c. As often as possible, tools, equipment, and repair parts
should be pre-positioned according to applicable contingency plans.
Abundant jet fuel must be accessible at each stopover point. If 80
percent of its organic aircraft are deployable, each AH-64 and UH-60
unit needs about 20,000 gallons of fuel at each stopover.
units deploying 75 percent of their organic aircraft will need about
50,000 gallons of fuel at each stopover.
quantities by several units makes it clear that fuel delivery must be
planned well in advance.
d. It may be necessary to ask the HN to provide the required fuel
support, even if the stopover point is an Air Force base (AFB) or a
naval vessel deployed in the HN's territorial waters.
HNs also may
be able to provide rations, rest facilities, and weather forecasting
information for the deploying aircraft and the stopover teams. When
nonaligned nations provide support or when a sensitive mission is
performed, backup military support must be arranged. Accurate, long-
range weather forecasting is necessary at every stopover point.
e. Stopover teams are task-organized to perform refueling, normal
scheduled maintenance, minor unscheduled maintenance, and technical
inspections. Maximum use of deferred maintenance and "Circled Red X"
maintenance will be employed.
(Circled Red X means a condition is
found that may be a hazard, but the aircraft may be flown with
Major unscheduled maintenance requires that
necessary personnel, parts, and tools be transported to stopover
10. STOPOVER POINTS USING NAVY AMPHIBIOUS SHIPS
(1) The enemy, or possibly the final destination, may make the
selected self-deployment route infeasible.
In such cases, Navy
vessels, such as amphibious assault ships, may be used as en route
stopover points. Special training requirements must be completed by
pilots of self-deploying Army helicopters before using these landing
meteorological conditions, shipboard operations may be conducted by
deck-qualified Army pilots on Navy air-capable ships when waivers
have been given for such operations.
(3) When operational requirements dictate, night shipboard
operations may be conducted by night-qualified Army pilots on
multispot, air-capable ships when waivers have been given for such