situation, which the S3 uses when he coordinates with the air liaison officer to suppress enemy AD systems.

(2)

Intelligence collection requirements are distributed in terms of essential elements of information and other intelligence requirements. Based on the mission, command guidance, and available intelligence, the S2 develops an intelligence course of action in accordance with the needs of the battalion and higher headquarters. If the commander approves the course of action, orders and requests are issued to collect information for intelligence production.

J–32 ENGINEERS

Engineer operations require considerable time and labor. Therefore, engineer support may not be realistic because of the shortage of engineer assets, number of tasks to be performed, and short duration of the FARP at one location. However, if the FARP is located in a relatively secure area, such as an airhead, engineer assets could be useful. If engineer assets are available, they can increase the mobility, countermobility, survivability, and sustainment of the FARP. Engineer support is requested through the engineer staff officer at the brigade responsible for the sector where the FARP will be located. The engineer staff officer will recommend changes about the priority of engineer support to the brigade commander.

a. Mobility.

Engineers can increase the mobility of the FARP by—

(1)

Constructing FARP sites.

(2)

Constructing combat roads and trails into and out of FARPs.

(3)

Spraying a dust suppressant in desert areas.

(4)

Clearing rubble for the passage of vehicles and aircraft (ground handling) in built–up areas.

(5)

Removing trees and other obstacles to flight along routes into and out of the FARP to help aircraft avoid being silhouetted.

b. Countermobility.

Engineers can increase the capabilities of the FARP by—

(1)

Emplacing mines around fuel and ammunition caches.

(2)

Emplacing minefields to fix or turn enemy vehicles away from the FARP.

(3)

Constructing other obstacles near the FARP to delay, disrupt, turn, or block the enemy.

c. Survivability.

Engineers can increase the survivability of the FARP by—

(1)

Preparing buildings to house FARP equipment (HEMTT tanker or FARE).

(2)

Constructing protective positions for fuel and ammunition vehicles in FARPs.

(3)

Constructing protective positions for collapsible fuel drums and palletized ammunition.

d. Sustainment.

Engineers can increase the sustainment of the FARP by—

(1)

Maintaining and/or improving combat roads and trails into and out of FARPs.

(2)

Clearing minefields and removing other obstacles.

(3)

Maintaining and/or improving protective positions.

Appendix J (continued)