## Aircraft Recovery Operations April 2018

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

This publication supersedes FM 3-04.513, dated 21 July 2008.

# Headquarters, Department Of The Army

This publication is available at the Army Publishing Directorate site (http://armypubs.army.mil)
and the Central Army Registry site
(https://atiam.train.army.mil/catalog/dashboard)

## Aircraft Recovery Operations Contents

PREFACE........ v
INTRODUCTION ........ vii
Chapter 1
Management ........ 1-1
Section I - Types of Recovery ........ 1-1
Aircraft Recovery ........ 1-1 Downed Aircraft Recovery Team ........ 1-2 Assessor ........ 1-2 Battle Damage Assessment and Repair ........ 1-2 Maintenance Evacuation ........ 1-2 Personnel Recovery ........ 1-3
Section II - Responsibilities ........ 1-3
Joint Personnel Recovery Center ........ 1-3 Personnel Recovery Coordination Cell ........ 1-3 Mortuary Affairs Responsibilities ........ 1-4 Aviation Brigade Command Post ........ 1-4 Operational Aviation Battalion/Squadron ........ 1-4 Aviation Maintenance Company/Troop ........ 1-5 Aviation Support Company ........ 1-7 Aircraft Crew ........ 1-7 Unmanned Aircraft Systems Recovery ........ 1-7 Maintenance Personnel ........ 1-8 Downed Aircraft Recovery Team ........ 1-9 Accident Investigation Board ........ 1-10
Section III - Maintenance Support Facilities ........ 1-10
Theatre Aviation Sustainment Maintenance-Ground ........ 1-10
Army Aviation Support Facility ........ 1-11 Continental United States Aircraft Recovery Support ........ 1-11
Chapter 2
OPERATIONS ........ 2-1
Section I - General Aircraft Recovery Considerations ........ 2-1
Triggering Conditions ........ 2-1
Request for Assistance ........ 2-2 Aircraft Recovery Operations ........ 2-3 Missions Defined ........ 2-4
Downed Aircraft Recovery Team Composition ........ 2-5 Battle Damage Assessment and Repair ........ 2-6 Recovery Kits (Downed Aircraft Recovery Team) ........ 2-6

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited. This publication supersedes FM 3-04.513, dated 16 February 2007.

## Preface

Army Techniques Publication (ATP) 3-04.13 provides guidance concerning maintenance personnel operating and employing resources in an aircraft recovery operational environment.

The principle audience for ATP 3-04.13 is aviation maintenance commanders, leaders, officers, technicians, noncommissioned officers (NCOs), and aircraft repair and maintenance personnel. Trainers and educators throughout the Army also use this publication. Commanders, staff, and subordinates ensure their decisions and actions comply with applicable United States, international, and in some cases host-nation laws and regulations. Commanders at all levels ensure their Soldiers operate according to the Law of War and the rules of engagement (Field Manual [FM] 27-10).

The term 'aircraft' refers to all Army aircraft types (rotary-wing, fixed-wing [FW], and unmanned aircraft systems
[UAS]), unless a specific aircraft is identified in this publication. ATP 3-04.13 uses joint terms where applicable. Selected joint and Army terms and definitions appear in both the glossary and the text. Terms for which ATP 3-
04.13 is the proponent publication (the authority) are marked with an asterisk (*) in the glossary. Definitions for which ATP 3-04.13 is the proponent publication are boldfaced in the text. For other definitions shown in the text, the term is italicized and the number of the proponent follows the definition.

ATP 3-04.13 applies to all Active Army, Army National Guard/Army National Guard of the United States, United States Army Reserve, and Department of Defense (DOD) civilian and contract maintenance personnel. Commanders must consider the contents of this document and the particular circumstances in which they find themselves (national military objectives, available forces, threat capabilities, and rules of engagements) when planning maintenance operations. The proponent of this publication is Headquarters, United States Army Training and Doctrine Command. Send comments and recommendations on Department of the Army (DA) Form 2028 (Recommended Changes to Publications and Blank Forms) directly to Commander, United States Army Aviation Center of Excellence, ATTN: ATZQ-TDD-D, Fort Rucker, AL 36362-5263. Email comments to Directorate of Training and Doctrine
(DOTD) at usarmy.rucker.avncoe.mbx.doctrine-branch@mail.mil.

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## Introduction

ATP 3-04.13 is intended for use by all members of the Army profession and applicable contractors operating and employing resources in an aircraft recovery operational environment. This manual is the Army's doctrine for combat and garrison recovery operations. The operational concepts described in this manual are based on Army doctrine established in ADP 1, ADRP 1, ADP 3-0, ADP 6-0, and ATP 3-04.7. Emphasis is placed on modular force structure and the enhanced operational capability provided by Army Aviation transformation. It builds on the collective knowledge and experience gained through recent operations, numerous exercises, and the deliberate process of critical thinking. This publication is rooted in timetested principles and fundamentals, while accommodating new technologies and evolving responses to the diverse threats to national security.

Aircraft recovery missions include assessment, repair, and retrieval, if possible, of aircraft forced down due to component malfunction, accident, or combat-related damage that prevents the continued safe flight or operation of the aircraft. The aircraft recovery mission is complete upon the return of all personnel and either


Return of the aircraft through self-recovery or dedicated recovery utilizing aerial or surface recovery
methods and techniques.

Selective cannibalization and destruction or abandonment of the aircraft.
Aircraft recovery is a pre-planned mission for all units with assigned or operational control of Army aircraft and may require extensive coordination with supporting units. Aircraft recovery is time sensitive to the tactical situation. Aircraft recovery and maintenance evacuations are closely related, however, maintenance evacuation is the physical act of moving aircraft from one maintenance location to another.

In actual practice, the procedures outlined in this manual may be modified or augmented to account for force size; availability of aerial and ground assets; manpower, time and distance considerations; and the tactical situation.

See introductory table-1 for specific term changes.

| Term                          | Remarks         |
|-------------------------------|-----------------|
| Assessor                      | New definition. |
| Dedicated recovery            | New definition. |
| Delayed recovery              | New definition. |
| Downed aircraft recovery team | New definition. |
| Immediate recovery            | New definition. |
| Self-recovery                 | New definition. |

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## Chapter 1 Management

Recovery operations are usually triggered by initial notification to the main command post (CP). It consists of personnel recovery (PR) (which is the priority), downed aircraft site security and aircraft recovery. These operations may be conducted individually or simultaneously. Recovery operations may be initiated at the aircraft site and evolve into a dedicated aviation brigade-level missions.

## Section I - Types Of Recovery

1-1. Recovery operations can be very complex with many moving parts. The following section defines the types of recovery associated with downed aircraft recovery team (DART) operations.

## Aircraft Recovery

1-2. The Department of Defense Dictionary of Military and Associated terms defines recovery as "actions taken to extricate damaged or disabled equipment for return to friendly control or repair at another location." Recovery is retrieving an immobile, inoperative, or abandoned aircraft from its current position and returning it to a mission-capable status or a maintenance site for repair. These actions typically involve


Expert assessment of the aircraft.

Performance of standard or battle damage assessment and repair (BDAR) maintenance actions enabling aircraft to self-recover.

Recovery of human remains and personal effects.

Collection and securing of operational security and intelligence sensitive items.

Bio-hazards and unexploded ordnance.

Recommendation of actions and/or preparation of aircraft for a dedicated recovery.
1-3. Unless specifically mentioned, recovery tactics, techniques, and procedures; doctrine; organization;
training; materiel; leadership and education; personnel; and facilities considerations apply to operational themes from peacetime military engagement to large-scale combat operations.

## Self-Recovery

1-4. *Self-recovery* is defined as actions required for an aircraft to fly out under its own power to either rejoin the mission or to a maintenance area for additional repairs or inspections. Self-recovery begins at the location where the aircraft became inoperable or disabled. It ends with completion of standard and/or BDAR maintenance procedures correcting faults required for aircraft to safely fly to a secure area or rejoin the air mission. This is typically a unit or aviation maintenance company (AMC)/aviation maintenance troop
(AMT) function.

## Immediate Recovery

1-5. *Immediate recovery* is performed by assets within a flight mission that assumes the tactical situation permits a recovery with the forces at hand without detailed planning or coordination. These assets may include the aircraft's crew requiring recovery, other crews participating in the mission, or DART
personnel accompanying and supporting the flight.

## Delayed Recovery

1-6. *Delayed recovery* is a planned or coordinated aircraft recovery mission performed by the Downed Aircraft Recovery Team (DART) with the intent to repair/replace damaged component in order to return the aircraft to flying status.


DeliberatePersonnel and assets remain on standby at a predetermined location for the duration of
the mission.

HastyPersonnel and assets remain on-call and readily available awaiting notification of a mission
requirement, while executing normal operations.

## Dedicated Recovery

1-7. *Dedicated* recovery is defined as actions required to extract an aircraft by means of an aerial or surface recovery vehicle to a maintenance area for repairs and/or inspections. Dedicated recovery begins with the decision that the aircraft is not be able to self-recover. It ends with the movement of the aircraft by either aerial or ground vehicle to a maintenance area equipped to conduct required inspections and/or subsequent repairs. This is typically an aviation support company (ASC).

## Downed Aircraft Recovery Team

1-8. A *downed aircraft recovery team* is comprised of personnel and equipment assigned to support immediate, delayed, or dedicated aircraft recovery. The DART is initially formed from aviation brigade or aviation task force assets and is comprised of preselected ASC and/or AMC/AMT personnel. Combat aviation brigade (CAB) and task force headquarters must coordinate with the AMC/ASC and support operations office to conduct battle drills within the battalion and brigade staff elements to establish unit standard operating procedures (SOPs) and identify shortcomings. Unit commanders at every level play a critical role in leading DART operations.

## Assessor

1-9. An *assessor* **is a technical expert who can evaluate aircraft battle damage**. The assessor's mission is to provide the commander with an initial assessment of the downed aircraft. An assessor can be one, or a combination, of the following:


Aircrew of the downed aircraft.

Aircrew of another aircraft.

PR aircrew.

DART member.
1-10. The ability to determine rapidly that a one-time evacuation mission is feasible or a quick-fix repair is possible is important. It may prevent a situation in which the aircraft would otherwise be destroyed (in place) to prevent capture or compromise by the enemy.

## Battle Damage Assessment And Repair

1-11. BDAR is the use of specialized aircraft damage assessment criteria, repair kits, and trained personnel to modify peacetime aircraft maintenance standards. This concept includes the return of damaged aircraft to a safe location and, eventually, to battle.

## Maintenance Evacuation

1-12. Maintenance evacuation is the physical act of moving an aircraft from one maintenance location on the battlefield to another. Movement is either by fly-out or aerial/ground transportation. Evacuation is to effect repair, cross-level maintenance workloads, or relieve units of disabled aircraft during tactical moves.

## Personnel Recovery

1-13. The Army defines PR as "The sum of military, diplomatic, and civil efforts to effect the recovery and return of United States military, Department of Defense (DOD) civilians, DOD contractor personnel, or other personnel, as determined by the Secretary of Defense, who are isolated, missing, detained, or captured in an operational environment." (ATP 3-50.3) For additional information, refer to Army Regulation (AR) 525-28.

1-14. Additionally, when directed by the President of the United States or Secretary of Defense, DOD
provides PR support to other governments, agencies, organizations, and individuals according to all applicable laws, regulations, and memorandums of agreement or understanding. Joint Publication (JP) 3-50
provides further information.

1-15. PR may be performed by the DART. When this occurs, extraction of the crew is primary; aircraft assessment is secondary. The PR mission is undertaken to


Provide safe recovery of the downed aircrew.

Return aircrews to the appropriate role of medical care.

Re-integrate the aircrew into the unit.
1-16. According to ATP 3-04.1, PR is the priority, followed by recovery of the downed aircraft and equipment. Equipment recovery operations may be conducted simultaneously with the PR operation or delayed until these operations are complete. Downed aircraft or equipment recovery operations must never compromise PR operations.

## Section Ii - Responsibilities

1-17. Every member of the aviation staff has a role during recovery operations. To ensure these roles are properly executed, the staff must undergo training to perfect these skills.

## Joint Personnel Recovery Center

1-18. The Joint Personnel Recovery Center (JPRC) is responsible for coordinating all PR-related matters for the joint force commander (JFC), including missions employing joint, interagency, and multinational forces and capabilities. JPRC responsibilities include


Recommending PR courses of action  to decision makers.

Developing PR SOPs for the joint force.

Coordinating externally supported recoveries with interagency and multinational organizations
(including host nation capabilities).

Assisting personnel recovery coordination cells (PRCCs) in fulfilling their requirements.

Coordinating for theater and national intelligence support.

## Personnel Recovery Coordination Cell

1-19. Army component commanders are responsible for PR within their area of operations (AOs) unless directed otherwise by the joint force commander. To coordinate PR missions, these commanders establish a PRCC. For PR missions within their AO, these cells facilitate task organization of forces as necessary. When working with joint force components, these cells provide a PR capability only if directed by the JFC.

1-20. PRCC responsibilities include


Ensuring reliable communications with subordinate unit PR officers, other PRCCs, and the JPRC.

Coordinating deliberate recoveries for the component.

Reviewing accountability and movement reporting procedures of subordinate units.

Airspace command and control de-confliction during PR missions.

Assisting in immediate recoveries when requested by subordinate units.

Coordinating for component fire support of the operation.

Ensuring subordinate units have access to SOPs developed by the JPRC.

Ensuring subordinate units have sufficient evasion aids.

## Mortuary Affairs Responsibilities

1-21. Despite the Army's best plans, equipment, and safety efforts, the reality is that some Soldiers die.

When they do, leaders must ensure all Soldiers' remains and personal effects are treated with a high level of care, dignity, and respect. Commanders of all Army units have the responsibility to care for the deceased personnel within their AO. This responsibility includes the search for, recovery, and evacuation of remains and decedent effects to the nearest mortuary affairs facility. See ATP 4-46 and AR 638-2 for commanders, techniques and physical responsibilities for handling, transporting, receiving, or storing human remains or personal effects.

## Aviation Brigade Command Post

1-22. The aviation brigade CP provides overall mission command (MC) of recovery operations in their area of coverage. Due to extensive communications, resource allocations, taskings, and situational awareness required for successful recovery operations, the brigade CP provides the most comprehensive organization for facilitating recoveries. Once initial mission, enemy, terrain and weather, troops and support, time available, and civil considerations (METT-TC) analysis is accomplished with the required representatives from each unit or area of expertise, the brigade CP may assign MC to another organization. This may depend on several factors including aircraft assessment, threat, and required mission time. A successful recovery operation is a highly coordinated effort between the aviation brigade CP, the controlling organization's CP, AMC/AMT, ASC, aviation support battalion (ASB), other supporting units, and the ground element in which the operation takes place.

## Operational Aviation Battalion/Squadron

1-23. The downed aircraft's controlling battalion or squadron is responsible for immediately notifying the aviation brigade CP and coordinating initial aircraft recovery plans with the battalion/squadron AMC/AMT.

The AMC/AMT is generally responsible for conducting recovery within its capabilities. If recovery is beyond AMC/AMT capabilities, support is coordinated by the aviation brigade CP from the ASBs.

## Commander

1-24. The operational battalion/squadron commander retains initial responsibility for aircraft recovery.

Aircraft recovery operations are planned within the context and urgency of the mission, force size, and density of recovery assets at the disposal of commanders. Aircraft recovery procedures are included in unit SOPs, contingency plans, operation orders, and air mission briefs. Additional responsibilities include


Ensuring the DART team is trained, resourced, and rehearsed for all environments and mission profiles in which the unit operates.

Authorizing deployment of the DART.

