United Nations Peacekeeping Missions Military Aviation Unit Manual (April 2021)

Produced by:

Office of Military Affairs,

Department of Peace Operations

UN Secretariat

One UN Plaza, New York, NY 10017

Tel. 917-367-2487

Approved by:

Jean-Pierre Lacroix,

Under-Secretary-General for Peace Operations

Department of Peace Operations (DPO).

Atul Khare

Under-Secretary-General for Operational Support

Department of Operational Support (DOS)

April 2021.

Contact: PDT/OMA/DPO

Review date: 30/ 04 / 2026

Reference number: 2021.04

Printed at the UN, New York

Convention. Nevertheless, governmental authorities or Member States may freely

photocopy any part of this publication for exclusive use within their training institutes.

However, no portion of this publication may be reproduced for sale or mass publication

without the express consent, in writing, of the Office of Military Affairs, UN Department of

Peace Operations.

Foreword

We are delighted to introduce the United Nations Peacekeeping Missions Military

Aviation Unit Manual, an essential guide for commanders and staff deployed in peacekeeping

operations, and an important reference for Member States and the staff at United Nations

Headquarters.

For several decades, United Nations peacekeeping has evolved significantly in its

complexity. The spectrum of multi-dimensional UN peacekeeping operations includes

challenging tasks such as restoring state authority, protecting civilians and disarming,

demobilizing and reintegrating ex-combatants. In today’s context, peacekeeping missions are

deploying into environments where they can expect to confront asymmetric threats and

contend with armed groups over large swaths of territory. Consequently, the capabilities

required for successful peacekeeping missions demand greater flexibility and interoperability.

UN peacekeeping operations are rarely limited to one type of activity. While deployed

in the context of a political framework supporting a peace agreement, or in the context of

creating the conditions for a return to stability, peacekeeping missions require the

performance of dangerous tasks involving the timely movement of personnel and logistics; and

sometimes the judicious use of force, particularly in situations involving the protection of

civilians where the host state is unable to provide security and maintain public order.

To meet these complex peacekeeping challenges, military components often play a

pivotal role in maintaining safety, security and stability. Under these circumstances, the

deployment of military aviation assets can contribute decisively towards successful

achievement of the Mission’s mandate.

As the UN continues its efforts to broaden the diversity of the troop contributing

countries, and in order to ensure the effective integration of all types of UN military aviation

units, there is a vital need to formalize capability standards. Together with the seminal work

of military experts from numerous Member States, the Department of Peace Operations (DPO)

and the Department of Operational Support (DOS) have revised this Manual as a means of

enhancing the preparation, operational readiness and efficiency of UN military aviation,

keeping the safety of aviation operations in mind.

iii

Preface

I am very pleased to introduce the United Nations Peacekeeping Missions Military Aviation

Unit Manual, a practical guide for commanders and their staff in peacekeeping operations, as

well as for the Member States and the United Nations Headquarters.

I would like to express my sincere gratitude to the Member States Working Group, field

missions, training institutions, other peacekeeping practitioners and stakeholders and

colleagues from the Department of Operational Support for the dedicated support and

substantial contribution they have provided in the revision of this Manual.

We will continue to refine and update this Manual ensuring its relevance in the ever-changing

operational environment. In the meantime, we have every expectation that this document,

especially with the concerted efforts of its intended readers, will contribute immensely to

improving and enhancing our collective performance in the pursuit of peace.

Lt. Gen. Carlos Humberto Loitey

Assistant Secretary-General for

Military Affairs, Military Adviser

Department of Peace Operations

Military Aviation experts of the UN Peacekeeping Missions, Military Aviation Unit

Manual First Working Group, in Salvador, Brazil, 2019.

Appreciation is extended to the TCC Working Group for their expertise and time in

assisting to draft this manual.

Ser

Name & Country

Ser

Name & Country

Maj. Gen. Najeeb Ahmad, Pakistan (Chair)

12.

Col. Pierre Verborg, France

Air Cdre. HS Thuyacontha, Sri Lanka (Co-

13.

Maj. Chopard Nicolas, France

Chair)

Col. Marcelo de Moura Silva, Brazil (Co-Chair)

14.

Sqn. Ldr. C Gaddah, Ghana

Maj. Humberto Baldessarini Pires, Brazil

15.

Sqn. Ldr. C Dawoe, Ghana

Lt. Cdr. Jorge André Maia Luz, Brazil

16.

Sqn. Ldr. Eric Amo-Henaku, Ghana

Maj. Fabricio Nery Fernandes, Brazil

17.

Col. Haddou Kessou, Morrocco

Lt. Col. Muhammad Babur Sarfraz Khan,

Lt. Cdr. Alexandre Malcher, Brazil

18.

Pakistan

Snr. Col. Zhe QU, China

19.

Wg. Cdr. JS Samarasekara, Sri Lanka

Lt. Col. Dongliang GUO, China

Lt. Col. Klas Grankvist, Sweden

Mr. Jerome Michael Tarutani, United States of

10.

Maj. XU Yang, China

21.

America

11.

Maj. Ping WANG, China

OMA/ DPO/ UNHQ

Maj. Gen. Hugh Van Roosen, OMA

Wg. Cdr. Samatha Gomani: Project Manager

Lt. Col. Fabricio Javier Tejada Yudica: Military

Brig. Gen. El Hadji Babacar Faye, OMA

Aviation Planning Officer

DOS various entities/ UNHQ

Mr. Miguel Lens Pardo, Air Transport Service

Mr. Ovais Ahmed, Aviation Safety Section

Lt. Col. Margarita Marta Correas Rodriguez, Air

Mr. Leon De Berri Matheson, Aviation Safety

Transport Service

Section

Purpose

The second edition of the United Nations Peacekeeping Missions, Military Aviation

Unit Manual provides field commanders and their staff a guide for planning and conducting

military aviation operations in support of United Nations peacekeeping operations. The

United Nations Headquarters and mission staff will find this manual an essential reference

as they plan, generate and employ military aviation for UN missions.

The intent of this manual is not to attempt to override the national military aviation

or safety doctrines/policies of individual Member States or Troop Contributing Countries

(TCCs), nor impose requirements on national training, operations or structures. This

manual does not prescribe any military tactics, techniques and procedures which remain

the prerogative of individual Member States. Nor is it the intent of this manual to serve as

an instrument for military aviation unit selection. Indeed, military aviation unit structures

will be adapted, ultimately, in accordance with any concept of operations (CONOPS) and

Statement of Unit Requirements (SUR). Afterwards, the Letter of Assist (LOA) and the

Memorandum of Understanding (MOU) will be negotiated between the UN and TCC. Instead,

this manual serves as a complement to existing or emerging TCC’s military aviation

capability, and preparation for the enhanced performance achieved through

interoperability with other TCCs participating in the peacekeeping operation.

This manual is written primarily at the operational level. It is based on UN guidance

reflecting lessons learned, feedback from field missions and input from peacekeeping

practitioners experienced in UN military aviation operations. Workshops conducted by

interested Member States and TCCs produced the original draft that was finalized in 2015.

It was designed to assist contingents in the re-orientation of their units from a national

military aviation focus to one in which they are an integral part of a unified UN peacekeeping

operation.

The second edition is a result of deliberations undertaken by another working

group in 2019 to identify the areas in this manual that need to be modified based on

considerations of TCC delegates, recent UN doctrinal development, and on the

contemporary and past UN Aviation Units’ feedback.

vii

Scope

This manual focuses on the UN military unit aviation, not civilian, aviation.

Discussed within is an overview of the military aviation setting in UN peacekeeping

operations. The capabilities of rotary and fixed-wing aviation are examined in terms of their

employment concept, tasks, organization and support requirements (pre-deployment, in-

mission, and during relief, rotation and repatriation). Military aviation currency

sustainment for air crews, as well as military aviation unit’s self-evaluation is examined with

checklists provided along with tasks, conditions and standards that can be modified to suit

any TCC’s aviation unit. Additional focus has been put on self-evaluation, including modified

checklists, along with advice on seeking support from the UN or third parties. Most

importantly, is the modified flight safety annex (Annex D) with suggestions on how

contingents can create an organizational culture that promotes operational readiness

through active safety programs by considering human factor and risk assessment.

Also covered in this manual is the enlightening description of UN military aviation

asset command and control. The intent of this manual is to clarify key aspects of UN military

aviation for both military and civilian personnel, and thereby foster a unified approach to

aviation field employment.

viii

TABLE OF CONTENTS

Description

Page

Chapter 1: Employment Concept UN Military Aviation

1.1

Introduction

1.2

Command and Control

1.3

Planning Considerations for Air Operations Staff

1.4.

Rotary-Wing Unit Employment Concept

1.5.

Fixed-Wing Unit Employment Concept

1.6.

Unmanned Aircraft System (UAS) Unit Employment Concept

1.7.

Embarked Aviation Unit Employment Concept

1.8.

Military Airfield Support Unit (ASU)

Chapter 2: Capabilities and Tasks of the UN Military Aviation Unit

2.1

Introduction

2.2

Types of Military Aviation Units

2.3

Rotary-Wing Unit Capabilities and Tasks

2.4

Fixed-Wing Unit Capabilities and Tasks

2.5

Unmanned/Remotely Piloted Aircraft Systems (UAS/RPAS) Unit

Capabilities and Tasks

2.6

ASU Unit Capabilities and Tasks

Chapter 3: Organization of the UN Military Aviation Unit

3.1

Introduction

3.2

Rotary-Wing Unit Organization

3.3

Fixed-Wing Unit Organization

3.4

UAS/RPAS Unit Organization

3.5

ASU Unit Organization

Chapter 4: UN Military Aviation Unit Support

4.1

The UN Mission Logistical Framework

4.2

Combat Service Support in UN Military Aviation

4.3

UN Support Process: From Pre-Deployment to the Mission Area

4.4

CASEVAC and Medical Support

4.5

Troop Contributing Country Support

4.6

UN Mission Support

4.7

What to Expect: Typical Logistical Support for Military Aviation

Units in a UN Mission

4.8

Embarked Aviation Detachment Support

Chapter 5: UN Military Aviation Unit Training

5.1

Introduction

5.2

Pre-Deployment Training

5.3

Deployed Proficiency and Currency Sustainment

5.4

Aircrew Training

5.5

Ground Crew Training

5.6

Tactical Training for Military Aviation Unit Commanders and Staff

5.7

Training, Operational and Equipment Readiness, and Troop

Contributing Country Reimbursement

5.8

Features of Naval Aviation Unit Training

CHAPTER 1

Employment Concept for UN Military Aviation

1.1 Introduction

This chapter will assist the Force and Sector Commanders, and all UN Mission staff,

understand and correctly employ the full capability of UN military aviation assets. The

current momentum in peacekeeping operations necessitates a highly responsive approval

authority- reflecting the urgencies of daily military operations as well as civilian logistical

requirements. Understanding the proper employment and approval authority for UN

military aviation assets is essential to meeting time-sensitive operational demands.

1.2 Command and Control

1.2.1 Military Aviation Unit commanders and relevant personnel must be familiar with the

UN Policy for Command and Control latest published edition.

1.2.2 UN military aviation assets are Operational Control (OPCON) by the Force

Commander, who is authorized to further assign aviation assets under Tactical Control

(TACON) to a designated commander for specific purposes and periods. TACON includes

the detailed and local direction and control of movement or maneuvers necessary to

accomplish an assigned mission or specific tasks. However, due to their criticality in civilian

as well as military functions, not to mention related financial implications, military aviation

assets are under the UN Tasking Authority of the civilian Director or Chief of Mission

Support. However, there are emergency/crisis situations warranting an Aviation response

(eg: Casualty Evacuation (CASEVAC) but also tactical transportation or every life-or-death

situation) when immediacy of Aviation response is critical. Therefore, in order to provide

adequate and timely support on 24/7 basis to the troops and for saving lives through a

timely and efficiently executed missions, the Director of Mission Support (DMS) shall

dedicate certain quantum of Aviation support to facilitate command and control. This would

permit a unified planning process under FC responsibility more adapted to peacekeeping

operations under Chapter VII of UN Charter. This pre-decided quantum of aviation support

must be under the direct tasking authority of the Force Commander. With this delegation of

authority FC shall be held fully accountable for the results as he has planning control over

his aviation military assets, particularly in Chap. VII missions.

1.2.3 The Chief of Service Delivery^{1 2} reports to the Director or Chief of Mission Support

(DMS/CMS). The Chief of Service Delivery centrally manages and exercises tasking

authority on behalf of the DMS/CMS over all assigned uniformed logistics personnel and

enabling units, including UN military aviation assets (with the exception of those aviation

assets in direct support of military operations), along with signals, engineers,

transportation, medical and explosive ordnance disposal. The Mission’s aviation priorities

are determined by the Special Representative of the Secretary-General (SRSG)/Head of

Mission (HOM) as advised by the Mission’s senior executive team. For a definitive discussion

of the chain of command authorized to sanction different aviation missions, refer to the

¹ Service Delivery was formerly known as Integrated Support Services.

² See also the other UN Military Unit Manuals on some of these enablers available at UN Resource

Hub http://research.un.org/en/peacekeeping-community/guidance

DPO/DOS Policy on Authority, Command and Control in United Nations Peacekeeping

Operations (Ref. 2019, dated October 2019).

1.3

Planning Considerations for Air Operations Staff.

For the purposes of this , the employment concept for UN

military aviation assets is organized by considering separately the distinct capabilities,

airframes and employment concept of rotary, fixed-wing aircraft and Unmanned Aircraft

Systems (UAS) assets; but first, a brief examination of planning considerations.

1.3.1 Planning considerations for task assignment

The prime responsibility of the air operations staff at Sector and Force Headquarters is to

assign tasks to military aviation units best suited for a particular operation. Planning

considerations for task assignment include:

• Type of mission.

• Type of terrain.

• Number of passengers.

• Details and nature of load to be carried.

• Tactical situation.

• Conditions of Pick-Up and Landing Zones/airstrips.

• Duration of mission.

• Nature of urgency.

• Crew proficiency.

• English proficiency

• Helicopter/aircraft capabilities.

• Risk assessment/flight safety.

• Availability of ground support facilities.

• Type of fuel available.

• Requirement, type and availability of ammunition.

• Availability of specialized equipment for specialized operations.

• Weather conditions.

• Crew duty time.

In compliance with the DPKO/DFS Environmental Policy for Field Missions (2009.6) para.

37 on Energy and the need to “ensure the use of energy is optimized by the mission with the

aim to minimize the mission’s greenhouse gas emissions”, with the DOS Environment Strategy

for Field Missions (2017-2023) and its vision “to deploy responsible missions that achieve

maximum efficiency in their use of natural resources and operate at minimum risk to people,

societies and ecosystems; contributing to a positive impact on these wherever possible”,

missions, under the C/DMS guidance, shall implement, whenever possible, transportation

energy efficiency measures including maximizing aircraft passenger and cargo loads.

1.3.2 Task assignment for the airfield and security of the Forward Operating Base

Another key planning consideration is the need for clearly delineated task assignments for

airfield and forward operating base security. Normally, the Mission will assign the airfield

security task to one of its infantry units, which may or may not be from the same TCC as the

military aviation unit. In cases where the supporting security detachment is not from the

same TCC as a military aviation unit, clearly defined command and control arrangements

must be established. However, if the military aviation unit’s TCC requires the use of its own

soldiers for security, this requirement will need to be negotiated with the UN.

1.3.3 Human Rights Due Diligence

In the aviation context, compliance with UN standards to safeguard international human

rights and humanitarian law is particularly important in light of the high visibility of UN

aviation assets and operations, and the possibility that some of the assets and personnel

deployed may have been deployed in robust operations in non-UN contexts. In accordance

with the Secretary-General’s UN system wide instructions and as reinforced by UN Security

Council resolutions, all UN support to non-UN security forces must be provided in

compliance with the Human Rights Due Diligence Policy on UN Support to non-UN Security

Forces

(HRDDP)

available

the

Resource

Hub:

http://research.un.org/en/peacekeeping-community.

For all personnel deployed, the Policy on Human Rights Screening of UN Personnel must be

strictly followed, including the required self-certification, TCC/PCC screening and proactive

screening by the Secretariat itself, so as ensure that the United Nations neither selects nor

deploy for service in aviation or aviation support any individual who has been involved in

violations of international human rights or humanitarian law. For any procurement in

relation to air operations, the United Nations Supplier Code of Conduct applies, according

to which UN suppliers must not be complicit in human rights abuses and a range of other

conduct contrary to the United Nations values and principles. Due diligence checks of

suppliers to ensure compliance with the Supplier Code of Conduct should be ensured.

1.3.4 Search and Rescue Planning and Standard Operating Procedures

Search and Rescue planning is critical to aviation support operations. All military aviation

units are required to prepare Standard Operating Procedures (SOPs) for Search and Rescue

(SAR). Operators will be familiar with their national SOPs regarding Search and Rescue /

Combat Search & Rescue, but those national SOPs may not be completely applicable to the

environment and topography of the UN Mission. Thus, once a military aviation unit is

deployed to the UN Mission area, they must update their SAR plans to reflect the new

environment and operating conditions. Unit’s SAR plans and SOPs must be aligned to

Mission Aviation SOPs, SAR Chapter, and should take into consideration the following:

• Plans prepared in the event of an accident.

