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Appendix E

Self-Deployment

This appendix serves as a planning guide for aviation units that may be required to self-deploy. The "Army Aviation Deployment for Contingency Operations" planning guide provides detailed guidance for deployment/re-deployment operations.

Aviation brigades must be prepared to self-deploy aircraft, personnel, and equipment to almost anyplace in the world. Self-deployment consists either of the unit’s moving organic, assigned, and/or attached assets from home station to rail heads, and/or air/sea ports of embarkation—from there, assets will be transported to the theater of operations—or of the unit’s moving organic, assigned, and/or attached assets from home station to the theater of operations without rail, air, or sea transport support. Helicopter self-deployment is one of the US Army's most important and unique planning challenges. Units that plan, train, and validate their movement plans will greatly increase their chances of a successful deployment.

E-1. DEPLOYMENT MODES

a.

Air lines of communication (ALOC) and sea lanes of communication (SLOC) are both used for helicopter deployment. However, these modes may not have enough assets or time to meet priority needs. AH-64 Apache, UH-60 Black Hawk, and CH-47D Chinook helicopters can carry enough usable fuel to reach a deployable range. Table E-1 shows the characteristics of these aircraft. Figures E-1 through E-3 show proposed extended-range fuel systems for these helicopters. Other helicopters have no extended-range fuel systems; their primary deployment modes are by way of ALOC/SLOC.

b.

During the buildup phase of a conflict, the ALOC will be overloaded with high-priority shipments of troops, weapons, and materiel. The SLOC—though not required to transport high-priority cargo—will be tasked heavily to transport outsize and overweight cargo. The longer reaction time required for surface shipping may prevent helicopters from meeting rapid deployment dates.

Table E-1. AH-64, UH-60, and CH-47D characteristics

ELEMENT | AH-64 | UH-60 | CH-47D
Empty weight (pounds) (dry weight) | 10,980 | 12,500 | 24,000
Normal internal fuel weight (pounds) | 2,442 | 2,350 | 6,990
Range on normal fuel (nautical miles) (not including VFR reserve) | 360 | 240 | 325
Maximum auxiliary fuel weight (pounds) | 6,370 | 3,100 | 15,776
Maximum ferry range (nautical miles) (not including VFR reserve) | 1,089 | 540 | 1,056
Gross weight for maximum range (pounds) | 21,065 | 22,000 | 50,000
Average true airspeed (knots) | 124 | 118 | 130
Mission time (hours) | 8.5 | 5.0 | 8.0

Figure E-1. AH-64 extended-range fuel system

Figure E-2. UH-60 extended-range fuel system

Figure E-3. CH-47D extended range fuel system

E-2.

DEPLOYMENT FUNDAMENTALS

a.

Aviation brigade units receive the directive to execute deployment operations. They then ferry their aircraft using preselected routes to departure points. The preselected routes are included in the units' deployment operational plans (OPLANs). The departure points are operated by units that can perform depot-level maintenance. Deploying units arrive at the departure points according to the established sequence for force deployment or as otherwise directed. As the units arrive, a dedicated depot support team prepares the aircraft for deployment. Preparation includes required aircraft maintenance and installation of ferry equipment. Concurrently, the deployed element is integrated with its aerial support team. Then the deploying unit is prepared to depart.

b.

The deployment execution directive may dispatch predesignated ground support teams to stopover points along self-deployment flight routes.The ground support teams include personnel, equipment, and repair parts to provide limited services. These services include maintenance; petroleum, oils, and lubricants (POL); supply; medical; communications; weather forecasting; flight planning; and housekeeping. To save time, units pre-position some of the required equipment and repair parts at stopover points.

c.

Predesignated aerial support teams provide en route assistance and expertise to the self-deploying aircrews. These teams consist of two ferry- and rescue-qualified aviators who are familiar with the proposed route. The team members fly as pilots in command in both the lead and trail aircraft of the deploying flight. Aerial support teams may be organic to a depot and composed of Active Army and Reserve Component aviators.

d.