Ensuring aircraft destruction decisions are made at the appropriate command level per SOP and
guidance.

Authorizing use of cannibalization techniques that permit quick and efficient removal of critical
components and structures from nonreparable or unrecoverable aircraft.

Authorizing use of BDAR procedures to affect temporary repairs to a specific aircraft.

Ensuring DART and BDAR procedures are applied according to applicable ARs, FMs, technical
manuals (TMs), and Department of the Army pamphlets (DA PAMs), and are included in unit and
subordinate unit SOPs.

Ensuring BDAR repairs are corrected with standardized repairs as soon as practical, based on METT-TC.

## Aviation Safety Officer

1-25. The battalion/squadron aviation safety officer serves as principle advisor to the commander and staff on aviation safety matters. The aviation safety officer assists the commander and staff to integrate the risk management (RM) process and monitors planning and execution of aircraft recovery missions.

## Aviation Maintenance Company/Troop

1-26. The priority for the AMC/AMT is self-recovery and BDAR, with dedicated aircraft recovery as contingency operations. To preserve the AMC/AMT operational tempo, aerial or ground recovery should be conducted by the ASC. The AMC/AMT provides mobile, responsive support to repair aircraft onsite or prepare them for evacuation. The AMC/AMT conducts BDAR or standard repairs to self-recover the aircraft.

The AMC/AMT commander and production control officer coordinate and schedule maintenance at locations forward of the battalion. In some cases, the unit commander may authorize use of aircraft combat maintenance and BDAR procedures. Aircraft combat maintenance and BDAR are generally AMC/AMT responsibilities with augmentation from the supporting ASC when required.

## Commander

1-27. The AMC/AMT commander plans, directs, and supervises company/troop operations and employment. The commander is also directly responsible for recovery operations within the unit's capabilities. The commander's responsibilities include


Selecting and organizing DART team members by military occupational specialty (MOS) and skill
level.

Resourcing all tools, special tools, and mission-specific combat equipment.

Establishing a DART training program to ensure personnel are trained and rehearsed in BDAR and recovery procedures for all environments and mission profiles in which the unit operates. Training and rehearsals include

DART tactical operations and procedures.

Employment of unit maintenance aerial recovery kits (UMARKs) for all supported airframes.

BDAR inspection, serviceability, and deferability criteria. Use of BDAR kits and installation of BDAR components.

BDAR maintenance tasks and methods.

Expedient cannibalization techniques.

RM procedures.

Hazardous communication procedures.

Hazardous materials (HAZMAT) procedures.

Biohazard (human remains) handling procedures.

Briefing the DART team on each mission (to include hazards) and directing risk-mitigating
controls (for those hazards), including  Hazardous communication and HAZMAT.

Maintaining continuous communication with the dispatched DART.

Ensuring BDAR and DART procedures are applied according to applicable ARs, FMs, TMs, DA
PAMs, and the unit SOP.

Ensuring all BDAR and DART procedures applied to aircraft systems and subsystems are properly
documented in aircraft logbook.

Ensuring all BDAR procedures applied to aircraft components are annotated on the component's
forms and records.

Ensuring BDAR repairs are corrected with standardized repairs as soon as practical, based on METT-TC.

Coordinating post operation mental health and/or nonaffiliated chaplain support as required.

## Production Control Officer/Noncommissioned Officer In Charge

1-28. The production control officer is the principal maintenance manager and coordinator for AMC/AMT
DART missions. This officer acts as the AMC/AMT commander's primary maintenance advisor for company internal production and maintenance activities. The production control officer


Confirms the disabled aircraft's location.

Coordinates and plans aircraft DART operations of assigned or attached airframes.

Verifies/validates personnel qualifications ensuring team composition meets minimum requirements needed to conduct aircraft recovery operations.

Ensures required tools and equipment accompany the DART.

Verifies/validates serviceability of required equipment.

Briefs the DART officer in charge (OIC)/noncommissioned officer in charge (NCOIC) on the
tactical situation (if required) and recovery template/checklist.

Briefs the DART OIC/NCOIC on airframe, mission, mission equipment, HAZMAT, and
environmental conditions.

Tracks aircraft recovery operations and identifies requests for additional support (personnel or
equipment).

Updates the maintenance commander, battalion aviation maintenance officer, and controlling unit
commander on aircraft recovery status.

Enforces safety procedures according to unit tactical standard operating procedures (TACSOPs) and maintenance and aircraft recovery SOPs.

Enforces environmental stewardship protection program procedures.

Develops and updates the aircraft recovery operations SOP.

Contacts, coordinates, and facilitates aircraft recovery operations support with the ASC chain of
command.

Provides training development oversight for the DART OIC/NCOIC and personnel.

Requests disposition of unrecoverable aircraft and equipment from the appropriate chain of command.

Trains personnel on procedures for hasty destruction of all supported airframes.
1-29. The production control NCOIC coordinates all maintenance actions in the absence of the production control officer; however, they must function as a team. The production control NCOIC is also responsible for coordinating personnel and logistical assets required to form the DART.

## Quality Control Officer/Noncommissioned Officer In Charge

1-30. The quality control OIC/NCOIC is responsible for training and designating quality control personnel assigned to the DART who are qualified to perform duties as


Assessor.

Logbook custodian, for duration of recovery mission.

DART NCOIC, in a permissive environment.

## Aviation Support Company

1-31. Aircraft maintenance above aviation operational battalion/squadron level is provided by the ASB's ASC. The ASC is the only unit staffed and equipped to perform ground recovery of brigade or squadron's airframes. The ASC is generally responsible for dedicated recovery missions, both air and ground.

Additionally, the ASC can facilitate self-recoveries and perform BDAR as part of a DART mission. ASCs may provide personnel and equipment to augment the AMC/AMT performing DART missions when directed by the aviation brigade CP.

1-32. The ASC commander is responsible for forming a DART with rapid response times and robust capabilities mirroring the requirements of an AMC/AMT DART program. The ASC DART program should expand beyond the AMC/AMT program by including the primary responsibility for conducting aerial and ground dedicated recovery missions. Additionally, the ASC generally supports recovery missions for aircraft in the aviation brigade area of coverage not assigned to the brigade, transitioning the operational area or operating in the brigade area of coverage. The priority for the ASC DART program is dedicated aircraft recovery, with self-recovery and BDAR as contingency operations.

## Aircraft Crew

1-33. When an aircraft is forced down, the air mission commander, pilot in command (PIC), a crewmember, or another aircraft notifies the aviation brigade CP and/or controlling unit CP to request DART assistance. This information may be relayed through other aircraft operating in the area as METT-TC allows.

## Unmanned Aircraft Systems Recovery

1-34. The ASC DART may be employed when time, threat, and capabilities dictate. This type of mission usually comes from the aviation brigade or squadron's CP directly to the ASB. The aviation brigade CP
resources the mission the same as a brigade manned aircraft recovery mission. The team's main goals are to recover aircraft electronics and preserve information regarding the causal factors of the accident. Figure 1-1
and figure 1-2 (page 1-8) depict an armed unmanned aircraft recovery operation. The ASC DART and UAS
unit should conduct contingency planning for this type of recovery taking into consideration the size of the system, HAZMAT, ordnance, and the rapid timeline associated with UAS recovery requirements. Further information is contained in ATP 3-04.1.

## Maintenance Personnel

1-35. Maintenance personnel plan and direct downed aircraft recovery operations.

## Brigade /Battalion Aviation Maintenance Officer

1-36. The brigade aviation maintenance officer (BAMO)/battalion aviation maintenance officer provides continuous maintenance and logistics information to the commander and staff on matters pertaining to aviation and aviation-related systems. Based on the current maintenance posture, the BAMO/battalion aviation maintenance officer informs the command of current and future capabilities and plans maintenance actions based on operational needs. The BAMO participates in recovery planning and risk management integration at the aviation brigade CP, before, during, and after recovery operations.

## Downed Aircraft Recovery Team

1-37. The purpose of the DART is to return the aircraft through self-recovery or dedicated recovery utilizing aerial or surface recovery methods and techniques.

## Officer In Charge

1-38. The DART OIC is trusted with the responsibility of a successful aircraft recovery mission and performs onsite MC of the operation. Due to the inherent complexity involved in a DART mission, the OIC should be a qualified aviator or officer with strong air-ground operations skills. The OIC is responsible for training, coordinating, organizing, assembling, and assigning the appropriate DART package to affect aircraft recovery. Typically, the OIC controls tactical vehicle operations, aircraft operations, or both; as well as security requirements. The AMC/AMT OIC coordinates with the ASC if recovery is beyond the capability of the AMC/AMT. If assigned to the ASC, the OIC coordinates with the AMC/AMT to effect recovery of the downed aircraft. The OIC performs onsite MC of the operation. Other responsibilities include


Serving as the air or ground mission commander

Conducting DART rehearsals.

Briefing the tactical situation and aircraft recovery operation mission specifics.

Ensuring safety procedures are integrated according to the TACSOP, unit maintenance SOP, and
aircraft recovery operations SOP.

Ensuring environmental stewardship procedures are observed and used according to the TACSOP,
unit maintenance SOP HAZMAT annex, and aircraft recovery operations SOP.

Providing updates to the chain of command and production control officers regarding ongoing
aircraft recovery operations, to include recovery timelines (completed and pending), as well as additional personnel and equipment needs.

Providing security instructions and establishing local security at the recovery site.

Supervising rigging and loading of disabled aircraft (surface/aerial).

## Noncommissioned Officer In Charge

1-39. The DART NCOIC trains and prepares the team for mission execution. The NCOIC conducts precombat checks (PCCs) and precombat inspections (PCIs), directs repair and rigging operations, and provides personnel oversight during all phases of the DART. The NCOIC also directs local security at the recovery site based on instructions received from the DART OIC. Other responsibilities include


Performing DART OIC duties when in charge of the mission.

Developing and executing DART rehearsals.

Assisting the DART OIC in selecting recovery methods.

Assisting in the recovery of disabled aircraft according to the TACSOP and unit maintenance and
aircraft recovery SOP.

Assisting during BDAR assessment to determine if repairs permits a one-time flight of disabled
aircraft to a unit maintenance collection point

Employing safety procedures as briefed by the DART OIC and according to the TACSOP and unit maintenance and aircraft recovery SOP.

Employing environmental stewardship procedures according to the TACSOP and unit maintenance
(HAZMAT annex) and aircraft recovery SOP.

Directing rigging operations to ensure successful aircraft loading.

Ensuring trained biohazard (human remains) recovery personnel are assigned as required.

## Dart Members

1-40. DART members include specially-trained, non-aviation Soldiers proficient in other areas which enable commanders to tailor the DART to meet unforeseen challenges. DART personnel maintain security while en route (if surface recovery operation is used) to the recovery site. They may also provide local security at the recovery site based on instructions received from the DART OIC/NCOIC. Non-aviation Soldiers may include the following:


Communications specialist from the S-6 trained to assist with radios, communications security fills, and provide satellite communications.

Petroleum specialists trained to defuel an aircraft, if weight must be reduced to facilitate a sling
load or ground crane recovery.

Safety officer/NCO to document aircraft condition, protect the crash site, and conduct initial investigation of the incident/crash.

Soldiers from any non-aviation specialty tasked with the security.

Medics from battalion aid stations trained to support combat operations or potential injuries encountered while conducting aircraft recoveries.

Maintenance personnel and recovery vehicle from the FSC/FST maintenance platoon for DART ground movements.

## Accident Investigation Board

1-41. According to AR 385-10, the first commander to become aware of an Army aircraft accident places a guard at the scene. This prevents anyone from moving or disturbing the aircraft or detaching parts until it is released by the Accident Investigation Board president; and if participating, the United States Army Combat Readiness Center. It may not be possible to comply fully with this requirement in the combat environment.

Aircraft damaged as a direct result of hostile fire are considered a "combat loss" rather than an accident.

Situation permitting, the recovery operation does not begin until one of the following occurs:


The commander of the unit to which the aircraft is assigned orders that an accident investigation
board is not required as prescribed by AR 385-10.

The Accident Investigation Board president releases the aircraft.

## Section Iii - Maintenance Support Facilities 1-42. Commanders Must Understand The Roles Maintenance Support Facilities Provide. Theatre Aviation Sustainment Maintenance-Ground

1-43. The Army National Guard's (ARNG) Theatre Aviation Sustainment Maintenance Group (TASMG), based in the continental United States (CONUS), provides limited depot repair activities. Their primary mission is to repair and return materiel to the supply system. Secondary missions include providing backup direct support to supported units, training of military and civilian personnel in select skills, and supporting other DOD, governmental/nongovernmental agencies, and multinational forces in theater. These activities must provide the same or expanded sustainment maintenance capabilities during contingency operations. In addition, TASMGs may provide BDAR and estimated cost of damage  assessments. TASMG  personnel and assets, when deployed, augment the theater aviation sustainment maintenance group.

## Army Aviation Support Facility

1-44. ARNG facilities provide aircraft storage, field maintenance, air operations planning and coordination, and unit training in CONUS. Most Army Aviation support facilities (AASFs) consist of hangars, armories, operations buildings, and associated administrative facilities. AASFs provide recovery support for units assigned within their state and assist transient aircraft with component failure occurring in the AASF vicinity.

## Continental United States Aircraft Recovery Support

1-45. AR 5-9 indicates activities designated with providing aircraft recovery assistance and services in CONUS (table 1-1).

| INSTALLATION                                                              | AREA OF RESPONSIBILITY                                                  |
|---------------------------------------------------------------------------|-------------------------------------------------------------------------|
| Fort Rucker, Alabama                                                      | Florida, Georgia, South Carolina, Tennessee, Alabama, and Mississippi   |
| North Carolina                                                            |                                                                         |
| Fort Bragg, North                                                         |                                                                         |
| Carolina                                                                  |                                                                         |
| Fort Bliss, Texas                                                         |                                                                         |
| New Mexico, Texas, and counties west of Crane, Crockett, Ector, and Val   |                                                                         |
| Verde                                                                     |                                                                         |
| Fort Hood, Texas                                                          |                                                                         |
| Louisiana, Oklahoma, Arizona, Texas, and counties east of Pecos, Terrell, |                                                                         |
| Ward, and Winkler                                                         |                                                                         |
| Fort Campbell, Kentucky                                                   | Kentucky, Ohio, Illinois, Wisconsin, and Michigan                       |
| Fort Eustis, Virginia                                                     | Virginia                                                                |
| Fort Riley, Kansas                                                        | Kansas, Missouri, Nebraska, Iowa, and Minnesota                         |
| Fort Carson, Colorado                                                     | Colorado, Utah, Idaho, Wyoming, Montana, North Dakota, and South Dakota |
| Fort Lewis, Washington                                                    | Washington and Oregon                                                   |
| California and Nevada                                                     |                                                                         |
| California Theater                                                        |                                                                         |
| Aviation Support                                                          |                                                                         |
| Maintenance Group                                                         |                                                                         |
| Connecticut, New Jersey, Rhode Island, Massachusetts, Vermont, New        |                                                                         |
| Hampshire, and Maine                                                      |                                                                         |
| Connecticut Theater                                                       |                                                                         |
| Aviation Support                                                          |                                                                         |
| Maintenance Group                                                         |                                                                         |
| Army Aviation Support                                                     |                                                                         |
| Facility                                                                  |                                                                         |
| Pennsylvania, West Virginia, Maryland, Delaware, and Annville,            |                                                                         |
| Pennsylvania                                                              |                                                                         |
| Arizona and Phoenix, Arizona                                              |                                                                         |
| Army Aviation Support                                                     |                                                                         |
| Facility                                                                  |                                                                         |
| Fort Drum, New York                                                       | New York                                                                |


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Both garrison and combat aircraft recovery place unique challenges on commanders.