• Accident alarm system.

• Actions for overdue aircraft.

• Local lost procedure.

• Actions for on Base accident.

• Actions for off Base accidents.

• Actions for medical emergency.

• Actions on forced landing.

• Steps to ensure that all concerned know their specific tasks and roles according to the

plan and SOP.

1.4 Rotary-Wing Unit Employment Concept

In addition to performing essential personnel and equipment movement, military rotary-

wing units support the Mission’s security and stability by performing aerial reconnaissance

and surveillance, observation, screening and security operations. When required, rotary-

wing units conduct show of force, support and intervention operations. Additional tasks

may also include, but not limited to, armed reconnaissance, air assault/quick reaction

operations, close support missions, CASEVAC/MEDEVAC, search and rescue operations,

Very Important Person (VIP) transportation, helicopter landing site reconnaissance

operations and joint operations. Unit tasks will of course depend upon the type of

helicopters available, as well as what was previously agreed in Memorandum of

Understanding (MOU) or Letter of Assist (LOA).

1.4.1 Reconnaissance and Surveillance

Helicopter reconnaissance and surveillance are keenly important by virtue of the real time

ability to identify and report the locations of hostile forces and equipment. The ability to

identify and geo-locate elements on the ground can support a variety of UN operations by

providing early warning of peace violations, enhancing force protection, and improving

Mission readiness to mitigate most threats. These types of operations may include a variety

of reconnaissance and surveillance techniques such as:

• Reconnaissance: A mission undertaken to obtain, by visual observation or other

detection methods, information about the activities and resources of opposing forces, or

to secure data concerning the meteorological, hydrographic, or geographic

characteristics of a specific area.

• Surveillance: The systematic observation of aerospace, cyberspace, surface, or

subsurface areas, places, persons, or things by visual, aural, electronic, photographic, or

other means.

• Planning considerations, include:

o Commanders intent (what is the mission?)

o Effects to be created. Command and Control.

o Helicopter capabilities including self-protection, design and equipment to perform

the intended task.

o Crew capabilities and qualifications.

o Terrain.

o Obstacles.

o Weather conditions.

o Aeronautical information (Aeronautical Information Publications (AIP), Notices to

Airmen (NOTAM), airspace).

o Minimum safe altitude.

o General security situation/threat analysis.

o Clearance from host nation.

o Adequate support planning.

o Flight plan filing as per UN and host country rules.

o Rules of Engagement.

o Weight and balance calculations.

o Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

o Communication with own forces on ground, if any.

o Fitness of fuel and its certification, especially at alternate airfields.

o Wearing of appropriate protection gear by the aircrews and observers.

o Night Vision Devices (Night Vision Goggles, Forward Looking Infrared Radar (FLIR),

Thermal Imaging) and Infra- Red Search Light (If applicable)

1.4.2 Armed Reconnaissance

Armed reconnaissance, if authorized under the Mission mandate and approved by

appropriate UN authorities, is reconnaissance to gather information while simultaneously

being prepared to use force, mainly in self-defense, by locating and attacking hostile armed

elements as they arise during the course of the reconnaissance in assigned general areas,

rather than attacking pre-designated targets. Armed reconnaissance often involves

engaging hostile elements as they threaten the local civilian population.

• Planning Considerations Include:

o Command and Control

o Helicopter capabilities (including self-protection, design and equipment to

perform the mission).

o Crew capabilities and qualifications.

o Terrain.

o Obstacles / heights in reconnaissance area.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o Minimum safe altitude.

o General security situation/threat analysis.

o Ammunition to be used.

o Availability of required logistical

support.

o The number of helicopters to perform the mission (recommendation: 2, for

mutual support in case of emergencies).

o Host nation clearance if not given in the LOA.

o Flight plan filing as per UN/host nation rules.

o Rules of Engagement.

o Threat assessments of hostile anti-aircraft weapons.

o Clear identification of own forces and friendly population in the area of

operation.

o RT communication / guidance by own intelligence elements on ground amongst

the population.

o Making a combat team of an armed helicopter with a support helicopter for

evacuating the aircrew of armed helicopter, in case it is downed by hostile fire.

o Inadvertent Instrument Metrological Conditions (IIMC) Plan.

o Wearing of protection gear by the aircrew.

1.4.3 Passenger Transportation

Passenger transportation is an air movement of passengers, including VIP, from one

location to another, using UN aviation assets. Military aircraft operating under a LOA must

meet contributing nation and UN standards for military aviation operations and comply

with the terms and conditions of the LOA. When transporting civilian passengers, military

aircraft must be certified for passenger transport by the relevant aviation authority or

national regulations.

• Planning Considerations

o Helicopter capabilities (including self-protection, availability of passenger safety

equipment and design features etc.).

o Crew capabilities and qualifications.

o Command and Control.

o Terrain and safety altitude.

o Weather conditions including day/night operations.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation of route and destination.

o Host nation clearance if not given in the LOA.

o Support planning for primary and alternate destinations.

o Flight plan filing as per UN/host nation rules.

o Weight and balance calculations.

o Fuel arrangements and its fitness certification.

o Avoidance of excessively dusty landing conditions.

o Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

o Wearing of protection gear by the aircrews and passengers (is required).

o Protection arrangements by the ground forces in case of a helicopter grounded at

a landing site due to technical reason.

o Assigning a qualified crew (proficient in English) to demonstrate the safety

features of the aircraft and assist in case of an emergency.

1.4.4 Cargo Transportation

This task involves the carrying or moving of cargo within the Mission by UN utility

helicopters. The cargo can be loaded inside a cargo compartment, or outside the cargo

compartment using a sling (depending upon the availability of special equipment and

helicopter capability). As with passenger transportation, military aircraft operating under

a Letter of Assist (LOA) must meet contributing nation and UN standards for military

aviation operations and comply with the terms and conditions of the LOA.

•

Planning Considerations

o Loading/offloading plan (locations, procedures, handling equipment).

o Helicopter capabilities.

o Crew capabilities/training standards.

o Coordination measures such as air-to-ground communications.

o Loading as per cargo packing list and manifest.

o Specialized equipment requirements for sling, jib crane,

aviation nets (certified) etc.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o Weight and volume according to the helicopter’s allowable

limits.

o Type of cargo (for dangerous goods, refer to para 1.4.5

o Terrain, obstacles, build-up areas and safety altitude.

o Host nation clearance if required as per LOA.

o Support planning for primary and alternate destination.

o Filing of flight plan as per UN/host nation rules.

o Serviceability of quick release mechanism of the load.

o Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

1.4.5 Transportation of Dangerous Goods

Dangerous Goods (DGs) are any articles and substances having properties that, if

uncontrolled, could adversely affect the safety of the passengers, crew or aircraft on which

they are carried. The International Air Transport Association (IATA) DG guidance is issued

in order to provide procedures for the shipper of dangerous goods, and guidelines for the

operator of UN military helicopter that facilitate the safe transportation of dangerous items.

The military unit should have procedures that cover the transport of DGs, which outlines

the roles, responsibilities, documentation, and handling procedures. The carriage of DGs

(whether internally, externally mounted or underslung) in military helicopters within the

UN mission must be in accordance with the following:

• For the transport of DGs (excluding ammunition, explosives and fuel), to be in

accordance with IATA and International Civil Aviation Organization (ICAO) procedures,

national and UN procedures regarding the movement of dangerous goods in military

helicopter.

• For the transport of ammunition, explosives and fuel, to be in accordance with

national regulations covering the transportation of ammunition and fuel. For the handling

of ammunition in UN missions, refer to UN Manual on Ammunition Management, 2020.

• Planning Considerations

o Ensure Dangerous Goods are prepared and suitable for transport by air.

o Proper inspection by qualified personnel before packaging.

o Dangerous Goods packaging, labeling and segregation.

o Completion of Dangerous Goods documentation (declarations, Notice to Captain

(NOTOC), manifest).

o Aircraft capabilities (availability of specific DG handling/cargo restraints and

qualified crew).

o Dangerous Goods handling, loading, unloading, airfield/Helicopter Landing Site

(HLS) facilities, and associated safety distances.

o Security of Dangerous Goods and escorts (as required).

o Aircraft capabilities (availability of specific DG handling/loading/unloading.

equipment and qualified crew).

o All other considerations for cargo transportation remain valid.

1.4.6 Specialized Operations (Air Assault/Quick Reaction

Operations/Rapelling/Fast roping/Para-drop/Helocasting)

It is an air movement of UN forces with rotary-wings to engage and destroy hostile forces,

to seize and hold key terrain, or secure, destroy, disrupt or fix specific hostile forces, and

interdicting hostile withdrawal routes in protection of forces or groups in accordance with

the mandate.

• Planning Considerations

o Type of mission

o Helicopter capabilities.

o Crew capabilities and training standards.

o Detailed briefings and coordination on air assault techniques and tactics by

concerned agencies and units.

o Coordination required between different types of helicopters (utility and

attack).

o Area of operations. o Security situation/threat analysis.

o Weather conditions (Visual Meteorological Conditions (VMC).

o Aeronautical information (AIP, NOTAM,

airspace).

o Terrain, obstacles and safety altitude.

o Host nation clearance, if not given in the LOA.

o Adequate admin and logistics planning including fuel and ammunition.

o Air assault techniques and training plus coordination with ground troops.

o Rules of Engagement.

o Contingency planning for recovery of a downed helicopter.

o Developing a temporary Forward Operating Base (FOB).

o Refueling arrangements in the FOB.

o Medical cover for any casualties.

o Combat search & rescue - CSAR.

o Protective gear for the aircrews.

o Dusty landing preparatory training & SOP.

o Modified maintenance SOPs for dusty unprepared operations.

o Level of armor protection of the helicopters.

o Minimum operating altitude of the surveillance helicopters accompanying the

cargo helicopters.

o Pilots training for tactical flying.

o Inadvertent Instruments Meteorological Conditions (IIMC) training.

o Night Vision Goggles (NVG) capability and training, especially for unprepared

landings in the field.

o Prior insertion of landing zone (LZ) protection party on utility helicopters.

o Prior sanitization of the area, especially the landing zone LZs by attack / armed

helicopters, if available.

1.4.7 Close Support Missions

Close Support is the action performed by armed helicopters against hostile targets that are

in anticipated or direct contact with own ground forces. This operation requires detailed

integration of each air mission with the fire and maneuver of UN ground or maritime forces

and must be in accord with the Mission’s Rules of Engagement (RoE) and Concept of

Operations (CONOPS)/mandate.

• Planning Considerations

o Helicopter capabilities (must be designed and equipped to perform close support

tasks).

o Crew capabilities and training standards.

o Detailed briefing and coordination between concerned agencies and units.

o Area of operations.

o Security situation and threat analysis.

o Terrain /obstacles and safety altitude.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o Coordination measures such as air to ground communication to avoid fratricide.

o Ammunition that is consistent with Mission mandate.

o Measures to avoid and minimize collateral damage.

o Host nation clearance if not given in the LOA.

o Admin and logistics support planning for the mission’s duration.

o Rules of Engagement.

o Develop standard message formats in coordination with the ground troops for

calling fire.

1.4.8 Aerial Patrol

It is an air operation in a specific area in a given time in order to identify hostile activity or

new threats to protected forces.

• Planning considerations

o Helicopter capabilities (appropriate equipment for visual/electronic surveillance

and real time audio/visual relay).

o Crew capabilities and training standards.

o Appropriate air-to-ground communication system to pass the information to

relevant agency/unit.

o Terrain, obstacles and safety altitude.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Host nation clearance if not given in the LOA.

o Appropriate support planning.

1.4.8 Casualty Evacuation (CASEVAC)

CASEVAC³ is defined as the primary evacuation of any casualty from the Point of Injury to

the closest appropriate medical facility, utilizing the most appropriate means of

transportation. Medical research proves that the risk of death or permanent disability is

significantly reduced if people are treated as soon as possible after the onset of a life-

threatening injury or illness. Based on this evidence, it is of utmost importance that

appropriate life, limb and eyesight saving procedures are provided as quickly as possible.

Established optimal CASEVAC timings are referred to as the 10-1-2 timeline:

•

10 (Platinum Minutes) - Immediate lifesaving measures of haemorrhage control and

airway support are to be commenced at the POI after the onset of injury/illness as soon

as possible. and secured within 10 minutes. Focus is on control of major bleeding and

ensuring an airway for breathing. This is often referred to as the ‘Platinum 10 Minutes’.

•

1 (Golden Hour) - Advanced lifesaving support (ALS) and damage control

resuscitation (DCR) are provided by emergency medical personnel within 1 hour of the

onset of injury/illness. This allows for life-saving intervention and en-route stabilisation

until arrival at an appropriate medical facility and is often referred to as the ‘golden

hour’.

³ DOS/2020.7 Casualty Evacuation in the Field (Policy) at United Nations Peacekeeping Resource Hub

http://research.un.org/en/peacekeeping-community

•

2 - The casualty should receive damage control surgery (DCS) within 2 hours of the

onset of injury/illness.

10-1-2 timeline is cumulative in nature with a limit of 2 hours from the onset of

injury/illness to DCS.

• Planning Considerations

o Alert matrix

o Command and Control

o Operating hours since major engine overhaul

o Civil Aviation in the area

o Aeromedical Evacuation Team (AMET)

o Threat on the ground

o Landing Zones (LZ)

• Location. The LZ must be in close proximity to the aid station. Casualties may

require carrying by hand to the waiting aircraft. However, the LZ must be set up at

sufficient distance so that it will not interfere with aid station operations. If

possible, the LZ should be selected downwind from the aid station to avoid blowing

dust on the aid station.

• Marking. LZ markings must be visible from the air. In order to prevent accidents

caused by Foreign Object Debris (FOD), it is better to mark a landing zone is by

using smoke or illuminating devices (e.g. smoke/light candles, infrared strobe

lights, etc).

• Communications. Radio frequency and call signs used by the ground unit at the

LZ should be preplanned.

• Capacity. LZ size determines how many helicopters can land at one time to load

casualties.

• Obstacles. LZs should be free of obstacles.

• Drop off location and follow-on medical support.

o Flexibility. The CASEVAC system must have enough flexibility to enable the health

services to respond to changing operational and clinical situations.

o General security situation/security of pick-up site.

o Forecast casualty rate.

o Capabilities of the evacuation teams (resources, personnel and equipment).

o Capabilities of the assets such as payloads and ranges.

o Adequate support planning.

1.4.9 Medical Evacuation (MEDEVAC)

MEDEVAC entails the evacuation of patients, including wounded personnel, between two

medical facilities; either within (in-theatre) or out of the mission area. A MEDEVAC should

be conducted, depending on the medical urgency to save lives. For comprehensive guidance

on medical operational, logistical and administrative guidelines for Member States, UN

Headquarters and field Missions, consult the Medical Support Manual for United Nations

Peacekeeping Operations will be available at the UN Peacekeeping Resource Hub:

https://research.un.org./en/peacekeeping-community/guidance

In addition to a host of other essential information, the Medical Support Manual provides

information on the command and control structure for integrating medical support in field

Missions, CASEVAC/MEDEVAC procedures, pre-deployment medical screening

requirements, entitlements to medical care in field Missions and certification requirements

for field Mission medical professionals.

• MEDEVAC Planning Considerations

o Helicopter capabilities (availability of specialized equipment for en-route medical

care).

o Crew capabilities and training standards.

o Availability of adequately trained AMET.

o Weather conditions, terrain and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o Adequate support planning including necessary medical supplies.

o A medical risk assessment to ensure the patient’s condition is within acceptable

safety standards.

o Medical Treatment Facilities (levels 2 and 3) should be notified and ready to

receive the patient.

o Special consideration should be given for MEDEVAC flights for patients suffering

from high-epidemic diseases (Ebola) as per LOA adhering all the necessary

precautionary measures.

1.4.10 Search and Rescue Operations

Search and Rescue consists of operational tasks to locate, communicate with, and recover

personnel from isolated areas in a permissive environment. Search and Rescue is a

specialized operation performed by rescue forces to affect the recovery of distressed

personnel. Search and rescue is a technical activity rendered by a group of specially trained

personnel. Immediate extraction is another concept of utilizing the available force for

launching a quick rescue operation.

• Planning Considerations

o Helicopter capabilities (including availability of required specialized equipment,

such as winch).

o Crew capabilities and training standards (including special missions).

o Area of operations and nature of terrain.

o Nature of the situation which demands SAR (Sea rescue, fire rescue, flood rescue,

etc).

o Appropriate search patterns/techniques.

o General security situation/threat analysis.

o Weather conditions, obstacles and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o Appropriate support planning for maximum search endurance (including

provisions for extra fuel tanks).

1.4.11 Combat Search and Rescue (CSAR) Operations

CSAR refers to specialized operations in which an isolated person or persons must be

recovered from non-permissive environments, typically with the existence of threats to the

recovery force. It is a strategic operation. A CSAR mission includes many assets and may

be carried out by a task force of helicopters, ground-attack aircraft, aerial refueling tankers

and an airborne or ground command post. It can involve ground forces such as Versatile

Specialized Aviation Section (VSAS). This mission is prepared and conducted after a detailed

planning process. The CSAR timeline runs from the incident +1h to the incident +1 week.

