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PART III. COMBAT SERVICE SUPPORT FOR DIVISION CAVALRY

The first two parts of this chapter present information fundamental to understanding division cavalry sustainment. Much of the logistics doctrine for the armored cavalry regiment and division cavalry is identical. It is not repeated in this part. Only areas of logistics doctrine that are different from the regiment and its squadrons are presented here.

Section I. Division Support

In the armored division, the aviation support battalion (ASB) has direct support responsibility for the cavalry squadron. When the squadron falls under the control of the division commander or is attached to another maneuver brigade, the squadron often exceeds the doctrinal support distance of the ASB. The ASB will normally organize a forward logistics element (FLE) to provide continuous combat service support to the cavalry squadron.

The FLE is comprised of elements of the ASB and tailored assets from the division support command (DISCOM) and/or COSCOM. The FLE will normally consist of a command control element from the support operations section (SPO), a cavalry maintenance support and recovery team from the ground maintenance company (DS), an aviation maintenance contact team from the aviation maintenance company (AVIM), and Class I and III from the headquarters and supply company. Additional support may be attached to support additional requirements, including water, Class V, and medical support. Support requirements beyond the capability of the FLE are coordinated on an area support basis by the SPO element of the FLE.

The S4 and ASB FLE work closely to determine requirements and resupply schedules. The FLE SPO is the single point of contact for all logistic operations.

The squadron may still require area support for much of its logistical needs. The ASB FLE gives the squadron's logistical planners a single point of contact. Under most conditions the FLE will coordinate for throughput resupply directly to the FLE. This greatly reduces the travel requirements for the squadron and speeds resupply actions.

When the cavalry squadron is not supported by an ASB, it normally receives area support from the DISCOM. This support is provided by a forward support battalion (FSB) or the main support battalion (MSB), depending on the organization and location of squadron service support.

When receiving area support from an FSB, the squadron CTCP operates on the supported brigade administrative/logistics net to coordinate support. The FSB coordinates increased support from the MSB based on the number and type of units receiving area support.

When receiving area support from the MSB, the squadron operates on the division administrative/logistics net to coordinate support. The squadron may also communicate directly with the MSB to coordinate details of the support and to reduce delays.

DISCOM, in some type divisions, provides a maintenance support team directly to the squadron. This team provides direct support and backup organizational maintenance to the squadron and is attached to the squadron for the duration of combat operations.

Changing area support relationships has the potential of disrupting support to the squadron. An area support relationship that can support the squadron for the current and planned subsequent missions should be established. When a change to the relationship is necessary, the squadron S4 immediately coordinates with the support operations of either the FLE or FSB (area support) for diverting the flow of service support to the new supporting FSB. The S4 ensures that DISCOM always knows the location of the squadron trains and the support relationship in effect. When the squadron trains displace from one FSB to another, they can take with them other support assets in the FSB that were provided by the MSB for the additional support requirements.

Section II. Organization

The squadron CSS effort is based on organic CSS platoons in the HHT. The squadron has no organic support above the organizational level.

The support relationship established with division influences the location of the squadron field trains, the AVUM troop, and the air cavalry troop's rear assembly area. When the squadron is organized with an FLE, it may position beyond the FSB providing area support to rapidly respond to support requirements. In this case the squadron establishes a squadron support area (SSA) (see Figure 10-10). The FLE's SPO may coordinate for the division to run supplies directly to the SSA. The SSA is normally established outside the range of medium-range artillery and does not move as often as the combat trains. Ideally this area is established within the assigned zone or sector of the squadron. This is not always possible when considering positioning requirements. In such cases the support area is positioned in the zone or sector of a brigade to the rear of the squadron. This location must be closely coordinated with the affected brigade.


Figure 10-10. Squadron support area.