This chapter focuses on general procedures used to develop, coordinate, and execute safe recovery and/or evacuation of aircraft for return to operational status.

## Section I - General Aircraft Recovery Considerations

2-1. Securing of the downed aircraft site must be considered in both garrison and combat operations.

Tactical situations may require delay of DART operations until the area is secure. In garrison, preserving the crash site for investigation takes precedence over aircraft recovery.

2-2. Aircraft may sustain varying degrees of aircraft damage during periods of intense combat. Aircraft must be assessed and repaired quickly to ensure maximum availability for future missions. A higher number of component failures can occur due to increased flying hours and higher stress levels in addition to ballistic damage.

## Triggering Conditions

2-3. The visual sighting of an aircraft going down or a report of an aircraft going down within the area of coverage are triggering conditions for a recovery operation. The PR trigger initiates the DART mission process. Missions normally proceed consecutively (figure 2-1).

2-4. The following circumstances may trigger planning for aircraft recovery operations:


Mission planning for any flight triggers contingency planning for immediate and/or delayed aircraft
recovery operations by the aviation unit. Planning is implemented if one of the aircraft taking part
in the operation goes down.

Recovery assets may be directed by higher headquarters to recover aircraft belonging to other units, services, or coalition forces. DART operations include contingency planning for these circumstances and considerations.

## Request For Assistance

2-5. The first step in the assessment process is providing the aviation brigade CP with key critical information. A request for assistance should include the following information.

## Critical Information

2-6. Critical information includes


Threat situation.

Aircraft location.

Friendly ground unit responsible for the terrain.

Site security and suitability (including existing weather conditions, for DART insertion).

Aircraft damage, to the extent possible for BDAR personnel, equipment, and parts requirements to
be estimated.

Personnel status, to determine their ability to assist in repairing damage (for example, injured
personnel are unable to provide assistance in repair actions).

Information provided by air traffic controllers.

## Minimum Information For In-Flight Emergencies

2-7. Minimum information includes


Aircraft identification and type.

Nature of emergency.

Pilot's desires.

Aircraft position (grid or latitude and longitude coordinates).

## Other Information

2-8. Depending on the aircraft communication's status and urgency of the emergency, the following items may be obtained from the pilot or aircraft operator:


Aircraft altitude, airspeed, and last known heading.

Fuel remaining in time.

Pilot reported weather.

Pilot capability for instrument flight, if required.

Time and place of last known position.

Navigation equipment capability and navigational aid signals received.

Visible landmarks.

Aircraft color.

Number of people onboard.

Point of departure and destination.

Emergency equipment on hand, and weapons and ammunitions available.

## Aircraft Recovery Operations

2-9. Aircraft recovery operations are placed into two separate categories: immediate or delayed.

Commanders must recognize and prepare for both types. METT-TC is the primary factor for mission analysis, which determines whether recovery is immediate or delayed (figure 2-1, page 2-1).

## Immediate Recovery

2-10. Immediate recovery is any recovery that can be conducted immediately by aircraft in the flight under the control of the air mission commander. Immediate recovery of aircraft is possible when aircraft at the scene of the forced landing can be assessed, fixed, and returned to service, or prepared for a one-time evacuation mission to a maintenance site in a minimal amount of time. The time required to repair the aircraft at the scene depends on the tactical situation and condition of aircraft, which may result in a delayed recovery operation. Aircraft designated as maintenance aircraft should be thoroughly integrated into all plans.

## Immediate Recovery

During an air assault, a UH-60 aircraft experiences a bird strike on the main rotor system. The aircrew departs the flight and lands the aircraft without incident. The PIC radios the air mission commander and advises him or her of the emergency. A maintenance test pilot (MTP) participating in the flight assesses and determines the aircraft was not damaged by the bird strike. The air mission commander directs the PC to rejoin the flight and continue the mission.

2-11. Immediate recovery is desirable, as friendly aircraft are usually in the area and enemy forces have probably not had the opportunity to react. The commander must consider certain factors when planning for immediate recovery, such as


Continuation of mission. Immediate recovery may take aircraft away from the primary mission. Commanders must consider mission intent and decide if it is feasible to take an aircraft away from an ongoing mission to conduct an immediate recovery. If the mission is an air assault, the aviation commander must consult with the air assault task force commander  before executing immediate recovery. The aviation commander may designate an aircraft, piloted by maintenance officers, to conduct the recovery if required.

Pickup aircraft. A commander may designate specific aircraft, crewed by maintenance personnel, to conduct immediate recovery. This responsibility may also fall on the nearest aircraft in support of the downed aircraft. The commander must specify and select the aircraft to be used for immediate recovery during the planning process. The selected crew must receive specific, detailed instruction on aircraft recovery execution.

Recovery aircraft location. The aircraft designated for immediate recovery should be part of the
mission and formation. The recovery aircraft should be positioned where it can best support the operation.

Airspace command and control. Separate airspace control measures may be developed to allow
immediate recovery aircraft to perform operations without interfering with the ongoing mission. Effective MC must be established to deconflict the immediate recovery aircraft and the ongoing
mission aircraft.

## Delayed Recovery

2-12. Delayed recovery is any recovery that cannot be conducted immediately by aircraft in the flight under the control of the air mission commander. Delayed recovery is necessary when


Utility or cargo aircraft are not available in the flight.

Enemy activity in the vicinity of the downed aircraft makes an immediate recovery too risky.

Immediate recovery cannot be executed without adversely affecting the mission; for example, an
air assault formation loaded with ground troops en route to the landing zone (LZ) has no dedicated
maintenance aircraft.

Location of the downed aircraft is not precisely known.

Damage to the aircraft is extensive rendering it non-flyable.

Location of the aircraft does not facilitate an aerial insertion/recovery.
2-13. This operation is planned as a separate operation and may involve JPRC assets. When planning separate PR or aircraft recovery missions, procedures for immediate and delayed PR DART should be included. For example, planning for a separate PR mission should include a contingency plan if an aircraft goes down while the PR mission is being conducted.

## Delayed Recovery

During an air assault, a UH-60 aircraft experiences a bird strike on the main rotor system. The aircrew departs the flight and lands the aircraft without incident. The PIC radios the air mission commander and advises him or her of the emergency. A MTP participating in the flight assesses the aircraft and cannot determine if the damage is within specified tolerances. The air mission commander notifies the CAB CP and requests DART support. The DART responds; and upon arrival, the assessor/technical inspector (TI) determines the blade damage is within tolerance and releases the aircraft for flight. The air mission commander directs the PIC to return to base.

## Missions Defined

2-14. Aircraft recovery missions include the assessment, repair, and retrieval, if possible, of aircraft forced down due to component malfunction, accident, or combat-related damage that prevents the continued safe flight or operation of the aircraft.

## Aircraft Recovery

2-15. The aircraft recovery mission extracts an aircraft from a downed location to a safe area using recovery kits, a trained recovery team, and recovery aircraft or tactical vehicles. BDAR-trained repair personnel can augment a DART using BDAR procedures to expedite self-recovery and safe return of aircraft and personnel.

Furthermore, they prevent enemy retrieval of the aircraft retaining control for future use and eventual reintegration into the battle. DART should recover the airframe if


The tactical situation allows for recovery.

The aircraft is worth recovering.

The aircraft can be recovered successfully.

## Downed Aircraft Recovery Team

2-16. DARTs perform the following functions:


Assessing repair requirements.

Repairing aircraft, or preparing it for a one-time evacuation mission.

Recommending recovery by aerial or ground means.

Rigging aircraft for recovery.

Serving as ground crew for helicopter lift.

Serving as crew to secure the load aboard a vehicle.
2-17. Typically, there are two types of DART operations: deliberate and hasty.

Deliberate DART:

Performs standby in a predetermined location until the mission is complete.

Participates in the air mission brief.

Assembles all organic and attached personnel at the stand-by location.

Preloads all ground recovery assets.

Prepositions all aerial recovery assets for rapid loading.

Ensures PCCs/PCIs are complete.

DART OIC/NCOIC positioned at the controlling CP or appropriate supporting CP.

Hasty DART:

Continues normal duties until notified of a requirement, then executes a predetermined recall time line.

Upon notification, assembles all organic and attached personnel at the standby location.

Upon notification, loads all air or ground recovery assets as required.

Conducts PCCs/PCIs.

DART OIC/NCOIC remains in contact per the unit SOP to ensure rapid response.
2-18. If the aircraft is unrecoverable, the DART

Determines parts, subsystems, or components for cannibalization and removes them.

Destroys, or takes part in the destruction of, a disabled aircraft to be abandoned.

Performs salvage recovery to sterilize the area and removes the aircraft in part, or in total, for
investigation or disposal.

## Downed Aircraft Recovery Team Composition

2-19. The following defines DART requirements and procedures. DART discussion relates to both the AMC/AMT and ASC levels. AMC/AMT DART should focus their efforts on BDAR and self-recovery while the ASC should focus on dedicated recovery operations.

2-20. The DART is initially formed from aviation brigade assets. It is generally comprised of preselected ASC and/or AMC/AMT personnel trained in BDAR and aircraft recovery tactics, techniques, and procedures.

DART members normally include an OIC and/or an NCOIC, an MTP, a mission design series (MDS)-
specific TI and assessor, and a trained repair, rigging, and movement team. One of the riggers must be a qualified rigging inspector able to certify each load. This team member does not perform rigging tasks. Airground integration and the tactical situation dictate leadership and composition of the team. Additional team members can include ASC and AMC/AMT airframe and component repair personnel based on the aircraft status, as well as a radio operator and security force based on the tactical situation.

2-21. Upon arrival at the downed aircraft, the DART completes the assessment and recommends a course of action based on the condition of the aircraft and the tactical situation. DART members may be authorized to utilize BDAR criteria to expedite the return of the aircraft to the fight by enabling a self-recovery, or perform a dedicated recovery of the aircraft, by ground or air, to a maintenance area for repairs.

2-22. These teams may respond to the recovery of an aircraft from within the unit, a supported or adjacent unit, or any aircraft disabled within sector. Normally, these teams are transported with their equipment by air to the scene of the disabled aircraft. They are extracted by air upon mission completion.

## Battle Damage Assessment And Repair

2-23. Combat operations make expediting normal maintenance procedures imperative. In such cases, the unit commander may authorize use of BDAR procedures. BDAR is used to rapidly return disabled equipment to the operational commander by the field-expedient repair of components. It may be used to facilitate a DART mission, or to repair a damaged or failing system identified by aircrews or maintenance personnel during inspections or operation. BDAR restores the minimum essential capabilities necessary to support a specific combat mission, or to enable equipment self-recovery. It is accomplished by bypassing components or safety devices, fabricating repair parts, modifying standard maintenance procedures, and using substitute fluids, materials, or components. Depending on the repairs required and amount of time available, repairs may not return the aircraft to a fully mission-capable status. Operators/crew chiefs, aircraft maintenance personnel teams, maintenance support teams, contact maintenance repair teams, or trained recovery teams may perform BDAR.

2-24. Battle-damaged aircraft are inspected, assessed, and classified by a damage assessor using a method similar to the medical concept of "triage" (deferment, repairable, and non-repairable). The assessment determines if the aircraft


Can be readily returned to the fight.

Can self-recover with BDAR maintenance.

Needs a dedicated recovery by either ground or aerial method.

Should be sanitized, cannibalized, and destroyed.
2-25. Following assessment, some aircraft are returned to service immediately through deferment. More seriously damaged aircraft are repaired using approved BDAR techniques.

2-26. BDAR personnel are typically AMC/AMT Soldiers (normally 15-series MOS). These personnel may serve as integral participants in the DART mission and are chosen depending on requirements. The actual composition of BDAR personnel and equipment depends on the type and extent of maintenance work required of the damaged aircraft.

2-27. BDAR manuals contain aircraft damage assessment criteria and modified repair procedures. These manuals are formally processed and validated publications for use in combat environments, as authorized by the unit commander. Each aircraft type has its own BDAR manual providing information such as


Combat damage inspection and assessment techniques.

Combat area maintenance serviceability and deferability criteria.

Cannibalization techniques that permit quick, efficient removal of critical components and structures from unrepairable and unrecoverable aircraft.
2-28. BDAR procedures differ with the various MDS. The following TMs indicate procedures applied to each airframe:


TM 1-1520-237-BD  (UH-60A/L/M).

TM 1-1520-240-BD  (CH-47D).

TM 1-1520-251-BD  (AH-64A/D).

TM 55-1520-228-BD (OH-58 A/C).

## Recovery Kits (Downed Aircraft Recovery Team)

2-29. DARTs use UMARKs for aerial and ground aircraft recoveries. With UMARK tools and materials, team members can make quick combat extractions of downed aircraft. Recovery kits are transported by helicopter internally or externally (slingload) and are manportable.

## Combat Repair Kits (Battle Damage Assessment And Repair Kit)

2-30. BDAR personnel use specially-designed combat repair kits for repairing major aircraft systems. The tools and materials found in these kits permit quick, temporary combat-damage repairs. Kits are man-portable
(suitcase-sized). Furthermore, mission and environmental considerations determine additional materials and equipment required not included in these prepackaged kits.

## Preparation

2-31. Preparation generally occurs in two phases: predeployment preparation and individual mission phases.

Both phases include PCCs and PCIs. The predeployment preparation phase should be integrated into the unit's pre-accident plan and includes addressing the items in the following paragraphs. Preparation for each individual mission phase should include PCCs/PCIs from the predeployment preparation phase with the addition of mission-specific variables.

## Downed Aircraft Recovery Team Precombat Checks And Inspection

2-32. DART PCCs/PCIs include, but are not limited to


Personnel qualified/trained/rehearsed.

Inventoried/inspected UMARKs.

Security teams.

Weapons/ammunition.

Explosive ordnance disposal support.

Communications equipment/communications plan with ground unit responsible for terrain.

Aircraft weight estimates for downed aircraft.

Battle graphics on maps.

Safety procedures for armed downed aircraft.

Drop-off areas for recovered aircraft identified.

Sustainment equipment and supplies.

## Battle Damage Assessment And Repair Precombat Checks And Inspection

2-33. BDAR PCCs/PCIs include but are not limited to


Personnel management. Considerations include

The number of personnel and skill level by MOS required.

Personnel qualified/trained/rehearsed.

Identifying critically short MOSs.

Appropriate logistics assistant representative support for difficult maintenance decisions and
letters of exception (if required).

Expendable and consumable supplies availability; ensure adequate quantities remain on hand.

BDAR and other kits.

Equipment.

Tool boxes inventoried and complete.

Special tools and test equipment within calibration.

Commonly required parts (chip detectors, filters, packing).

## Risk Management

2-34. RM is a vital instrument employed during each phase of the operation. It is the Army's primary decision making process for identifying hazards and controlling risks across the entire spectrum of Army missions, functions, operations, and activities. During planning, commanders, leaders, and individuals identify potential hazards and assess their likely impact. Steps 1 and 2 of RMidentifying and assessing hazardsprovide a structure to enhance situational understanding and support developing sound courses of action and plans. Planners can state how forces accomplish a mission within a predetermined level of risk.

Making optimal use of planning time is essential for effective RM. The more thorough the planning, the more contingencies can be ready for implementation. The RM process is incorporated into all recovery operations.

For more RM information, refer to ATP 5-19.

## Environmental Considerations

2-35. This sections identifies environmental issues and compliance requirements commanders and leaders must be familiar with and adhere to in order to be successful on the battlefield.

