Military

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.

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.

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.

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.

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.

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.