When no direct support relationship exists, the squadron normally collocates with the FSB providing area support in a brigade support area (see Figure 10-11). This facilitates support by the FSB, eases communications requirements, simplifies security requirements, and reduces the need for additional coordination with a brigade for terrain. When collocating with an FSB, the field trains fall under the operational control of the FSB commander for movement, security, terrain management, and synchronization of sustainment activities. The HHT commander establishes close liaison with the FSB staff. The positioning needs of the squadron, especially aviation assets, must be clearly communicated to and coordinated with the FSB.


Figure 10-11. Field trains in brigade support area.

AVIATION COMBAT SERVICE SUPPORT

The FARP is the focal point of air cavalry troop (ACT) forward support. The squadron normally places one FARP in the rear with the AVUM troop and ACT assembly areas. A second FARP is placed forward as close to the area of operation as the situation permits. Keeping a FARP forward increases the total time on station by reducing the travel times associated with arming and refueling. The forward most FARP is normally placed outside the range of enemy medium artillery. This FARP may be placed in the vicinity of a forward assembly area, but is normally established as a separate site to reduce the signature and simplify aircraft flight patterns. If the FARP is placed outside the squadron's assigned area of operations, the S4 must coordinate the location with the affected brigade. Every open field becomes a potential FARP site. A good location allows for tactical dispersion of aircraft and conceals FARP operations. Tree lines, vegetation, shadows, built-up areas, terrain folds, and reverse slopes should be used to mask the operation from enemy detection.

The squadron may elect to place both FARPs forward. In this case, one is active and the other silent to remain concealed. This technique allows the squadron to displace FARPs frequently for increased security while maintaining continuous service support. When ACTs are surged in an operation, both FARPs may be active to reduce congestion at a single site and to decrease turnaround time. Placing both FARPs forward, however, leaves no fuel near the ACT assembly area and increases the vulnerability of the aviation fuel. Regardless of which technique is used, FARP operations in conjunction with ACT rotation must be wargamed and rehearsed.

The FARP is task organized to meet the aviation mission requirements and to provide support in the forward area. It is composed of aviation Class III and Class V assets and can include a maintenance contact team. This team is assembled by the AVUM troop commander, as required, from assets of the troop. Organizing this contact team is balanced against the requirements of maintenance in the rear where more extensive work can be accomplished. This team focuses on battle damage assessment and quick repairs. The ACT commanders can combine their mechanics to provide a contact team forward at the FARP as well as to support in the rear assembly area. Movement and resupply of the FARP are conducted by ground or aerial means. When time is critical, air delivery is the most advantageous. The forward FARP is run by the Class III/V section leader from the AVUM troop.

The AVUM troop operates predominantly out of the rear area in vicinity of the field trains. Positioning considerations must accommodate aircraft flight requirements. Security, maintenance, and communications are enhanced when AVUM is tied together with the field trains and the ACT rear assembly area. When organized with the field trains and ACT rear assembly area as a base in the brigade or division rear area, the field trains commander serves as the base commander. The AVUM troop commander concentrates on aviation support operations. The AVUM troop performs aircraft combat maintenance, battle damage repair, and minor on-aircraft maintenance requiring general mechanics tools. The aviation support battalion provides forward support contact teams to support the squadron. These teams provide back-up AVUM and limited AVIM support. The major thrust for contact team support is to remove and replace components. They may also assist in battle damage assessment and repair and aircraft recovery and evacuation. When provided, they are collocated with and under the operational control of the squadron AVUM troop commander. As required, they move forward to the FARP or a downed aircraft.

The squadron should request UH-60 aircraft to support the aviation maintenance effort and the aviation logistical effort. These aircraft are used primarily to support aviation sustainment and maintenance. They can be used to move a FARP, to move contact teams forward or to a downed aircraft site, and to move aviation Class IX repair parts or components. They can also be used for other critical support activities as designated by the squadron commander.

Section III. Supply and Transportation

SUPPLY

Class I

Subsistence is issued based upon unit daily strength reports. The supply and service (S&S) platoon from the headquarters and service company of the aviation support battalion operates a Class I break point. When echeloned forward, the FLE provides this service to the squadron. Rations are broken down into daily battalion and squadron lots at the distribution point and picked up by the squadron support platoon. Water is supplied to the division by the MSB S&S company. The company can operate up to four water supply points. These are normally in the division support area and each brigade support area.