## Environmental Protection

2-36. Fuel, oil, and other mechanical fluids spilled on the ground during recovery operations can damage the environment. As with many recovery considerations, the level of environmental protection is mission dependent. During periods of heightened conflict, simple procedures can help to preserve and protect the environment. All practical efforts should be made to avoid environmental contamination. Spills of more than one gallon should be reported through the chain of command to the unit's logistical element, such as the battalion logistics staff officer (S-4). Local policy or state laws may require spills of even lesser amounts be reported.

## Operational Considerations

2-37. Climate extremes must be considered in recovery operations to include

Extreme cold or hot weather conditions. These conditions pose a threat to successful mission completion if Soldiers are not acclimated properly. When operating in these conditions, rigging normally takes longer.

Dusty environments reduce visibility and impair normal breathing.

Night operations reduce visibility and require artificial lighting.

## Contaminated Environmental Considerations

2-38. Aircraft recovery teams must be trained in chemical, biological, radiological, and nuclear (CBRN)
defense procedures, monitoring, and detection techniques. Teams should have additional decontamination equipment, decontaminating agents, and protective clothing. Contaminated recovery equipment could spread an agent along the evacuation route posing a hazard to uncontaminated units and equipment. Commanders must keep in mind that any equipment used to recover contaminated equipment will also be contaminated. If recovery of equipment is not possible, personnel should keep BDAR to a minimum, recover to a decontamination area, and finish the BDAR or recovery task. Contaminated equipment must not be evacuated to uncontaminated areas until fully decontaminated.

## Biohazards

2-39. During recovery operations, caution must be taken with respect to human remains and non-CBRN
pathogens. Recovery personnel should receive training from medical and mortuary affairs experts in the proper procedures and protective measures when collecting and handling these hazards. Ensure adequate protective equipment including gloves, masks, coveralls, and specialized containers are available and utilized.

## Section Ii - Mission-Specific Considerations

2-40. Commanders and leaders must balance mission requirements while continuously assessing a unit's aircraft recovery posture. The critical link between maintenance and readiness cannot be emphasized enough.

## Battle Damage Assessment And Repair Training Program

2-41. AR 750-1 requires maintenance unit commanders, including ASC, AMC/AMT commanders, to conduct nondestructive peacetime BDAR training to simulate combat conditions as closely as possible.

Soldiers must become familiar with BDAR repair kit components. Each maintainer should know how to perform battle damage assessment  for assigned MDS and MOS skill sets.

2-42. Maintenance standards are based on TMs and preventive maintenance checks and services (PMCS).

Commanders can direct the employment of BDAR for normal maintenance failures to evaluate training or validate new procedures. Maintenance unit commanders should develop sustainment training in which aircraft maintainers and crew chiefs conduct BDAR, when applicable. BDAR-required skills are found in individual and collective training tasks. Maintenance unit commanders and leaders should be aware of which MOSs require knowledge of BDAR. Company and battalion unit task lists, especially in the AMC/AMT and ASC, require BDAR training.

## Downed Aircraft Recovery Team Training Program

2-43. Training is essential to successful completion of the DART operation. UMARK familiarity reduces the time required to complete a DART operation. Training should be conducted utilizing every available opportunity. Garrison recoveries may be enhanced by simulating combat conditions with safety measures applied. Simulated conditions are as follows:


Performing security operations.

Placing time constraints on rigging procedures to simulate enemy threat.

CBRN simulations using mission-oriented protective posture (MOPP).

Route planning with simulated threat.

## Rehearsals

2-44. Rehearsals (figure 2-2, page 2-10) are conducted to enhance proficiency and address last-minute details or any unforeseen adjustments. Rehearsals should be conducted for DART assembly, onsite security operations, aircraft assessment, aircraft repair (BDAR), rigging procedures, and loading and unloading of the aircraft.

## Battle Damage Assessment

2-45. The assessor on the scene performs an evaluation of the aircraft and determines if BDAR principles may be applied or a recovery operation is required. The assessor transmits a report covering the following items:


Aircraft condition (table 2-1).

Aircraft location.

Eight-to ten-digit grid (artillery destruction mission).

Brief description of remaining components identified for cannibalization.
CAT I
The aircraft is reparable. The aircraft can be repaired onsite by bringing resources to it depending on the tactical situation. (In other words, there is inadequate time to perform repairs before the amount of support [tactical] exceeds what is available and on hand.)

CAT II
The aircraft is recoverable and still has intrinsic value. For example, assume during landing that an aircraft lost all hydraulic fluid. The crew managed to shut down engines, but the landing was a little hard. No sudden stoppages were involved. In this instance, both engines, as well as the gear boxes, transmission, and drive shaft, are in good working order. Weapon systems subcomponents are also in working order. All these items are recoverable. The fuselage sustained only minor damage on landing. The entire airframe is an asset and a prime candidate for aerial recovery.
CAT III
The aircraft is destroyed. The aircraft is assessed as destroyed and crews have been recovered.
CAT-category

## Aircraft Disposition

2-46. The disposition of the aircraft is determined by the degree of damage sustained. The assessment determines if the aircraft is


Repaired and flown from the site.

Rigged and recovered by aerial or ground applications.

Destroyed.

Salvaged for future investigation or disposal.

## Destruction Of Aircraft

2-47. The DART must request disposition of unrecoverable aircraft and equipment from the chain of command up to the approval authority. The team may cannibalize useable aircraft components and equipment. Other responsibilities include


Preparation of aircraft and equipment for destruction according to TM 750-244-1-5, the TACSOP,
unit maintenance and aircraft recovery SOP, and battalion and brigade commander's guidance.

Destruction of aircraft on order from the appropriate authority or designated representative.

Employment of safety procedures during aircraft destruction operations as briefed by the DART
OIC and according to the TACSOP,  the unit maintenance (safety annex) SOP, and the aircraft
recovery operations SOP.

Employment of environmental stewardship procedures during aircraft destruction operations according to the TACSOP, the unit maintenance (HAZMAT annex) SOP, and the aircraft recovery
operations SOP.

## Sanitization

2-48. Sanitization prevents the compromise of aircraft systems and critical information in the aircraft or in the possession of crewmembers and passengers. This requires clearing of the downed aircraft site of all sensitive or significant equipment and documents. Sanitization must be completed prior to abandonment of an airframe. If onsite sanitization is not possible, destruction of the aircraft by extended-range fire support systems should be considered as part of the abandonment process.

2-49. The DART OIC/NCOIC should address the following actions


Identify and mitigate immediate dangers (for example, fire, armament, fuel leakage, HAZMAT,
and electrical sparks).

Safe weapons and external stores.

Disarm and safe all crew-served and/or gunner weapons on the aircraft.

Remove or zeroize all aircraft survivability, communications, and navigation equipment.

Remove all maps, kneeboards, strip maps, and documentation from the aircraft and surrounding
area.
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## Chapter 3 Procedures

This chapter covers recovery alternatives and the rigging considerations used when performing recovery of disabled aircraft. Unfortunately, not all downed aircraft are able to self-recover or are in a condition to enable UMARK-assisted dedicated recovery. Critical attachment points and/or the airframe itself may not be structurally sound. Therefore, fabrication of equipment may be required to utilize UMARK for an aircraft recovery. This operation enables the return of aircraft for logistical considerations or to complete extensive repairs.

## Section I - Recovery Alternatives

3-1. The assessor recommends to the commander which recovery method to use. Numerous considerations are taken into account when making this determination to include enemy situation, the unit's mission status, and the location and condition of the aircraft. For example


An aircraft received small arms fire that severed a hydraulic line and the pilot was able to make a
controlled landing in a friendly area. The DART assessed the aircraft as able to be quickly repaired using a BDAR kit, allowing the aircraft to self-recover or rejoin the air mission.

An aircraft's rotor blades struck trees as it was descending into a battle position. The aircraft landed hard but upright near the top of a steep ridge. The DART assessed the aircraft for a dedicated aerial recovery due to the extent of damage and the inability of a transport vehicle to access the site.

An aircraft received rocket-propelled grenade and small arms fire as it flew over a city. One engine
and the vertical fin were severely damaged but the pilot was able to land the aircraft in a field on the edge of a town near an infantry company's location. The DART assessed the aircraft for a
dedicated ground recovery due to the extent of damage, site security, and the ability of a transport
vehicle to access the site.
3-2. When performing a recovery, the structural soundness of the aircraft must be evaluated and a dedicated recovery may require strengthening before extraction. This examination assists in determining the effects of removed/damaged components upon structural integrity. If necessary, components should be removed to relieve structural stress.

## Self-Recovery

3-3. Self-recovery is the preferred method for recovering an aircraft. It may involve dispatching the DART
to the aircraft site with the needed repair parts, equipment, and materials identified by the initial aircrew assessment. The DART makes necessary repairs (standard or BDAR) to enable the aircraft to continue the mission, or return to a maintenance collection point or nearest maintenance facility for additional inspections and maintenance. Normally, the risk to aircrews, DART, and security personnel is decreased by the shorter duration of a self-recovery and the aircraft is quickly returned to service.

## Dedicated Recovery (Aerial)

3-4. Aerial recovery involves attaching the aircraft to suitable airlift recovery equipment, connecting it to the lifting helicopter, and flying it to the maintenance collection point or maintenance facility. All downed aircraft must be rigged according to applicable TMs. Planning for this type of recovery entails thorough analysis of the recovery site and the associated threat due to relatively slow air movement over a battlefield. Medium-lift helicopters are required for heavier-type aircraft aerial recoveries.

3-5. High altitude considerations are a vital part of planning. The power required versus power available is reduced significantly with high altitude operations. Soldier performance is also degraded without acclimation to this environment.

## Advantages

3-6. Aerial recovery reduces the time that recovery assets are engaged and exposed to the battlefield. Route reconnaissance and security escort requirements are considerably less intense than during surface recovery. In addition, the need for aircraft disassembly is greatly reduced. Recovery site accessibility requirements are not as rigid; however, the distance from which recovery assets may be obtained is greater.

## Disadvantages

3-7. The possibility exists for complete loss of aircraft through failure of recovery equipment. Although exposure time is less, the distance from which recovery activities are detectable is greater. Loss of recovery assets through enemy action is more severe, effectively degrading total force fighting capabilities. This is due to the multi-use value and relative low density of airlift helicopters, particularly medium-lift helicopters, compared to ground recovery vehicles.

## Hazards

3-8. All trash should be removed before the recovery helicopter arrives. Small pieces of the disabled aircraft, small tree limbs and roots, and loose recovery equipment can all become airborne, endangering the recovery helicopter and ground crew.

## Visibility

3-9. Recovery helicopter pilots must be aware of conditions that might restrict visibility such as dust or snow. This information enables rapid climb out planning if visibility deteriorates to a point where ground reference is lost. A variety of dust control agents exists; however, natural turf is considered the best control measure. Efforts should be made to preserve the natural turf cover while working in the pickup area. Note in figure 3-1, page 3-3, how blowing dust degrades visibility at the pickup site.

## Radio Communication

3-10. The recovery helicopter does not normally proceed to the recovery site until the ground crew communicates that the disabled aircraft is rigged and ready for hookup. This precludes endangering the recovery helicopter for a longer period than necessary and minimizes flight time. The ground crew should also include a radio operator collocated with the signalman. This individual should be in direct contact with the recovery aircraft to advise the aircrew on the status of the aircraft extraction.

## Dedicated Recovery (Ground)

3-11. Rigging aircraft for ground recovery is essentially the same as for aerial recovery (figure 3-2, page 3-
4). The major difference is that the device used to perform the lift is a crane, team of cranes, or similarly capable pieces of equipment, instead of a helicopter. Any disassembly of the aircraft required due to road obstaclesor size of the transport vehicleis performed using procedures outlined in the appropriate aircraft TM. Procedures outlined in the appropriate aircraft shipping manual are used to prepare any devices (cradles, shipping skids) required for loading the aircraft onto the transport vehicle. Personnel observe the same basic safety procedures (disarming, disconnecting batteries) as during aerial recovery.

3-12. An aircraft may have severe crash damage; that is, major portions of the aircraft such as the engine, transmission, and rotor system were torn from the aircraft. If so, rigging procedures may require modification to recover the aircraft. In this situation, ground personnel determine the method used to lift the aircraft. Primary concerns are to minimize further aircraft damage and ensure ground crew safety.

## Advantages

3-13. Surface recovery restricts the enemy's ability to detect movement of recovery assets to an area relatively close to movement routes. It can be used when weather conditions prohibit flight. In addition, the threat of total loss of the aircraft during transport due to recovery equipment malfunction is low.

## Disadvantages

3-14. Surface recovery may tie up route security assets needed elsewhere. The time needed for surface recovery is much greater than that required for aerial recovery. Recovery personnel and equipment assets are unavailable for longer periods during surface recovery. This high exposure time on the battlefield with slowmoving equipment increases the threat.

3-15. In addition, a significant amount of aircraft disassembly or modification is often required to adapt the aircraft to surface travel; for example, shortening height dimensions to accommodate overhead road clearances or the fabrication of extensions for trailers because the aircraft wheelbase is too wide. Ground routes must be accessible, and meticulous reconnaissance of the route is required. Loading procedures and travel on rough terrain can further damage the aircraft.

## Ground Recovery Procedures

3-16. Ground recovery and evacuation use ground equipment and wheeled vehicles to move disabled aircraft to a maintenance collection point or maintenance facility. When planning a surface recovery


Evaluate the aircraft.

Determine the equipment and transportation requirements needed for recovery.

Perform a thorough reconnaissance and evaluate available ground routes to and from the recovery site.

## Salvage Recovery

3-17. A salvage recovery occurs when the aircraft is damaged beyond the ability to utilize the UMARK and effect ground or aerial recovery. The chain of command may direct salvage recovery operations to facilitate an investigation, sterilize the battlefield, or for other reasons necessitating the complete recovery of a severely damaged airframe. In these situations, the use of flat racks, military demountable containers, and rough terrain forklifts may significantly reduce the time required to consolidate and transport the various components of a severely damaged aircraft (figure 3-3, page 3-5).

## Maintenance Evacuation

3-18. Maintenance evacuation, a preplanned operation, is performed by preparing the aircraft for a one-time evacuation mission to the unit's maintenance support facility or movement by aerial or ground means. Maintenance evacuations between maintenance units are coordinated between the commanders of the units involved; they are assisted in some cases by the staff maintenance officer arranging supporting equipment assets.

3-19. Evacuation of groups of aircraft is often driven by unit relocations on the battlefield or reconstitution of aviation units. These evacuations would likely be controlled by the aviation brigade staff maintenance officer/S-4 in coordination with division and corps staff. Coordination and tasking of division and corps assets may also be necessary.

3-20. Non-flyable aircraft may be transported between maintenance facilities or moved due to relocation of the maintenance facility. When this occurs, the aircraft is prepared and loaded for ground transport as specified in the applicable shipping manual. Procedures outlined in shipping manuals are used when shipping flyable aircraft over extended distances. The same procedures are effective for moving aircraft that are intact but not flyable due to maintenance. Use of these procedures minimizes the possibility of aircraft damage that may occur as a result of movement. Sling loading is an option in this situation; however, the potential damage occurring to the transported aircraft is much greater than with ground transport. The availability of transportation assets and the urgency of the situation are factors in determining the method of movement.

## Section Ii - Rigging Considerations

3-21. This section states the overarching concept of rigging, document requirements, and safety considerations.

## Unit Maintenance Aerial Recovery Kit

3-22. The UMARK is a system of slings, tie-downs, stabilizing equipment, and interconnecting hardware that can be assembled in multiple configurations to affect the safe aerial recovery of damaged helicopters.

Helicopter damage may include, but is not limited to


The destruction of the main rotor head.

