Military

a. The establishment of a FARP at night requires special considerations. Movement of the FARP must be planned in detail and executed in an orderly manner. Delays will occur because of low-light levels. Light discipline is extremely important, and personnel must guard against the tendency to ignore it.

b. Once the FARP is in position, it should remain blacked out until friendly aircraft arrive. Arriving aircraft should use a prearranged signal to let FARP personnel know that friendly aircraft are present. Aviators should be able to navigate to the FARP by using maps, global positioning system devices, or Doppler navigation systems. Once in the area, the aircraft could transmit a simple, short message. For example, using a single word such as "Bravo" is sufficient. "Bravo" would alert FARP personnel that friendly aircraft are nearby and that they can safely turn on the site location markers.

c. The location of the FARP can be marked in several ways. If aircrews are equipped with night vision devices (NVDs), a low-level infrared light source may be used. Alternate marking techniques include a flashlight with colored lens, chemical lights, or colored beanbag lights. If the existing light level is high, such as during a full moon, engineer tape or other high-contrast materials that are staked to the ground may adequately mark the site.

d. During arming and refueling operations, artificial lights may be needed because of the low natural light level. Color-coded, low-intensity light sources may be used to indicate direction, takeoff and landing areas, and pad sites.

NOTE: Only red lights should be used to mark obstacles.

e. The use of artificial lights in the FARP poses several problems. The FARP will probably be in total darkness until aircraft arrive. When personnel start working with lights, their night visual acuity may be impaired. FARP personnel will be constantly adjusting from a no-light to a low-light working environment. Each time the light level changes, FARP personnel may need time for their night vision to readapt.

f. The glow from a chemical light, when placed nearby, can disturb a worker's vision. Objects may be blurred when looked at closely. Artificial light sources are a problem because they cannot be placed to adequately illuminate the work and leave both hands free.

g. To overcome the low-light limitations, FARP personnel should use NVDs. However, their use requires extensive training or aircraft turnaround times will increase. NVDs may be the best choice for night FARP operations. They have advantages and disadvantages. Some of these are discussed below.

a. Desert Terrain.

c. Communications. Electronic communication capabilities will vary from day to day. Communicating with an element more than 25 kms away may require a relay station.

d. Flying Techniques. The dust signatures of aircraft operating in the desert will be reduced if airspeed is kept above 40 knots (kts). In-ground effect hovering should not be attempted. Instead, approaches should be planned and executed to the ground. Correct desert flying techniques will help ensure that the aircrew maintains visual contact with the ground.

f. FARE Systems. FARE systems will function well in a desert environment, but they must be dug in or sandbagged. For optimum performance, the fuel source (500-gal collapsible drum) should be at a level equal to or higher than the pump. All small engine-driven equipment must be protected from blowing sand to prevent mechanical problems. In a desert environment, special attention should be given to FARP equipment. The procedures listed below will help ensure the continued operation of the FARE system.

g. Additional Conditions and Characteristics. Other conditions and characteristics peculiar to the desert that all personnel should be aware of are listed below.

a. More than 50 percent of the world could become a winter battlefield; aviation units must be prepared to operate in this environment. The winter battlefield is characterized by low temperatures; fog; freezing rain; snow; ice; frozen ground; and, at times, muddy ground. FARP operations are difficult under these conditions, and detailed planning and training are necessary to overcome them.

b. Snow, ice, and mud may reduce vehicle mobility on the winter battlefield, complicating FARP displacement. Commanders should plan for aerial displacement when possible. If ground displacement is necessary, more time for movement should be allowed. Despite the displacement method used, the breakdown and setup of the FARP will take more time on the winter battlefield than in other environments.

c. Low temperatures will make it difficult for FARP personnel to keep warm and function. Windchill caused by helicopter rotor wash will result in cold injuries even when air temperatures are not very cold. Fuel accidentally spilled on bare skin or soaked into clothing will have a cooling effect as it evaporates, increasing the probability of cold injury. Personnel handling cold ammunition will need mittens or other protection. They also will need a lighter pair of gloves when manual dexterity is needed to perform delicate operations. Commanders should ensure that FARP personnel are properly equipped and trained to function in a cold environment.

