• Military Menu                       

• Introduction
• Systems
• Facilities
• Agencies
• Industry
• Operations
• Countries
• Hot Documents
• News
• Reports
• Policy
• Budget
• Congress
• Links

• WMD
• Intelligence
• Homeland Security
• Space

CHAPTER 8

Aviation Maintenance Company

 

CONTENTS ORGANIZATION AND MISSION PRINICIPLES COMPANY FUNCTIONS OPERATIONS VARYING TACTICAL OPERATIONS

ORGANIZATION AND MISSION

The aviation maintenance company is a critical element in fixing the force. The AMC serves as a bridge between units owning or operating aircraft and overhaul depots located away form Army operations. The AMC provides aviation intermediate and reinforcing aviation unit maintenance to divisional aircraft at its base location in the aviation BSA. The company also fields forward repair and recovery teams to units in the operating areas. The company organization consists of a company headquarters, production control section, quality control section, and maintenance test flight section (refer to Figure 8-1). The company has platoons for helicopter systems repair and aircraft maintenance repair. The company performs the following on-aircraft systems maintenance:

• Structural and airframe repairs.
• Component repairs for installation in aircraft or to support its RX program.
• Scheduled AVIM.
• Reparable exchange service and operation of a quick supply store for selected common repair parts.

PRINCIPLES

FORWARD MAINTENANCE SUPPORT

The overriding goal in ASB maintenance operations is to provide forward support to return aviation combat systems to the battle as soon as possible. Repairing aircraft forward makes the maximum amount of equipment available to the aviation brigade commander.

The AMC has the capability to perform forward maintenance using forward repair/recovery teams (FR/RTs). Whenever possible, repairs are made on site. The tactical situation, extent of damage, and availability of resources may dictate recovery or evacuation.

REPAIR TIME LINES

Time is a critical maintenance resource. TB 43-0002-3 and unit SOPs establish time guidelines for forward maintenance. Guidelines are normally expressed in numbers of hours allowed to repair certain items. METT-T, shop work backlogs, and resource availability may require leaders to shorten or exceed the stated numbers. The support operations officer and the AB S4 should address specific time lines in the OPLAN/OPORD when they deviate from established norms. All personnel--users, maintainers, maintenance managers, and commanders--must remember that these time lines are flexible and be guided by common sense and situational awareness.

SYSTEMS EXCHANGE

At the AVIM level, two systems permit exchange installation in other equipment to make it serviceable. of damaged or unserviceable parts to speed repair and return aircraft to combat.

Reparable Exchange

The GMC handles the reparable exchange function in the ASB. (Refer back to Figure 7-1) RX is an AVIM-level supply system that exchanges unserviceable items for serviceable ones on a one-for-one basis. The GMC provides all supported units with an RX listing showing the NSN, item description, end-item application, and authorization.

Controlled Exchange

Controlled exchange permits removal of serviceable parts from unserviceable equipment for installation in other equipment to make it serviceable. AR 750-1 details the circumstances that permit controlled exchange.

CENTRALIZED CONTROL

With assistance from the production control officer (and his staff), the AMC commander has centralized control over all aviation maintenance operations. They manage the AVIM work load and all available resources to accomplish their mission. Situational awareness is critical to this management function.

BATTLE DAMAGE ASSESSMENT AND REPAIR

During combat operations, routine maintenance procedures may not be feasible. The unit commander may authorize BDAR procedures to expedite return of a damaged aircraft to the current battle. The BDAR concept modifies peacetime aircraft maintenance standards to safely return damaged aircraft to battle. If the return-to-battle repairs are temporary, permanent maintenance actions follow when the tactical situation permits. Although BDAR is an AVUM-level responsibility, the AMC may provide reinforcement. Remember, BDAR can only be used in combat situations. The BDAR team uses special assessment criteria, repair kits, and trained personnel. The team follows its initial inspection with a decision to--

• Clear the aircraft for immediate return to battle, deferring any repairs until later.
• Make permanent repairs to return the aircraft to a fully serviceable condition.
• Make temporary repairs that permit the aircraft to return to the immediate battle. Higher-standard permanent repairs will be made later.
• Repair the aircraft to permit a onetime flight to a more secure maintenance facility.
• Rig the aircraft for aerial recovery (when repair is not feasible at the repair site).
• Cannibalize critical components and abandon or destroy the aircraft (when repair or recovery is not feasible). FM 1-500 provides more detail on BDAR.

