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Air movement operations are those operations designed to move supplies, equipment, and personnel. Air movement operations are not conducted in direct contact with the enemy and may or may not include other members of the combined arms team. Examples of air movement operations include--

• Repositioning of forces on the battlefield.

• Logistics resupply operations.

• External load operations.

• Movement of liaison personnel.

• Downed aircraft recovery.

• Noncombatant personnel evacuation operations.

a. Moving Personnel.

(1) Large troop movement. Utility helicopters may be assigned missions to move units on the battlefield for the purpose of repositioning forces. UH-60s and CH-47s can be expected to conduct troop movement on the battlefield. Planning for this operation should be accomplished as if it were an air assault mission. The time required to plan the air movement will be less, but the principles and steps of air assault planning are the same. Chapter 3 discusses planning and coordination for air assault operations. The air movement of large troop units should be planned using the same principles. The difference is that in air movement operations the force is not being moved into a combat operation and will not use all of the combined arms assets that would be included in an air assault operation.

(2) Passenger transport. Utility helicopters, primarily UH-60s, can be expected to conduct air movement of personnel. This mission differs from large troop movements in that passenger transport missions will normally be accomplished by a single aircraft. Passenger transport missions include transporting LNOs, orders groups, commanders and staffs, chaplain support missions, and any other mission involving movement of passengers. While relatively simple to execute, this mission requires thorough planning and preparation. Air movement planning must be the same as the planning for any other mission the utility and cargo helicopter unit must accomplish. Air movement planning considerations listed in this chapter should be adhered to in order to accomplish passenger transport missions.

b. Moving Supplies. Movement of supplies and equipment on the battlefield is a critical mission for the utility and cargo helicopter unit. The speed and mobility of utility and cargo helicopters make them an invaluable asset to the commander for transporting priority supplies throughout the AOs. With the lift capability of the CH-47, air movement of large quantities of supplies not only gets equipment to its destination rapidly, but also frees up ground transportation assets. Logistics will be moved by UH-60 and CH-47 throughout the AOs. CH-47s move supplies forward from the corps support area to the DSAs. CH-47s task organized to the division and divisional UH-60s move supplies from the DSA to BSAs and down to the battalion task force level (see Figure 4-1). Logistics resupply operations are further discussed by class of supply.

Legend: See the glossary for acronyms and abbreviations.

(1) Class I (subsistence items). Utility helicopters can expect to move large quantities of class I on the battlefield. CH-47s from the corps medium lift battalion will be used to move class I supplies from the COSCOM forward to the DSA. Utility helicopters (UH-60s and CH-47s), operating under division control, will move class I from the DSA forward to the BSA and, in some instances, as far forward as battalion combat trains. During hot weather operations, aircraft may move water and ice forward to battalion combat trains. LZs will be established at DSAs and BSAs specifically for class I.

(2) Class II (organizational clothing/individual equipment). Utility helicopters may find themselves moving class II on an occasional basis. Replenishing stockage levels of class II may become a mission for the CH-47s in the corps. These aircraft will move class II supplies forward from the COSCOM to the DSA. Air movement forward from the DSA will most likely be accomplished by ground.

(3) Class III (petroleum, oil, and lubricants). Utility and cargo helicopters offer a unique capability for moving class III. Fuel can be transported rapidly around the battlefield. The utility and cargo helicopter's function in moving class III is a part of forward arming and refueling operations.

(a) Forward area refueling equipment or advanced aviation forward area refueling system. Utility and cargo helicopters can externally transport the FARE system, AAFARS, and 500-gallon fuel blivets. A complete FARE system is capable of providing up to six aircraft refueling points, and the AAFARS can provide up to four refueling points. Air moving a FARP forward allows attack and cavalry aircraft to rapidly refuel, rearm, and continue the attack or reconnaissance mission. UH aircraft can also resupply forward FARPs with class V, allowing a full refuel and rearm capability. Once the FARE system or AAFARS is emplaced, the utility helicopters can continue to resupply the FARP by externally moving fuel blivets. Once FARP operations are complete, the utility aircraft are used to extract or reposition the FARP to a new location. UH-60s can move up to two fuel blivets, while CH-47s can transport five fuel blivets externally. The use of utility and cargo helicopters to transport the FARE system offers some advantages, while there are also disadvantages to this method. Advantages for using utility and cargo aircraft for transport of the FARE/AAFARS are--

• Minimum LZ time for the aircraft moving the system.
• Ability to transport personnel internally (CH-47 only). The ability to move internal passengers in the UH-60 may be limited due to the weight of the external loads, particularly the fuel blivets.
• Increased flexibility to use aircraft on other missions (no aircraft modification required).
• Increased flexibility to use backup aircraft if the primary has mechanical difficulties.
• Ability to jettison the load if the situation dictates.