d. Marking the FARP for aircraft control requires special consideration on the winter battlefield. Engineer tape cannot be used on snow as a marker for aircraft control. Marker panels can quickly become obscured by falling snow. Hand and arm signals, flashlights, or smoke may be used, depending on weather conditions. Maneuvering aircraft on loose snow surfaces may cause clouds of blowing snow, which can partially or totally obscure ground guides or other control measures. Blowing snow could cause aircrews to become disoriented and lose aircraft control. These problems can be reduced by packing the snow or by spraying the snow surface with water to form a crust of ice.

e. Camouflage of the FARP on the winter battlefield can be difficult, particularly where there is complete snow cover. The use of white covers and snow as camouflage is a possible solution. The best solution, however, is to avoid open snowfields when selecting FARP locations. Instead, the FARP should be located near partially wooded or urban areas. FM 20-3 describes camouflage procedures in detail.

f. Electrically grounding FARP equipment and aircraft is another problem. Frozen ground makes the emplacement of grounding rods difficult and reduces the effectiveness of the electrical ground. To emplace a grounding rod, a hole must be dug, drilled, blasted, or melted and the rod placed in the hole. To ensure the proper flow of electricity, paper or other absorbent material is filled in around the rod and then soaked with salt water.

g. Maintenance requirements for aircraft and FARP equipment will be increased on the winter battlefield. When aircraft icing occurs, FARP personnel may have to deice the aircraft. In cases of extremely thick ice, a Herman Nelson heater or an aviation ground power unit may be the only effective deicing equipment available. At times, ammunition can freeze. Deice caps for the Hellfire missile are available. They are fitted over the seeker to prevent it from freezing. Rocket. Pod covers also are available. These covers fit snugly over the rockets, and the rockets can be shot through them. All of the FARP equipment must be "winterized" with additional antifreeze or low-temperature lubricants.

NOTE: Static electricity is more prevalent in cold environments because of low humidity.

a. Several civil and criminal penalties are associated with improper environmental management. The commander has ultimate responsibility. Therefore, he should familiarize himself with the laws. Some of these are-

• Hazardous Materials Transportation Act.
• Occupational Safety and Health Act.
• Clean Air Act.
• Toxic Substances Control Act.
• Resource Conservation and Recovery Act.
• Safe Drinking Water Act.
• Comprehensive Environmental Response Compensation and Liability Act.
• Clean Water Act.
• National Environmental Policy Act.

b. Maximum penalties vary by statute and include fines ranging from $10,000 to $25,000 per day of violation and imprisonment from 1 to 15 years. In case of a civil enforcement, the installation and its budget would suffer the consequences of enforcement. As far as personal liability, the commander must understand that direct participation in the violation of an environmental statute is but one theory of liability that could subject him to prosecution in the Federal district court.

c. The commander who does not act promptly to correct environmental violations that he is aware of or should be aware of may be subject to prosecution even though he had no direct or indirect involvement in the violation.

d. If violations of the law do occur, the best course of action for the commander to take is to inform the appropriate regulatory authorities immediately and engage in good faith efforts to comply.

a. A spill is broadly defined as a release of any kind of a petroleum product or hazardous substance to the environment. Spill reaction is based largely on the nature of the material spilled. The three types of spills are smallpriming spills, small spills, and large spills as follows:

b. For purposes of reporting to federal, state, and local authorities, an oil spill is defined as any spill that reaches a stream, creek, river, or any other body of water in harmful quantities. In addition, any oil spill that could possibly come into contact with the aqua line of the local water table will be reported. Harmful quantities violate applicable water quality standards or cause a film or sheen upon, or discoloration of, the surface of the water or adjoining shorelines. They also cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines.

c. The information relative to spill size and reportable spills discussed in this chapter applies only to oil spills and not to hazardous substances. The commander or on-site coordinator is the only person authorized to report spills. He will report all spills of any kind that he deems significant, including any spill that results in fire or explosion.

a. The initial component in the spill-response plan is discovery. The primary responsibility of a discoverer is to notify the proper authorities, who are trained and equipped to deal with an environmental incident.