RECOVERY AND EVACUATION

If a unit cannot repair an aircraft on site, it must recover it to an MCP or maintenance location. Aircraft recovery is the responsibility of the operational aviation unit, using its organic AVUM capability. (FM 1-513 contains details on recovery operations for specific aircraft.) Whenever possible, the unit should try to fly the aircraft to the nearest maintenance facility. When this is not possible, it should use air or surface transport. If the recovery is beyond the unit's capability, the AMC provides reinforcing support. If the aircraft cannot be flown out, the recovery team assumes the mission and decides which recovery method to use--surface or air. (FM 1-500 details both methods.) The AMC commander may assume the mission for recovery and evacuation.

COMPANY FUNCTIONS

COMPANY HEADQUARTERS

The company headquarters provides command, control, administration, and logistical support required to conduct AVIM operations. The commander has direct control over all the company's administrative functions. He coordinates all training and operational matters. He is also responsible for the care, maintenance, and accountability of all AMC equipment. Chapters 3 and 4 cover C3 considerations for the headquarters.

Production Control Section

The production control officer is the principal maintenance manager of the AMC. He is the single point of contact between AVIM and supported units on aviation maintenance matters. The section sets up formal procedures (SOPs) to maximize the efficient use of maintenance resources. It receives and processes work requests, coordinates and schedules jobs into various shops, and maintains the status of aircraft parts and shop reports. It coordinates inspection and test flights as well a the return of repaired aircraft and equipment to supported units.

Quality Control Section

This section enforces standards in repair, overhaul, modification, safety of flight, and other require maintenance functions. It is also responsible for safety in all maintenance areas. The quality control (QC) section reports directly to the company commander--this avoids conflicts of interest and maintains objectivity.

 

Maintenance Test Flight Section

The maintenance test flight section performs test flights on aircraft to troubleshoot problems, confirm repairs, and conduct initial break-in of major components.

HELICOPTER SYSTEMS REPAIR PLATOON

This platoon performs intermediate-level aviation maintenance at a semifixed support base. It consists of a headquarters and four repair sections: attack, cavalry, GSAB, and medical. It sends forward repair/recovery teams to the supported units. The teams provide task-organized, mobile, forward maintenance support and on-site technical assistance. Personnel and equipment from this platoon are the nucleus for aircraft recovery and evacuation teams. When needed, the platoon receives assistance from other AMC platoons.

AIRCRAFT MAINTENANCE REPAIR PLATOON

This platoon consists of a headquarters and four repair sections: subsystems, avionics, electrical, and armament. Together, these sections perform the majority of AVIM and repairs to the aircraft assigned to the aviation brigade. Because the aircraft mix of ABs varies, the structure of the AMC also varies.

Subsystem Repair Section

Within the section are shops for repair of power plants, helicopter structures, and power trains and pneudraulics. This section is responsible for component, airframe, turbine engine, pneudraulic, rotor, and other subsystem repairs. Much of the platoon's work load involves repairing aircraft assemblies supporting the RX program.

Avionics Repair Section

This section is responsible for repair of avionics communication equipment, avionics navigation and flight control items, and radar equipment. The section has two shops: avionics/communication equipment and navigational/radar.

Electrical Repair Section

This section has two shops: electrical repair and battery. It is responsible for aircraft electrical and battery repair.