Deployment flights terminate at depot or aviation intermediate maintenance (AVIM) facilities in the theater. Personnel at these facilities remove ferry equipment, install combat mission equipment, and perform required maintenance and inspections to prepare the aircraft for combat. They also coordinate the immediate backhaul of predesignated aerial support teams and ferry equipment. Like aerial support teams, AVIM facility personnel are preselected and dispatched when the deployment directive is issued. Most of the required equipment is prepositioned in the same way as the en route ground support equipment. To facilitate the integration of deploying aircraft and crews into a theater combat force structure, command facilities must be located at each termination site.

e.

When aviation brigade units are deployed to destinations beyond those with fixed-base facilities, predesignated ground support teams are positioned to perform those functions described in b above. If ground support teams are not available or cannot be emplaced, coordination may be conducted with friendly nations to provide the required services.

E-3.

RESPONSIBILITIES

a. Commander.

The commander is responsible for the movement of his unit's personnel and equipment. Therefore, he reviews and validates SOPs and movement and load plans. The commander supervises the operation of subordinate units and coordinates with other headquarters for technical data and logistics support. He establishes policies for air lines and sea lanes of communication and ensures that personnel comply with directives, policies, and regulations. The commander also directs the safety and accident prevention program so that self-deployment operations are conducted safely. (Appendix B describes risk management.)

b. Personnel (S1/G1).

The S1/G1 is responsible for unit-strength maintenance and personnel service support. He ensures that personnel in deploying units and support teams are qualified to perform the mission. The S1/G1 manages the safety and accident prevention program planned and implemented by the aviation safety officer. He implements a plan to care for nondeployable personnel and family members of deploying personnel.

c.

Intelligence (S2/G2). The S2/G2 is responsible for self-deployment intelligence operations. He prepares the intelligence estimate for the self-deployment operation. Staff officers use the intelligence estimate to determine how the threat will affect their areas of responsibility. The S2/G2 is responsible for the IPB. The IPB provides detailed information about the threat, weather, and deployment routes. The S2/G2 provides deploying aircrews with USAF long-range weather forecasting information as well as counterintelligence estimates. He also plans and supervises implementation of counterintelligence measures to support the operation. These measures include the counterintelligence aspects of deception to support C3 countermeasures.

d. Operations and Plans (S3/G3).

The S3/G3 prepares the OPLAN and contingency plans. These plans are implemented when the order is received to self-deploy aircraft or to support a deploying unit. The S3/G3 task-organizes and trains the unit to meet the requirements of the OPLAN and contingency plans. The S3/G3 of a self-deploying unit plans and conducts the deployment of the remainder of his unit with available resources. He then plans the assembly of these two separate segments of his unit and prepares them for entry into the theater as a combat-ready unit. The S3/G3 of the supporting unit coordinates the redeployment of aerial support teams and equipment identified for immediate return.

e. Logistics (S4/G4).

The S4/G4 of both the self-deploying unit and the supporting unit are responsible for logistics requirements along the self-deployment route. They coordinate closely with each other and the aviation maintenance officers. The S4/G4 determines what is already pre-positioned at intermediate sites and what should be deployed to them. The supporting unit's S4/G4 coordinates the deployment of support teams and equipment to their respective sites. The self-deploying S4/G4 is involved in deploying the remainder of his unit. Aviation maintenance officers organize a maintenance support operation to prepare aircraft for self-deployment and to meet scheduled and unscheduled maintenance requirements along the route.

f. Civil-Military Affairs (G5).

The G5 of the self-deploying unit assists the staffs of both self-deploying and supporting units. He requests and coordinates maintenance and crew rest facilities, fuel, and messing for stopover-point teams and self-deploying aircrews. The G5 is the point of contact for staff officers who deal with host nations.

g.