Disadvantages to using utility and cargo aircraft for transport of the FARE/AAFARS are--

• Higher flight altitude.
• Slower speeds.
• Reduced aircraft maneuverability.
• Reduced fuel load (for UH-60s). For the UH-60, it may be necessary to reduce fuel on board to lift the external loads (fuel blivets). In this case, mission endurance will be decreased.

(b) UH-60/CH-47 forward arming and refueling point operations. UH-60s and CH-47s can be used for rapid refueling operations for attack and cavalry aircraft. Not all aircraft can accomplish this mission. CH-47s and UH-60s performing this mission must have auxiliary fuel tanks. Commanders must decide early if they want to use the utility and cargo aircraft for this type of FARP so that the appropriate preparation of the aircraft can be made. Appendix E covers the use of these aircraft to conduct refueling operations.

(4) Class IV (construction and barrier material). Class IV resupply is a critical mission for utility helicopters, particularly during a defensive operation. Ground forces preparing for a defense will use a tremendous amount of class IV, particularly wire. Utility helicopters are invaluable in moving these supplies forward from the DSA and BSA to task force class IV points, where it will be used for battlefield preparations. As in all air movement operations, resupply of class IV by air allows for rapid preparation of defensive sectors.

(5) Class V (ammunition). In high tempo combat operations we can expect to expend large amounts of ammunition. Utility helicopters play a vital role in keeping the force resupplied with ammunition. Ammunition is normally stored in a division ASP. High usage items will be moved forward to temporary ATPs. Movement of ammunition by helicopters can be broken down into the following areas:

(a) Ammunition supply point to ammunition transfer point. Air movement from ASP to ATP is normally done externally. Using the speed and lifting capability of the utility helicopter, the DISCOM commander will use these assets to rapidly move ammunition forward. Using UH aircraft allows for 24-hour operations, keeping the force supplied with ammunition.

(b) Emergency resupply. Emergency class V resupply is normally done from the ATP forward to a unit in contact or who has recently broken contact. This operation is critical for the utility unit in that rapid resupply is necessary for the ground forces to continue the attack. However, consideration must be given to the friendly and enemy situation, A²C² measures established, friendly weapons control status, and call signs and frequencies of the receiving unit before executing this mission. Time is essential during an emergency class V resupply. Anticipation of this mission by the utility helicopter battalion staff can result in prior coordination and ultimately quick response time.

(c) Resupply of aviation assets. As with moving class III forward to jump FARPs, utility aircraft may also be used to bring forward ammunition to the FARPs. UH-60s will be given missions to transport Hellfire missiles, 30mm ammunition, 2.75-inch rockets, and Stinger missiles forward from main FARPs and ATPs to sustain the rapid tempo of attack helicopter and air cavalry operations.

(6) Class IX (repair parts). The use of UH-60s and CH-47s to move repair parts is critical to the success of the ground force battle. CH-47s at corps level can move class IX parts forward from the COSCOM to the DSA. Movement of class IX can be done either internally or externally. Aircraft operating under division control (UH-60s and CH-47s) can expect to move class IX repair parts forward from the DSA to the BSAs. Aircraft may also move critical repair parts past the BSAs direct to the task force UMCPs. Movement of critical class IX repair parts is a vital mission for utility helicopters. Operating day and night, these aircraft can provide the ground commander with parts that will enable him to fix combat systems.

(7) Resupply of air assault forces. Air assault forces normally go into an LZ with only the minimum essential supplies (normally class V and class I, water). Utility and cargo helicopters must be prepared to follow up an air assault with resupplying the assault forces. Lifting aircraft must be prepared to conduct rapid refueling operations and return to a designated PZ to load with critical supplies and await for the designated launch time. The aviation battalion staff must include resupply of air assault forces as part of the planning of air assault operations.

c. Air Movement Responsibilities.

(1) Sending unit. The unit that is preparing the loads (internal or external) to be air moved is responsible for all facets of PZ operations. The responsibilities of the sending unit include preparation of the PZ (marking, clearing, communications), rigging of external loads, prioritizing loads, and tracking loads (where the load is going, and what the load consists of). The sending unit also provides the flight crew with the correct destination for the loads (LZ location, frequency, call sign, marking, POC).

(2) Moving unit (aviation unit). The aviation unit that will move the loads is responsible for ensuring the load is safe to fly and moving the cargo (internal or external) to the correct location. The moving unit also notifies the receiving unit if any changes are made to the established plan.