Armament Repair Section

This section has two repair shops: helicopter fire control and helicopter weapons systems. The two shops provide the capability for intermediate maintenance on electrical and electronic components of aircraft weapons fire control systems and on mechanical and hydraulic aircraft weapon systems.

Aircraft Service/Fuel Section

The aircraft service/fuel section gives the platoon 24-hour capability to fuel or defuel aircraft during maintenance operations. It also services organic helicopters and provides bulk and packaged POL. The section also maintains the AMC spill contingency plan.

Tool Crib Section

The tool crib obtains, stores, and issues bench stock for the different maintenance shops and sections. It also maintains all special tools, tool sets, special equipment, test sets, and assigned GSE used in aircraft maintenance.

OPERATIONS

PLANNING

Maintenance planning in the AMC predicts resource requirements and develops a proactive response to fulfill them adequately. The goal is to provide the AB commander with the maximum number of combat-ready aircraft and GSE. Planning considerations include--

• The tactical situation. provide the AB commander with the maximum
• Time and distance factors.
• Reinforcing support responsibilities.
• Command support priorities.
• Critical weapon systems and repair parts.
• Maintenance time lines.
• The work load across the aviation brigade area.
• Environmental damage reduction and control.

The production control officer, the AMC commander, the support operations officer, and the brigade S4 plan aviation maintenance support. Together, they determine which maintenance assets operate at the AMC base shop and which operate at on-site locations. This determination is a continuing process, not a onetime decision. Task organizing of aviation units requires changes in the maintenance configuration.

The formation of forward-repair/recovery teams is a key planning process for the AMC. FR/RTs are task-organized; they provide mobile, weapon-system-oriented, intermediate maintenance in the forward areas. The teams emphasize remove-and-replace maintenance. Team mobility is critical. Teams must be able to diagnose aircraft damage quickly and determine if repairs can be made on site. When time and the situation allow, the team repairs the aircraft. If not, the team prepares the aircraft for recovery to a maintenance site.

The AMC commander intensively manages maintenance assets. When forming FR/RTs, the commander considers--

• The tactical situation.
• The supported unit's AVUM repair capabilities.
• Repair assets available to the AMC.
• The length of LOC. Recovery and evacuation capabilities.
• Time constraints.
• Specialized tool and test sets required and available.
• Parts available.
• The risk assessment.
• Mobility requirements.
• Communications.
• Security requirements.

The basic structure of the FR/RTs should remain the same if possible. Moving personnel, especially leaders, from one team to another should be minimized. Each team should regularly support the same base battalion to allow team leaders to develop working relationships with that battalion's maintenance structure.

Combat operations often impair C2. FR/RTs must train to operate independently. They require an adequate communications capability to assist in security, to report the maintenance situation, and to request additional resources from the base shops. If organic radio capability is inadequate, additional support may be available from the supported unit.

The AMC internal SOP should explain FR/RT procedures in detail to save time. The SOP should cover team organization for recurring situations, C2 responsibilities, assignment of work order numbers, hand-receipt and repair parts procedures, and recovery and evacuation guidelines.

BASE SHOP OPERATIONS

The AMC provides one-stop aircraft intermediate maintenance support from its base location in the vicinity of the aviation brigade headquarters. The shop is responsible for receipt, inspection, control, repair, and coordinating evacuation of equipment received from supported units.

The principles of shop layout are the same for any level of conflict. The selected site should enhance work flow by minimizing movement of repair parts, tools, and equipment. In addition to considering the positioning tenets listed in Chapter 5, the commander should lay out the shop area so that--

• Supply storage areas are accessible to trucks.
• Electronics and instrument repair can be done in a dust-free area.
• Vehicles may disperse near maintenance areas but locate close enough to facilities control and security.
• Control and inspection elements are near the airfield and helipad.

Figure 8-2 shows a sample base shop layout in a field environment. The same principles apply to shops in built-up areas. Control, inspection, and supply activities should be near the entrance to the shop area; elements with related or complementary functions should be near each other. Where buildings are sound and road systems adequate, buildings are preferred. They provide better work areas and concealment.