Unit Movement Personnel. Unit movement personnel develop SOPs and movement and load plans. They train unit movement personnel and ensure that personnel and equipment are prepared for the move. Unit movement personnel inspect and inventory equipment before and after the unit moves. They also ensure that appropriate support and logistics requirements are requested.

E-4.

COMMAND CONSIDERATIONS

a.

The command structure must be able to integrate their self-deploying assets into the theater. Thus, aviation assets will be available and effective in the AO.

b.

Planning is an important aspect of self-deployment. The following is a list of important planning and operational considerations.

(1) Planning Considerations.

(a) Diplomatic clearances for overflight and landing are required for every country along the route of flight. Consult the foreign clearance guide for specific requirements of each country. Alternate routes are required if one or more countries refuse to grant diplomatic clearances.

(b)

Passport and visa requirements are verified for each country of intended landing. Passports are recommended for all crewmembers and accompanying personnel.

(c)

Crew selection should be carefully considered and have the aviation commander's personal involvement.

(d) Each departing flight of multiple aircraft should be self-sustaining in terms of food, water, limited maintenance capability, survival equipment, and force protection. To do this may require that UH-60s or CH-47s be task organized with AH-64s to enhance the self-sustainment capability of the AH-64s.

(e) Crewmembers or other support personnel with specific foreign language proficiency may be required for those countries in which refueling or remain over night (RON) stops are planned.

(f)

Short- and long-range weather forecasts are provided by USAF weather personnel.

(g)

Frequencies for internal flight following throughout the trip must be coordinated.

(h) Host nation support requirements are requested through the applicable defense attache offices (DAOs) or military groups (MILGROUPs).

(i) Transportation, meals, lodging, security, and fuel are planned for each intended RON site. Advance party personnel may be sent to each site along the route of flight to coordinate these requirements with the DAO.

(j) Although only those aircraft with extended range fuel capabilities participate in self-deployments (UH-60, CH-47, AH-64), en route fuel stops are necessary. The availability and quantity of on-site fuel is verified telephonically rather than simply referring to Department of Defense Flight Information Publication (DOD FLIP) manuals. Fuel quality is verified at each location before pumping it into aircraft fuel tanks.

(k) Self-deploying aircraft cannot deploy combat troops. The limited space in each aircraft is used to accommodate those supplies, tools, parts, survival equipment, and limited support personnel necessary to make the flights self-sustaining until arrival in the theater of operations.

(l) A pre-accident contingency plan is developed before executing the self-deployment. Available medical facilities along the route of flight are identified.

(m) A contracting officer and/or Class A agent may be required at stopover sites. If so, include them in the advance party(s).

(2) Operational Considerations.

(a) The aviation brigade/battalion/squadron S2 obtains threat intelligence information about those countries that are overflown and those where landings are planned. Terrorist threats, counterintelligence, and specific force protection concerns are important to aircrews for planned, as well as unplanned en route stops.

(b) Route planning takes into account environmental considerations such as high altitude, mountainous and jungle terrain, and overwater flight. Required crew training and special equipment for each of these environments is included.

(c) Navigational radios and maps appropriate for the route of flight are made available for each aircraft in each flight.

(d) If extensive legs of flight are over water, a risk analysis is conducted and alternatives considered.

(e) Individual and crew-served weapons remain out of sight during flight and ground operations. At RON locations, the DAO can arrange for aircraft security overnight. He can also provide assistance in security of small arms and other sensitive items.

(f) Survival gear, to include survival vests (personnel may want to include foreign currencies), rafts, hot/cold survival kits, rescue hoist, survival radios, food, and water are essential mission equipment for the self-deployment.

(g) Deploying personnel must know how to use all aviation life support equipment (ALSE) and any other special equipment that is taken, such as the rescue hoist. One, preferably two aircraft per flight are outfitted with a rescue hoist.

(h) Maintenance personnel—to include a maintenance test pilot (MTP)—are included in the flights themselves or pre-positioned at various planned stopover locations. Procedures for scheduled/unscheduled maintenance requirements, facilities, and aircraft recovery are included.