Class II, III (Packaged), and IV

These supplies are provided by the MSB S&S company and FSB supply company. These items are maintained as part of the division authorized stockage list. The squadron's supply sergeants maintain a small supply of items for immediate issue such as TA-50, NBC protective equipment, and general supplies. Combat vehicles can carry a small amount of Class IV frequently used for hasty protective obstacles. Vehicles also carry a small amount of commonly used packaged petroleum products for immediate use. These loads are established in the squadron SOP.

The S4 submits requests for these supplies to the direct support unit. If receiving area support, this request is passed through a brigade S4 to the FSB or directly to the MSB. If receiving unit support, requests are submitted directly to the division materiel management center (DMMC).

Distribution of supplies is made from the supporting distribution point to the support platoon. If receiving unit support, supplies are provided from the division distribution point to the squadron. They are carried forward with the next LOGPAC or immediately as required. Class II and IV products are brought forward by the supply sergeant or additional support platoon trucks. Class III packaged products are normally carried on fuel trucks. Intensively managed barrier materials are normally delivered as far forward as possible without delays for transloading. These items may be delivered to the actual construction site or the combat trains.

Class III (Bulk)

The S4 forecasts requirements for the squadron based upon the mission underway or to be performed. He uses available planning data and operational experience to make the forecast. These forecasts and reporting times are established in the division SOP. Depending on the support relationship in effect, the forecast is submitted through a brigade S4 to an FSB, to the MSB, or directly to the DMMC. The forecast is for the 72-hour period beyond the next day, or out to 96 hours.

The squadron is unique in the division in requiring resupply of both ground fuels and aviation fuels. The squadron must ensure the DISCOM understands this fact, is constantly aware of the support relationship in effect for the squadron, and provides the required fuels when and where needed. The squadron must not be placed in the position of making extended trips with organic assets to obtain aviation fuels.

The division is routinely resupplied with bulk fuel by the COSCOM, using 5,000 gallon tankers or railcars, pipelines, and hoselines if available. Bulk fuel is delivered to the MSB, each FSB, and the aviation brigade (AB). The S&S company in the MSB operates the division main fuel distribution point and storage facility. Each FSB supply company operates fuel distribution points and normally does a tanker exchange with the COSCOM transportation unit delivering the fuel. Tankers or other delivery means run to the MSB where fuel is transferred to MSB tankers or collapsible storage tanks. The MSB also delivers bulk fuel to forward distribution points. The squadron draws fuel directly from the FLE, or when a direct support relationship exists, it draws from the MSB or FSB distribution points using organic support platoon trucks. Fuel is provided on demand. Empty tankers presented at the supply point are refilled without a formal request.

Aviation Class III is coordinated through the ASB and FLE SPO and throughput directly to the SSA. Bulk storage capacity ideally is equal to at least one day's supply for both air and ground systems. Fuel is delivered to the ASB and transferred to aviation units' Class III(A) vehicles. This transfer normally occurs in the rear area and is often not within reasonable traveling distance of the squadron. The MSB provides support for the supply of all additional aviation Class III requirements either by attaching tanker trucks to the ASB or by allocating tanker trucks to the Class III(A) distribution points supporting the organizations. The squadron normally requires attached tankers to travel with the FLE in order to meet its Class III(A) requirements. Tankers attached to the FLE line-haul aviation fuel from the MSB to the SSA where it is transferred into squadron Class III vehicles. The squadron resupplies the forward FARP on daily LOGPAC, or as required. It can accomplish resupply by replacing tankers at the FARP, refuel the FARP tankers in place, or move the FARP tanker to a nearby refueling site and returning.