The main rotor shaft or mast bent, broken, or loose in the transmission.

The main transmission case cracked, broken, loose, or separated from the airframe.

Damage to the tail boom to such an extent that it is not suitable as a lifting point.

Bending or buckling of the airframe so as to create aerodynamic instabilities that could result in additional damage during the recovery flight.

Engine(s) severely damaged or separated from the airframe.
3-23. UMARK is designed to allow three ground personnel to rig a disabled helicopter for aerial recovery in minimal time depending on team proficiency and the condition of the disabled aircraft. An exception to this time frame would be the aerial recovery of a CH-47 helicopter, which requires the installation of components from two UMARK kits. Disabled or damaged helicopters may or may not require stripping of components, defueling or disarming, or need additional maintenance actions performed prior to aerial recovery.

3-24. Personnel wearing combat, MOPP-4, or cold weather protective gear can install the UMARK under all environmental conditions, day or night (using artificial illumination or night vision equipment). The UMARK can be transported internally by a UH-60, CH-47 helicopter, or larger utility/cargo aircraft, or on the ground by the high-mobility multipurpose vehicle and larger vehicles.

## Maintenance And Forms/Records

3-25. Preventative maintenance and inspections must be performed to ensure the UMARK kit components are in serviceable condition. Detailed preventative maintenance checks are outlined in TM 1-1670-260-
12&P.

3-26. Each UMARK kit contains a usage log that shall be annotated after each usage. The maintenance forms and records which are required by personnel who perform the inspections and maintenance functions prescribed in this manual are those prescribed by DA PAM 738-751.

3-27. Do not use the kit if the usage log indicates lifts in excess of 20 aerial lifts, 16 cumulative flight hours or 100 static lifts (crane/hoist). Upon reaching any of the above restrictions, contact the Aviation Ground Support Equipment Office (SFAE-AVAS-AG) at Aviation and Missile Command and turn in UMARK kit for post field analysis (TM 1-1670-260-12&P).

3-28. TM 4-48.09 provides basic procedures for rigging, hooking up loads, and safety procedures.

## After-Use Inspections And Packing

3-29. After a completed recovery mission, UMARK equipment must be returned to a ready for issue condition. All recovery equipment should be dried, cleaned, inspected, and replaced in the UMARK container. Any damaged components must be replaced.

## Safety Considerations

3-30. Safety is the first consideration in the recovery of aircraft. Soldiers should be briefed on safety requirements and HAZMAT considerations prior to each mission. Safety equipment is available to minimize the risks associated with rigging and lifting damaged aircraft. The following paragraphs describe some of the safety equipment used while performing these missions.

3-31. Ground crewmembers involved in helicopter aerial recovery operations are exposed to the hazards of helicopter noise, rotor downwash creating blowing debris, and static electricity. Therefore, they should wear eye protection, hearing protection, and gloves when performing their duties. Depending on the mission, they may need additional personnel protective equipment.

3-32. In flight, a helicopter generates and stores a charge of static electricity. This static electricity is discharged to the ground when the helicopter lands. While the helicopter is in flight, however, this charge remains stored unless a path is provided to channel it to the ground. A ground crewmember provides this path by contacting the helicopter cargo hook when it is positioned over a cargo hookup point. Although this charge may not cause an electrical burn, it can cause a muscular reaction (cramps or spasms), which may result in a fall if the individual is on unsure footing.

3-33. To prevent static electricity shock, the ground crewmember uses either a reach pendant which provides the hookup person with insulation while connecting the sling assembly to the aircraft, or a discharge wand to discharge the static electricity to ground. For added protection, the ground crewmember should also wear 5,000-volt shock-proof gloves, if available, when using the wand.

3-34. The wand consists of an insulated plastic tube with a metal hook on one end with a wire attached leading to a ground rod. The entire length of wire must be insulated to prevent severe shock. In use, the ground rod is driven into the earth, and a ground crewmember holds the wand. As the helicopter hovers over the load, the assistant hookup man holds the wand against the cargo hook; this grounds the stored electrical charge. Meanwhile, the hookup man places the clevis on the hook.

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## Appendix A Aviation Brigade Aircraft Recovery Procedures

This appendix provides guidance and coordination for procedures regarding aircraft recovery within the aviation brigade's operations area. Specifically, the intent is to standardize aircrew and aircraft recovery methods within the brigade operations area.

## Contingency Plan

A-1. A contingency plan is executed in the event of a downed aircraft which may result in isolated personnel.

Procedures and considerations remain very similar if the downed aircraft is the result of enemy action, controlled flight into terrain, or maintenance problems. Deliberate PR in the brigade operations area falls under the purview of the PRCC. This plan affects immediate aircrew recovery (hasty extraction) before, or in lieu of, deliberate PR (planned/executed by PR specialists). Downed aircraft recovery is the responsibility of the aviation brigade within its operations area. For a DART procedural flow, see figure A-1, page A-2.

The intent is to focus aviation brigade and brigade combat team forces to maximize the potential recovery of both personnel and aircraft as soon as possible following an aircraft incident. Aviation brigade forces conduct a battle handover with coordination center elements if a rescue proves impractical prior to the coordination center's response.

## Phase I-Notification

A-2. This phase begins at the incident and ends upon notification of the aviation brigade headquarters of an incident involving a downed aircraft and/or isolated persons. Immediate PR can occur during this phase.

Isolated persons are defined as United States military, DOD civilian, and/or DOD contractor personnel (and others designated by the President or Secretary of Defense) separated from their unit while participating in a United States-sponsored military activity or mission in a situation where they must survive, evade, resist, or escape. Notification of the incident comes, most likely, from the wingman of a downed aircraft. It can also come from coalition ground forces, host-nation military, or police elements. At this time, the senior person on scene with the ability to best command and control the situation becomes the on-scene commander.

A-3. Upon notification of a downed aircraft, commanders must immediately send a quick reaction force
(QRF) to the aircraft location to secure the area, assist downed aircrew/passengers, provide medical support, and conduct an initial evaluation of the aircraft condition. The minimum personnel within the QRF should be the ground security element and at least one member of the DART. This ensures protection of the crash/accident site and an accurate determination of the required follow-on actions by medical personnel, DART, maintenance, and/or ground forces.

A-4. The information reported is instrumental in planning the personnel and aircraft recovery. In most cases, the wingman (table A-1) is in the best position to report, command and control the scene, execute immediate aircrew recovery, and develop the situation for follow-on operations.

## Aviate

1. Determine enemy activity and note positions. 2. Determine injuries. 3. Secure the scene. 4. Neutralize threats detrimental to PR/DART. 5. Assess possibility of self-extraction. 6. Execute as appropriate.

## Navigate

1. Check all assets on station time, ordnance, and other relevant factors.
2. Attempt to locate via electronic means (survival radio, GPS, and/or chart position transmitted over
radio by survivor, direction finding).
3. Determine signal devices. 4. Report general terrain description. 5. Locate isolated personnel position within one nautical mile. 6. Determine ingress and egress routes.

## Communicate

1. Prioritize communication based on METT-TC (brigade combat team, combat aviation brigade,
theater aviation brigade, close air support], or sheriff).
2. Report to the appropriate ground HQ, as well as AVN HQs:
a. Number and condition of isolated personnel. b. Terrain, ingress and egress routes, and isolated personnel signal devices. c. Isolated personnel location (grid or distance from known landmark).
d. Elevation of recovery area. e. Wind speed and direction. f. Known or suspected enemy activity. g. Emergency safe landing area. h. Condition of downed aircraft.
i. Cause of aircraft incident (If known).
3. Direct isolated personnel to:
a. Authenticate as necessary. b. Prepare signaling devices for use and/or ignition, but use only as prebriefed or when directed by
authenticated rescue forces.
c. Call threatening enemy positions. d. Vector security force, if necessary. e. Approach the helicopter only when directed by the recovery force and follow their instructions.

AVN-aviation DART-downed aircraft recovery team
GPS-global positioning system
HQ-headquarters METT-TC-mission, enemy, terrain and weather, troops
and support, time available, and civil considerations
PR-personnel recovery

A-5. Key tasks in this phase are as follows:


Securing the site.

Executing an immediate aircrew recovery by whatever means available.

Gathering and reporting information in an accurate and timely manner to ground elements and
aviation brigade headquarters.
A-6. Units, on the scene, carefully monitor the enemy situation, terrain, and environmental factors while providing observation; security; and command, control, and intelligence. If, during this phase, a recovery of personnel is affected by either a friendly aircraft or ground forces, units continue to provide security of the site until handoff to ground forces or the aviation brigade DART. This is based on analysis of medical condition of recovered personnel as well as the overall security situation.

## Phase Ii-Alert/Launch

A-7. This phase begins upon notification to the aviation brigade of an incident involving isolated persons or downed aircraft. It includes actions at aviation brigade headquarters and ends with the launch of aviation brigade elements to execute PR. During this phase, aviation brigade elements plan simultaneously for PR and DART operations. PR is the main effort. Upon notification, the brigade operations staff officer (S-3)
retains initial MC responsibility and delegates duties and MC as necessary to the appropriate elements.

A-8. Operations carried over from the notification phase can include, but are not limited to, direct coordination with maneuver forces on the ground, security of the site, attempts to affect aircrew recovery, and development of the situation/troubleshooting. During this phase, while executing the current CP battle drill, the battle captain ensures all entities within the CP remain engaged to develop the situation, gather information, and make recommendations to the commander.

A-9. Aviation brigade PR elements should include, but are not limited to the following:


An attack/cavalry security element.

An airborne MC element.

An assault element.

An air inserted dedicated ground security element, to affect the actual linkup and recovery.
A-10. Aviation brigade DART elements should include, but are not limited to the following:


An attack/cavalry security element.

An airborne MC element.

An assault element.

A trained safety officer or shoot-down investigator.

Appropriate medical personnel.

An air-inserted, DART/assessment element to affect the actual linkup and recovery.
A-11. Key tasks in this phase are as follows:


Accurately recording all information from the on-scene commander.

Attempting verification of on-scene commander  information by additional means.

Rapid mission analysis and notification of brigade chain of command and all subordinate units
playing a role in the recovery operation.

Reporting to higher headquarters.

Launching aviation elements in support of recovery efforts by appropriate launch authority.

The general sequence of events are as follows:

The battle captain immediately notifies the maneuver unit owning the operational environment. The captain may also divert aviation brigade units already in the vicinity.

Tactical operations  requests Air Force X-close air support (airborne) and/or G-close air
support  (ground alert).

The battle captain ensures the medical evacuation (MEDEVAC) unit covering the AO is
notified of the event and passes GTA 08-01-004 (MEDEVAC Request Message) as
necessary.

The battle captain calls necessary planners to brigade HQs (table A-2).

| PR                                 | DART              |
|------------------------------------|-------------------|
| Attack (security)                  | Attack (security) |
| Assault (lift)                     | Assault (lift)    |
| General support aviation           |                   |
| battalion (A2C2S)                  |                   |
| General support aviation battalion |                   |
| (CH)                               |                   |
| Security element                   | ASB commander     |
| ASC commander                      |                   |
| Affected unit AMC/AMT              |                   |
| commander                          |                   |
| Security element                   |                   |
| A2C2S-Army airborne command        |                   |
| and control system                 |                   |
| AMC-aviation maintenance           |                   |
| company                            |                   |
| AMT-aviation maintenance troop     |                   |
|                                    |                   |
| ASB-aviation support battalion     |                   |
| ASC-aviation support company       |                   |
| CH-cargo helicopter                |                   |
| DART-downed aircraft recovery team |                   |
| PR-personnel recovery              |                   |
|                                    |                   |


The brigade intelligence staff officer (S-2) assesses the enemy situation in the area.

The S-2 develops the "enemy most likely" and "most dangerous" courses of action.

The S-2 gathers available isolated personnel report data for handover to recovery forces.

The air defense and airspace management  immediately requests appropriate airspace control measures.

The air defense and airspace management  cell coordinates and deconflicts UAS coverage of scene.

The brigade fire support cell requests no-fire areas to facilitate the recovery.

The brigade communications-electronics staff officer initiates nonsecure internet protocol router
blackout as necessary.

The automatic surface observing system element provides pertinent weather data affecting the
recovery.

The subordinate units possessing the capability to contribute to a recovery effort receive notification, an intelligence assessment, mission, and launch time.
A-12. This phase ends when aircrew recovery elements launch.

## Phase Iii-Personnel Recovery

A-13. This phase begins at launch and ends when the recovery mission is completed or terminated. If the PR
operation is a result of a downed aircraft, this phase ends when the secured scene is turned over to DART
elements.

A-14. Key tasks for this phase are as follows:


Maintaining communications with the aviation brigade headquarters and on-scene commander
during the en route portion thorough battle handover to, or integration of, the recovery element by the on-scene commander.

Accurate reporting as the situation continues to develop.
A-15. The general sequence of events during this phase are as follows:


Launch of security element.

Launch of recovery element.

Link up of security element with on-scene commander.

Clearance into the LZ.
A-16. Preference for recovery is brevity code PACE:


Primaryground force recovery.

Alternateaviation brigade PR mission.

Contingencywingman recovery.

Emergencyechelons above division PR mission.
A-17. The security element secures the air route and the airspace surrounding the proposed recovery site.

Launch of the recovery aircraft is timed to balance the time available for the security element to secure the site, maximize surprise, and minimize station time for lift elements. The security element links up with the on-scene commander  via secure communications when possible. The decision to transfer overall responsibility of the scene is based on rank, available station time, and the ability to control the battle. The security element also identifies potential LZs for recovery, and verifies/recommends ingress and egress routes to those LZs. Once all elements are reasonably synchronized, the on-scene commander clears lift assets to enter an LZ and conduct recovery. This phase ends when aircrew members are recovered and secure within friendly territory.

## Phase Iv-Downed Aircraft Recovery

A-18. Although DART activities have been ongoing to this point, the main effort transitions to DART only after aircrews are recovered and the site is permissive enough for the DART. This phase ends when the downed aircraft is delivered to a secure location. Key tasks during this phase include


Site security.

Accurate situation reports to higher headquarters.

Site investigation.

Assessment of maintenance problems and solutions.

Gathering parts and tools required.

Movement to location.

Physical recovery of aircraft.
A-19. The controlling aviation task force battalion commander generally receives delegated command and control from the aviation brigade CP for the DART effort until it is deemed impossible for that battalion to recover the aircraft within their means. Assault/ general support aviation battalions provide the recovery unit transportation of DART personnel and equipment.

A-20. If the controlling aviation battalion commander cannot affect a recovery with organic assets, MC
returns to the brigade and main effort shifts to the ASC commander.

A-21. There are three options for aircraft recovery: self-recovery, dedicated recovery-air, and dedicated recovery-ground.

A-22. Aircraft destruction or abandonment is the last resort for the aircraft. Abandoned aircraft must be sanitized or destroyed by any available means to prevent enemy exploitation of the asset and its components.

A-23. Minimally, the DART effort consists of a security element, a recovery team, a transportation means, and a MC element. The exact makeup of the DART effort and the method used to recover the aircraft is based on analysis of the following:


Enemy situation.

Security of the site.

Current aircraft condition.

Analysis of information from the aircrew on scene.

Accessibility by ground recovery assets.

Accessibility by air recovery assets.

Availability of parts and tools for repair.

Type of ground recovery equipment available.
A-24. If an air recovery is to take place, all recovery equipment typically comes from the aviation brigade.

Depending on the enemy situation, multiple trips to the site may be required to align problem, people, parts, plan, time, tools, and technical assistance (P4T3). If a ground recovery is preferable, recovery equipment comes from the closest unit with the appropriate transportation assets. The special tools and Soldiers needed come from the aviation brigade and generally move via air to the supporting ground transportation unit or aircraft scene as required.