• Planning Considerations

o Assets capabilities (including availability of required specialized equipment, such

as winch).

o Crew capabilities and training standards (including special missions and clearance

to operate during the night wearing NVG if necessary).

o Area of operations and nature of terrain.

o Nature of the situation which demands CSAR (downed pilot, threats,

environment…).

o Appropriate search techniques.

o SOPs

o General security situation/threat analysis.

o Weather conditions, obstacles and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o Appropriate support planning for maximum search endurance (including

provisions for extra fuel tanks).

o Coordination with task forces

1.4.12 Combat Immediate Extraction (CIMEX) Operations

Immediate Extraction (IMEX) refers to specialized opportunity operations in which an

isolated person or persons are recovered from hostile environments, typically with the

existence of immediate threats to the recovery force. It is a tactical operation. A CIMEX is

conducted with military UN aviation assets already engaged in the operation. For this

mission, the UN commander can dedicate in advance, assets for that mission or use the

aviation assets already engaged. For instance, ground troops such as VSAS can be tasked for

that mission. The timeline for CIMEX is within 0 (after the incident) to aviation assets

endurance (approximately 2 hours)

• Planning Considerations

o Assets capabilities (including availability of required specialized equipment, such

as winch).

o Embarked troop capabilities.

o Own support capabilities.

o Area of operations and nature of terrain.

o Playtime.

o SOPs

o General security situation/threat analysis.

o Coordination with task forces

1.4.13 Neutralization/Interdiction to protect civilians and friendly forces

Action, in order to protect civilians or friendly forces, consisting of:

o Putting the opponent out of combat for a given period and zone.

o Preventing an individual, group, or organization the use of space, personnel or

facilities by physical and/or psychological measures.

• Planning Considerations

o Assets capabilities (including availability of required specialized equipment).

o Playtime.

o Forward Area Refueling Point (FARP) display.

o Crew capabilities and training standards (including special missions).

o Area of operations and nature of terrain.

o General security situation/threat analysis.

o Weather conditions, obstacles and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o Coordination with ground forces.

o Media management.

o Risk of Collateral damage.

o ROE

1.4.14 Helicopter Landing Site Reconnaissance Operations

It is the execution of a landing site reconnaissance with the purpose of familiarizing with

an approved HLS, carrying out a technical assessment to validate the existing HLS or

approving a new HLS (with relevant specialists).

• Planning Considerations

o Helicopter capabilities (operational/technical limitations).

o Condition of landing site (sand, rocks, slopes, surroundings).

o Crew capabilities/training standards.

o Necessary security clearances from UN and host country.

o Area of operations including general security situations and threat

analysis.

o Mine / improvised explosive device (IED) clearance, if required.

o Global Positioning System (GPS) coordinates, elevation and area

weather.

o Aeronautical information (AIP, NOTAM, airspace).

o Presence of natural obstacles in the area.

o Mission SOPs for reconnaissance of helicopter landing sites.

o Adequate logistics support planning.

o Filling of flight plan as per UN and host country rules.

o Logistic planning for use of Versatile and Specialized Aviation Section.

1.4.15 Joint / Multilateral Operations.

Joint operations are the integrated military activities of two or more UN components, such

as Army, aviation assets, marine and police forces. Multilateral operations are the integrated

military activities of one or more UN contingents with other Non-UN components, such as

the host country police force, or any other force in the Mission area

• Planning considerations

o Helicopter capabilities (including compatibility of communications with ground

troops).

o Aircrew English proficiency

o Translator/Air Liaison Officer English proficiency (if required)

o Currency of the Crew and training standards.

o Detailed briefings and coordination with concerned agencies and units.

o Coordination for overall command and control of operation.

o Appropriate logistics support including ammunition and fuel.

o Area of operations, nature of terrain, obstacles and safety altitudes.

o General security situation/threat analysis.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o Coordination for appropriate air to ground communications.

o Coordination / measures to avoid fratricide.

o Measures to avoid/minimize collateral damage.

o Necessary clearances from UN and host nation.

o ROE

o CONOPS

1.5 Fixed-Wing Unit Employment Concept

1.5.1 The role of fixed-wing assets is to support the Mission’s execution of its mandate

particularly regarding security and stability. Tasks depend upon the type of aircraft

available. Fixed-wing tasks may include surveillance and reconnaissance (including

electronic surveillance), passenger, cargo and dangerous goods transportation, aerial

delivery operations (supply drops by parachute), CASEVAC/MEDEVAC, search operations,

VIP transportation and aerial patrol. In some cases, single-engine armed fixed-wing aircraft

also be used to conduct show of force and intervention operations. The possibilities include,

but are not limited to, armed reconnaissance, close support, escort of helicopters.

1.5.2 Surveillance and Reconnaissance.

The surveillance and/or reconnaissance task is to obtain relevant information to

provide the necessary early warning to the force. This activity, also requires, the availability

of day and night electro-optical sensor(s). This task may require, for light attack aircraft, to

locate and engage hostile forces.

1.5.2.1 Surveillance - The systematic observation of aerospace, cyberspace, surface, or

subsurface areas, places, persons, or things by visual, aural, electronic, photographic, or

other means.

1.5.2.2 Reconnaissance - A mission undertaken to obtain, by visual observation or

other detection methods, information about the activities and resources of an opposing

forces, or to secure data concerning the meteorological, hydrographic, or geographic

characteristics of a specific area.

• Planning Considerations

o Aircraft capabilities (must be designed and equipped to carry out the task).

o Crew capabilities and training standards.

o Area of operations including nature of terrain, weather conditions and obstacles.

o Aeronautical information (AIP, NOTAM, airspace).

o Minimum safe altitude for the mission.

o General security situation/threat analysis.

o UN and host nation clearance.

o Adequate support planning for the mission.

o Filing of flight plan according to UN/host nation rules.

1.5.3 Passenger Transportation

Fixed-wing assets conduct small to large scale air movement of passengers from one

location to another. The aircraft must be properly equipped and configured to accommodate

passengers. Military aircraft operating under a Letter of Assist (LOA) must meet

contributing nation and UN standards for military aviation operations and comply with the

terms and conditions of the LOA. When transporting civilian passengers, military aircraft

must be certified for passenger transport by the relevant aviation authority or national

regulations.

• Planning Considerations

o Aircraft capabilities

o Crew capabilities and training standards.

o Area of operations, terrain, obstacles and safety altitude.

o Weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Terminal availability/passenger handling facilities.

o Flight planning and necessary UN and host nation clearances.

o Appropriate admin and logistics support planning.

1.5.4 Cargo Transportation

Fixed-wing UN transport utility aircraft, properly configured to accommodate cargo, move

cargo from one location to another. Military aircraft operating under a Letter of Assist (LOA)

must meet contributing nation and UN standards for military aviation operations and

comply with the terms and conditions of the LOA. For mixed transportation of cargo and

passengers, cargo aircraft must be certified for passenger transportation by a national

certification authority and meet UN standards for carriage of passengers with unimpeded

access to emergency exits. In some cases, passenger numbers may be limited to meet UN

standards.

• Planning Considerations

o Aircraft capabilities (configured in accordance with ICAO/CAA/UN rules for cargo

transportation).

o Crew capabilities and training standards.

o Aircraft loading plan/weight management plan.

o In case of dangerous goods, refer to para 1.5.5.

o Area of operations (including reconnaissance of landing sites), weather conditions

and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Cargo handling and terminal facilities.

o Flight planning and necessary UN/host nation clearances.

o Appropriate admin and logistics support planning.

o Unimpeded aisles and access to emergency exits when passengers are carried.

1.5.5 Transportation of Dangerous Goods

Dangerous Goods (DGs) are any articles and substances having properties that, if

uncontrolled, could adversely affect the safety of the passengers, crew or aircraft on which

they are carried. The IATA DG guidance is issued in order to provide procedures for the

shipper of dangerous goods, and guidelines for the operator of UN military aircraft that

facilitate the safe transportation of dangerous items. The military unit should have

procedures that cover the transport of DGs, which outlines the roles, responsibilities,

documentation, and handling procedures. The carriage of DGs (whether internally,

externally mounted, or underslung) in military helicopters within the UN mission must be

in accordance with the following:

• For the transport of DGs (excluding ammunition, explosives and fuel), to be in

accordance with IATA and International Civil Aviation Organization (ICAO) procedures,

national and UN procedures regarding the movement of dangerous goods in military

aircraft.

• For the transport of ammunition, explosives and fuel, to be in accordance with

national regulations covering the transportation of ammunition and fuel.

For all flights involving transport of any DGs, the DGs aspects and considerations

below must be incorporated into the military aviation risk management processes prior to

each flight.

• Planning Considerations

o Ensure Dangerous Goods are prepared and suitable for transport by air.

o Proper inspection by qualified personnel before packaging.

o Dangerous Goods packaging, labeling and segregation.

o Completion of Dangerous Goods documentation (declarations, Notice to Captain

(NOTOC), manifest).

o Aircraft capabilities (availability of specific DG handling/cargo restraints and

qualified crew).

o Dangerous Goods handling, loading, unloading, airfield facilities, and associated

safety distances.

o Security of Dangerous Goods and escorts (as required).

o All other considerations for cargo transportation remain valid.

1.5.6 Aerial Delivery Operations

It is an aerial supply by parachute or airdrop; or an insertion of specialized parachute

troops.

Aerial supply. This requirement might be in the aftermath of natural calamities like

earthquakes or floods where landing facilities may not be available or when other means

are not available or less efficient.

In case of parachute troops requirement. Peace operations may request Aerial

Delivery Operations for inserting specialized parachute troops if required in support of a

UN mandate. Conducting aerial delivery operations requires aircraft and crew that have

been specially configured and trained respectively for that purpose.

• Planning Considerations

o Aircraft capabilities (specially configured for parachute

operations).

o Crew capabilities and training standards.

o Availability of parachute rigging/packing/repacking facilities.

o Coordination for drop zone selection and marking.

o Aeronautical information (AIP, NOTAM, airspace).

o Area of operations, weather conditions and safety altitude.

o General security situation/threat analysis.

o Availability of loadmasters / jumpmaster.

o All other considerations for cargo transportation remain valid.

1.5.7 Casualty Evacuation

As with rotary-wing operations, CASEVAC⁴ is defined as the primary evacuation of any

casualty from the Point of Injury to the closest appropriate medical facility, utilizing the

most appropriate means of transportation. Medical research proves that the risk of death

or permanent disability is significantly reduced if people are treated as soon as possible

after the onset of a life-threatening injury or illness. Based on this evidence, it is of utmost

⁴ The UN CASEVAC Policy is available at http://dag.un.org/handle/11176/400762

importance that appropriate life, limb and eyesight saving procedures are provided as

quickly as possible. Established optimal CASEVAC timings are referred to as the 10-1-2

timeline:

•

10 (Platinum Minutes) - Immediate lifesaving measures of haemorrhage control and

airway support are to be commenced at the POI after the onset of injury/illness as soon

as possible. and secured within 10 minutes. Focus is on control of major bleeding and

ensuring an airway for breathing. This is often referred to as the ‘Platinum 10 Minutes’.

•

1 (Golden Hour) - Advanced lifesaving support (ALS) and damage control

resuscitation (DCR) are provided by emergency medical personnel within 1 hour of the

onset of injury/illness. This allows for life-saving intervention and en-route stabilisation

until arrival at an appropriate medical facility and is often referred to as the ‘golden

hour’.

•

2 - The casualty should receive damage control surgery (DCS) within 2 hours of the

onset of injury/illness.

10-1-2 timeline is cumulative in nature with a limit of 2 hours from the onset of

injury/illness to DCS.

Rapid evacuation of casualties is a command responsibility and vital to operational

effectiveness. Early evacuation to the appropriate treatment level offers a higher probability

of saving life and limb.

• Planning Considerations

o Aircraft capabilities (configured to carry lying and sitting

personnel).

o Crew capabilities and training standards.

o Availability of AMET (refer to Medical Support Manual for UN

Missions 2015).

o Forecasted casualty rate (in case of a sustained military/humanitarian

operation).

o Nature and disposition of nearest health facilities.

o Number and type of evacuation platforms available.

o Area of operations, weather conditions, safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Flight planning and necessary UN and host nation clearances.

o Adequate support planning.

1.5.8 Medical Evacuation

As with rotary-wing operations, Medical Evacuation (MEDEVAC) in fixed-wing operations

entails the evacuation of a patients, including wounded personnel, between two medical

facilities; either within (in-theatre) or out of the mission area. A MEDEVAC should be

conducted, depending on the medical urgency to save lives. Once again, for comprehensive

guidance on medical operational, logistical and administrative guidelines for Member

States, UN Headquarters and field Missions, readers should consult the Medical Support

Manual for United Nations Field Missions

3^rd Edition

2015 available at:

http://dag.un.org/handle/11176/387299.

• MEDEVAC Planning Considerations

o Aircraft capabilities (configured for en route medical care).

o Crew capabilities and training standards.

o Availability of AMET

o A risk assessment should be completed by a medical assessment team, fully

assigned and transferred to the aircraft crew, to ensure that the risks involved are

understood and the level of risk is within acceptable safety standards.

o Ensure proper documentation of flight safety assurance/doctor-certified patient

risk assessment and fitness to travel by air.

o Medical Treatment Facilities (level 2 and 3 clinics) should be notified and ready to

receive the patient.

o Area of operations, weather conditions, safety altitude.

o Aeronautical information (AIP, NOTAM, airspace). o General security

situation/threat analysis.

o Flight planning and necessary clearances in accordance with UN and host nation

rules.

o Appropriate admin and logistics support planning.

1.5.9 Search Operations

A search operation is the use of any aircraft to prepare and execute an air operation to

search for potentially or distressed person(s) on land or at sea in a permissive environment

and in support of SAR operations.

• Planning Considerations

o Aircraft capabilities (availability of mission specific equipment).

o Crew capabilities and training standards.

o Area of operations, obstacles, safety altitudes, weather conditions.

o Aeronautical information (AIP, NOTAM, airspace).

o Landing area analysis/final clearance for landing.

o General security situation/threat analysis.

o Filing of flight plan and necessary UN and host nation clearances.

o Adequate admin and logistics support planning.

1.5.11 Aerial Patrol

Aerial patrols are provided over an objective area, critical portion of the area of operations,

or other UN area of responsibility for the purpose of observing and gathering important

early warning information.

• Planning Considerations

o Aircraft capabilities (including self-protection, design and equipment to perform

the mission).

o Crew capabilities and training standards.

o Area of operations, terrain, obstacles, weather conditions and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Filing of flight plan and necessary UN and host nation clearances.

o Support planning for maximum flight range and endurance.

1.5.12 Armed Reconnaissance

Reconnaissance by a light attack aircraft to locate and engage as per ROE, in a non-

permissive area, rather than to attack predesignated targets.

• Planning considerations:

o Aircraft capabilities (including self-protection and air-to-ground attack weapons).

o Crew capabilities and training standards.

o Area of operations, terrain, obstacles, weather conditions and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Filing of flight plan and necessary UN and host nation clearances.

o Support planning for maximum flight range and endurance.

o Rules of engagement.

1.5.13 Close Support by Fixed wing

It is an air action against hostile targets that are in close proximity to friendly forces and

that requires detailed integration of each air mission with the fire and movement of those

forces.

Close Support is an element of the joint fire support. This fires directly support land,

maritime, amphibious, and special operations forces to engage hostile forces, combat

formations, and facilities in pursuit of tactical and operational objectives.

• Planning considerations:

o Aircraft capabilities (including self-protection and air-to-ground attack weapons,

communication and Data-Link capabilities).

o Crew capabilities and training standards.

o Area of operations, terrain, obstacles, weather conditions and safety altitude.

o Aeronautical information (AIP, NOTAM, airspace).

o General security situation/threat analysis.

o Filing of flight plan and necessary UN and host nation clearances.

o Support planning for maximum flight range and endurance.

o Support troops.

1.6 Unmanned Aircraft Systems (UAS) Unit Employment Concept

UAS military units are essential to obtain, in near-real time, intelligence and track

individuals or groups of interest in ISR (Intelligence, Surveillance and Reconnaissance)

operations, or to provide communication relay. The tasks of the unit depend on the type of

UAS (refer to Annex F), its capabilities and payloads available. These capabilities, functions

and tasks will be described in the respective Statement of Units Requirements approved by

the Department of Peace Operations (DPO). In addition to those already mentioned,

additional tasks may also include Search Operations and Joint Operations. Some specialized

systems, that need a bigger structure to operate are called RPAS, including UAS like Line of

Sight (LOS) and Beyond Line of Sight (BLOS) systems that use advanced and complex

control systems. Refer to Annex F for more detailed description. Weapons of any type are

NOT to be used from UAS in the United Nations Peace Operations.

1.6.1 ISR (Intelligence, Surveillance and Reconnaissance) using UAS

The execution of ISR mission by UAS provides a secure way to obtain information for the

decision-making of the UN troops. The ability to analyze data in real time, identifying and

reporting location of hostile forces and equipment, identifying elements on the ground

conducting violations, providing early warning, and improving troops readiness to mitigate

threats. ISR missions can provide a variety of techniques, depending on the sensors

employed, desired objective and the scenario conditions. For this purpose, it is essential that

the UAS units are employed within the terms of the Peacekeeping-Intelligence Policy 1 May

2019.