If no direct support relationship exists, the MSB may push Class III(A) forward to a BSA. Squadron vehicles line-haul from the Class III resupply point in the BSA or from the Class III(A) resupply point in the division support area. Emergency aerial resupply of fuel is accomplished using collapsible 500-gallon drums. Corps or AB assets will deliver fuel to the desired location.

Class V

The division ammunition officer (DAO), located in the DMMC, performs ammunition management for the division and exercises staff supervision over all ammunition transfer points (ATP). Ammunition supply operations are based on a continuous refill system. Issued stocks are replaced from stocks moved up from the rear. Ammunition basic loads are determined by division or higher commanders based on the situation and availability.

Requests for ammunition are prepared by the support platoon leader based on forecasts by the S4 or in accordance with SOP. This request is presented to the DAO representative at the ATP. The normal basis for approval of the requisition is to ensure that it is within the limits of the controlled supply rate. The DAO representative validates all ammunition requests before they are presented to an ammunition supply point (ASP) or ATP.

Supply point distribution is the normal method of distributing ammunition. Ammunition storage areas and supply points (theater storage areas [TSA], corps storage areas [CSA], ASPs, ATPs) operate on an area support basis. They are established as close to the using units as practicable. When terrain, road network, and the tactical situation permit, the ASP is located in division areas. Whether the ASP is in the corps or division area, the corps is responsible for receiving, storing, and issuing the ammunition.

ATPs are located forward in the division area. Normally, there is one in each brigade support area and one in the division support area. These ATPs are operated by the supply company of the FSB and the S&S company of the MSB. ATPs receive ammunition on corps trailers and transload it directly to using unit supply vehicles. Corps transporters drop full trailers and pick up empties. Corps will deliver ammunition to the ATP by throughput, using a support arrangement with a designated CSA and ASP. Each ATP provides selected high usage and high tonnage ammunition in support of any unit in the area. Normally, munitions other than high usage and high tonnage must be picked up by unit transportation going back to the ASP.

The squadron draws the bulk of its Class V requirements from the ATP providing area support. The support platoon draws the ammunition and takes it to the field trains where it is arranged in LOGPAC loads and remains loaded on trucks until distributed. The ATP normally provides the ammunition used by the ground troops to include vehicle weapon systems, guided missiles, mines, demolitions, and small arms.

For aircraft munitions, resupply can be more difficult. The majority of aviation ammunition is usually issued at an ASP. This often requires excessive travel time for squadron trucks when traveling from the field trains. When the DAO knows which ATP is providing area support to the squadron, he can coordinate with COSCOM to route appropriate ammunition to that ATP. The AB may have a supporting ATP for some operations that can be used by the squadron to reduce turnaround time. The division ATP may stock aviation Class V for the entire division. To reduce the line-hauling by the squadron to and from an ASP, the DISCOM may augment the ASB or squadron with trucks. These trucks move ammunition from the ASP to the field trains where it is transloaded onto the Class V vehicles of the squadron. The S4 must ensure Class V(A) is moved as area support responsibility changes. This is coordinated through the FLE SPO and the DAO.

Class VII

Class VII supplies are provided by the S&S company of the MSB and the supply company of the FSB. They are requisitioned and handled like Class II, III (packaged), and IV. The distribution point is set up with these other classes of supply. Some large Class VII items may be delivered by COSCOM directly to the squadron field trains. The WSRO system provides the squadron with fully operational replacement weapon systems. This system provides ready-to-fight weapon systems with crews to be picked up in the DSA at the Class VII point. These replacement systems are taken to the squadron field trains. The HHT commander coordinates with the squadron XO for the unit to receive them. They move forward with the next LOGPAC or sooner as required.

Class VIII

Medical supplies are obtained for the squadron by the medical platoon and section. An informal method of distributing supplies is used in combat. The MSB and FSB medical companies provide medical supplies and medical peculiar repair parts. Requests are sent to the supporting medical company by vehicle, radio, or any other means.

Class IX

A PLL is maintained in the squadron by each ground troop, the squadron, and the AVUM troop. These PLLs are continuously reconstituted by authorized stockage lists and maintained by the FSB maintenance company, MSB light maintenance company, and aviation maintenance company.