A-25. Minimum required equipment for ground recovery is as follows:


A crane, or pair of cranes, capable of lifting 30,000 pounds.

A trailer to transport the cranes.

A 40-foot trailer capable of carrying 25,000 pounds.

An armored convoy security vehicle, equipped with current countermeasures commensurate with the threat.
A-26. Disabled CH-47s, in most downed aircraft scenarios, require either repair or aerial recovery.


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## Appendix B Downed Aircraft Recovery Team Standing Operating Procedure General

B-1. The purpose of this document is to establish standard procedures for the recovery of damaged or disabled aircraft according to this manual and ATP 3-04.7. This SOP is a guide and intended for use by commanders and teams at all levels. Procedures outlined may be modified or augmented to account for force size, aerial and ground asset availability, manpower, time and distance considerations, and the tactical situation.

B-2. PR is not aircraft recovery or a DART/BDAR mission; therefore, it is not included in this SOP. Security elements are addressed and identified due to attempts by hostile forces to obtain friendly force equipment for technological gain or propaganda. Security personnel may be needed to maintain security for an unknown time until the airframe is repaired or recovered.

B-3. Battlefield aircraft recovery is an operation resulting from one or more aircraft experiencing combat, unanticipated/accidental component damage, or failure, resulting in a forced landing in the AO. Based on an assessment, the aircraft is destroyed or abandoned, repaired and flown out, or recovered to a maintenance site by either aerial or ground means.

## Mission

B-4. The aviation brigade, on order and utilizing the appropriate task force combination, conducts downed aircraft recovery in the operations area during day, night, hostile, and peace operations to repair/recover organic or transitioning assets. The DART is primarily used for aircraft extraction to a secure area. The DART mission may be augmented with BDAR personnel (METT-TC dependent) for the sole purpose of BDAR procedures (table B-1).

Timeframe Sequence of Events
General Scenario
H-4:00
DART receives mission warning order. Initiate and submit initial RFIs. DART assembled.
H-3:30
DART receives map location, overhead images, photos of damaged aircraft, damage report, submit secondary RFIs. Brief DART on situation report.
H-3:00
DART one-time flight/ground/air evacuation decision.
H-2:30
PCCs/PCIs completed.
H-2:30
Preparation of mission-specific equipment.
H-1:30
Final S-2 update.
H-1
DART arrives at air/ground movement location.
H-45 minutes
DART loaded.
H -Hour
DART departs.
RFI-request for information S-2-intelligence staff officer
DART-downed aircraft recovery team PCC-pre-combat check PCI-pre-combat inspection

## Commander

B-5. The commander is responsible for


Developing an aircraft recovery program.

Ensuring the DART program is effectively implemented within the unit.

Appointing an officer to function as the task force DART OIC.

## S-3/Main Command Post

B-6. The S-3 or main command post

Provides or delegates command and control of recovery operations as required.

Tasks appropriate brigade assets to support all requirements for the aircraft recovery task force, including transportation of the DART to and from the location of the downed aircraft.

Receives and disseminates information on the downed aircraft in an expeditious manner.

Coordinates any required infantry, engineer, or other non-brigade support.

Coordinates for an interpreter as needed.

## S-2

B-7. The S-2 rapidly evaluates the enemy situation within the downed aircraft area and briefs aircrews and DART OIC on current enemy threat prior to DART mission departure. He or she updates intelligence as required.

## Headquarters Unit Commander

B-8. The HQ unit commander is responsible for

Assigning medical personnel to respond separately or in conjunction with the DART, as directed by the main CP.

Providing the headquarters with communication capabilities when required.

Providing a primary and alternate radio telephone operator, if required.

Ensuring assigned RTOs participate in all DART rehearsals and training.

## Amc/Amt/Asc Commander

B-9. The AMC/AMT/ASC commander provides DART support personnel and security team, if not provided by outside units. He or she also resources all necessary mission equipment and ensures assigned personnel participate in all DART training.

## Dart Oic

B-10. The DART OIC

Ensures the DART is complete, comprehensive, and that all team members are trained to standards
and fully integrated.

Develops and implements new and/or additional procedures for the DART.

Directs DART operations for the entire mission.

Executes actions on the objective keeping team members and higher headquarters appraised of the situation.

## Quality Control

B-11. Quality control provides TI support for the DART to perform assessor duties. An MTP accompanies the team when required.

## Production Control

B-12. Production control

Establishes and coordinates DART operations.

Provides the liaison between maintenance personnel and the DART OIC to coordinate all support
activities and parts requisitions.

Monitors the recovery operation throughout its entirety.

Is responsible for the DART SOP and ensuring that all team members are trained to standards and fully integrated.

## Flight Company

B-13. The flight company is responsible for

Providing an MTP when the maintenance company MTP is unavailable.

Providing an accurate accounting of aircrews onboard and completing table B-2.

Providing security for the aircraft until DART arrival and ensuring information required in table
B-2 is relayed to the S-2/S-3.

| Line 1-Location and type of aircraft              | MG33456776/UH-60L          |
|---------------------------------------------------|----------------------------|
| Line 2-Injuries requiring immediate attention     | Two                        |
| Line 3-Reason aircraft went down                  | Small Arms Fire            |
| Line 4-Tail number                                | 98-26007                   |
| Line 5-Date time group aircraft went down         | 17 OCTOBER 2017 1600 Local |
| Line 6-Sierra (secured) or November (not secured) | Sierra                     |
| Line 7-Call sign of downed aircraft               | WEREWOLF 45                |
| Line 8-                                           |                            |
| Personnel:                                        |                            |
| A-Onboard                                         |                            |
| B-Wounded in Action                               |                            |
| C-Killed in Action                                |                            |
| D-Missing in Action                               |                            |
| A-4 Personnel                                     |                            |
| B-2 Wounded                                       |                            |
| C-0                                               |                            |
| D-0                                               |                            |
| Line 9-                                           |                            |
| Aircraft:                                         |                            |
| A-Zeroized                                        |                            |
| B-Vehicle or Air Accessible                       |                            |
| C-Recoverable                                     |                            |
| A-COMSEC status destroyed/                        |                            |
| recovered/zeroized                                |                            |
| B-Accessibility by vehicle/by air (closest        |                            |
| LZ)                                               |                            |
| C-Damage assessment recoverable/not               |                            |
| recoverable/fire                                  |                            |
| Line 10-Threat situation at site                  | Secured                    |
| Line 11-Call sign of sender                       | Spearhead                  |
| COMSEC-communication security                     |                            |
| LZ-landing zone                                   |                            |
| UH-utility helicopter                             |                            |

## Personnel Requirements

B-14. The DART is comprised of AMC/AMT/ASC personnel depending on METT-TC. The team successfully extracts an aircraft from a downed location to a safe location using the UMARK, a trained recovery team, and recovery assets. Augmentation of the DART mission with trained repair personnel can recover downed aircraft using standard repair or BDAR measures. The team must contain personnel skilled in BDAR and UMARK use.

B-15. Team composition is modified for each mission depending on the situation and tactical considerations.

The protection warfighting function is of the highest importance when determining team configuration.

## Member Responsibilities And Duties

B-16. The following are responsibilities of DART members.

## Dart Oic

B-17. The DART OIC establishes criteria for selecting and training DART members and ensures necessary mission essential equipment is serviceable and on-hand. OIC responsibilities include coordinating DART
deployments, receiving briefings from higher headquarters, and briefing team members prior to deployment. The DART OIC must plan for all possible contingencies and be proficient in integrating aerial and ground assets. Significant resources including Soldiers, aircraft, vehicles, and sensitive items enable orchestration of successful DART missions. DART OICs should be capable of integrating these assets from different organizations. Additionally, the DART OIC, as a trusted Army professional operating under mission command orders, is expected to assess the situation, make right decisions (ethical, effective, and efficient)
and take actions consistent with the moral principles of the Army Ethic. This includes planning for and assessing risks, taking disciplined initiative, and ensuring all casualties and human remains are treated by team members with dignity and respect, and personal effects are properly collected and secured."

## Mtp

B-18. The MTP orchestrates maintenance and troubleshooting requirements during aircraft recovery. His or her presence may be required when determining if a one-time flight is required and/or authorized. The MTP
should be placed on downgrade RED X orders to facilitate aircraft recovery. He or she may perform primary duties as the DART OIC.

## Dart Ncoic

B-19. The DART NCOIC trains and prepares the team for mission execution. He or she conducts PCCs and PCIs, directs repair and rigging operations, and provides personnel oversight during all phases of the DART.

The NCOIC also directs local security at the recovery site based on instructions received from the DART OIC. He or she performs DART OIC duties when responsible for the mission.

## Aircraft Ti

B-20. The aircraft TI is responsible for ensuring safe and correct maintenance operations. The TI also makes assessments and recommendations to the chain of command and PIC on one-time flight authorization. He or she is responsible for all mission forms and records.

## Aircraft Mechanic/Specialty Mos Repairer

B-21. The aircraft mechanic/specialty MOS repairer performs the majority of repairs encountered during typical DART missions. Certain aircraft damage or malfunctions may require the services of a specialty MOS (sheet metal, power train, pneudraulics, engine). These and other specialty MOSs participate as needed based on the type of aircraft malfunction.

## Armament Specialist

B-22. The armament specialist is responsible for clearing the downed aircraft, when required. Additionally, he or she can affect the majority of armament and electrical repairs required to recover an aircraft. The armament specialist can also provide additional security when completed with this task.

## Radio Operator

B-23. The radio operator is responsible for establishing and maintaining communications with the controlling CP throughout mission duration. He or she is the link between the DART OIC and the main CP. The radio operator is cross-trained on UMARK use and may be utilized to facilitate recovery. He or she can also provide additional security between tasks.

## Security Element

B-24. The security element provides security to the aircrew, DART, and aircraft to include the transporting aircraft if applicable. The security element is under the direction of the DART OIC.

## Team Equipment Protection Warfighting Function

B-25. Maintenance/security teams carry their assigned weapon with full combat load of ammunition and gear to sustain them for 48 hours as listed below:


Medical personnel carry a medic bag, folding stretcher, and full combat gear.

Supporting aircrews carry combat gear and wear appropriate flight gear.

Appropriate crew-served weapons accompany the DART to combat the possible threat.

All members carry night vision goggles (one set per team member) and spare batteries.

Critical equipment includes communications radio with current secure fill, GPS, maps of objective
area and routes, and spare batteries for all required systems.

The DART OIC employs the battalion tactical SOP and current battalion communications card.

## Team EquipmentMaintenance Support

B-26. Maintenance/security teams ensure the following required maintenance support equipment is identified:


TMs, forms, and records.

Technical inspector kit.

Mechanics tool box and special tools as required.

Hardened computers for forms and records data processing.

Portable lighting.

UMARK.

Aircraft headset for team leader.

BDAR kits.

Special tools, test equipment, and power units required for recovery.

Powered saw with extra blades, gasoline, and oil for component reduction.

Tow bar and tow vehicle with all vehicle basic issue items.

## Special Considerations

B-27. The following are special DART considerations:

## Protection Warfighting Function

B-28. All personnel selected for downed aircraft recovery consider the protection warfighting function as the first priority. Commanders resource team members with any unique requirements (such as, shorter automatic rifle barrels/buttstocks and carbines) to facilitate efficient team member movement within vehicles and aircraft. Personnel not required to perform repair tasks are placed on the perimeter and assigned fields of fire.

The NCOIC adjusts the perimeter defense and modifies fields of fire as personnel are moved on and off the perimeter.

## Additional Personnel Augmentation

B-29. Additional forces may be required to augment the DART depending on the situation. This augmentation force may not be organic to the company, battalion, or brigade. A security element may be provided to reinforce the DART. This may require the DART OIC to be of sufficient rank and experience to not only lead the DART, but the augmentation forces as well.

## Mortuary Personnel

B-30. If a downed aircraft is known or suspected to have human remains onboard, mortuary affairs are notified and taken to the site with the DART if available. Team members receive adequate mortuary affairs training prior to assuming duties on the DART.

## Recovery Versus Salvage

B-31. The location and amount of damage to the aircraft determines the recovery mission.


A dedicated recovery mission is defined as the aerial recovery of a downed aircraft or the use of
the UMARK to lift a downed aircraft onto a trailer. Generally, when the DART launches, it consists
of a rigging team, security element, and transportation assets.

A salvage mission typically refers to an aircraft which is beyond economical repair, broken into many pieces, or burned beyond recognition. This type of operation requires additional specialized
equipment not typically utilized in an aerial recovery. Transporting rough terrain forklifts, light materiel handling equipment, all-terrain utility vehicles, flat racks, and military demountable containers to the recovery site significantly expedites this type of recovery.

## Procedures

B-32. The following pre-mission planning procedures are essential to the quick recovery of personnel and aircraft.


S-3/Main CP: Uses the recovery report (table B-2, page B-3) to record all pertinent information
upon notification of a downed aircraft. Notifies the chain of command, personnel recovery officers,
ASB, DART OIC, production control, and all supporting recovery and security elements.

S-2: Evaluates the current enemy situation to determine threat levels at the sight/area of the downed
aircraft. Prepares imagery and intelligence to brief aircrews and the DART upon arrival.
B-33. Aircrew of the downed aircraft perform the following actions based on the threat brief or actual threat situation.


Little/no possibility of capture by enemy:

Remove aircraft key.

Remove data transfer cartridge

Lock aircraft.

Possibility of capture:

Perform above actions.

Destroy flight pack.

Zeroize aircraft.

Remove videotape.

Sterilize maps.

Imminent capture:

Perform above actions.

Master zeroize.

Destroy remove data transfer cartridge.

Disable aircraft per air mission brief  with the following priority: Identification, friend or
foe/classified electronic equipment; armament; engine assembly; airframe; non-secure radios;
and hydraulic systems.
Note. The tactical situation dictates if the recovery is handled via BDAR. BDAR can result in high risk. Usually, aviation brigade commanders must approve a high risk mission. Aircrew members without injuries are evacuated from the site until initial aircraft assessment is complete.

B-34. DART Members: On notification, assemble at a prebriefed location with all equipment ready for loading onto the designated aircraft/vehicle for departure. The DART OIC completes the actions according to the DART pre-execution checklist (table B-3) and brief the team.

