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The purpose of this appendix is to discuss the use of UH-60s and CH-47s to conduct refueling operations (Fat Hawk/Fat Cow). This appendix is devoted solely to air-transportable FARPs. FM 1-111 provides complete details on FARP operations. FM 1-111 is a vital part of any flight operations, or LNO, library and remains the primary reference for FARP operations. FM 1-111 should be readily available to utility and cargo helicopter operations personnel, especially when deployed or displaced from their unit.

a. The FARP is vital to the success of the aviation combat mission. Attack, air assault, and support aviation units depend on the FARP to provide fuel and ammunition where and when they are needed. A FARP is a temporary arming and refueling facility that is organized, equipped, and deployed by an aviation unit commander to support tactical operations. It is usually located closer to the AOs than the CSS area of an aviation unit. The FARP provides fuel and ammunition for aviation units in combat. The fluid situation of the battlefield demands that it be austere, transitory, and able to support specific mission objectives. It should be flexible enough to self-deploy or to be aerially inserted, and it must meet the class III/V needs of mission aircraft. The FARP increases the time on station for the commander by reducing the turnaround time associated with refueling and rearming. It is operated and organized according to the factors of METT-T.

b. There are three basic principles that must be satisfied when planning a FARP to support aviation units. They are as follows:

(1) The FARP must meet unit mission requirements.

(2) The FARP must provide support throughout the battlefield under all conditions.

(3) The FARP must avoid threat observation and engagement.

The utility or cargo helicopter's ability to move combat assets quickly throughout the battlefield makes it a unique and valuable resource to the maneuver commander. However, there are advantages and disadvantages to using UH-60s and CH-47s for refueling.

a. Advantages.

• Easy for the supported unit.

• Lower flight altitude.

• Extended range due to ERFS.

• Can reposition rapidly.

• Can be inserted into areas inaccessible to ground vehicles (rough terrain, cross-FLOT).

b. Disadvantages.

• Noncrashworthy fuel systems (ERFS).

• No ballistic protection (ERFS).

• Reduced single engine capability for the UH-60 and CH-47.

• Limited ability to refuel large numbers of aircraft (UH-60).

• Aircraft must shut down to the APU (UH-60).

• Limited FARP security (especially cross-FLOT).

a. The CH-47D is the primary aircraft used for air transporting FARPs. The CH-47D has the capability to transport, and to pump, up to 2,320 gallons of aviation fuel. This fuel is contained in 600-gallon, noncrashworthy tanks. Each 600-gallon tank has only 580 gallons usable, hence the 2,320 gallons (4 x 580) available total. The respective totals are 580, 1,160, 1,740, or 2,320 gallons, depending on the number of tanks carried by any one CH-47D aircraft.

Each CH-47D is a complete package by itself, with no additional aircraft required to make the FARP functional.

b. The CH-47D may also be equipped to refuel itself by employing the ERFS equipment, which would feed from those tanks carried internally. See Figure E-1 for the CH-47D FARP layout.

Legend: See the glossary for acronyms and abbreviations.

a. The UH-60 has become a viable tool in FARP operations with the employment of the Fat Hawk system. Fat Hawk refers to a UH-60 configured for refueling and rearming. The Fat Hawk consist of a UH-60 with the ERFS, a micro-fare system to pump fuel, two fuel handlers, and ammunition. The type of ammunition carried by the aircraft will be METT-T dependent, but will most probably consist of Hellfire missiles, 2.75-inch rockets, .50 caliber, or a combination of the above. The ERFS allows the UH-60 to carry either 230-gallon or 450-gallon external fuel tanks, so the amount of fuel available for the refueling operation is dependent on the aircraft configuration. Additionally, aircraft configuration will affect the amount of ammunition that the UH-60 can carry (based upon weight).

b. The system operates from the micro-fare system carried aboard the aircraft. Once set at the refueling point, the fuel handlers will set up the pumps and hoses and prepare for refueling operations. On the UH-60, refueling occurs by pumping fuel out of the main fuel tanks, which are replenished by fuel transfer from the external tanks. A disadvantage of the Fat Hawk is that fuel transfer occurs at a slower rate then fuel pumping. This results in two things--the aircraft must shut down to idle for refueling operations, and delays may occur between aircraft refueling to allow the UH-60 to replenish the main fuel tanks. A properly configured aircraft and a well-planned mission will result in the ability for two UH-60s with ERFS to refuel and rearm a platoon of OH-58D (I) aircraft in 15 minutes.

c. Aircraft Preparations.

(1) Excess seats are removed to make room for the FARE equipment and ammunition.

(2) Personnel requirements consist of two crew chiefs per aircraft, three fuel handlers (single point refueling) or four fuel handlers (dual point refueling), three rearming personnel, combat lifesaver or medic, and security personnel (as required based on METT-T).

(3) Aircraft load configuration is based on METT-T.

(4) A minimum of two aircraft should be used for the most efficient and rapid operation.

(5) See Figure E-2 for the single and dual point UH-60 FARPs.

Legend: See the glossary for acronyms and abbreviations.