Troop and squadron PLLs are often collocated in the field trains but are normally not consolidated. Elements of squadron PLL may be forward in the UMCP for immediate use. Troop combat trains often carry selected high usage parts that can be carried on their combat vehicles. Repair parts are sent forward daily with LOGPACs. They are normally requested by troop maintenance sergeants over the squadron administrative/logistics net through the maintenance officer or technician. Critical repair parts can be brought forward immediately by the support platoon. Combat crews frequently carry high demand suspension system components for field expedient repairs.

PLL clerks request supply support, less repairable exchange (RX), quick supply store items, and major assemblies by submitting a request to the supporting maintenance company. Low-dollar value high-demand parts are obtained from the repair parts quick supply store without formal requests. Repair parts are picked up by the squadron from the supporting maintenance company Class IX distribution point.

The AVUM troop maintains the aviation PLL for the squadron. Requests for supply support are prepared by the PLL clerk and sent directly to the AMCO, located in the division rear area. Repair parts are picked up by the platoon using ground or air transportation. Repair parts may be sent forward to a FARP if requested by a contact team.

Maps

Maps are maintained by the S&S company of the MSB. The squadron requests maps through the S4 to the supporting direct support unit. When delivered, they are transported forward on unit LOGPACs. Critical maps may be delivered by air, if necessary, to initiate an operation. The S2 determines map requirements for the squadron and requests classified maps through G2 channels.

TRANSPORTATION

The squadron's major transportation assets are the support platoon and the aviation Class III and Class V section. These squadron transportation assets are limited and focus on forward support of the squadron, normally from the field trains forward. When extended line-hauling of supplies is required, particularly from support installations behind the field trains, the squadron should request support from the DISCOM. The unique service support requirements and operations of the squadron make this support request more common than for any other maneuver battalion in the division. Additional transportation assets are normally provided by the transportation motor transport company of the MSB. Utility aircraft from the assault helicopter company may be placed under operational control of the squadron to perform aerial resupply missions.

Section IV. Maintenance

UNIT MAINTENANCE

Unit maintenance is conducted the same as in the regimental squadron. Vehicle and aircraft crews perform PMCS. Troop maintenance sections and squadron maintenance platoons perform diagnosis, make minor adjustments and repairs, and repair end items by exchange.

DIRECT SUPPORT MAINTENANCE

Maintenance support teams are provided by the MSB or FSB to support the squadron in the UMCP on either a permanent basis or as needed. For direct support maintenance, emphasis is placed on repairing end items by replacing components and modules. The extent of maintenance performed on specific end items is restricted by such factors as time available for repair, availability of repair parts, resupply, and work load. Direct support is normally the highest level of maintenance support provided by the division.

AVIATION MAINTENANCE

The division aviation support battalion performs AVIM for aircraft in the division. Maintenance support teams provide support to the squadron on either a permanent or temporary basis as needed. Corps AVIM units provide backup support to the division.

CONTROLLED EXCHANGE

Once authority to conduct controlled exchange is granted, the SMO/AVUM troop commander approves each exchange. Controlled exchange is performed on site, at the UMCP, or at the AVUM troop by mechanics.

RECOVERY AND EVACUATION

The squadron is responsible for recovering its own and attached unit's damaged equipment. The troop combat trains recover the vehicle to the UMCP when the decision is made to repair at that site. When troop combat trains are overloaded, maintenance platoon recovery assets and contact teams may assist. When the decision is made to repair the equipment at a maintenance site further to the rear, either recovery or evacuation is used. If the item is to be repaired by the FSB or MSB unit providing direct support, the squadron normally recovers the piece of equipment to the direct support unit's collecting point. If squadron recovery assets are overloaded, recovery support can be coordinated with the direct support unit to preclude excessive repair delays. Equipment that cannot be repaired at the forward support unit is normally evacuated.