1.7 Embarked Aviation Unit Employment Concept

Operating aircraft from ships demands a specific understanding of the command

relationship, assignments, tasks, preparation and training required to conduct Naval Air

Operations safely and efficiently.

The Embarked Aviation Detachment (EAD) is a fraction of an aircraft squadron, with the

task of operating organically from a ship. The EAD consists of pilots, equipment and sensor

operators and aircraft maintenance specialists related to aspects of air operations, flight

safety and administration focused on the EAD demands. The exact composition of the EAD

will depend on the characteristics and duration of the operation, the type of vessel and the

number of aircraft on board.

1.7.1 Embarked Aviation Rotary-Wing Unit Employment Concept

Military helicopters operating from ships support the Mission security and stability,

increasing the range of the sensors and armaments of the ships, whether for anti-surface,

anti-submarine or electronic warfare, power projection ashore, including amphibious

operations. The aircraft used on board must have all the characteristics and personnel

qualified for such use as reconnaissance and surveillance, observation,

CASEVAC/MEDEVAC, VIP transportation, search and rescue operation, cargo

transportation and passenger transportation. In addition to those already mentioned,

additional tasks may also include; armed reconnaissance, air assault/quick reaction

operations, close support missions and firefighting, all of these, in maritime or coastal

scenarios. All naval aviation operations will be under control from the mother ship.

The ship intended to perform air operations must be capable of such operations and shall

have qualified personnel to safely perform all missions agreed upon in the Letter of Assist

(LOA) and the Memorandum of Understanding (MOU).

• Planning Considerations:

o Commanders intentions (what is the mission?);

o Tactical Scenario;

o Command and Control;

o Ship capabilities to carry out the task;

o Helicopter capabilities including design and equipment to perform the intended

task;

o Crew capabilities and qualifications;

o Operation Area, threat analysis, distances and limitations;

o Weather and sea conditions;

o Minimum safe altitude;

o General security situation;

o Adequate planning support; and

o ROE.

1.8 Military Airfield Support Unit

In accordance with the UN Aviation Manual (2018), and based on the Annex 14 to the

Convention on International Civil Aviation the aerodromes should have Emergency Crash

and Rescue (ECR), NAVAIDS, ground handling services (GHS), ground support equipment

(GSE), Meteorological information, etc. Those services can be performed directly by United

Nations staff or by a contracted commercial airport ground handling service provider or by

a TCC military Airfield Support/Service Unit.

In case a military ASU is generated to provide these services, the Unit should be able to

provide Airfield / Ramp Control, Flight Following, Aviation Emergency Crash and Rescue

(including Mobile ERT, off-base), Terminal (Cargo / Passenger Handling) Services and

weather observation, on a 24/7 basis, or as requested in the respective SUR.

The Unit Employment Concept states that the unit is to provide services in specific airfield

such as flight following, emergency crash response (ECR) and firefighting, and terminal

operations. The ASU needs to coordinate with the other service provider to keep abreast on

the happenings and essential services. The relevant Statement of Unit Requirement (SUR)

defines the requirements for the sustainable support provided by the ASU to secure

continuous airfield operations at the specific airfield.

In case a TCC is not capable of deploying a special type of service (like meteorological

service), then UN would agree to a triangular partnership with other capable TCCs.

CHAPTER 2

Capabilities and Tasks of the UN Military Aviation Unit

2.1

Introduction

2.1.1 This chapter explains the types, roles, capabilities and tasks of UN military aviation

units. Aviation services are an essential part of United Nations peacekeeping operations.

Flying day and night, seven days a week, military aviation may involve operations into

hostile areas, locations where ground support is nonexistent or places where airfield

security cannot be guaranteed. Given these demands, a UN military aviation unit must be

organized, equipped and capable of dealing with countless eventualities. Unlike a standard

infantry battalion, the organization and capabilities of a military aviation unit are highly

dependent on the unique requirements of each field mission, its Force concept, desired end

state and UN mandate. The specifics of equipment, organization, tasks and capabilities

discussed in this manual are meant only as guidelines.

2.1.2 The military aviation operational capabilities and tasks described herein are

divided according to the broad categories of rotary, fixed-wing aircraft and Unmanned

Aerial Systems, offering a quick comparison based on the different aircraft characteristics.

Within each aircraft type are listed the most common capabilities and tasks performed by

that particular military aviation asset. For a more extensive discussion of how these tasks

are performed, see Chapter 1, Employment Concept for UN Military Aviation, and Annexes

B and C.

2.2 Types of Military Aviation Units

UN military aviation units consist of three types (see Annex A for a comparison):

• Rotary-Wing

The rotary wing units could be either or a combination of the following:

o Light Utility Helicopter Unit

o Medium Utility Helicopter Unit

2.3

Rotary-Wing Unit Capabilities and Tasks

NVG capability is a mandatory UN requirement for every category of helicopter units. All

the helicopters must have appropriate communication equipment for communicating with

the ground troops.

2.3.1 Light Utility Helicopter Unit

• Role of the Light Utility Helicopter Unit. The Light Utility Helicopter unit is a Force

asset operating day and night in support of UN Mission operations. Its role is primarily

operational, with a limited logistical role for UN operations in hostile areas where there

is no ground support, or where airfield security cannot be guaranteed. The light utility

helicopter unit will normally be based at sector headquarters, but 25-30% of helicopters

from the unit may be detached for up to 30 days, or as specified in the LOA, on the Force

Commander’s authority in support of operations in other parts of the area of operations.

The unit must be able to sustain its personnel and equipment while maintaining a

capacity for 24/7 operations.

• Capabilities of the Light Utility Helicopter Unit. The light utility helicopter unit

should have the capability to:

o Fly under day/night visual flight rules.

o Sling load pallets.

o Fly a ferry range of approximately 250 nm (460 km). Depending on the carrying

load requirements, the altitude and the temperature, the specified range may be

reduced.

o Provide 24/7 reaction response under visual meteorological conditions (VMC).

o Conduct Air Assault operations, both day and night, in conjunction with specially

trained troops.

o Establish its own FARP by day and night.

o Refuel in the field area from barrels, and/or field area refueling points, if required.

o Provide a response time to take off within 2 hours of warning, except when

designated as the Quick Reaction Force (QRF). The Force Commander will define the

required QRF response time according to operational needs and unit capacities.

o Transport fuel from the field area refueling point for other helicopters.

o Activate automatic direction finder (ADF) equipment to guide aircraft to an

emergency locator transmitter (ELT-121.50, 243.00 and 406.00 MHz).

o Mount one machine gun on each helicopter for self-protection.

o Evacuate four lying and six sitting casualties.

o Mount and employ a winch sufficient to lift two persons with a 40 meters cable.

o Achieve a flight altitude up to 14000 ft above mean sea level (AMSL).

o Provide (if required) basic FLIR for LZ Surveillance, Search and Rescue, Air

Patrolling and situational awareness when flying NVG.

• Tasks of the Light Utility Helicopter Unit. The light utility helicopter unit has the

following tasks:

o Reconnaissance and surveillance.

o Passenger transportation.

o Limited cargo transportation (internal and sling).

o Air assault/quick reaction operations.

o Casualty evacuation.

o Search and rescue operations.

o VIP transportation.

o Helicopter landing site reconnaissance operations.

o Joint operations.

• Aircraft of the Light Utility Helicopter Unit. This unit consists of helicopters with a

maximum takeoff weight of less than 4000 kilograms. See Annex A in order to consult

aircraft in this category. Each unit will have at least 3-4 helicopters, or more depending

upon Mission requirements and the LOA.

• Minimum Equipment Requirements of the Light Utility Helicopter Unit. Light

utility helicopters are to be equipped with:

o GPS.

o Satellite tracking system.

o Satellite phone.

o Very High Frequency (VHF) / Amplitude Modulation (AM) and High Frequency

(HF) communication equipment compatible with Mission communications.

o Headset/intercom system to enable one passenger to communicate with the flight

crew during a reconnaissance flight.

o Auxiliary fuel pump, filter and approved fuel drums for refueling.

o Fire extinguishers and first aid kits.

o Radar altimeter.

o Transponder.

o Automatic Direction Finder (ADF).

o Survival kits appropriate to the Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Hearing protection for each passenger.

o Operate a search light of approximately 30 million candlepower compatible with

NVG.

o Night vision devices compatible with NVG.

• Maintenance Requirements of the Light Utility Helicopter Unit. The light utility

helicopter unit must include a fully independent maintenance component capable of

conducting all necessary scheduled maintenance and repairs.

2.3.2 Medium Utility Helicopter Unit

• Role of the Medium Utility Helicopter Unit. The medium utility helicopter unit’s

primary role is the projection of force across the Mission area, particularly the rapid

deployment of specialized troops. The unit’s secondary role is logistical support and

support to the Mission’s various monitoring responsibilities that contribute to

situational awareness and decision making. The medium utility helicopter unit is a Force

asset, sometimes assigned to the brigade/sector level, providing, day and night, tactical

and logistical support. The unit is normally based at sector headquarters but, on the

authority of the Force Commander, 25-30% of its helicopters may be detached to another

part of the area of operations for up to 30 days, or as specified in the LOA. The unit must

be able to sustain its personnel and equipment for 24/7 operations.

• Capabilities of the Medium Utility Helicopter Unit. The medium utility helicopter

unit should have the capability to:

o Fly day/night, under visual/instrument flying rules.

o Fly a ferry range of approximately 360 nm (670 km). Depending on the load

carrying requirements, the altitude and temperature, the specified range may be

reduced.

o Provide

24/7 reaction response under VMC/ Instrument Meteorological

Conditions (IMC).

o Be fully operational in tropical climates and dusty conditions.

o Lift up to 10 troops with individual and crew equipment (full battle order),

depending on the atmospheric conditions.

o Provide (if required) basic FLIR for LZ surveillance, Search and Rescue, Air

Patrolling and situational awareness when flying NVG.

o Secure and lift internal cargo with proper cargo straps and tie downs for up to

3000 kg at 1500 ft AMSL.

o Carry sling load pallets and light vehicles (up to at least 3000 kg) complete with

hooks, slings, spiders, straps and nets.

o Pre-position on a Temporary Operations Base (TOB) for up to four weeks.

o Refuel in the field area from barrels, if required.

o Provide a response time to take off within 2 hours of warning, except when

designated as the Quick Reaction Force (QRF). The Force Commander will define the

required QRF response time according to operational needs and unit capacities.

o Transport fuel from the field area refueling point for other helicopters.

o Land on unprepared terrain using Visual Flight Rules (VFR), by day and night

without assistance from the troops on the ground.

o Activate direction finder (ADF) equipment to guide the aircraft to an emergency

locator transmitter (ELT-406 MHz).

o Mount two machine guns on each helicopter for self-protection and support of

other helicopters when flying in formation.

o Evacuate 5-6 lying or 10 sitting casualties with at least 2 medical attendants.

o Mount and employ a winch sufficient to lift two persons with a 40-meter cable.

o Conduct Search and Rescue by single helicopter.

o Operate a search light of approximately 30 million candlepower.

o Attach additional fuel tanks for extended range.

o Deploy/insert troops by fast rope/rappelling.

o Provide an on-board intercom system with at least six plug-in stations for

communication during air patrols and mobile monitoring.

• Tasks of the Medium Utility Helicopter Unit. The medium utility helicopter unit has

the following tasks:

o Surveillance and reconnaissance.

o Air patrols.

o Air assault/quick reaction operations.

o Helicopter landing site reconnaissance operations.

o Joint operations.

o Search and rescue operations.

o CASEVAC/MEDEVAC.

o Passenger transportation.

o Surveillance and reconnaissance tasks.

o Cargo transportation (internal and sling).

Aircraft of the Medium Utility Helicopter Unit. Medium utility helicopter units consist

of helicopters with a maximum takeoff weight of more than 4000 kilograms and a

capacity of at least 10 passengers. See Annex A in order to consult aircraft in this

category. Each unit will typically have 4-6 helicopters, or more depending upon LOA

arrangements.

•

Minimum Equipment Requirements of the Medium Utility Helicopter Unit.

Medium utility helicopters are to be equipped with:

o Global Positioning System (GPS).

o Satellite tracking system.

o Satellite phone.

o VHF/AM and HF communication equipment compatible with Mission

communications.

o Headset/intercom system to enable one passenger to communicate with the flight

crew during reconnaissance flights.

o Auxiliary fuel pump, filter and approved fuel drums for refueling.

o Fire extinguishers and first aid kits.

o Radar altimeter.

o Transponder, Mode C.

o Weather radar.

o Automatic Direction Finder (ADF).

o Instrument Landing System (ILS)/ VHF Omnidirectional Range (VOR)

o Helicopter Terrain Awareness and Warning System (HTAWS).

o Survival kits appropriate to the Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Hearing protection for each passenger.

o Winch for two persons with 40-meter cable.

o Search light of approximately 30 million candlepower, compatible with NVG.

o Night vision devices.

•

Maintenance Requirements of the Medium Utility Helicopter Unit.

The number and qualifications of maintenance personnel for the medium utility

helicopter unit must be sufficient to meet all requirements for day and night operations,

24/7 for up to 45 flight hours/month/helicopter or as specified in the SUR. The

maintenance capabilities remain the same as for the light utility helicopter unit.

2.3.3 Heavy Cargo Helicopter Unit

• Role of the Heavy Cargo Helicopter Unit. The heavy cargo helicopter unit is a Force

asset. It operates day and night in support of Mission operations. This unit has a

primarily logistical role, with some operational tasks to support UN operations. The unit

is normally based at sector headquarters but, on the authority of the Force Commander,

25-30% of its helicopters may be detached to another part of the area of operations for

up to 30 days, or as specified in the LOA. The unit must be able to sustain its personnel

and equipment for 24/7 operations.

• Capabilities of the Heavy Cargo Helicopter Unit. The heavy cargo helicopter unit

must have the capability to:

o Fly day/night, under visual/instrument flying rules.

o Achieve a ferry range of approximately 380 nm (700 km). Depending on the

carrying load requirements, the altitude and the temperature, the specified range may

be reduced.

o Provide 24/7 reaction response under VMC/IMC.

o Lift at least 16 troops (depending on the type of helicopter) with individual and

crew equipment (in full battle order), depending on the atmospheric conditions.

o Pre-position at forward locations for up to four weeks. This capability will be

coordinated and agreed upon during the LOA negotiations depending on the military

requirements for any specific Mission.

o Refuel at field areas from barrels, if required.

o Provide a response time to take off within 2 hours of warning, except when

designated as the Quick Reaction Force (QRF). The Force Commander will define the

required QRF response time according to operational needs and unit capacities.

o Transport fuel from field area refueling points for other helicopters.

o Fly and land on unprepared terrain in VMC by day.

o Fly and land by night on unprepared terrain, without assistance from troops on the

ground, only if conditions of dust, ambient light, MET and crews` NVG currency and

proficiency permit.

o Activate automatic direction finder (ADF) equipment to guide aircraft to an

emergency locator transmitter (ELT-406 MHz).

o Mount two machine guns on each helicopter for self-protection and support of

other helicopters when flying in formation.

o Evacuate 8-10 lying or 14-18 sitting casualties with at least 2 medical attendants.

o Provide and mount a winch capable of lifting two persons with a 40-meter cable.

o Carry sling pallets and light vehicles (up to 3500 kg) complete with hooks, slings,

spiders and nets.

• Tasks of the Heavy Cargo/ Utility Helicopter Unit. The heavy cargo/utility

helicopter unit has the following tasks:

o Medium/heavy cargo transportation (internal and sling).

o Surveillance and reconnaissance.

o Passenger transportation.

o Air Assault/Quick Reaction operations.

o CASEVAC/MEDEVAC.

o Search and rescue operations.

o Helicopter landing site reconnaissance operations.

• Aircraft of the Heavy Cargo Helicopter Unit. Heavy cargo helicopter units consist

of helicopters with a maximum takeoff weight of more than 9000 kilograms. See Annex

A in order to consult aircraft in this category. Each unit typically has 3-4 helicopters, or

more depending upon LOA specifications.

• Minimum Equipment Requirements of the Heavy Cargo Helicopter Unit. Heavy

cargo helicopters are to be equipped with:

o GPS.

o Flight data recorder/cockpit voice recorder.

o Satellite tracking system.

o Satellite phone.

o VHF/AM and HF communication equipment compatible with Mission

communications.

o Headset/intercom system for one passenger to communicate with the flight crew

during a reconnaissance flight.

o Auxiliary fuel pump, filter and approved drums for refueling.

o Fire extinguishers and first aid kits.

o Radar altimeter.

o Transponder, Mode 3/A Mode C.

o Weather radar.

o Automatic Direction Finder (ADF).

o Survival kits appropriate to the Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Hearing protection for each passenger.

o Winch capable of lifting 2 persons with a 40-meter cable.

o Search light of approximately 30 million candlepower compatible with NVG.

o Auxiliary fuel tanks for extended flights.

o Night vision devices.

o TAWS (Terrain Awareness and Warning System

• Maintenance Requirements of the Heavy Cargo Helicopter Unit. The number and

qualifications of unit maintenance personnel must be sufficient for day and night

operations, 24/7, and for up to the minimum average flight hours/month/helicopter, in

compliance with applicable standards. The maintenance capability requirements for the

heavy cargo helicopter unit are the same as those for light and medium utility helicopter

units.

