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services, and medical services. It also includes maintenance, supply, and transportation. This chapter
focuses on CSS planning considerations for utility and cargo helicopter units.
10-2. PLANNING
Combat operations planning and CSS planning must be done in conjunction with operational planning,
so that the CSS plan supports the operational plan. Successful utility helicopter unit operations require
timely reports that reflect the unit's CSS status. The aviation brigade supporting the utility and cargo
helicopter unit is employed without an FSB; therefore, tactical and CSS planning must include aviation
unit support packages throughout the division's AO. The aviation brigade in the heavy division does have
an ASB. This battalion provides GS maintenance for ground systems, aviation intermediate maintenance,
and supply and transport activities. It does not provide a level II medical facility like the FSB. The
DISCOM must be prepared to provide support to the utility helicopter unit.
10-3. FUELING OPERATIONS
Fuel (class IIIA) is a critical commodity for all utility helicopter unit operations. Unit aircraft consume
large quantities of fuel during each mission. To ensure a continuous unit readiness posture, the unit's
logistics planners must accurately plan for and constantly monitor fuel consumption.
a. Requesting Fuel Supplies. The unit initiates periodic status reports on bulk POL products.
These reports are processed through the aviation brigade S4 who consolidates user needs and
coordinates delivery through the DMMC. When possible, corps tanker assets will direct bulk
aviation fuel to the utility and cargo helicopter units or to the closest support battalion fuel
distribution point. If an emergency fuel shortage arises, organic unit tankers, or aircraft, can go to
the division airfield where the MSB maintains aviation fuel. Corps cargo and utility aircraft may
also be available for limited aerial resupply fuel from corps sources.
b. Calculating Requirements.
(1) Fuel requirements are based on both daily and mission needs. Daily needs are figured by
multiplying the estimated daily hours each aircraft will fly by the consumption rate of that
particular aircraft. That total is multiplied by the total number of aircraft in the unit.
FM 1-113 Chapter 10
10-1
(2) The consolidated fuel total of unit aircraft is the daily fuel quantity that must be
requisitioned. Mission needs are figured by applying the same formula used to calculate
daily needs, except that mission-available aircraft totals are used instead of organic totals,
and mission hours are substituted for daily hours. Considered the fuel that is in aircraft tanks
when the mission begins, fuel totals derived may be adjusted. This gives the true amount of
fuel the FARP requires to support a given mission. Table 10-1 shows fuel consumption rates
used in calculating daily and mission needs of an AHB. For example, the mission is
expected to last 5 hours. There are 10 UH-60s available to participate. The minimum fuel
required for the mission is calculated as follows: 5 hours x 145 gph x 10 UH-60s = 7,250
gallons. Assuming all aircraft are full of fuel at the start, equaling 10 x 362 gallons or 3,620
gallons, then 7,250 minus 3,620, or 3,630 gallons will need to be provided.
Table 10-1. Aircraft fuel consumption rates
Aircraft
Fuel Consumption (gph)
UH-60 145
UH-1 90
CH-47D 385
Legend: See the glossary for acronyms and abbreviations.
NOTE: Fuel consumption rates are approximate. Actual rates will be based on missions, environmental
conditions and aircraft factors. The S4 and the POL platoon leader must coordinate with the S3 and the
units to determine average fuel consumption rates for the theater and the conditions in which they are
operating.
(3) Accurate fuel planning requires continuous coordination between the S3, S4, and the
POL platoon leader. The S4 must be integrated into operational planning so that sufficient
fuel can be requested, and available, for the mission.
10-4. MAINTENANCE AND RECOVERY
The utility and cargo helicopter unit has an organic unit maintenance element. However, the large
number of aircraft, ground vehicles, and other critical pieces of equipment necessitates additional
maintenance assistance from outside the unit (DS, GS, depot support) to sustain operations. The MAC in
the equipment manual assigns the maintenance functions. It explains at what maintenance level particular
tasks are performed. The MAC must always be referred to before a maintenance task is started.
Maintenance functions include inspecting, testing, servicing, repairing, requisitioning, rebuilding,
recovering, and evacuating equipment. Repair and recovery are accomplished as far forward as possible,
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