The maintenance internal SOP outlines standardized shop procedures for the AMC and its sections. It specifies subunit missions for aircraft maintenance and related supply support. The AMC develops an external SOP for use by supported units.

The management activities vary depending on the system available in the division. TAMMS-A is described in DA Pam 738-751. SAMS-1 automates source data input using TACCS devices. It also provides a daily interface with SARSS-1 and SAMS-2. Details on SAMS-1 procedures are in ADSM 18-L21-AHN-BUR-UM.

REPAIR PARTS SUPPLY

Class IX-A repair parts for aircraft support are maintained by the supply platoon of the GMC along with common repair parts (Class IX) as discussed in Chapter 7. The platoon also maintains a quick supply store for customers to get low-dollar, high-demand, consumable parts (light bulbs, wiper blades, common bolts) without formal requests. RX of selected reparable is handled as a simple exchange of an unserviceable for a serviceable item.

All requests are edited and filled when parts are available. If the part is not available, the GMC passes the requisition to the DMMC. The DMMC directs the MSB to issue the part or passes the requisition to the COSCOM MMC. The DMMC also specifies the items and quantities of Class IX to be located in the brigade area. These quantities are based on the PLLs of supported units, demand history, and mobility requirements.

Refer back to Figure 7-2 for an illustration of the flow of Class IX requests and stocks. The aerial resupply discussion in Chapter 6 also applies to Class IX.

VARYING TACTICAL OPERATIONS

OFFENSE

The primary purpose of maintenance support of offensive operations is to maintain the momentum of the attack. Maintenance commanders and managers plan and organize based on the tactical operation plan, the nature of the battlefield, and the need for flexibility. Maintenance managers must--

• Position essential maintenance repair parts and supplies forward to reduce time and distance for support.
• Make maximum use of FR/RTs in forward areas.
• Increase use of airlift and airdrop of essential repair parts and supplies.
• Be sure maintenance preparations do not interfere with tactical planning and operation.

As the tempo increases and distances lengthen, maintenance support moves forward. Forward deployment must consider FR/RT vulnerability, possible enemy counterattacks, and maneuver element requirements for space and roads. Maintenance elements may require security assistance if they have to bypass pockets of enemy activity. Continuous movement forward may also require the commander to adjust maintenance time lines. As lines continue to lengthen, maintenance may require the expedient techniques listed below:

• Allow FR/RTs to draw from ASL or RX stock any items expected to be required in large quantities.
• Increase emphasis on controlled substitution and exchange.
• Increase emphasis on evacuation, with repair in forward areas limited to component replacement, adjustments, and servicing.
• Use air transportation to move FR/RTs and repair parts.

DEFENSE

Defensive operations aim to create opportunities to return to the offense. Typically, supported units are not as widespread as in offensive operations. Therefore, the AMC can centralize its maintenance assets.

In a static defense, movement is less frequent. More time is available for maintenance operations. Time lines of forward repair may increase and permit buildup of critical item reserves. Inspections and technical assistance are emphasized. A dynamic defense has many of the same maintenance implications as an offensive operation. For instance, maintenance sites must move frequently and vehicle maintenance requirements rise.

RETROGRADE

Retrograde operations must be well-organized and executed. AMC assets begin to move to the rear before combat elements. Movement is done by echelon with maintenance elements leapfrogging each other. This permits them to maintain continuous support for units involved in defending, delaying, attacking, or withdrawing. Maintenance operations concentrate on weapon systems and other items critical to the retrograde. The company should limit flow of maintenance repair parts and supplies to the most combat-essential items. It is important to evacuate other equipment to planned support areas to prevent enemy capture. Equipment and supplies that cannot be moved or evacuated must be destroyed in place. The tactical commander usually has the authority to order the destruction of nonrecoverable aircraft.