DART/BDAR PRE-EXECUTION CHECKLIST (To be completed by DART/BDAR NCOIC)
YES
NO
N/A
Personnel:
All present
X
--
--
Fighter management/risk management
X
--
--
Manifest completed
X
--
--
Personal Equipment:
Identification tags and identification cards
X
--
--
License for all equipment to be operated
X
--
--
Proper uniform for mission with overnight bag
X
--
--
Required TA-50 for mission on hand
X
--
--
Individual body armor, advanced combat helmet, and ear plugs
X
--
--
Canteen/camel-back full
X
--
--
Flashlight (extra batteries)and chemical lights
X
--
--
Rules of engagement card, MEDEVAC communications card
X
--
--
Blood chit
X
--
--
Weapon functional checks completed
X
--
--
Sensitive Items and COMSEC:
Weapon serial numbers confirmed
X
--
--
Basic ammunition load
X
--
--
Pyrotechnics, grenades and explosives
--
--
X
COMSEC
X
--
--
Special instructions briefed
X
--
--
Personnel recovery information on file and reviewed
X
--
--
 Night vision goggles with spare batteries
X
--
--
DART/BDAR PRE-EXECUTION CHECKLIST (To be completed by DART/BDAR NCOIC)
YES
NO
N/A
Intelligence:
Mission briefed (S-2)
X
--
--
All personnel have maps, grids, and protractors
X
--
--
All personnel know sign and counter sign
X
--
--
All personnel know current threat situation
X
--
--
CBRN Equipment:
Protective suit
--
--
X
Protective mask with inserts
--
--
X
M256A2, M291 kits, and M9 paper
--
--
X
Communications:
All personnel have frequencies/net identifications, communications card
X
--
--
Manpack radio keyed with extra batteries
X
--
--
All personnel have assigned call signs
X
--
--
All COMSEC loaded if required
X
--
--
All antennas up or tied per mission required
X
--
--
Vehicle and Equipment:
Vehicle properly dispatched
X
--
--
Load plans in logbook
X
--
--
Basic Issue Item serviceable and loaded
X
--
--
PMCS completed according to applicable TMs
X
--
--
Fuel topped off and fuel cans full, vehicle packaged POL on-hand
X
--
--
Water cans full and loaded
X
--
--
Camouflage netting serviceable and loaded
--
--
X
Air lines and safety chains properly connected to trailer
--
--
X
Weapons and mounts on and operational
X
--
--
Miscellaneous:
Meals-ready to eat
X
--
--
Additional ammunition issued if required
X
--
--
Required tools on hand and inventoried
X
--
--
Special tools on hand
X
--
--
All keys on hand
X
--
--
All required safety briefs completed
X
--
--
All required Technical Manuals, Field Manuals, and publications (on
X
--
--
laptop)
Generator with light set (when required)
--
--
X
Medical bags
X
--
--
GPS (with spare batteries), map with compass/protractor
X
--
--
Parts/petroleum, oils, and lubricants needed for suspected problem
X
--
--
Long range communications (Cell, Satellite, Beyond line of sight)
X
--
--
Environmental protection items (rain, heat, sun, snow protection)
X
--
--
Mine markers
--
--
X
DART/BDAR PRE-EXECUTION CHECKLIST (To be completed by DART/BDAR NCOIC)
YES
NO
N/A
Powered saw with spare blades, oil, and gas
--
--
X
Individual survival kits (as required)
--
--
X
Comments:
BDAR-battle damage assessment and repair CBRN-chemical, biological, radiological, and nuclear
COMSEC-communication security
DART-downed aircraft recovery team
GPS-global positioning system
MEDEVAC-medical evacuation
N/A-not applicable NCOIC-noncommissioned officer in charge
PMCS-preventive maintenance checks and services
POL-petroleum, oils, and lubricants
S-2-intelligence staff officer
TA-table of allowance

B-35. Production Control: Coordinates for any special tools, parts, or procedures required to affect recovery.

B-36. Brigade Staff: Assembles all potential participating unit representatives to establish a tentative plan.

Begins resource allocation to the DART OIC.

B-37. Ground Vehicle Recovery: Required when the situation does not support DART insertion or extraction by helicopter, or weather conditions prohibit aircraft operations. The DART OIC follows all procedures required for movement of the convoy. Special attention is placed on route selection and reaction to civilians and hostile forces during movement.

B-38. Recovery by Aerial Assets: Conducted when time is critical, threat conditions place the convoy in danger, or ground movement is not possible due to road conditions.

B-39. DART OIC: Conducts a PCI and team briefing prior to departure. At a minimum, the DART PCI
checklist is followed.

B-40. Aircraft Inspection: Depending on enemy situation, debriefs and inspections must be accomplished in as much detail as possible to determine the extent of damage to the downed aircraft. The appropriate BDAR manual and BDAR/DART crash site checklist are used. If the DART OIC determines the aircraft is recoverable, the OIC directs personnel to accomplish the appropriate repairs and recover the aircraft. The OIC may employ BDAR techniques if more extensive repairs are required and the enemy situation permits. The DART OIC directs ground or aerial recovery with focused support from the main CP, if the downed aircraft is too badly damaged to permit onsite repair.

Note. Upon arrival at the downed aircraft site, immediately establish security. Remain vigilant for improvised explosive devices and antipersonnel mines that may have been emplaced to target recovery teams in addition to pyrotechnics and ordnance that were mounted to the aircraft and dislodged during impact. If explosives or ordnance are identified, place a marker (nonferrous) in close proximity to the object and alert the team to keep a safe distance. Notify or employ (if assigned) explosive ordnance disposal personnel.

## Communications And Control

B-41. The following secure communication procedures are essential for the safety of the crew and the recovery team.


The initial report of a downed aircraft occurs on the secure command net.

Notification of downed aircraft to internal offices is accomplished on secure internal phone lines or by runner.

En route communications are conducted on a predetermined secure frequency separate from the command net as briefed by the S-3.

A man-pack radio, satellite communication, or any other long-range system provides
communications between the team, support aircraft on the objective, and the CP.

Division assets are briefed on frequencies and reporting procedures, as required.

A direct line to higher headquarters is established during the initial recovery process. This ensures
positive communication in the event the enemy situation changes and immediate permission to destroy the downed aircraft is needed.

Restrict cell phones and cameras to mission essential.

## Recovery Process

B-42. Security Team: When arriving at the downed aircraft, the security team immediately positions themselves 50 meters out to the 10, 2, 4, and 8 o'clock positions in relation to the nose of the downed aircraft.

B-43. DART OIC: Ensures all weapon systems on the airframe are safed by armament personnel. B-44. Medic/Combat Lifesaver: If the aircrew has not been evacuated, the medic/combat lifesaver


Checks the condition of the crew.

Provides medical assistance and assists with extraction of crewmembers from the wreckage (as required).

Reports findings to the DART OIC.

Assists DART OIC in submitting GTA 08-01-004 (as required).
B-45. DART MTP/TI and Airframe Specific Crew Chief: Immediately evaluates the condition of the aircraft to determine air worthiness.

## Recovery Conditions

B-46. Low/No Threat:

Repair of the airframe and systems shall be limited to four hours.

Safety will not be jeopardized to return an aircraft to service.

Repair of the aircraft to a one-time evacuation (circle X) status is acceptable and can only be
authorized by the appropriate commander or the designated representative.

The appropriate level commander may authorize a longer on station time not to exceed eight hours.

Once determined that repairs will take more than four hours and the aircraft is reparable and flyable,
production control coordinates with other units for any additional maintenance support.
B-47. High Threat:

First priority on the objective is to safely evacuate the aircrews.

Repair of the airframe and systems shall be limited to 30 minutes on station time and the decision to extend should be based on enemy situation.

Repair of the aircraft to a one time evacuation (circle X) status is acceptable, and under HIGH THREAT conditions shall be pre-authorized by the appropriate commander or the designated
representative when the MTP and TI agree the airframe is stable enough for flight.

Safety will not be jeopardized to return the aircraft to service.

Should the aircraft be deemed non recoverable, the DART OIC contacts the CP and requests
disposition to destroy or abandon (temporarily or permanently) the downed aircraft. IVHMS/Flight recorder and essential/high risk components shall be recovered.

## Post Procedures

B-48. The mission is not completed until the reports are completed and equipment is reset for the next mission.


Report status of downed aircrews and the aircraft to higher headquarters.

Conduct a post-DART inspection of personnel, weapons, and sensitive items.

Clean, inventory, store, and replenish items used from the UMARK and/or BDAR kits.

Debrief personnel (including Chaplain and Mental Health sessions as required) and perform after
action review (AAR).

Inventory and proper disposition of recovered personal effects of evacuated personnel or casualties.

Collect recommendations for SOP changes from all sources, internal and external, for
consideration on future DART missions.

##


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## Appendix C Battle Damage Assessment And Repair Tools, Equipment, And Kits

C-1. Due to the variety of BDAR component requirements on different airframes, this appendix provides a generic list of special tools and expendables contained in most kits.

C-2. Tables C-1 and C-2 (page C-2) are not all inclusive. Refer to the appropriate BDAR TM for a complete listing of repair parts, special tools, and expendable supplies and materials.

Repair Kit (Nomenclature)
Cage Number Part Number
National Stock Number
Composite Structures Repair Kit
(03950)/11-12-13QA
5845-01-014-3534
Repair Kit, connector (Special tools for electrical connector repair)
(11851)/DMC895
4920-01-266-7534
Emergency Repair Kit (Special and common tools for electrical repair, including repair parts)
(78286)
4920-01-266-7534
Repair Kit, fluid line (Special and common tools for tubing and hose)
1560-00-020-8856
Repair Kit, fuel cell
(73842)/2F1-3- 20031GP3
Repair Kit, rotor blade
(29183)/K747-40-1
4920-01-035-0324 1615-01-089-0437
Parts Kit, rotor blade
(84955)/K747-202- 119
Repair Kit, A/C skin
(76381)/8999K5
4920-01-549-1320 4920-01-266-7536
Repair Kit, test equipment (Electrical test equipment)
(78286)/ 70700-0638-041 (06090)/MK-0015-1
5935-01-254-1688
Repair Kit, wire
(Special tools used for electrical wiring repair, Including repair parts) Repair Kit, aircraft, maintenance
(76381)/8999K6
4920-01-549-1321
| Item Description (Nomenclature)    | Cage Number/Part Number       |
|------------------------------------|-------------------------------|
| National Stock                     |                               |
| Number                             |                               |
| Acetone, technical                 | (81346)/ASTM D329             |
| Cleaning compound, solvent         | (81349)/MIL-PRF-680           |
| Cleaning solvent, general          | (81755)/DS-108                |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 80 Grit  |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 100 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 150 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 220 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 240 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 280 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 320 Grit |
| Cloth, abrasive                    | (80204)/ANSI B74.18, 400 Grit |
| Cloth, abrasive                    | (80204)/ANSI 74.18, Assorted  |
| Cloth, cheesecloth                 | (81348)/CCC-C-440             |
| Cloth, cleaning                    | (83582)/8938                  |
| Cloth, satin                       | (81349)/MILC9084, Class 2     |
| Fiberglass repair kit              | (78286)/S-1607-7021           |
| Hydraulic fluid, fire resistant    | (81349)/MIL-PRF-83282         |
| Hydraulic fluid, petroleum base    | (77988)/AVREX904              |
| Hydraulic fluid, petroleum base    | (07950)/ROYCO 756 (gallons)   |
| (07950)/ROYCO 756 (quarts)         |                               |
| Insulation sleeving                | (26055)/728-057-001           |
| Insulation sleeving                | (18876)/8034661-3             |
| Isopropyl, alcohol, technical      | (81348)/TT-I-735              |
| Leak detecting fluid               | (24855)/HECK/CHECK, Type III  |
| Pad, scouring                      | (27293)/86                    |
| Paper, abrasive                    | (80204)/ANSI B74.18, 120 Grit |
| Paper, abrasive                    | (80204)/ANSI B74.18, 150 Grit |
| Paper, abrasive                    | (80204)/ANSI B74.18, 220 Grit |
| Paper, abrasive                    | (80204)/ANSI B74.18, 120 Grit |
| Paper, abrasive                    | (80204)/ANSI B74.18, 150 Grit |
| Paper, abrasive                    | (08204) ANSI B74.18, 220 Grit |
| Paper, abrasive                    | (08204) ANSI B74.18, 360 Grit |
| Sealing compound                   | (81349)/MIL-S-8516            |
| Sealing compound                   | (77247)/3D                    |
| Tape, pressure sensitive adhesive  | (52170)/232, 1 12 inches       |
| Tape, pressure sensitive adhesive  | (52170)/232, 2 inches         |
| Tape, pressure sensitive adhesive  | (52170)/232, 3 inches         |
| Tape, pressure sensitive adhesive  | (19203)/8783476               |
| Towel, machinery wiping            | (81348)/DDD-T-541             |
9150-00-223-4134 9150-00-252-6383

## Appendix D After Action Review

D-1. AARs must follow each recovery mission. They validate effective practices and reveal problems encountered during the mission. AARs generate observations, insights, and lessons to improve future recovery operations.

D-2. The AAR should contain the following information


Recovery unit, phone number, and e-mail address.

Date.

Type of aircraft recovered.

Type of recovery equipment used.

Condition of recovered aircraft.

Conditions at recovery site (if combat conditions, so state).

Recovery team composition (by number and MOS).

Method of recovery.

Narrative of recovery (time required, failures, and shortcomings noted in equipment, remarks, recommendations).
D-3. The S-3 is the approval authority for the release of all AARs.

D-4. Send completed AARs to the Lessons Learned Integration division at Commander, United States Army Aviation Center of Excellence, ATTN: ATZQ-TD L2I, Fort Rucker, AL 36362-5000, or e-mail:
rucker.avtactics@conus.army.mil.

##



##

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## Appendix E Standard Hand And Arm Signals

This appendix implements portions of Standardization Agreements 2999 and 3117. See ATP 3-04.94 for weapons arming hand signals.

E-1. The following are the standard hand and arms signal to safely direct the movement of an aircraft.

## Proceed To Next Ground Guide

E-2. Both arms extended on same side of shoulder level to indicate direction of next ground guide (figure E-1).

## This Way

E-3. Arms above head in vertical position with palms facing inward (figure E-2).

## Move Ahead

E-4. Arms a little apart with palms facing backward and repeatedly moved upward and backward from shoulder height. Indicate the aircraft speed desired by rapidity of arm motions (figure E-3).

## Turn To Left (Port)

E-5. Position right arm down, and point to left wheel or skid; move left arm repeatedly upward and backward. Indicate rate of turn by rapidity of arm motions (figure E-4).

## Turn To Right (Starboard)

E-6. Position left arm down and point to right wheel or skid; move right arm repeatedly upward and backward. Indicate rate of turn by rapidity of arm motions (figure E-5, page E-3).

## Landing Directions

E-7. Ground guide stands with arms raised vertically above head and facing toward the point where the aircraft is to land. The arms are lowered repeatedly from a vertical to a horizontal position, stopping finally in the horizontal position (figure E-6).

## Move Upward

E-8. Extend arms horizontally to the side, beckoning upward with palms turned up. Indicate rate of ascent by speed of movement (figure E-7).

## Hover

E-9. Extend arms horizontally sideways with palms turned down (figure E-8).

## Move Downward

E-10. Extend arms horizontally to the side, beckoning downward with palms turned down. Indicate rate of descent by rapidity of arm motions (figure E-9).

## Move To Right

E-11. Left arm extended horizontally sideways in direction of movement and right arm swung over the head in same direction in a repeating movement (figure E-10).

## Move To Left

E-12. Right arm extended horizontally sideways in direction of movement and left arm swung over the head in same direction in a repeating movement (figure E-11).

## Slow Down

E-13. Arms down with palms toward ground and then move up and down several times (figure E-12).

## Stop

E-14. Cross arms above head with palms facing forward (figure E-13).

## Brakes

E-15. The following graphic depicts hand signals for "brakes" (figure E-14).


On (Day). Arms above head, open palms, and fingers with palms toward aircraft, and then fist
closed.

On (Night). Arms above head and then wands crossed.

Off (Day). Reverse of above.

Off (Night). Crossed wands and then uncrossed.

## Engage Rotor(S)

E-16. Circular motion in horizontal plane with right hand above head (figure E-15).

## Start Engine(S)

E-17. The following graphic depicts hand signals for "start engine" (figure E-16, page E-7).


Day. Left hand overhead with appropriate number of fingers extended to indicate the number of the engine to be started and circular motion of right hand at head level.

Night. Similar to day signal except that the wand in the left hand is flashed indicating the engine
to be started.

## Wave-Off

E-18. Waving of arms over the head (figure E-17).

## Affirmative (All Clear)

E-19. Hand raised with thumb up (figure E-18).

## Negative (Not Clear)

E-20. Arm held out, hand below waist level, and thumb turned down (figure E-19).

