Military

Forward Arming and Refueling Points

SECTION I. Introduction

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.

a. Electronic Signals.

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.

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.

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.

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.

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-

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.