(3) Receiving unit. The unit that will accept the loads (internal or external) to be air moved is responsible for all facets of LZ operations. The responsibilities of the receiving unit include preparation of the LZ (clearing, marking, signaling, communications) and derigging the loads and loading the rigging material for backhaul, if required.

Air movement operations require detailed planning to accomplish successfully. For air movements of large troop formations, planning should be accomplished as if it were an air assault. Chapter 3 outlines air assault mission planning. Mission planning for general support missions, passenger transports, and logistics resupply missions requires detailed planning also. These missions can present a high level of risk. Often these missions are accomplished by single aircraft, and the distances involved, particularly for corps aviation aircraft, may be great. Corps utility and cargo aircraft will find themselves working beyond the range of communications from their parent organization. Mission details received by the utility and cargo helicopter battalion may be sketchy. Planning considerations for utility and cargo aircraft to conduct an air movement mission are listed below. Battalion staffs must consider these factors before sending aircraft out on small scale air movement operations.

a. Logistics. Aircraft conducting air movement operations may be a long distance from their parent organization. Consideration must be given to where these aircraft will receive fuel and maintenance support if needed. Coordination with adjacent aviation units can be accomplished so that aircraft can refuel at other units' FARPs. This will allow the aircraft to continue their mission and increase station time as they do not have to travel a long way to return to their own FARP. Additionally, when under the control of the DISCOM, it is possible for the DSA to provide fuel. Battalions sending aircraft to conduct mission in support of the DISCOM should arrange for the DSA to provide fuel for their aircraft.

b. Command and Control. A set C² relationship must exist and the aircrews conducting the mission must understand what that relationship is. When sent on an air movement mission, it is essential that a POC be provided to the aircrews. Since the aircraft may be operating out of communications range of the parent organization, it is imperative that the aircrew know who to contact at the supported unit if there are mission changes or if they need support.

c. Army Airspace Command And Control. Aircrews conducting air movement missions must understand and comply with the airspace structure that is currently active. It will be published in the ACO. Adherence to the airspace structure is imperative, as it reduces the risk of fratricide. Utility helicopter battalions must know what airspace structure the aircraft will use to track aircraft location and mission status. A more detailed discussion of A²C² and the ACO can be found in FM 100-103 and JP 3-56.1.

d. Intelligence. Aircraft operating on air movement missions present a unique challenge for the utility battalion S2. Often these aircraft will operate across a large area of the battlefield. Corps aviation assets may push forward and support divisions, perhaps more than one division within the corps simultaneously. The S2 must recognize this and use all available assets to provide the aircrews with a detailed enemy situation. The S2 must evaluate potential threats that may effect the aircrews and recommend changes to their scheme of maneuver for them to accomplish their mission and avoid potential threats. For the S2 of the utility helicopter battalion, this may be the most difficult challenge he must face. Tapping in to other intelligence sources (such as aviation brigade S2, ground brigade S2s, Division G2s) will allow the S2 to provide an accurate intelligence update to the flight crews conducting an air movement.

e. Fire Support. For large scale troop movements, fire support should be planned. The assault battalion should be prepared to respond to any threat with quick, responsive fires. Working with the supported unit FSO targets can be developed to support the air movement. For small air movement operations, fire support will probably not be planned. However, aircrews should understand how to contact fire support assets if necessary. Aircraft conducting air movements must know the locations of friendly artillery that could effect their missions and adhere to the airspace structure to avoid fratricide.

f. Communications. Communications present a big challenge to flight crews and battalion staffs of aircraft conducting air movement operations. Aircraft on these missions will be under the control of the supported unit, normally in a DS role. However, the parent unit will still maintain C² functions for certain areas, such as maintenance, fuel, and CSAR. Since these aircraft will often be operating out of direct FM range from the parent headquarters, alternate arrangements must be made to keep the utility battalion aware of mission status. The commander may decide to deploy a retransmission team to bridge the gap and maintain FM communication with unit aircraft. Aircrews may be briefed to conduct periodic situation reports when in FM communications range or to arrange to provide SITREPs via MSE. Whatever technique is employed, it is essential that the utility unit recognize the communications challenge and determine a solution to overcome it.

g. Flight Crew Mission Briefs. Flight crews should be thoroughly briefed by the utility battalion staff prior to executing any air movement mission. For small scale air movement missions, a detailed OPORD or AB may not be necessary, but no flight crew should depart the AA without understanding their mission. Appendix H contains a suggested format for a flight crew mission brief that can be used to brief flight crews given a mission to conduct a small scale air movement operation.