## Move Back

E-21. Hold hands down by side; face palms forward; and, with elbows straight, repeatedly move arms forward and upward to shoulder height (figure E-20).

## Land

E-22. Cross hands and extend arms downward in front of the body (figure E-21).

## Clearance For Personnel To Approach Aircraft

E-23. A beckoning motion with right hand at eye level (figure E-22).

## Personnel Approach The Aircraft (Given By Ground Crewmember)

E-24. Left hand raised vertically overhead with palm toward aircraft. The right hand indicates the persons concerned and gestures toward aircraft (figure E-23).

## Up Hook

E-25. Right fist, thumb extended upward, raised suddenly to meet horizontal palm of left hand (figure E-24).

## Down Hook

E-26. Right fist, thumb extended downward, lowered suddenly to meet horizontal palm of left hand (figure E-25).

## Slow Down Engine(S) On Indicated Side

E-27. Arms down, palms toward the ground with either the right or left arm waved up and down to indicate left-or right-side engines, respectively, should be slowed down (figure E-26).

## Cut Engine(S) Or Stop Rotor(S)

E-28. Either arm or hand level with shoulder, palm down; draw extended hand across neck in a "throatcutting" motion (figure E-27).

## Connect Auxiliary Power Unit

E-29. The following depicts hand signals for "connect auxiliary power unit" (figure E-28).


Day. Extend hands overhead; push first two fingers of right hand into fist of left hand.

Night. Same movement with the left-hand lighted wand vertical and right-hand lighted wand
horizontal.

## Disconnect Auxiliary Power Unit

E-30. The following depicts hand signals for "disconnect auxiliary power unit" (figure E-29).


Day. Extend hands overhead; pull first two fingers of right hand away from left fist.

Night. Same movement except that left-hand lighted wand is vertical and right-hand lighted wand

## Insert Chocks/Chocks Inserted

E-31. Arms down, fists closed, and thumbs extended inward. Swing arms from extended position inward
(figure E-30).

## Remove Chocks

E-32. Arms down, fists closed, and thumbs extended outward. Swing arms outward (figure E-31).

## Hook Up Load

E-33. Rope climbing motion with hands (figure E-32).

## Release Load

E-34. Left arm forward horizontally with fists clenched; extended right hand making horizontal slicing motion below left arm with palm down (figure E-33).

## Load Has Not Been Released

E-35. Bend left arm horizontally across chest with fist clenched and palm turned down; open right hand pointed up vertically to center of left fist (figure E-34).

## Droop Stops Out

E-36. When rotor starts to "run down," ground guide stands with both hands raised above head, fists closed, and thumbs pointing out (figure E-35, page E-14).

## Droop Stops In

E-37. When droop stops go in, ground guide turns thumbs inward (figure E-36).


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## Glossary Section I - Acronyms And Abbreviations

AAR
after action review
AASF
Army aviation support facility
AMC
aviation maintenance company
AMT
aviation maintenance troop
AO
area of operation
AR
Army regulation
ARNG
Army National Guard
ASB
aviation support battalion
ASC
aviation support company
ATP
Army techniques publication
BAMO
brigade aviation maintenance officer
BDAR
battle damage assessment and repair
CAB
combat aviation brigade
CBRN
chemical, biological, radiological, and nuclear
CONUS
continental United States
CP
command post
DA
Department of the Army
DA PAM
Department of the Army pamphet
DART
downed aircraft recovery team
DOD
Department of Defense
FM
field manual
GPS
global positioning system
HAZMAT
hazardous materials
JFC
joint force commander
JP
joint publication
JPRC
Joint Personnel Recovery Center
LZ
landing zone
MC
mission command
MDS
mission design series
MEDEVAC
medical evacuation
METT-TC
mission, enemy, terrain and weather, troops and support, time available, and civil considerations
MOPP
mission-oriented protective posture
MOS
military occupational specialty
MTP
maintenance test pilot
NCOIC
noncommissioned officer in charge
OIC
officer in charge
P4T3
problem, people, parts, plan, time, tools, and technical assistance
PCC
precombat check
PCI
precombat inspection
PIC
pilot in command
PMCS
preventive maintenance checks and services
PR
personnel recovery
PRCC
personnel recovery coordination cell
QRF
quick reaction force
RM
risk management
S-2
intelligence staff officer
S-3
operations staff officer
S-4
logistics staff officer
SOP
standard operating procedure
TASMG
Theatre Aviation Sustainment Maintenance Group
TACSOP
tactical standard operating procedure
TI
technical inspector
TM
technical manual
UAS
unmanned aircraft system
UMARK
unit maintenance aerial recovery kit

## Section Ii - Terms *Assessor

Technical expert who can evaluate aircraft battle damage.

## Battle Damage Assessment And Repair

The procedure used to rapidly return disabled equipment to the operational commander by fieldexpedient repair of components. Also called BDAR. Source ATP 4-31

## *Dedicated Recovery

Actions required to extract an aircraft by means of an aerial or surface recovery vehicle to a maintenance area for repairs and/or inspections.

## *Delayed Recovery

Planned or coordinated aircraft recovery mission performed by the Downed Aircraft Recovery Team
(DART) with the intent to repair/replace damaged component in order to return the aircraft to flying status.

## *Downed Aircraft Recovery Team

Comprised of personnel and equipment assigned to support immediate, delayed, or dedicated aircraft recovery.

## *Immediate Recovery

Performed by assets within a flight mission that assumes the tactical situation permits a recovery with the forces at hand without detailed planning or coordination

## Maintenance Evacuation

Process of moving equipment to a maintenance site or from one maintenance site to another based on mission variables or a change in maintenance level. Source ATP 4-31.

## Personnel Recovery

(DOD) The sum of military, diplomatic, and civil efforts to prepare for and execute the recovery and reintegration of isolated personnel. Also called PR. (JP 3-50) See ATP 3-04.64, ATP 3-05.20, ATP 3-
55.6.

## Recovery

(ATP 3-50.1) 1. In air (aviation) operations, that phase  of a mission that involves the return of an aircraft to a land base or platform afloat. (JP 3-52) 2. In personnel recovery, actions taken to physically gain custody of isolated personnel and return them to friendly control. (JP 3-50) 3. Action taken to extricate damaged or disabled equipment for return to friendly control or repair at another  location. (DOD Dictionary. Source: JP 3-34)

## *Self-Recovery

Actions required for an aircraft to fly out under its own power to either rejoin the mission or to a maintenance area for additional repairs or inspections.


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## References Required Publications

ADRP 1-02. *Terms and Military Symbols*.16 November 2016.

DOD Dictionary of Military and Associated Terms. March 2018.

## Related Publications

Joint publications are available online: http://www.jcs.mil/doctrine/. Most Army doctrinal publications are available online: https://armypubs.army.mil.

## Joint Publications

JP 3-34. *Joint Engineer Operations.* 06 January 2016. JP 3-50. *Personnel Recovery*. 02 October 2015.

JP 3-52. *Joint Airspace Control*. 13 November 2014.

## Army Publications

ADP 1. *The Army*. 17 September 2012.
ADP 3-0. *Operations.* 06 October 2017.
ADP 6-0. *Mission Command.* 17 May 2012.
ADRP 1. *The Army Profession.* 14 June 2015.
AR 5-9. *Area Support Responsibilities.* 16 October 1998.
AR 385-10. *Army Safety Program.* 24 February 2017.
AR 525-28. *Army Personnel Recovery*. 05 March 2010.
AR 638-2. *Army Mortuary Affairs Program*. 28 November 2016.
AR 750-1. *Army Materiel Maintenance Policy.* 03 August 2017.
ATP 3-04.1. *Aviation Tactical Employment.* 13 April 2016.
ATP 3-04.7. *Army Aviation Maintenance.* 11 September 2017. ATP 3-04.64/MCRP 3-42.1A/NTTP 3-55.14/AFTTP 3-2.64. Multi-Service Tactics, Techniques, and
Procedures for the Tactical Employment of Unmanned Aircraft Systems. 22 January 2015.
ATP 3-04.94. *Army Techniques Publication for Forward Arming and Refueling Point*.
26 January 2012.
ATP 3-05.20. *Special Operations Intelligence.* 03 May 2013.
ATP 3-50.3/MCRP 3-02H/NTTP 3-50.3/AFTTP 3-2.26. Multi-Service Tactics, Techniques, and
Procedures for Survival, Evasion, and Recovery. 11 September 2012.
ATP 3-55.6/MCRP 2-24A/NTTP 3-55.13/AFTTP 3-2.2. Multi-Service Tactics, Techniques, and
Procedures for Air-To-Surface Radar System Employment. 10 November 2015.
ATP 4-31. *Recovery and Battle Damage Assessment and Repair.* 27 August 2017.
ATP 4-46. *Contingency Fatality Operations.* 17 December 2014.
ATP 5-19. *Risk Management*. 14 April 2014.
DA PAM 738-751. Functional Users Manual for the Army Maintenance Management System-
Aviation. 28 February 2014.
FM 27-10. *The Law of Land Warfare.* 18 July 1956.

## References

TM 1-1520-237-BD. Aviation Unit and Intermediate Maintenance for Battlefield Damage Assessment
& Repair for Army Model Helicopters UH-60A (NSN 1520-01-035-0266) (EIC:RSA), UH-
60L (NSN 1520-01-298-4532) (EIC:RSM), EH-60A (NSN 1520-01-082-0686) (EIC:RSB) ,
HH-60A (NSN 1520-01-459-9468) (EIC:RSN), HH-60L (NSN 1520-01-471-6773) (EIC:RSI),
UH-60M (NSN 1520-01-492-6324) (EIC:RSP), HH-60M (NSN 1520-1-515-4615) (EIC:N/A).
25 September 2009.
TM 1-1520-240-BD. Aviation Unit and Intermediate Maintenance Battlefield Damage Assessment and
Repair for Army CH-47D Helicopter (NSN 1520-01-088-3669) (EIC:RCD). 25 November
2008.
TM 1-1520-251-BD. Battlefield Damage Assessment and Repair for Helicopter, Attack, AH-64A
Apache (NSN 1520-01106-9519) (EIC:RHA) and AH-64D Longbow Apache (NSN 1520-01-
355-8250) (EIC:RHB). 07 October 2005.
TM 1-1670-260-12&P. Operator's and Aviation Unit Maintenance Manual Including Repair Parts
and Special Tools List for Unit Maintenance Aerial Recovery Kit (UMARK). 20 March 2003.
TM 4-48.09/MCRP 4-11.3E, VOL 1/NTTP 3-04.11/AFMAN 11-223 (1), VOL 1/COMDTINST
M13482.2B. *Multiservice Helicopter Sling Load: Basic Operations and Equipment.* 23 July
2012.
TM 55-1520-228-BD. Battlefield Damage Assessment and Repair for Helicopter, Observation OH-
58A and OH-58C (NSN 1520-00-169-7137) and (NSN 1520-01-020-4216). 04 January 1991.
TM 750-244-1-5. Procedures for the Destruction of Aircraft and Associated Equipment to Prevent
Enemy Use. 15 December 2008.

## Other Publications

Unless otherwise indicated, Standardization Agreements are available at https://nato.int.

Standardization Agreement 2999. *Use of Helicopters in Land Operations.* 01 March 2016.

Standardization Agreement 3117. *Aircraft Marshalling Signals.* 04 September 2014.

## Prescribed Forms

None

## Referenced Forms Department Of The Army Forms

Unless otherwise indicated, DA Forms are available on the Army Publishing Directorate (APD) web site: https://armypubs.army.mil.

DA Form 2028. *Recommended Changes to Publications and Blank Forms*.

The following form may be obtained via email: ATSC.TEAMGTS1@CONUS.ARMY.MIL or mail:
S&I, Training Media Support Team, Individual Training Support Directorate, Army Training Support Center, Bldg 3306,  Room 2, Wilson Ave, Fort Eustis, VA 23604.

GTA 08-01-004. MEDEVAC Request Card.

## Index Entries Are By Paragraph Number A D O

Accident Investigation Board,
1-41
on-scene commander, A-2, A-
11, A-14, A-15, A-17

## P

dedicated recovery, 1-2, 1-7, 1-
31, 1-32, 1-37, 2-19, 2-21, 2-
24, 3-2, 3-4, 3-11, A-21, B-
33
aerial recovery, 2-17, 2-45, 3-1,
3-4, 3-6, 3-11, 3-14, 3-19, 3-
22, 3-23, 3-31, A-26, B-31,
B-40
delayed recovery, 1-6, 2-10, 2-
12, 2-13

precombat check (PCC),1-39,
2-17, , 2-31, 2-32, 2-33, B-4,
B-19

## G

after-action review (AAR), B-
48, D-1, D-2, D-3, D-4

precombat inspection (PCI), 1-
39, 2-17, , 2-31, 2-32, 2-33,
B-4, B-19, B-39

Army Aviation support facility
(AASF), 1-44
ground recovery, 1-26, 1-31, 2-
17, 3-1, 3-7, 3-11, 3-16, A-
23, A-24, A-25

## H

problem, people, parts, plan,
time, tools, and technical assistance (P4T3), A-24,

hasty, 1-6, 1-28, 2-17, A-1

## R I

aviation maintenance company
(AMC), 1-4, 1-8, 1-22, 1-23,
1-26, 1-27, 1-28, 1-31, 1-32,
1-38, 2-19, 2-20, 2-26, 2-41,
2-42, A-11, B-9, B-14

risk management     (RM), 1-25,
1-36, 2-34, B-34

immediate recovery, 1-5, 2-10,
2-12

## S J

surface recovery, 1-7, 1-37, 1-
40, 3-6, 3-13, 3-14, 3-16

aviation maintenance troop
(AMT), 1-4, 1-8, 1-22, 1-23,
1-26, 1-27, 1-28, 1-31, 1-32, 1-38, 2-19, 2-20, 2-26, 2-41,
2-42, A-11, B-9, B-14

## T

Joint Personnel Recovery
Center (JPRC), 1-18, 1-20,
1-23
aviation support battalion
(ASB), 1-22, 1-23, 1-31, 1-
34, A-11, B-32

L
tactical standard operating
procedure (TACSOP), 1-28,
1-38, 1-39, 2-47

landing zone (LZ), 2-12, A-15,
A-17, B-13

## M U

aviation support company
(ASC), 1-7, 1-8, 1-22, 1-26, 1-28, 1-31, 1-32, 1-34, 1-38,
2-18, 2-19, 2-20, 2-41, 2-42, A-11, A-20, B-9, B-11
maintenance collection point,
1-39, 3-3, 3-4, 3-16

## B

maintenance evacuation, 1-12,
3-18
unit maintenance aerial
recovery kit (UMARK), 1-27,
2-29, 2-32, 2-43, 3-17, 3-22, 3-23, 3-24, 3-25, 3-26, 3-27,
3-29, B-14, B-23, B-26, B-
31, B-48
maintenance test pilot (MTP),
2-10, 2-13, 2-20, B-11, B-13, B-18, B-45, B-47

## Z N

zeroize, 2-49, B-13, B-33

battle damage assessment and
repair (BDAR), 1-2, 1-4, 1-
11, 1-24, 1-26, 1-27, 1-31, 1-
32, 1-39, 1-43, 2-6, 2-15, 2- 19, 2-20, 2-21, 2-23, 2-24, 2- 25, 2-26, 2-27, 2-28, 2-30, 2- 33, 2-38, 2-41, 2-42, 2-44, 2- 45, 3-1, 3-3, B-2, B-5

## C

noncommissioned officer in
charge (NCOIC), , 1-28, 1- 29, 1-30, 1-39, 1-40, 2-17, 2- 20, 2-49, B-19, B-20
combat repair kit, 2-30


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