b. When a spill is discovered, the person discovering the spill will-

a. During every step of the spill-response process, each responding individual will continually assess the situation. He make decisions on the next appropriate action to be taken. Upon initial discovery, the discoverer and/or the supervisor will provide the-

• Time and type of incident.
• Name and quantity of spilled material involved (to the extent known) and the rate of release.
• Direction of the spill, vapor, or smoke release.
• Fire and/or explosion possibility.
• Coverage area of spill and the intensity of any fire or explosion.
• Extent of injuries, if any.
• Status of cleanup.
  • Spill team in transit.
  • Spill team on site.
  • Adequate.
  • Inadequate.
• Estimated time to completion.
• Name and phone number of on-scene commander.

b. The commander or on-site coordinator will determine the appropriate response based upon the potential risks associated with the spill. He will determine whether an imminent or actual threat exists to human health or the environment. The appropriate notifications will be made. For example, the on-scene commander may determine that the spill cleanup is beyond the capability of the functional area activity that created the spill. The response team will be mobilized to control, contain, and clean up any spilled material if-

• The spill could result in the release of flammable or combustible liquids or vapors, thus causing a fire or gas explosion hazard.
• The spill could cause the release of toxic liquid or fumes.
• The spill can be contained on the site, but the potential exists for ground contamination.
• The spill cannot be contained on the site, resulting in off-site soil contamination and/or ground- or surface-water contamination.

a. Defensive actions should begin as soon as possible. Actions will be taken to prevent or minimize damage to public health and welfare or to the environment.

b. Some general actions that must be taken are to-

• Eliminate sources of sparks or flames.
• Control the source of the discharge.
• Place physical barriers, such as berms or dikes, to deter the spread of the oil.
• Prevent the discharge of contaminated water into storm drains or the sewer system.
• Recover the oil or minimize its effects.
• Place recovered oil and contaminated absorbents, such as rags, in Department of Transportation (DOT)-approved containers and dispose of them as hazardous waste.

a. Specific actions to be taken for each type of oil spill are discussed in the paragraphs that follow.

b. The commander or on-site coordinator will direct cleanup operations as discussed in the paragraphs below.

c. When any spill occurs, allow only those personnel involved in overseeing or performing emergency operations within the designated hazard area. If possible, rope the area or otherwise block it off.

d. As soon as a reportable oil spill is discovered-that is, immediately-notify the chain of command of the spill. The commander or on-site coordinator will notify the National Response Center and the Emergency Management Agency in accordance with environmental regulations.

a. According to AR 200-1, the division commander will appoint an on-site coordinator. The on-site coordinator is primarily responsible for response actions after a spill. He will coordinate response plans with the response team, state, and local representatives. The coordinator-

• Ensures that a disaster response force is alerted and dispatched to the accident scene.
• Ensures that the mobile command post is properly located or relocated, if necessary.
• Receives a briefing from the fire chief and/or other personnel on the actions taken.
• Assumes command.
• Ensures that essential personnel and equipment are present.
• Determines the need for additional support teams.
• Ensures that the area is evacuated and that a disaster cordon has been established.
• Keeps the EOC informed of the situation and actions taken.
• Ensures that the entry control point on the cordon is established and is free of unnecessary personnel.
• Declares "all clear" following withdrawal, as the situation dictates.
• Assembles an on-scene control group and determines the need for initial reconnaissance of the disaster area.
• Briefs and debriefs the response team.
• Secures the accident scene after the area is declared safe.
• Implements entry control procedures, as required.
• Coordinates with local civil authorities regarding the appropriate action to be taken at the accident scene.
• Coordinates logistical support, as necessary.
• Reports all spills of reportable quantities of oil and hazardous substances according to AR 500-60 through command channels to the appropriate authorities.
• Ensures that the response team and the appropriate Department of Defense (DOD) agencies are notified for necessary action if installation personnel cannot respond sufficiently to contain and clean up the spill.

b. Normally, the fire department chief and the environmental coordinator are active members of the response team. They will respond to the scene and assess the seriousness of the situation. If necessary, they will request more assistance. Both will serve jointly in this capacity during duty hours and after duty hours.