2.3.4 Attack/Armed Helicopter Unit

Attack/Armed helicopters have the ability of firing to hostile targets (i.e. fire support).

Attack helicopters are more focused on pure offensive capabilities; therefore, they are

designed to mainly carry weapons. Those weapons may include advanced tactical radars,

anti-armor, air to ground, or air-to-air guided weapons, and equipped with integrated

fire control and aiming system. In case of armed helicopters, they are designed mainly to

transport armed troops, although they can be mounted with some weapons for fire

support role. The usual type of weapons that can be mounted on armed helicopters are

guns, cannons, unguided rockets, bombs or cluster of bombs.

• Role of the Attack/Armed Helicopter Unit. The attack/armed military aviation unit

is a Force asset and operates day and night in support of operations. It has a primarily

defensive and deterrent role, especially in the protection of civilians (POC) and must be

able to sustain its personnel and equipment. The aircraft must possess forward arming

and refueling capability, as well as capacity for 24/7 operations.

• Capabilities of the Attack/Armed Helicopter Unit. The attack helicopter unit must

have the following capabilities:

o Guns, rockets and (if possible) anti-tank missile capability.

o Day/night VFR/ Instrument Flight Rules (IFR) capabilities.

o Range of 220 nm (409 km) carrying maximum allowable armament.

o Minimum cruise speed of 100-120 knots.

o 24/7 reaction response with up to 45 minutes take-off time.

o Establish own forward operating LZ.

o Refuel from barrels at field area.

o Communicate and liaise with coordinating agencies supporting operations.

o If possible, capability to operate with Night Vision Goggles.

• Tasks of the Attack/Armed Helicopter Unit. The attack helicopter unit has the

following tasks:

• Primary Tasks:

o Fire support to UN ground forces.

o Deterrence/interdiction/neutralization of hostile elements or weapons, as part of

protection of civilians and self-defense.

o Area surveillance and reconnaissance.

o Armed escort.

o Fire support to search and rescue operations.

o Close Aviation Support.

• Secondary Tasks: Preferably, it should also be able to do the following:

o Observation, monitoring and surveillance by helicopter crew.

o CASEVAC.

o Search and rescue.

• Aircraft of the Attack/Armed Helicopter Unit. See Annex A in order to consult

aircraft in this category. Each unit will typically have 3-4 attack helicopters, or more

depending upon the LOA agreement.

• Minimum Equipment Requirements of the Attack/Armed Helicopter Unit. The

helicopters are to be equipped with:

o Automatic Direction Finder (ADF) equipment.

o Emergency Locator Transmitters (ELT-406 MHz).

o Global Positioning System.

o Fire extinguishers and first aid kits.

o Flight data recorder (FDR) and cockpit voice recorder (CVR).

o Transponder Mode 3/A

o Radio altimeter.

o Survival kits appropriate to Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Night vision devices.

Desirable:

o Forward Looking Infra-Red Radar capability for surveillance and Search and

Rescue.

o Weather radar.

o Anti-heat seeking weapons countermeasures.

o Winch for two persons.

o Search light of approximately 30 million candlepower NVG compatible.

o Possibility to use additional tanks to increase range up to 360 nm (670 km).

o IFR capability.

o Laser designator.

• Maintenance Requirements of the Attack/Armed Helicopter Unit. Capability

remains the same as for other helicopter units except for the additional need for

ammunition handling/ storage/ weapons / ordnance experts.

2.3.5 Helicopter for Embarked Operations

Role of the helicopter for embarked operations. Helicopters for embarked operations

may be multipurpose, utility, reconnaissance or attack helicopters, all of them operating

from a ship with capacity to operate 24/7. Embarked operation has characteristics of

employment and operation, as well restrictions that deserve special attention. The joint

operation of the aircraft intends to increase the range of the sensors and armaments of the

ships, so that the aircraft used on board must have all the characteristics and personnel

qualified for such use. The types of embarked operations will depend on Ship capacity;

however, some ships with embarked operations capability use Light Utility, Medium Utility

or Heavy Cargo helicopters Units.

• Capabilities of the Helicopters for embarked operations. The helicopters shall be

capable of:

o Day/Night observation with Forward Looking Infrared Systems (FLIR) or night

vision devices if in reconnaissance and attack, or in surveillance tasks;

o Provision of MEDEVAC/CASEVAC;

o Capability to provide airlift troop transportation and logistics when required.

o Participation in Search and Rescue (SAR) operations;

o Day/Night IFR capability devices if in reconnaissance and attack or in surveillance

tasks;

o Provision of limited extraction if necessary.

o Transponder Mode 2, 3, A/C/S.

o Minimum sustainability of 1h30min flight per day.

• Tasks. The helicopter for embarked operations has the tasks according to its

categories (light / medium / heavy), and the following task, when applicable:

o Capability to engage any hostile surface vessel.

• Aircraft for Embarked operations. See Annex A in order to consult aircraft in this

category. The number of aircraft embarked will depend on the ship and the LOA

agreement.

• Minimum Equipment Requirements of the helicopter embarked operations.

The helicopters are to be equipped with:

o Automatic Direction Finder (ADF) equipment.

o Emergency Locator Transmitters (ELT-406 MHz).

o Global Positioning System (GPS).

o Radio altimeter.

o Transponder 3/A

o Latching equipment to hold the aircraft over the deck.

o Equipment to moor the blades.

o Survival kits appropriate to Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Night vision devices.

o Winch capable of lifting 2 persons with a 40-meter cable.

Desirable:

o Emergency flotation system.

o Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR).

o Forward Looking Infra-Red Radar capability for surveillance and Search and

Rescue.

o Weather radar.

o Additional fuel tanks.

o Carry sling load complete with hooks, slings, spiders, straps and nets.

o Hoist for two persons.

o Search light of approximately 30 million candlepower NVG compatible.

• Maintenance Requirements of the Helicopter embarked operations. The

helicopter for embarked operations must include a maintenance component capable of

conducting necessary scheduled maintenance and repairs. This component must include

all required equipment, tools, maintenance manuals and specialist documentation.

Portion of the necessary equipment may be used from the ship equipment.

2.3.6 Versatile and Specialized Aviation Support / Security Section

• Role of the Versatile and Specialized Aviation Support / Security Section (VSAS)

is to provide every specific support that a rotary / fixed wings unit could expect. These

platoons are highly specialized and dedicated to tactical support of aviation units. Even

though it can be transported with vehicles most of the time, when deployed especially

for unplanned missions requiring emergency aviation response, it is an embarked unit.

• Capabilities of the VSAS

o Support CASEVAC and Immediate Extraction;

o Reconnaissance of DZ/LZ;

o Security of DZ/LZ.

o On field replenishment;

o Day/Night guidance of aircraft;

o Fast roping, air transportation;

o Setting up a FARP.

Minimum Equipment Requirements of the VSAS

The VSAS are recommended to be equipped with:

o Signals means compatible with both ground and aviation unit;

o Survival kits appropriate to Mission area with emergency locator transmitters

(ELT-406 MHZ).

o Location capabilities.

The VSAS are desired to be equipped:

o Image intensification, e.g., binoculars.

o Night vision devices.

o Hoist capability.

2.4

Fixed-Wing Unit Capabilities and Tasks

2.4.1 Light Aerial Reconnaissance Unit

• Role of the Light Aerial Reconnaissance Unit. The light aerial reconnaissance unit

is a Force asset. It operates day and night in support of Mission operations. Its primary

function is reconnaissance but can perform a limited transportation role. The unit must

be able to sustain its personnel and equipment as well as have a 24/7 operational

capacity on airfields where night landing and takeoff facilities are available.

• Capabilities of the Light Aerial Reconnaissance Unit. The light aerial

reconnaissance unit must be:

o Properly certified for day/night VFR/IFR operations.

o Equipped with ISR sensors to support the reconnaissance role.

o Overwater certifiable, in accordance with Federal Aviation Regulation (FAR), Part

25 (ditching requirements).

o Capable of using JP-8 or Jet-A fuel.

o Able to carry a minimum of 2-6 passengers, plus crew.

o Able to take off and land with a minimum of 1800 lbs. (818 kg). total of passengers

and cargo from unimproved, austere landing surfaces such as dirt, grass, gravel, etc.

o In possession of aircraft using cargo doors that allow loading/unloading of 36-inch

(91,44 cm) warehouse skids and loading/unloading of litter patients.

o In possession of aircraft able to operate from austere bases without any ground

support other than fuel being available for re-fueling operations.

o Capable of a 900 nm range without using ferry tank(s). Additionally, the aircraft

must be capable of internal ferry tank operations.

o Using aircraft with dual pilot duty stations.

• Tasks of the Light Aerial Reconnaissance Unit. The light aerial reconnaissance unit

has the following tasks:

o Area surveillance and reconnaissance with day and night electro-optical and infra-

red sensor capability.

o Visual surveillance and reconnaissance.

o Tactical air patrol.

o Visual observation in support of search and rescue operations.

o Limited passenger and cargo transportation.

o Casualty evacuation.

o VIP transportation.

• Aircraft of the Light Aerial Reconnaissance Unit. See Annex A in order to consult

aircraft in this category. Each unit will have 2-3 aircraft depending on LOA arrangements

and based on the relevant SUR.

• Minimum Equipment Requirements of the Light Aerial Reconnaissance Unit.

The aircraft are to be equipped with:

o Pod for digital imagery with electro-optical and infra-red cameras for day and

night operations.

o Cameras with vertical and standoff capability with focal planes of more than 150

mm.

o Category 1 Instrument Flight Rules (IFR) approach capable.

o Dual Azimuth Automatic Direction Finder (ADF).

o Dual Very High Frequency (VHF) Omni-directional Range (VOR)/Distance

Measuring Equipment (DME).

o Global Positioning System (GPS).

o Transponder Mode 3/A. Mode C.

o Weather radar, transponder that permits full utilization of the aircraft's on-board

IFR flight capabilities to include Instrument Meteorological Conditions/Instrument

Landing System (IMC/ILS) landings.

o Communications suite that consists of an internal crew intercom and the ability to

communicate with Air Traffic Control (ATC) facilities and operational agencies, both

line of sight (LOS) and BLOS via voice on dual VHF Voice, High Frequency (HF), and

Ultra High Frequency (UHF) desired.

o Operational radius of 800 km, with drop tanks if required.

o Survival kits appropriate to Mission area with emergency locator transmitters

(ELT- 406 MHZ).

Desirable:

o Satellite tracking system and GPWS (or equivalent) must.

• Maintenance Requirements of the Light Aerial Reconnaissance Unit

The light air reconnaissance unit must have an independent maintenance component,

capable of routinely carrying out necessary scheduled maintenance and repairs. This

component must include all required equipment, tools, maintenance manuals and specialist

documentation to conduct all maintenance activities. The number and qualifications of

maintenance personnel must be sufficient to ensure that all maintenance requirements are

met for day and night operations, 24/7, and for up to the average minimum flight

hours/month /unit, in compliance with applicable standards. Tactical Air Transport Unit

2.4.2 Tactical Air Transport Unit

• Role of the Tactical Air Transport Unit. The transport / tactical airlift unit is a Force

asset operating day and night in support of Mission operations. Its primary function is

cargo and parachute/air drops, and it can be used for freight carrying and passenger

transportation in its secondary role. The unit must be able to sustain its personnel and

equipment, as well as sustain 24/7 operations on airfields where night landing and

takeoff facilities are available.

• Capabilities of the Tactical Air Transport Unit. The transport / tactical airlift unit

must have the following aircraft capabilities:

Operational Capability

o Operate in a hostile environment or in the absence of flight handling facilities.

o Operate from main operating bases and unpaved runways.

o Pre-position independently at forward locations for up to 30 days.

o Conduct self-defense by passive defense equipment, laser warning receivers and

chaff/flare dispensers, including add-on armored plates for the aircrew (desirable).

o Aircraft may be required at any time, day/night, for both VFR and IFR flights on a

24/7 basis, given a response time of 4 hours and crew rest. Adequate flight crews

(numbers vary depending on aircraft type) are required to maintain this capability.

o Aircraft must be capable operating on airfields of 1000 meters in length, including

both paved and unpaved surfaces.

Transport / tactical airlift capability:

o Lift a minimum of 40 troops with full equipment. (desirable: 90 troops).

o Internal cargo capacity, complete with proper cargo straps and tie-downs, for a

minimum 5000 kg (desirable: 15000 kg, with dimensions of 7.65 m x 2.90 m x 2.35

m; e.g., sufficient to carry an armored personnel carrier).

o Removable paratrooper seats for up to 54 passengers complete with 9G rated seat

belts for each seat. Seat belt buckles are to have metal-to-metal couplings, which

operate in a snap and lock manner that do not allow slippage.

o Aircraft must be capable of 1800 nm with an extended range of 2200 nm, for a

minimum of 10 hours duration at a normal cruising speed of 200 knots (desirable:

280 knots).

o Able to airdrop freight and deploy paratroopers with an opened rear ramp.

o The cargo area must be a roller deck capable of accepting standard size pallets

loaded to a height of at least 1.7 meters.

o CASEVAC capable with removable litter kits for casualty or medical evacuation

flights for a minimum of 20 litter cases. (desirable: 50 litter cases).

• Tasks of the Tactical Air Transport Unit. The tactical air transport unit has the

following tasks:

Primary Task: Provide tactical airlift for the Mission.

Secondary Tasks:

o CASEVAC/MEDEVAC capabilities augmentation.

o Passenger transportation.

o Cargo transportation.

• Aircraft of the Tactical Air Transport Unit. See Annex A in order to consult aircraft

in this category. Each unit will typically have 1-2 aircraft depending upon the LOA.

• Minimum Equipment Requirements of the Tactical Air Transport Unit. The

aircraft are to be equipped with:

o 1 x Global Positioning System (GPS).

o 2 x self-activated Emergency Locator Transmitters (ELT-406 MHZ).

o Dual VHF/AM (118.00-135.975 MHz), VHF/AM low band (33.00- 158.95 MHz).

o HF communications equipment compatible with Mission communications

equipment HF (1 - 29 MHz).

o UHF FM (military frequencies).

o Traffic Collision Avoidance System (TCAS).

o Automatic Emergency Locator Transmitter (ELT-406 MHz).

o Transponder Mode 3/A. Mode S.

o Weather radar.

o Passenger briefing cards in English.

o Posted “No-Smoking” signs prohibiting smoking on the aircraft in English.

o Fire extinguishers and first aid kits.

o Survival kits appropriate to the Mission area.

o Radar altimeter.

o Enhanced Ground Proximity Warning System (EGPWS)

o Navigational systems such as ILS/VHF Omnidirectional Range (VOR), Distance

Measuring Equipment (DME) and ADF.

o Tracking system.

o A flotation device (life jacket) for each passenger when conducting flights over

water.

o Cargo nets and straps.

o Satellite phone.

o Self-protection systems.

• Maintenance Requirements of the Tactical Air Transport Unit. The unit must have

an independent maintenance component capable of routinely carrying out all necessary

scheduled maintenance and repair. This component must include all required

equipment, tools, maintenance manuals and specialist documentation to conduct

necessary maintenance activities.

2.4.3 Attack/Armed Fixed Wing Unit

• Role of the Attack/Armed Fixed-Wing Unit. The attack/armed military aviation

unit is a Force asset and operates day and night in support of operations. It has a

primarily defensive and deterrent role, especially in the protection of civilians (POC) and

must be able to sustain its personnel and equipment. The aircraft must possess forward

arming and refueling capability, as well as capacity for 24/7 operations.

• Capabilities of the Attack/Armed Fixed-Wing Unit. The attack fixed-wing unit

must have the following capabilities:

o Machine Guns/cannons, bombs, rockets and, (if possible) anti-tank missile

capability.

o Day/night VFR/IFR capabilities.

o Range of 150 nm (280 km) carrying permissible armament.

o Possibility to use additional fuel tanks to increase range, but to the detriment of

armament.

o Minimum cruise speed of 180-200 knots.

o 24/7 reaction response with 45 minutes take-off time.

o Operate in forward advance positions, taking off, landing, refueling and rearming

at a FARP located on a tarmac road.

o Operate with Night Vision Goggles (NVG) and Forward Looking Infrared (FLIR) is

desirable.

• Tasks of the Attack/Armed Fixed-Wing Unit. The attack Fixed-Wing unit has the

following tasks:

Primary Tasks

o Fire support to UN ground forces.

o Interdiction/neutralization of hostile elements or weapons, particularly as part of

protection of civilians.

o Area surveillance and reconnaissance.

o Escort; and

o Fire support to search and rescue operations.

• Aircraft of the Attack/Armed Fixed-Wing Unit. See Annex A in order to consult

aircraft in this category. Each unit will typically have 3-4 attack/fighter aircraft or more,

depending on the LOA agreement.