Evacuation is primarily the responsibility of the maintenance unit with assistance from the MSB. Equipment may be evacuated from the forward support unit to the division support area or directly to a general support unit as warranted by battle damage and assessment. The MSB transportation motor transport company normally provides the trucks used to evacuate major pieces of combat equipment. Evacuation may be from the combat trains, but is normally initiated at the forward support unit.

Aircraft recovery is performed by the AVUM troop assisted by the aviation maintenance company (AMC). The AVUM troop can perform standard rigging of their own aircraft using a tailored recovery kit. When an aircraft must be recovered off the battlefield, the AVUM troop commander moves a contact team to the site by ground or air to perform battle damage assessment and repair. This team can come from the FARP or AVUM troop location. This action is coordinated with the ground troop or other unit occupying the area. Recovery may require the on-site repair of an aircraft for a onetime flight or the preparation of an aircraft for movement directly to the first appropriate maintenance activity using another aircraft or surface vehicles. If the recovery is beyond the AVUM team's capability, AVIM support is requested. Recovery aircraft will come from AVIM or maintenance units of higher echelons.

FORWARD SUPPORT

Combat power is maximized when disabled equipment is repaired as far forward and as quickly as possible. The SMO and AVUM troop commander, in coordination with the XO, direct the maintenance effort for the squadron by using established time guidelines and by coordinating maintenance actions. The XO deconflicts priorities and acts as the single point of contact for all logistical matters.

Forward support by the direct support units is accomplished by the frequent use of maintenance support teams (MST). The squadron normally receives the support of an MST for the ground troops and frequently receives support of an AVIM MST. MSTs are organized in the FSB and MSB for missile, communications, and other equipment as necessary. Many of these teams augment forward support units when workloads require additional assets.

AVIATION MAINTENANCE SUPPORT

The squadron is supported by the AMC in the aviation support battalion. The AMC provides AVIM for division aircraft, power plants and trains, armament, and avionics. In addition to AVIM, the AMC provides backup AVUM support, recovery and evacuation support, and aviation Class IX. The AVUM troop commander establishes a close working relationship with the AMC.

The aviation support battalion has direct support responsibility to the AB. The ASB is under the DISCOM and normally placed in direct support to the AB.

To facilitate aviation support, the AB S4 needs to know the status of squadron aircraft and maintenance activities. Since the squadron CTCP is normally operating on a maneuver brigade or the division administrative/logistics net, the S4 cannot continuously monitor the AB administrative/logistics net. Periodic reports may be forwarded to the AB S4 on the brigade administrative/logistics net by the squadron S4 on an agreed upon schedule or as necessary. Requests for aviation-specific support are requested through the FLE and forwarded to the ASB. The AVUM troop leader may conduct additional coordination with the AB S4 while conducting coordination with the AMC.

COMMUNICATIONS SECURITY MAINTENANCE

COMSEC equipment is evacuated through normal Class VII channels to the signal battalion. All direct support maintenance is performed in the division support area.

AMMUNITION

Conventional ammunition direct support maintenance is performed by nondivision ammunition companies.

Section V. Field Services

FOOD PREPARATION

Food preparation is a basic unit function performed by food service personnel throughout the theater. It is one of the most important factors in soldier health, morale, and welfare. Virtually every type of cavalry unit in the force structure, divisional and nondivisional, has some type of organic food service personnel. These personnel support the unit's food service program as directed by the commander.

WATER PURIFICATION

In nonarid regions, water purification and supply support are provided on area basis by direct support supply units in DISCOM and at echelons above division. In arid regions where sufficient water sources are not available, echelons above division units establish general support water systems.

MORTUARY AFFAIRS

Mortuary affairs are provided by the MSB S&S company. A collecting point may be established, if necessary, at the combat trains under the control of the S4. In any case, remains are evacuated as rapidly as possible to the nearest mortuary affairs collecting point in the brigade or division support areas.

AIRDROP

Airdrop support is provided by corps. The S4 requests airdrop support through the DISCOM and ensures that a drop zone is prepared and marked.