a. Organization. The organization of the response team is governed at the installation or the major subordinate command. The training of these personnel is critical. The response team must be properly trained and a system in place to manage the personnel in case of an emergency. This training will be provided at the installation or major subordinate command level.

b. Training.

a. The advantages of using small ground vehicles, such as the high mobility, multipurpose wheeled vehicle (HMMWV), as a FARE platform to emplace the FARP are mobility, maneuverability, and ease of concealment. The disadvantage is that additional support is required to complete the FARP package.

b. The 3/4-ton trailer offers the FARP a tremendous capability. The entire FARE system (pump and filter/separator) can be bolted to the frame. When set up, this system provides an extremely mobile refueling capability. The system is light enough to be carried by one UH-60, or it can be driven to the FARP site. To complete the FARP package, fuel and ammunition can be pre-positioned or delivered.

c. Another advantage of the HMMWV is that it can transport ammunition from the cargo truck to the armament pad. It can also move the 500-gallon collapsible fuel drums around the FARP if the collapsible fuel drum tow assembly is available.

d. The heavy expanded mobility tactical truck (HEMTT) (M977) and the HEMTT tanker (M978) are the primary movers of Class III/V supplies to the FARP (Figure J-18). The M977 can carry 22,000 pounds of cargo. An onboard crane mounted on the rear of the vehicle has a 2,500-pound lift capability. The crane enables the HEMTT to load and off-load ammunition without the need for materiel handling equipment. The M978 tanker holds 2,500 gallons of fuel and provides two refueling points. When paired with the HTARS, the M978 can simultaneously refuel four aircraft. The heavy expanded mobility ammunition trailer (HEMAT) (M989) is used with the M977 or M978. It can carry 22,000 lbs of ammunition. The HEMAT can also carry four 500-gallon collapsible drums or two 600-gallon pods of fuel.

e. The 5-ton truck can transport either ammunition or fuel. When it transports fuel, the truck is normally set up with a TPU consisting of two 600-gallon fuel pods and refueling equipment for two fuel points. The 5-ton truck also can tow a 1 1/2-ton trailer with either a 600-gallon fuel pod or a 500-gallon fuel drum, or the trailer can be used to transport ammunition.

a. Jump FARP. Two UH-60s can deliver an austere jump FARP to its new location. One UH-60 can carry up to two 500-gallon collapsible fuel drums and part of the FARP crew. The other UH-60 transports the rest of the FARP; it sling loads the FARE or the Advanced Aviation Forward Area Refueling System (AAFARS), which may be mounted on a 3/4-ton trailer. If the FARE or AAFARS is mounted on the trailer and the sides of the trailer are built up with wood-to include a cover-then some ammunition can also be transported. This ensures that the jump FARP will have some ammunition as well as fuel at the scheduled time. The UH-60s can then transport the bulk of the ammunition required for the mission in a second lift.

b. Advanced Aviation Forward Area Refueling System. The AAFARS, which is shown in Figure J-19, is a two-man portable system. Its components include a 200-GPM diesel engine pump, a standard element separator, lightweight suction/discharge hoses, and drybreak couplings. It can provide up to four refuel points.

d. Wet Hawk/Fat Hawk. A Wet Hawk is a UH-60 that provides fuel to another aircraft from its own internal and/or external fuel tanks via a micro-FARE system. A Fat Hawk is a UH-60 that provides fuel and ammunition. A Fat Hawk-configured with external fuel tanks, two Hellfire racks, or two M261 (19 shot) rocket pods-provides the capability to refuel and rearm a platoon of OH-58D(I)s (four aircraft). A FAT Hawk can refuel and rearm these aircraft in less than 15 minutes without slingloading any fuel or ammunition. The absence of sling load increases the UH-60's survivability; it reduces deployment time; and it limits the enemy's ability to locate and target critical aviation assets. The normal operation consists of two external stores support system (ESSS)-equipped UH-60 aircraft with a full crew; three to four POL personnel; a combat lifesaver/medic; security personnel; armament personnel; and armament and refuel equipment to support the mission. Single and duel point FARPs are shown in Figure J-23.

f. Wet Hawk/Fat Hawk Planning Factors.