• Minimum Equipment Requirements of the Attack/Armed Fixed-Wing Unit. The

aircraft are to be equipped with:

o Automatic Direction Finder (ADF) equipment.

o Emergency Locator Transmitters (ELT-406 MHz).

o GPS.

o Flight data recorder (FDR) and cockpit voice recorder (CVR).

o Survival kits appropriate to the mission area with emergency locator transmitters

(ELT-406 MHZ).

o Night vision devices; and

o Image intensification, e.g., binoculars.

o Forward Looking Infra-Red capability for surveillance and support for Search and

Rescue operations.

o Self-Protection System (Chaff and Flare Dispensing System and MAWS).

o Transponder Mode 3/A C.

o Weather radar or Storm Scope.

o Additional fuel tanks.

o Data link system.

o TAWS/ GPWS (or equivalent).

o Satellite tracking system.

o Ejection seat for the pilots.

o Laser Range Finder.

o Armor.

• Maintenance Requirements of the Attack/Armed Fixed-Wing Unit. The

attack/armed fixed-wing unit must include a fully independent maintenance component

capable to conduct necessary scheduled maintenance and repairs.

2.5

Unmanned/Remotely Piloted Aircraft Systems (UAS/RPAS) Unit Capabilities

and Tasks

2.5.1 Class II RPAS Unit

• Role of the RPAS Unit: The characteristic of this unit is to operate limited to a

maximum distance radius of the operating site, respecting the RPA line of sight and the

communication link antenna. The size of the operating area can vary significantly

depending on the RPA model used and the elevations near the data link antenna. The

data provided depends on the sensors available for the RPAS. Refer to Annex F for

detailed description on the classifications of RPAS.

• Capabilities of the RPAS Unit: The Class II RPAS unit must have the following

capabilities:

o Proper certification for day/night operations.

o Surveillance and reconnaissance with day and night electro-optical and infra-red

sensors.

o Minimum operation range with payload: 80 Nm (150 km).

o Minimum endurance flight with payload: 8 hours.

o 24/7 (24 hours per day / 7 days per week) reaction response.

o Near-real time image relay to the headquarters and ground units via a Remote

Viewing Terminal (RVT).

o Flight operation above 14.000ft AMSL.

o Capability to operate LASER marker.

• Tasks of the Class II RPAS Unit: The Class II RPAS unit has the following tasks:

o ISR with day and night electro-optical and infra-red sensor.

o Visual observation in support of search and rescue operations.

o Communication relay.

• Class II RPAS Unit: The unit consists of a line of sight (LOS) with minimum range of

80 NM (150 KM) and minimum ceiling of 14,000 FT AMSL. See Annex A in order to

consult aircraft in this category.

• Minimum Equipment Requirements of the Class II RPAS Unit. The RPAS are must

be equipped with:

o Ground control station.

o Ground data terminal.

o Payloads.

o Remotely Piloted Aircraft (RPA).

o Generator.

o Ground support equipment.

o GPS.

o Transponder 3/A and C.

o Communications suite that consists of an internal crew intercom and the ability to

communicate with Air Traffic Control (ATC) facilities and operational agencies, both

in LOS and BLOS, via voice, on dual VHF UHF desired.

o Flight data recorder.

• Maintenance Requirements of the Class II RPAS Unit. The RPA unit must include

a fully independent maintenance component capable of conducting necessary scheduled

maintenance and repairs. This component must include all required equipment, tools,

maintenance manuals and specialized documentation. The number and qualifications of

the unit maintenance personnel must be sufficient for day and night operations, 24/7.

2.5.2 Class III RPAS Unit

• Role of the Class III RPAS Unit: The characteristic of this unit is to operate Beyond

line of sight via satellite communication. The size of the operating area can vary

depending on the satellite coverage and RPA endurance. The data provided depends on

the sensors available for the RPAS.

• Capabilities of the Class III RPAS Unit: The Class III RPAS unit must have the

following aircraft capabilities:

o Proper certification for day/night operations.

o Surveillance and reconnaissance with day and night electro-optical and infra-red

sensors.

o Satellite coverage.

o Minimum endurance flight with payload: 24 hours.

o 24/7 (24 hours per day / 7 days per week) reaction response.

o Near-real time image relay to the headquarters and ground units via a Remote

Viewing Terminal (RVT);

o Flight operations capable at 24.000ft at AMSL;

o Capability to operate LASER marker.

• Tasks of the Class III RPAS Unit: The Class III RPAS unit has the following tasks:

o ISR with day and night electro-optical and infra-red sensors;

o Visual observation in support of search and rescue operations; and

o Communication relay.

• Class III RPAS Unit: The unit consists of BLOS with satellite coverage and the ability

to operate at 24,000 FT AMSL. See Annex A in order to consult aircraft in this category.

• Minimum Equipment Requirements of the Class III RPA Unit. The aircraft are

must to be equipped with:

o Ground control station;

o Ground data terminal;

o Satellite terminal;

o Payloads;

o Remotely Piloted Aircraft (RPA);

o Generator;

o Ground support equipment;

o Global Positioning System (GPS);

o Transponder 3/A and Mode C;

o Communications suite that consists of an internal crew intercom and the ability to

communicate with Air Traffic Control (ATC) facilities and operational agencies, both

in line of sight (LOS) and BLOS, via voice on dual VHF and UHF desired; and

o Flight data recorder.

• Maintenance Requirements of the Class III RPAS Unit. The RPA unit must include

a fully independent maintenance component capable of conducting all necessary

scheduled maintenance and repairs. This component must include all required

equipment, tools, maintenance manuals and specialized documentation. The number

and qualifications of the unit maintenance personnel must be sufficient for day and night

operations, 24/7.

2.6 ASU Capabilities and Tasks

Role of the ASU Unit: Units able to provide Airfield / Ramp Control, Flight

Following, Aviation Emergency Crash and Rescue (including Mobile ERT, off-base),

Terminal (Cargo / Passenger Handling) Services and weather observation or capability to

collect weather information from the relevant service provider in case.

• Capabilities of the ASU Unit: The ASU unit must have the following aircraft

capabilities:

o Conduct on-base aircraft emergency crash and rescue for Category X⁶ (to be

confirmed by the mission) airfield firefighting coverage and limited off-base crash and

rescue.

o Provide training for all personnel involved in ECR activities to operate the

Category X fire truck (the mission is to confirm the type of vehicle) as and when

required, and hold national driving licenses that permit such activity (i.e., vehicle over

7T, heavy goods, etc.).

o Provide at least two (2) IATA trained personnel authorized to certify dangerous

goods (by air, Category X), at least two (2) K-Loader operators with valid and

recognized driving license to operate this type of equipment/cargo operations in the

proximity of aircraft. Also, at least two (2) Forklift operator (up to 10T) with valid and

recognized national driving license.

o Conduct aircraft pushback/towing, loading and unloading activities. All air

technical and ramp personnel involved must be trained on operating near aircraft and

operating a tow truck as and when required and must have a national driving license;

o Conduct military air terminal and ramp (tarmac) handling to support military

tactical/combat operations.

o Operate by day and night and handling X number of flights per 24 hours incoming

and or departing from the airfield in compliance with the UN regulatory standards.

o Have an off-base capable, mobile emergency response team (ERT) consisting of

qualified rescuers (search and rescue winch crew) trained in accordance with search-

and-rescue and Hazmat handling procedures with metal and or composite build

aircraft components.

o Provide land transportation for the personnel and conduct maintenance works for

the equipment.

• Tasks of the ASU Unit: The key tasks usually required of this type of unit are as

follows:

o Provide flight following information service and aeronautical information services.

o Exercise airfield and ramp control and directing and moving aircraft on the

ground.

o Conduct operational flight monitoring, air to ground operations coordination,

aircraft polling and tracking with oversight and reporting of aircraft movement to,

from and within the area of responsibility.

o Follow (if not, be in touch with the same service provider) weather observation

service to air traffic control, air operations mission planners and aircrews

(Meteorological terminal area routine (METAR) / forecast / significant weather /

phenomena reports / visibility, ceiling, temperature, pressure, wind strength and

local weather historical statistic handling).

o Provide aircraft ECR, including a firefighting capability.

o Support military tactical operations: ramp access, reception capability to manage

incoming / outgoing military and police personnel / troops and Special Forces tactical

movement with weapons, ammunition and specialized cargo handling, cargo

⁶ Refer to ICAO Annex 14, Doc 9137

consolidation, luggage handling and security screening, loading and unloading

military aircraft for special operations.

o Manage incoming and outgoing personnel and cargo, including passenger and

baggage handling, ticketing, and ramp access cargo consolidation, break down and

distribution, passengers, and luggage security screening, aircraft loading and

unloading.

• ASU Unit: The unit consists of personnel and equipment capable to conduct the tasks

listed above.

• Minimum Equipment Requirements of the ASU Unit. The unit is recommended to

be equipped with:

o Communication Equipment usually provided by UN.

o Weather observation/ forecasting equipment, if required.

o Electrical Generators, to be confirmed (nature and number) during MOU

negotiation.

o Water Storage Equipment.

o Engineering Equipment: Water Treatment Plant (ROWPU or equivalent 2000L/H,

1, to be confirmed during MOU negotiation.

o Accommodation Equipment.

o Ammunition containers.

o Support Vehicles (Commercial and Military Patterns).

o Material Handling Equipment.

o Aircraft/Airfield Support Equipment: Firefighting truck (category to be

confirmed), provided by UN.

o Water and Compressor Trailers.

• Maintenance Requirements of the ASU Unit. The ASU unit must include a fully

independent maintenance component capable of conducting all necessary scheduled

maintenance and repairs of its integral equipment. This component must include all

required equipment, tools, maintenance manuals and specialized documentation. The

number and qualifications of the unit maintenance personnel must be sufficient for day

and night operations, 24/7.

CHAPTER 3

Organization of the UN Military Aviation Unit

3.1 Introduction

3.1.1 As the chapters on Capabilities, Employment Concept and Tasks have

demonstrated, the UN military aviation unit must be organized, equipped and capable of

dealing with an abundance of requirements. The organization and resulting capabilities of

each military aviation unit are necessarily dependent on the unique requirements of each

UN field Mission and mandate. The specifics of capabilities, employment concept, tasks,

organization and equipment discussed in this manual are meant only as a starting point for

planning and negotiation between the TCC and UN Headquarters. Prior to deployment, the

TCC will discuss and finalize with UN authorities’ details such as the number of sections,

personnel, helicopters and aircraft as part of the MOU or LOA process.

3.1.2 The organizational charts and accompanying text on the following pages describe

each of the military aviation units in terms of generic structure, personnel strength and

numbers of aircraft. Required internal unit functions and responsibilities upon which an

aviation unit should be organized include, but are not limited to:

• Flight safety

• Mission planning

• Maintenance

• Duty operations

• Medical

• Liaison

• Logistics/administration

• Ground safety

• Security and support for the aircraft deployment areas.

• Meteorology

3.2 Rotary-Wing Unit Organization

3.2.1 Light Utility Helicopter Units

As illustrated in the chart below, the light utility helicopter unit consists of 80 to 100

personnel including pilots, maintenance staff, staff officers, security and administrative

personnel and 4 to 6 light utility helicopters. Actual strength, composition and deployment

locations are subject to TCC negotiations with the UN. The unit must be able conduct 24/7

flying operations in low, medium or high threat environments and have the requisite

personnel and equipment to support operations and maintenance for up to an average of

60 flight hours/aircraft/month, or as otherwise stipulated in the Statement of Unit

Requirements (SUR). The unit is always required to maintain at least 75% of its helicopters

in serviceable condition or as otherwise stated in TCC agreements with the UN.

*Note: The actual number of aircraft and troop strength will depend on the specific

types and number of aircraft required for a particular UN Mission, all subject to UN-

Troop Contributing Country negotiation.

3.2.2 Medium Utility Helicopter Units

The medium utility helicopter (see chart below) unit typically consists of 80-100 personnel

including pilots, maintenance staff, staff officers, security and administrative personnel and

4 medium utility helicopters. Actual strength, composition and deployment locations are

subject to TCC negotiations with the UN. The unit must be able to conduct 24/7 flight

operations in low, medium or high threat environments, and have the requisite personnel

and equipment to support operations and maintenance for up to an average of 40-45 flight

hours/aircraft/month or as stipulated in the SUR. The unit is always required to maintain

at least 75% of its helicopters in serviceable condition or as otherwise stated in TCC

agreements with the UN.

*Note: The actual number of aircraft and troop strength will depend on the specific

types and number of aircraft required for a particular UN Mission, all subject to UN-

Troop Contributing Country negotiation.

3.2.3 Heavy Cargo/Utility Helicopter Units

The heavy cargo/utility helicopter unit typically consists of 80-100 personnel including

pilots, maintenance personnel, staff officers, administrative and security personnel and 3-5

heavy cargo helicopters. Actual strength, composition and deployment locations are subject

to TCC country negotiations with the UN. The heavy cargo helicopter unit must be able to

conduct 24/7 flying operations in low, medium or high threat environments. It has the

requisite personnel and equipment to support operations and maintenance up to an

average of 50 flight hours/aircraft/month (or as specified in the SUR). The unit must always

have a minimum of 75 % helicopters serviceable unless stated otherwise in the LOA.

Rotary-Wing

Heavy Cargo

Helicopter Unit

Aircraft: 3-5

Troops: 80-100

*Note: The actual number of aircraft and troop strength will depend on the specific

types and number of aircraft required for a particular UN Mission, all subject to UN-

Troop Contributing Country negotiation.

3.2.4 Attack or Armed Helicopter Units

As shown in the following chart, the attack or armed helicopter unit may consist of 80-100

personnel including pilots, maintenance personnel, armament experts, staff officers,

administrative and security personnel, and 3-4 attack helicopters. Actual strength,

composition and deployment locations are subject to TCC negotiations with DPO. The unit

must be staffed and equipped to conduct fire support, information gathering, armed

surveillance, tactical escort, insertion and extraction of troops, logistical resupply and

search and rescue missions. The unit must be able to conduct 24/7 flight operations in low,

medium or high threat environments and have the requisite personnel and equipment to

support operations and maintenance for up to an average of 50 flight hours/aircraft/month

(or as stated in the SUR), with a minimum of 75 % (or as per LOA) of its helicopters

serviceable at all times. The helicopters must be able to operate independently, or in

formation with other helicopters of other units depending on operational/tactical

requirements. The unit must be capable of deploying helicopters as a single machine or in

pairs to separate locations for limited periods of time, depending on operational

requirements.

Rotary-Wing

Attack/Armed

Helicopter

Unit

Aircraft: 3-4

Troops: 80-100

*Note: The actual number of aircraft and troop strength will depend on the specific

types and number of aircraft required for a particular UN Mission, all subject to UN-

Troop Contributing Country negotiation.

3.2.5 Embarked Aviation Detachment (EAD) Organization

The composition of the EAD will depend on the characteristics and duration of the

operation, the type of vessel, helicopter category (light, medium or heavy) and the quantity

of aircraft on board. In this way, the EAD shall provide pilots, maintenance, safety and

administrative personnel, and will vary according to the assigned mission, as well as the

supply of resources (operation level) and aviation facilities (support class) in which the ship

is certified. It should be defined in conjunction with the TCCs.

The level of the operation is the qualification of the ship defined by the existing resources,

correlated to the environmental conditions of visibility and luminosity (day and night

period) under which the ship-aircraft binomial can operate.

The class of support is defined by the condition of the materials and qualification of the

ship's personnel, including basic conditions of aviation facilities on ships, depending on the

availability of maintenance and service facilities.

The EAD shall be operationally subordinate to the Commander and administratively to the

Executive Officer of the ship. The EAD must have adequate flexibility in the routine

regarding meals, rest and physical training in order to better meet the required readiness.

The components of the EAD are not to be scheduled to services or collateral roles in the ship.

•

Responsibilities:

•

Commander of the Ship

The authority and responsibility of the ship's master with the aircraft on board shall

include, but are not limited to:

o Conducting air operations, observing flight safety recommendations.

o Control of the launch / recoil operations.

o Monitoring the air traffic in the vicinity of the ship, keeping organic aircraft

informed of such traffic.

o Control of the operations on the landing platform and hangar.

o Support of preventive and corrective maintenance services, when necessary.

o Aircraft safety against adverse weather.

o Monitoring of the maximum flight hour limits, the necessary crew rest, as well as

the fatigue factors of the equipment.

o Assurance that crews have an appropriate briefing for the missions.

o Provision of adequate accommodation [for man and women] to the EAD.

o Supervision of the stores and aviation equipment.

o Provision of supplies for the aircraft.

o Provision of qualified personnel to handle and store aviation ammunition.

o Knowledge of the operational limitations of the helicopter.

o Information on the status and aviation fuel availability.

o maintain the classification of the ship for air operations in relation to the resources

(level of operation) and the aviation facilities (support class) available on the ship.

o maintenance flight crews, maneuver teams and crash teams operationally

qualified for the missions.

•

Commander of the Helicopter Unit

The Commander of the Helicopter Unit, before boarding the EAD, is responsible for:

o Preparing and training the EAD that will embark according to the tasks to be

performed.

o Designating the components of the EAD.

o Ensure that the components of the EAD have the necessary qualifications for the

tasks to be carried out on board.

o ensuring that the aircraft designated for boarding meet the operational and safety

requirements for the mission.

o establishing the maintenance procedures to be followed by the EAD.

o Ensuring that the EAD personnel have the necessary training before embarkation.