LAUNDRY, SHOWER, AND CLOTHING AND LIGHT

TEXTILE REPAIR

Shower services are provided by the MSB S&S company. Shower, laundry, clothing repair (SLCR), or gratuitous issue, is requested from the MSB through DISCOM. Normally, there is one SCLR point per brigade and division support areas. Laundry and renovation services are provided by corps CSS (COSCOM) when the tactical situation permits. This service is coordinated through the local brigade S4 or directly with DISCOM, depending on the support relationship.

FORCE PROVIDER

The army's force provider is a modular system, principally designed to provide the front-line soldier with a brief respite from the rigors of a combat environment. It includes environmentally controlled billeting; modern latrines, showers, and kitchens; MWR facilities; and complete laundry support. The modules can be complexed to provide support to the regiment. The cadre for the system will need to be reinforced to provide effective support.

Section VI. Personnel Support

Personnel services, postal services, morale support, and administrative services are handled by the division AG. The others are handled by special staff officers.

PERSONNEL SERVICES SUPPORT

Personnel Readiness Management

Troops and attached units submit a personnel daily summary report to the S1 in the CTCP. The S1 forwards a squadron consolidated report to the division AG. The PAC in the field trains is furnished an information copy. These reports, together with authorized position vacancies, are the basis for requesting individual replacements and Class I resupply.

Casualty Operations Management

The first sergeant collects and forwards reports to the CTCP. The S1 cross-checks the reports, requests any needed clarification, adjusts unit strength reports, and forwards them through the PAC to the division rear command post.

Replacement Management

Replacement flow is monitored by the PAC in the field trains. The unit establishes a replacement receiving point (RRP) in the field trains. All replacements or hospital returnees are brought to the RRP for initial processing. The division AG is normally responsible for delivering replacements to the RRP. Replacements are equipped with field gear before departing the field trains. They move forward to their unit with the LOGPAC under the control of the troop supply sergeant.

Other Administrative Support

During lulls in the battle, the S1 and personnel staff noncommissioned officer (PSNCO) complete all other personnel and administrative actions necessary. If possible, these are accomplished by forming personnel contact teams that move forward to unit locations. Special consideration is given to timely processing of awards, decorations, and personnel actions.

RELIGIOUS SUPPORT

Religious support is provided by the UMT (chaplain and chaplain assistant) operating from the combat trains.

LEGAL SUPPORT

Legal service support is coordinated by the S1 section and provided to the squadron on a general support basis by the SJA of the division.

FINANCE SUPPORT

Finance support to the squadron is usually provided by finance support teams from the corps area finance support unit.

PUBLIC AFFAIRS

Information (public affairs) support for soldiers and commanders in wartime is provided by the division PAO.

POSTAL SUPPORT

Postal support is provided by the direct support postal platoon that supports the division. Division postal personnel pick up incoming mail from the corps general support postal detachment. They separate the mail by battalion-level organizations. It is either picked up by the squadron mail clerk or sent forward to him in the field trains. Outgoing mail is exchanged at the same time. The squadron mail clerk receives and sorts the mail by current task organization and distributes it to the unit supply sergeant (assistant mail clerk) who delivers it to the first sergeant, platoon sergeant, or to the soldier himself (accountable mail) during LOGPAC resupply.

ENEMY PRISONERS OF WAR

Scouts or other soldiers capturing documents and EPWs report immediately and coordinate a rendezvous with the first sergeant to turn the documents and prisoners over to him. The first sergeant moves them to the combat trains and turns them over to the S1.

The S1 plans and coordinates EPW operations, collecting points, and evacuation procedures. EPWs are evacuated from the squadron area as rapidly as possible. Prisoners may be evacuated to the vicinity of the combat trains or UMCP for processing and initial interrogation. Military police can best support the collection and evacuation of EPWs from the vicinity of the combat trains. Crews of vehicles undergoing repair or unoccupied mechanics are used as guards. Prisoners are then moved to the EPW collecting point in the BSA or DSA on returning LOGPAC vehicles or by transportation coordinated by the S4. As necessary, the S2 reviews and reports any documents or information of immediate value. The S4 coordinates evacuation of large amounts of enemy equipment.