(i) A maintenance support package includes an external stores support system (ESSS) tank rack; tow bars; packaged POL; limited spare parts; a mechanic's toolbox; and tug or tow vehicle.

(j) Satellite communications (SATCOM) are taken if available. This enables each flight to communicate its status to home station and in the theater of operations.

(k) Procedures for handling a downed aircraft, conducting combat search and rescue (CSAR), and aircraft recovery are planned in advance.

(l) Air defense identification zone (ADIZ) procedures, as well as international interception signals, must be clearly understood by all aircrew members.

(m) International clearances must be approved before departure and understood by all aircrew members.

(n) Rules of engagement (ROE) are specified when carrying weapons and ammunition.

E-5. RECEPTION, STAGING, ONWARD MOVEMENT, AND INTEGRATION

Reception, staging, onward movement, and integration (RSOI) is defined as a phase of force projection occurring in the AO. It is the essential process that transitions arriving personnel and materiel into forces capable of meeting operational requirements. FM 100-5 Draft (4 April 1997) has a detailed discussion of RSOI. However, this paragraph focuses on aviation-specific considerations:

a. Reconfigure. Reconfiguring entails task organizing. Then it includes prioritizing the effort of CSS assets to build the combat-capable units and C3I architecture so they are needed based on the mission, task organization, and possible threats. For aviation units this requires movement planners, logisticians, and maintenance personnel to carefully wargame the arrival of units and equipment into a theater.

b.

Protect the force. All other considerations are subordinate to this requirement. Two equally important elements must be considered. They are discussed below.

(1) Self-protection.

Aviation forces deploying into a theater are particularly vulnerable during the buildup phase when the unit is not at full strength or the aircraft are not fully assembled. The security plan must be understood and executed from the moment the first unit personnel arrive. This plan should include those measures both passive and active to combat any air and ground threats. Fratricide also is possible so theater-specific identification friend or foe (IFF) procedures must be briefed and understood by all deploying crewmembers.

( 2) Force protection. Because of Army aviation's inherent deployability, versatility, maneuverability, and lethality, aviation forces often will be among the first units brought into theater. In fact, aviation units may have to provide reconnaissance, security, and attack operations to secure a lodgment before any forces land in theater. This forces the aviation brigade or task force (TF) to conduct continuous operations from an off-shore or remote location, while it's main body moves into the lodgement area. Fratricide can occur on the ground as well so all flight crewmembers must understand the the composition and location of friendly forces and the ground maneuver plan.

c. Build Combat Capability.

Aviation units will execute this requirement by linking combat-ready personnel with their equipment. They must also interface with theater CSS units to ensure all supply and maintenance functions are operational and coordinated.

d. Train.

The aviation training requirements will vary greatly from theater to theater; however, those generic items —i.e., theater specific ROE; status of forces agreement (SOFA) provisions; local customs; language training, and operational security (OPSEC) requirements) that can be anticipated should be performed at home station, if possible. Local area orientations, test flights, or other requirements that cannot be executed in advance may be required. If so, commanders should attempt to task organize at the lowest levels to allow test pilots, instructor pilots, and key leaders to front load some of these requirements before the entire unit arrives. The advance party should be briefed on these requirements and the plan for their execution so they can identify and coordinate any external support those key personnel will need to execute the plan when they arrive.

e

. Acclimate to the Environment. Acclimation starts before deployment and continues until redeployment. Before deployment the aviation unit should issue the appropriate survival equipment and clothing for the climate that will be encountered. Most deployments will involve operating in a joint or multinational environment. Aviation units may be able to schedule training with other joint players or even professional development classes taught by instructors from other services. If so, this training could only help with the acclimation process.

f. Assisting Forward-Presence or Host-Nation Forces.

Cavalry and attack units probably would meet this requirement through security missions or shows of force. Lift units can meet it by delivering supplies to friendly forces already in theater.