• Senior EAD Officer

The Embarked Aviator Officer on the highest position on board will be the Senior EAD

Officer and will have the following duties:

o Assist in the elaboration of the daily flight schedules, being responsible for the

completion of the air missions, in accordance with the doctrine, SOP and internal Pilot

Orders.

o Ensure that pilots involved in the missions participate in the briefings and

debriefings relating to them.

o Keep the training of Embarked Aviators Officers up to date, requesting the master

of the ship the training flights deemed necessary.

o Supervise the maintenance services performed on the aircraft and advise the

ship's commander on the need to carry out maintenance flights.

o Check, before boarding, if the EAD has the equipment recommended for the air

operations.

o Ensure the discipline of the military personnel and the fulfillment of the orders

received by the EAD.

3.2.6 Versatile and Specialized Aviation Support / Security Section

It is not a stand-alone section. It can be equipped with light armored vehicles, including

collective heavy weapons, if necessary. It is recommended to be included in an aviation unit,

where it can provide support such as:

o FARP protection.

o MEDEVAC/CASEVAC support.

o Temporary Landing Zone Display.

It should be a platoon size unit :

o Platoon Cdr (1)

o D-Cdr (1)

o Signal (3)

o Groups (20 to 30)

3.3

Fixed-Wing Unit Organization

3.3.1 Light Aerial Reconnaissance Units

The fixed-wing light aerial reconnaissance unit shown below typically consists of up to 60

personnel including pilots, maintenance personnel, staff officers, administrative and

security personnel and 2-3 light aerial reconnaissance aircraft. Actual strength, composition

and deployment locations are subject to TCC negotiations with the UN. The unit must be

able to conduct 24/7 flight operations at airfields where night landing and takeoff facilities

are available. The light aerial reconnaissance unit must also have the requisite personnel

and equipment to support operations and maintenance for up to an average of 80 flight

hours/aircraft/month (or as specified in the SUR), with a minimum of 75% (or as stated in

the LOA) aircraft serviceable at all times.

*Note: The actual number of aircraft and troop strength will depend on the specific types and

number of aircraft required for a particular UN Mission, all subject to UN-Troop Contributing

Country negotiation.

3.3.2 Transport/Tactical Airlift Units

The transport/tactical airlift unit typically consists of 40-50 personnel including pilots,

maintenance personnel, staff officers, administrative and security personnel and 1 to 2 transport

aircraft. Actual strength, composition and deployment locations are subject to TCC negotiations

with DPO. The unit must be able to conduct 24/7 flight operations at airfields where night landing

and takeoff facilities are available and have the requisite personnel and equipment to support its

operations and maintenance.

*Note: The actual number of aircraft and troop strength will depend on the specific types and

number of aircraft required for a particular UN Mission, all subject to UN-Troop Contributing

Country negotiation.

3.3.3 Attack/Armed Fixed-Wing Units

As shown in the following chart, the attack or armed fixed-wing unit may consist of 60-100

personnel including pilots, maintenance teams, armament experts, staff officers, administrative

and security personnel, and 3-4 light attack aircraft. Actual strength, composition and

deployment locations are subject to TCC negotiations with DPO. The unit must be staffed and

equipped to conduct fire support, information gathering, armed surveillance and tactical escort.

The unit must be able to conduct 24/7 flight operations in low, medium or high threat

environments and meet the personnel and equipment requisite to support operations and

maintenance for up to an average of 50 flight hours/aircraft/month (or as stated in the SUR),

with a minimum of 75 % (or as per LOA) of its aircraft serviceable at all times. Depending on the

mission, the aircraft must be able to operate independently, or in formation with other aircraft,

according to operational or tactical requirements. The unit must be capable of deploying one

single aircraft or two paired aircraft to separate locations for limited periods, according to

operational requirements.

*Note: The actual number of aircraft and troop strength will depend on the specific types and

number of aircraft required for a particular UN Mission, all subject to UN-Troop Contributing

Country negotiation.

3.4

UAS/RPAS Unit Organization

The RPAS unit shown below typically consists of up to 100 personnel including pilots,

maintenance teams, staff officers, administrative and security personnel and 2-3 RPA. Actual

strength, composition and deployment locations are subject to TCC’s negotiations with the UN.

The unit must be able conduct 24/7 flight operations at airfields where night landing and takeoff

facilities are available. RPAS unit must also meet the personnel and equipment requisites to

support operations and maintenance for up to an average of 80 flight hours/aircraft/month (or

as specified in the SUR), with a minimum of 75% (or as stated in the LOA) or its aircraft

serviceable at all times.

*Note: The actual number of aircraft and troop strength will depend on the specific

types and number of aircraft required for a particular UN Mission, all subject to UN-

Troop Contributing Country negotiation.

3.5

ASU Unit Organization

The ASU unit shown below typically consists of 50-70 personnel including operations,

maintenance and field support. Actual strength, composition and deployment locations are

subject to TCC’s MOU negotiations with the UN. The unit must be able conduct 24/7 flight

operations at airfields. ASU unit must also meet the personnel and equipment requisites to

manage an estimated (to be confirmed by the specific mission) air traffic of (e.g. 06/10

flights per 24 hours incoming and/or departing from each airfield), Aircraft crash and

rescue, and firefighting Category X (to be confirmed by the specific mission), Dangerous

Goods certification and aircraft pushback/towing capacity (if required). Also, a Military

Hospital Level 1 might be required.

Indicative only. Additional 11 troops might be required for Hospital Level 1.

Troops: 50 to 70

If required

*Note: The actual number of equipment and troop strength will depend on the specific

support required for a particular UN Mission, all subject to UN-Troop Contributing Country

negotiation.

CHAPTER 4

UN Military Aviation Unit Support

4.1 The UN Mission Logistical Framework

Logistics support, including Combat Service Support (CSS), in a UN Mission is provided by

the Director or Chief of Mission Support (DMS/CMS). The DMS/CMS is assisted by a senior

military (Aviation) logistician. The Mission Support Plan is published under the authority of

the DMS/CMS. The Mission Support Plan is the authoritative basis for the planning and

management of logistics support in the UN Mission.

4.2 Combat Service Support in UN Military Aviation

4.2.1 UN military aviation units generally operate in hostile and austere environments,

deploying deep into the AOR, potentially in isolation from other UN Forces and far from any

logistical base. As such, provision should be made for an addition of unit own security of

platoon strength (or as appropriate) for the protection of assets and crew. Alternate

agreements could be made in the MOU and LOA between the UN and TCCs.

4.2.2 A specialized combat service support (CSS) arrangement is therefore essential to

support military aviation and should include specific CSS capabilities and procedures. The

CSS arrangement must be well prepared and planned during the early stages of mission

planning, and for each type of military aviation unit once deployed. Under CSS from Mission

engineers, the aviation unit may expect and be specific about the following (if required):

• Accommodations specific to their tasking and equipment, including specific storage

requirements to protect against temperature and the environment.

• Specific/additional electrical/power requirements.

• Additional water scaling.

• Waste treatments plants to cater for the additional quantity and/or type of scaling.

• Roads, tracks, runways, airstrips and heliports as per requirement, including their

upkeep and maintenance.

• Specific road, airfield, airstrip and heliport requirements at the reception area, or to

ensure connectivity and onward movement of forces or forward staging.

• Any specific training infrastructure.

• Field repair / recovery equipment and SOPs.

• Dust suppression liquid chemicals and SOPs.

• Support for intra-mission FOBs.

• Camp security.

4.2.3 UN support to military aviation units includes logistics, rations and fuel, strategic

deployment movement of Contingent-Owned Equipment (COE) and personnel from the

home country to the Mission area, as well as support to in-theater movement of medical

capabilities beyond Level I, including alternate CASEVAC capabilities involving other assets.

4.3 UN Support Process: From Pre-Deployment to the Mission Area

4.3.1 The role of DOS in supporting UN military units is encompassed in the Mission

Support Concept. See also the UN Infantry Battalion Manual (UNIBAM) for further

discussion of unit- level support structures, categories of support capabilities, engineering

support, Contingent Owned Equipment (COE) and the Memorandum of Understanding

(MOU), National Support Elements (NSE), the Letter of Assist (LOA), administrative policies

and the critical issue of COE and personnel movement.

4.3.2 As with any military unit in UN peacekeeping, UN military aviation must take

advantage of the various opportunities existing prior to deployment to ensure the best

possible preparation of personnel and units. The TCC reconnaissance site survey (the UN

authorized field visit for key commanders and staff prior to unit deployment) and the

subsequent Pre-Deployment Visit (PDV) by UN experts to the TCC both serve to assist and

advise in deployment preparation and support.

• Pre-Deployment Reconnaissance and Site Survey

As early as possible, a survey team of TCC personnel must visit the UN Mission area of

responsibility. The UN will provide the TCC sufficient time to plan the deployment well

in advance of the expected deployment date. Irrespective of the threat level, the UN

should support the site survey team to visit all landing sites and airfields the UN intends

to task the assets to. The site survey team’s assessment should, at minimum, include

notes on terrain, runway, landing zones, obstacles, fuel availability, ground electrical

power, firefighting and approach landing systems and, most importantly, security. This

information ensures adequate planning and preparation for TCC contingent selection

and deployment. The survey team should also analyze the Mission’s logistical support

facilities so that plans can be made for any additional requirements. The site survey

should especially take a note of the soil condition at likely landing zones and suggest dust

suppression measures to avoid the hazard of brownout for large helicopters.

• Personnel and Aircraft Transportation Pre and Post-Deployment

Arrangements and contracts for transportation of personnel and assets must be finalized

with clear instructions for transportation of personnel, helicopters, allied equipment and

large fixed-wing assets from the TCC’s home country to the Mission. Arrangements for

settling any claims for damages during transportation require special attention. Specific

aircraft asset preparations must be in accordance with UN standards (e.g., installation of

essential equipment, aircraft colorings and markings, etc.) and their inspections

conducted by a UN team in the troop 7 contributing country contingent’s home country

before the equipment is declared fit for transportation to the Mission country.

• Repatriation of Flying Assets

Arrangements for final repatriation of helicopters and aircraft by means of aerial

transportation, ship or under their own power will be decided by the UN and TCC before

deployment. In the case of heavy, fixed-wing passenger or cargo planes, the issue of fuel

and reimbursement for flying and transit handling charges must be clarified in advance

⁷ See also the UN Infantry Battalion Manual.

to avoid any unnecessary delays at any of the transit airports.

4.3.3 Unique Equipment, Self-Sustainment and Reimbursement for COE

• If not in the COE Manual, major equipment will be treated as “special case” equipment,

if the situation requires. If the equipment is under wet lease, maintenance of this

equipment is a troop/police contributor responsibility. In accordance with the COE

Manual, any special minor equipment or consumables not covered by the standard self-

sustainment rates can be handled as “unique equipment.” These items will be handled

through bilateral, special case arrangements between the troop/police contributor and

the UN. Military aviation unit unique equipment requirements may include aircraft

parking facilities, navigation aids, air traffic control, airfield lighting, aircraft

shelters/hangars, airfield crash/rescue/fire facilities, aircraft battle damage repair

capabilities, airfield protection and any aviation-specific security provisions. In addition,

special equipment that the TCC aviation unit cannot provide immediately and does not

necessarily impede operations but required for deployment in the mission should be

provided by the UN to be handled through bilateral special case arrangements.

• While most COE items and scales would be as covered in the current version of the

COE Manual, aviation operational requirements vary significantly in certain aspects,

such as the scale of issue of night vision devices and High Frequency communications

(see Annex B). The additional costs to the TCC for these extraordinary requirements may

be reimbursed as negotiated with UNHQ.

4.3.4

The UN Mission and Contingent-Owned Communications and Information

Technology Systems

• A military aviation-specific communication and information technology system is

deployed by the military aviation unit headquarters down to each aviation sub-

element to ensure adequate security and communications as required for aviation

operations. The military aviation unit’s internal communications and information

systems are provided by each TCC.

• Nevertheless, equipment for communications between the Mission headquarters

and the military aviation unit headquarters, as well as between the military aviation

unit headquarters and its subordinate units, is also provided as UN-Owned

Equipment (UNOE). UNOE ensures that aviation unit has integral secure military

grade communications within the Mission communications network.

4.4 CASEVAC and Medical Support

For comprehensive guidance on medical operational, logistical and administrative

guidelines for Member States, UN Headquarters and field Missions, consult the Manual for

United Nations Field Missions - 3^rd Edition - 2015” available on the UN Resource Hub

http://research.un.org/en/peacekeeping-community

In addition to a host of other essential information, the Medical Support Manual provides

information on the command and control structure for integrating medical support in field

Missions, CASEVAC/MEDEVAC procedures, pre-deployment medical screening

requirements, entitlements to medical care in field Missions and certification requirements

for field Mission medical professionals.

4.4.1 Military Aviation Unit Casualty Evacuation (CASEVAC): Military aviation units often

operate deep into hostile-held territory conducting Casualty Evacuation (CASEVAC)

operations. To mitigate the inherent challenges, CASEVAC operations are prepared by

detailed planning and training, pre-arranging for dedicated evacuation resources and

coordinating for the required medical capability.

4.4.2 Detailed CASEVAC Planning and Training: During the planning phase of each

operation, special attention is given to CASEVAC capabilities, procedures and timing with

the UN Mission MEDEVAC/ CASEVAC assets and Level 2/3 hospitals that will provide

specific medical support and training for the Mission’s military aviation unit. MEDEVAC/

CASEVAC training is aimed at interoperability between air assets and other components

such as the Quick Reaction Force.

4.4.3 Dedicated CASEVAC Resources: When dedicated MEDEVAC/CASEVAC military

aviation resources are required, they must be planned for and obtained in advance. Aviation

support capacities include peacekeeping military air units with tactical fixed-wing aircraft

as well as utility, observation and attack helicopters. Aviation support can be provided by

the transportation cell in the Field Operations Support unit managing Mission aviation

(including military transport helicopters), movement control and MEDEVAC/CASEVAC.

Under this arrangement, aviation support is placed under the authority of the Director/

Chief of Mission Support (DMS/CMS).

4.5 Troop Contributing Country Support

Logistical support for military aviation units is the responsibility of the TCC, except where

otherwise provided by the UN Mission or host nation. As military aviation units are normally

nationally formed, each military aviation unit must include a logistics and support element,

primarily dealing with national support, integrating support from other sources such as the

UN Mission or host nation. If several TCCs are providing aviation assets to the same Mission,

they may wish to coordinate their aviation support effort to achieve synergy and efficiency.

4.6 UN Mission Support

4.6.1 Overall logistical support for military aviation units is coordinated through the Force

Headquarters. The military aviation cells in the Force Headquarters must liaise with both

the logistical structure (DCOS Operations Support, U-4 LOG, U-1 PER) and the Mission

Support Centre⁸ under the office of the DMS/CMS.

4.6.2 Operations and logistics planning will determine the specific logistics requirements

and the associated logistics command and control structures for each operation when

military aviation units are committed. Resupply of deployed military aviation units in

remote areas is planned and executed as an operational task. Generally, it requires

specialized equipment and procedures to ensure refueling and POL capability.

4.7 What to Expect: Typical Logistical Support for Military Aviation Units in a UN

Mission

4.7.1 General: The following discussion of logistical support for military aviation units is

for illustrative purposes only. However, this discussion reflects real-world examples

providing a realistic understanding of the logistical support an aviation contingent is

expected to bring to, and that which it can expect from, a UN Mission. Actual logistical

The Mission Support Centre was formerly known as the Joint Logistics Operations Centre (JLOC).

support requirements are articulated in the Statement of Unit or Force Requirements and

the TCC MOU. Arrangements for logistical support are provided in the UN’s Generic

Guidelines for TCCs Deploying Military Units to the UN Peacekeeping Mission, and in the UN’s

COE Manual. Subject to the terms of TCC MOU negotiations, the military aviation unit

contingent is required to be self-sustainable with integral support and maintenance

elements, and to sustain its operations at the permanent and temporary deployment

locations. A full description of the requirements and standards for all self-sustainment

categories are contained in the COE Manual. At a minimum, the contingent must be self-

sustaining in the following areas:

4.7.2 Accommodations

• Initial Accommodations: The UN Mission will prepare green field sites under austere

conditions at the deployment location. The contingent must deploy with sufficient

tentage for all accommodations (for men and women), storage, offices, ablutions and

workshop needs. Water sources will be arranged by the UN Mission. The contingent must

deploy sufficient water purification units to produce and consume its own purified

water. The Mission will provide Field Defense Stores (FDS) and additional FDS kits for

use in mobile operations.

• Permanent Accommodations: The UN Mission will strive to provide hard wall

accommodations (for men and women) after the initial six-month period in COE tentage;

failing which the UN Mission may be required to pay a penalty until prefabricated

accommodations [for men and women]can be provided.

• Deployable Accommodations: The contingent must deploy with a sufficient quantity of

tentage necessary for short term operational and tactical deployments. The contingent

must be prepared to deploy for short term operational and tactical operations. This is

meant to ensure sufficiently comfortable rest arrangement for the aircrew to enable a

safe and well-rested crew undertaking the assigned mission.

• Tentage Structure: Tentage must include flooring and the ability to heat and cool as

appropriate, as well as netting at doors, windows and inner/outer fly of tents. Double

layered tents with metal pipe frames are recommended due to field conditions. It is also

recommended to mount the tents on cement or wooden foundations to ensure their

stability. Deployable accommodations noted in the paragraph above are excluded from

this requirement.