Section VII. Combat Health Support

SQUADRON MEDICAL PLATOON

The medical platoon is the focal point of combat health support (CHS) for the squadron. It is organized to support the troops; acquire, treat, and evacuate casualties; and coordinate further evacuation as necessary. CHS is planned by the medical platoon leader/squadron surgeon and the S1. The medical platoon leader, like any staff officer, must understand the concept of the operation as well as the support plan of the supporting medical company. The surgeon is assisted by the field medical assistant in administrative and supply matters and by the physician's assistant in medical treatment. Echelon II CHS is provided by the MSB or FSB medical company on an area support basis.

The squadron aid station provides trained personnel to stabilize patients for further evacuation, provide emergency lifesaving and limb-saving treatment, and treat minor wounds or illness for return to duty. The aid station can operate two treatment teams for a limited time. Based on the mission, the squadron aid station may operate a forward and a main aid station or consolidate under a single aid station. When echeloned, the aid stations are limited in their capabilities primarily to triage, stabilization, and preparation for evacuation. This is the normal configuration during combat operations. The aid stations may position laterally as during a zone reconnaissance of the division front or bound during a movement to contact. The main aid station has the capability of manning a dirty aid station during NBC operations. The physician's assistant and surgeon position themselves where they can best support CHS operations. The primary responsibility of the medical platoon leader is to coordinate and supervise casualty evacuation, Class VIII resupply, and support for the aid stations, and to assist in CHS tactical planning. He moves between the two aid stations, coordinating evacuation and movement of the aid stations. When not deployed, the aid station is normally consolidated with the CTCP.

Aid and evacuation teams are attached to troops on a habitual basis. They support the troop with treatment and evacuation to the squadron aid station. They also support downed aircrews in the troop area of operations.

Units with area support responsibility are included in the planning process, and additional assets are allocated to the area supporting medical company to compensate for the additional casualty load. Under normal circumstances, ambulance support is pushed forward with the field trains to assist in casualty evacuation. Maximum use of aerial evacuation for liter-urgent patients should be planned and exercised.

MEDICAL EVACUATION

Key to the CHS support plan is the medical evacuation plan. The squadron must plan medical evacuation from the troop aid stations all the way back to the FSB medical company providing area support. The S4 must coordinate with the maneuver brigade S4 all ambulance exchange points, and post them to his support graphics. He coordinates for attached ambulance support from the division medical operations center and DISCOM. Internal vehicles for mass casualty evacuation are identified and positioned forward. The S4 tracks active and inactive ambulance exchange points and disseminates that information to the main and forward aid stations. As casualties occur, the S4 directs assets to assist with casualty evacuation. Recovery responsibility does not end until casualties are transloaded at an ambulance exchange point or are transported to a medical company in a BSA on an area support basis. Medical evacuation beyond the squadron aid station is the responsibility of the MSB or FSB medical company. Patients are evacuated no further to the rear than their condition requires and returned to duty as soon as possible. Medical evacuation outside the squadron may be accomplished by ground or air means.

Aeromedical evacuation out of the squadron is used to the maximum extent possible. Ground ambulances are used only for those patients who cannot be evacuated by air.

COMBAT HEALTH LOGISTICS

The medical platoon maintains a two-day stockage of medical supplies. To prevent unnecessary depletion of blankets, litters, splints, and other equipment, the receiving medical facility exchanges like property with the squadron when it accompanies the patient.

Section VIII. Reconstitution

Reconstitution within the squadron is accomplished the same way it is in the regiment. Reorganization is a continuous process and should be part of unit SOP. Reconstitution of air cavalry troops may require support from the aviation brigade due to the low density of pilots and airframes in the squadron.

Regeneration is normally accomplished by the corps or echelons above corps.



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