• Helicopter parking shelters / rub hall / LAMS arrangements.

4.7.3 Ablutions: The Mission will strive to provide ready-to-use field ablutions with

running water and waste management at the initial campsite. The contingent must be

prepared to deploy with its own field ablutions (field latrines and showers) to use for

subsequent operational/tactical deployments.

4.7.4 Catering: The contingent must be self-sustainable in catering. Upon deployment,

the Mission may not provide a hard wall structure for the kitchen and consequently, the

contingent must be prepared to deploy with a fully mobile kitchen (e.g., kitchen trailers).

The contingent must have cooks, clean and healthy kitchen facilities and equipment to

include, but not limited to, deep freeze storage capacity for up to fourteen days, cold food

storage capacity for seven days, dry food storage, hot dishwashing capability, mobile cold

storage devices, dishes and cutlery. The contingent must be able to support all its organic

units and personnel (including augmented personnel) with deployable kitchen equipment

whilst operating in the field.

4.7.5

Communications: The contingent must provide its own mobile and secure

communications down to the independent unit, section or team level and be able to

communicate 24 hours a day, 7 days a week with the Brigade, Sector or Force headquarters

in the Mission language, typically either French or English.

• High Frequency (HF) communications are mandatory and must have a minimum

range of 250 km. The contingent must install its own HF base stations and antennae with

at least 2 sets of HF radios (as primary and backup) manned by its own qualified

operators for effective radio communications with the Brigade HQ, other contingents

and its own elements operating outside the Very High Frequency (VHF) and/or the Ultra

High Frequency (UHF) area of coverage. The capability to communicate from the

equivalent of platoon to Company to Battalion to Brigade HQ must exist for all military

aviation unit elements.

• VHF/UHF: VHF/UHF Communications (air-to-air to ground) is mandatory and must

have a range of at least 30 to 35 kilometers to facilitate CASEVAC.

• Telephone: The contingent must provide, install and operate its own switchboard and

telephone network down to its sections within the AOR.

4.7.6 Office Support

• Office Space: Office workspace must be inside tentage, but when and where possible,

hard- wall structure may be provided for Brigade and Battalion headquarters

equivalents.

• Office Furniture and Equipment: The contingent must be self-sustainable to meet all

its needs in terms of office furniture, equipment, supplies and computers (including

electronic data processing, reproduction equipment and required software).

4.7.7 Electrical: The contingent must be self-sustainable electrically and must supply a

stable power supply down to section level, including observation posts and other elements.

4.7.8 Minor Engineering: The contingent must have light utility and general engineering

support capability in order to enhance the contingent's infrastructure. The contingent must

be self-sustainable and have, at minimum, the capacity to handle the following tasks:

• Non-Field-defensive construction for the contingent

• Limited construction of light structures

• Minor electrical repair and replacement

• Minor repair to plumbing and water systems

• Maintenance of all necessary tools, supplies and workshop equipment

• Deliver the aforementioned capacities by means of mobile support throughout the

AOR.

4.7.9 Laundry and Dry Cleaning: The contingent must have a cleaning unit with

sufficient laundry facilities for all military and personal clothing, including dry cleaning of

operationally required specialist clothing. All laundry and dry-cleaning equipment must be

kept hygienic and in good repair with ample spare parts. The contingent must have a minor

equipment and supplies to keep the accommodation and camp area clean.

4.7.10 Fire Detection and Alarm: The contingent must have automatic fire detection and

alarm equipment.

4.7.11 Basic Fire Fighting: The contingent must have the capability to conduct basic

firefighting in both accommodations and work areas.

4.7.12 Field Defense Stores: The UN will provide identification and Field Defense Stores.

There is typically no need for Nuclear, Biological and Chemical (NBC) protection.

4.7.13 Observation:

• General Observation: The contingent must have the capacity to observe 24 hours a

day, 7 days a week with section-level handheld binoculars and magnifying night vision

equipment.

• Night Observation: Night vision systems, such as night vision goggles (NVG) and

Forward-Looking Infrared Radar (FLIR), must be capable of passive and/or active

infrared (IR), thermal or image nighttime line of sight observation. Night vision systems

must be capable of detecting human-size objects within a range of 1000 meters.

• Global Positioning System: The contingent must have the capacity to acquire an

accurate geographic fix on its own locations with Global Positioning System (GPS)

equipment and laser range finders.

4.7.14 Explosive Ordnance Disposal (EOD) Capabilities: For the contingent’s own

safety, an EOD capability should preferably be provided to all deploying elements.

4.7.15 Miscellaneous General Stores: At a minimum, the contingent must be self-

sustainable in terms of bedding, furniture, morale and welfare equipment and amenities.

• Bedding: The contingent must provide bed linens, blankets and/or sleeping bags,

mattress covers, pillows and towels to all personnel.

• Furniture: The contingent must provide a bed, mattress, nightstand, table light and a

locker to all personnel.

• Morale and Welfare: The contingent must provide TVs, DVD players, music systems,

satellite TV systems, a library, games, exercise equipment and internet cafe(s) with 5-10

personal computers (for a company-sized unit) for the morale and welfare of its

personnel. So as not to interfere with the Mission’s official computer and internet

network, the contingent must contract with a civilian internet service provider for its

own dedicated morale and welfare network.

4.7.16 Initial Provisioning and Self Sufficiency

• Water: The contingent must deploy with bottled water for a length of time agreed

upon during MOU negotiations. Within the first seven days, the contingent is expected to

install its own water purification plant to produce bulk-treated water from a UN-

provided water source.

• Rations: The contingent must deploy with rations for a length of time agreed upon

during MOU negotiations. The UN Mission will provide rations thereafter. The contingent

must have the capacity of establishing storage such as reefer trucks and containers for

fourteen days of rations and fourteen days of combat ration packets, or for a duration

agreed upon during MOU negotiations.

• Supply: The contingent is required to deploy with fully self-sufficient stocks of supply

items and spare parts for maintenance of its major and minor equipment. The contingent

must be fully self-sufficient for all other supply categories (except fuel) for the first 90

days after deployment and must maintain stock levels of at least 45 days of repair parts

for all types of supplies at any given time during its operations. Resupply of consumables

and spare parts is a contingent responsibility.

• Petroleum, Oil and Lubricants (POL): In the majority of UN Missions, the contingent

must be prepared to employ only diesel-fuelled vehicles, equipment and machines as

diesel is normally the only type of fuel available. The UN will deliver fuel to the existing

fuel distribution points from the first day after the contingent’s arrival in the Mission

area. The contingent is required to collect its POL from the distribution points. Beyond

the fuel distribution points, the contingent must provide self-delivery. The contingent

must have the capacity to establish bulk storage facilities for fourteen supply days of

diesel. The contingent should also have the capacity to distribute diesel to its vehicles

and generators.

• Medical: The contingent must be prepared to deploy with one Medical Level I Hospital.

Contingent personnel must be trained in administering basic immediate first aid and

have the appropriate medical equipment. Additionally, higher level medical facilities will

be deployed in the Mission area of responsibility to provide levels II and III care. Level

IV medical care will also be available, sometimes outside the Mission area.

4.8 Embarked Aviation Detachment Support

As long as the aircraft is on board, support for air operations is provided by the ship's crew,

which must have qualified Maneuver and Crash Teams, possess the necessary and

appropriate material, and establish a training program that ensures a high standard of

efficiency and safety for all personnel engaged in air operations, in order to ensure that the

ship resources (level of operation) and aviation facilities (support class) remain in the

category in which the ship is certified.

The level of operation is the qualifying factor of the ship and it is determined by the existing

resources related to the environmental conditions in terms of visibility and luminosity (day

and night periods) under which the ship-aircraft binomial can operate.

The class of support is determined by the condition of the equipment and qualification of

the ship's personnel, including basic conditions for aviation facilities on ships, concerning

maintenance and service availability.

In general, the ship should have the following responsibilities in supporting naval

operations:

4.8.1 Maneuver Team

It is an organic crew of the ship, responsible for the manning and landing / launch /

guidance maneuvers of the aircraft. Maintaining the qualification of the team is the

responsibility of the ship's commander. In case of aircraft crash, the team personnel may be

used as a reserve of the Crash Team.

4.8.2 Crash Officer

The Crash Team Leader is responsible for the firefighting and rescue in case of aircraft crash.

4.8.3 Crash Team

Team responsible for performing firefighting, rescue and, if necessary, drop the aircraft

from the ship in case of a crash. If necessary, it will be aided by the vessel's Damage Control

group.

4.8.4 Alert Boat or Inflatable Boat Team

The ship’s crew responsible for the tasks to be performed in case of aircraft crash on the

sea.

4.8.5 Launch and Landing Officer (LLO)

The LLO is responsible for:

o Conducting the Maneuver Team.

o Ensuring the observance of safety procedures for air operations.

o Conducting FOD patrol prior to commencement of air operations.

o Ensuring that only personnel essential to air operations are present in the

helideck.

o in ships where there is no Enlisted Orientator, acting as aircraft Orientator by

means of visual signals and/or radio in aircraft landing/launching.

o Checking that the Crash, Rescue, Firefighting and Helicopter Teams are in position.

o Controlling air operations on the landing platform: Departure, landing, pick-up

(sling operations), external cargo (hook operations) and HIFR (Helicopter In-Flight

Refueling - only for ships where landing operations are not available).

o Coordinating the movement of aircraft, permission to start engines, unhinge and

disengage rotors, departure and landing helicopters with the Service / Maneuver

Officer.

o Supervising the information relay from the helideck station to the Bridge, to the

combat center and to the helicopter.

o Supervising the aircraft refueling, to ensure fuel testing and quality.

o Participating in the air operations briefings or being represented by a qualified

officer in order to receive and transmit all the information.

o Ensuring that all personnel are briefed on air operations safety and receive the

appropriate clothing and protection items before going on board a helicopter.

4.8.6 Orientator

The Enlisted, a member of the Maneuver Team, responsible for:

o Orienting the aircraft through appropriate visual signals, assisting the pilot in

approaching, landing and takeoff, and pick up maneuvers (sling operations), external

cargo (hook operations) and HIFR (Helicopter In-Flight Refueling - only for ships

where landing operations are not available).

o Advising the LLO about safety conditions for air operations on helideck.

o Guiding the Maneuver Team.

4.8.7 Aviation Safety Officers (ASO)

The Aviation Safety Officer(s) (as outlined in Annex D) is responsible for directly advising

the ship’s Commander, the Helicopter Unit’s Commander and the Senior EAD Officer, and

liaising and cooperating with the United Nation Mission Aviation Safety Unit on Aviation

Safety matters, being assigned the tasks of spreading the doctrine of safety management

including the Prevention and Investigation of Aviation Accidents. The ASO(s) is responsible

for maintenance and compliance with the relevant Aviation Safety Program, Aviation

Accident Prevention Program, Aviation Emergency Plans, as well as the Pre-Investigation

Plan and other instructions emanating from that Service. In addition, the Aviation Safety

Officer(s) are to ensure suitable training and safety promotion occurs, provide support the

aviation risk management process (including hazard identification), and oversee aviation

safety in the embarked environment in accordance with Annex D.

4.8.8 Chief Engineer

The Chief Engineer is responsible for the maintenance and operation of the aviation fuel

system and must ensure that it meets the standard specifications and that fuel supply, and

the maneuvering are carried out in accordance with standard safety precautions.

4.8.9 Damage Control Officer (DCO)

The DCO is responsible for supervising the control of faults and firefighting involving the

aircraft.

4.8.10 Operations Officer / Room Supervisor

The Ship's Operations Officer / Room Supervisor is responsible for:

o Supervising the control of helicopters in flight, except during landing and take-off

maneuvers, which are the responsibility of the LLO.

o Establishing communications between the aircraft and the air traffic controller at

the combat center / bridge. It is desirable that this circuit can be monitored in the

bridge.

o Applying the ship's Aviation Emergency Plan for immediate action in case of need.

4.8.11 Service / Ship Maneuver Officer

The Service / Maneuver Officer is responsible for:

o Keeping the Commander informed of the progress of air operations.

o Maneuvering the ship in order to obtain adequate wind conditions.

o Maintaining steady course and speed during: opening and folding of blades,

insertion and withdrawal of sleeves, unhinging and disengagement of rotors, aircraft

operation at the gate (IFR operations) or having reported "on final approach" (VFR

operation), launch and landing of the aircraft until it has taken off or is piled and / or

correctly parked on the helideck with the rotors stopped.

o Keeping the flight deck ready to receive and support aircraft in emergency.

o Applying the ship's Aviation Emergency Plan for immediate action in case of need.

o Marking the time and position of persons overboard during air operations or

dropping the aircraft in the event of a crash at sea.

CHAPTER 5

UN Military Aviation Unit Training

5.1 Introduction

5.1.1

Military peacekeeper training is primarily a national responsibility. What is more,

training, regardless of subject, is a command responsibility at every organizational level.

Military commanders and supervisors at each level have a legal and moral obligation to

ensure their personnel and units are properly trained to accomplish their missions.

5.1.2

Military aviation units are normally regular (single TCC) or composite units

(multiple TCCs) trained by their national training programs. National training is ideally

within the parameters set by the UN in consultation with member states. Therefore,

peacekeeping training is administered to a unit that is operationally ready to undertake the

full range of required tasks. To fully understand interoperability in UN operations, the

deploying unit will probably need to receive a UN-orientation and familiarity with its

operating obligations under the Mission’s Director or Chief of Mission Support-controlled

Service Delivery system.

5.1.3

This chapter is designed to assist military commanders and their subordinate

leaders with their responsibilities maintaining aircrew proficiency and the operational

readiness of their units assigned to a UN mission. Briefly explained here, are the various

tiers of training which the military personnel should undergo prior to deployment and

during the Mission. Also provided is an overview of the suggested methodology for training

a UN military aviation unit during the phases of pre-deployment, induction and proficiency

sustainment during deployment.

5.1.4

Aircrew training requirements discussed in this chapter are task-oriented and not

necessarily specific to UN peacekeeping operations. The intent is to provide a convenient

guide of planning considerations for commanders as they prepare their aviators and units

to support peacekeeping and stability operations. These topics will require greater levels of

detail for self-assessments, either through national training standards or those standards

provided by the UN, where appropriate. To meet the need for greater detail in UN-

appropriate training, specialized training materials (STMs) for this manual are being

developed by DPO to provide peacekeeping training standards for TCCs participating in UN

operations.

5.1.5

An aircrew consists of a team of personnel who are responsible for the safe

operation of an aircraft in the performance of its mission. Aircrews consist of Rated aviators

and Non-Rated Crewmembers. Positions and qualifications are designated by national

standards. A description of key positions are as follows.

a. Rated Crewmembers (RCM):

(1) Air Mission Commander (AMC) - The AMC is aviation task force commander

(or a designated subordinate commander for air assaults below the battalion

level) who commands all aviation forces through all phases of the air mission.

(2) Pilot-in-Command (PIC) - A PIC is an experienced aviator who is certified to

independently and safely operate an aircraft in all flight conditions (Day, Night,

IFR). The PIC is responsible for safe operation of the aircraft, the safety of all

occupants, and the conduct of operational and training aspects of a specific

mission. The PIC is also responsible for ensuring that all other Rated and Non-

rated crewmembers in the aircraft perform their duties and responsibilities as

assigned.

(3) Co-Pilot (CP) or Pilot (PI) - CP and PIs are rated aviators assigned to an

aircraft as a rated crewmember. CP/PIs assist the PIC in the technical and

tactical operation of the aircraft. As a rated crewmember, CP/PIs must remain

current and proficient in all assigned tasks. Generally, CP/PIs are battle

rostered with PICs to ensure a crew mix that balances experience and skill.

b. Non-Rated Crewmembers (NRCM): NRCMs are flight personnel (other than

the aviators who perform duties on board an aircraft) who are essential for the

safe operation of the aircraft. They work as a coordinated team with the RCMs

while the aircraft is in flight.

(1) Crew Chief (CC) - Designated NRCM who is responsible for the daily

maintenance and functions of the aircraft while in flight. The CC takes direction

from the RCMs and help to ensure the safety of the aircraft, its passengers and

internal / external cargo. Depending upon the configuration of the aircraft, the

CC may also serve as a gunner on the aircraft’s organic weapons. Qualification

and currency standards may also apply to the CC depending upon the aircraft’s

mission profile.

(2) Flight Engineer (FE)/ Load Master (LM) - FEs are specially trained aircraft

specialist who are responsible for the correct configuration of internal /

external cargo to ensure compliance within aircraft parameters. FE also take

direction from the aircraft’s RCMs to help to ensure the safe operation of the

aircraft. Depending upon the aircraft’s mission profile, the FE may also have

requisite qualification and currency standards.

(3) Other NRCM Positions - Depending upon the aircraft’s mission profile, other

NRCMs may include flight medics, aeromedical personnel and auxiliary door

gunners. As with other NRCM positions, performance of these in-flight duties

may require compliance with qualification and currency standards in support

of the aircraft’s operational employment.

c. Non-crewmembers: Non-crewmembers (Technical Inspectors (TI), avionics

technicians, maintenance personnel, etc) perform duties directly relate to the

in-flight mission of the aircraft but are not essential to the operation of the

aircraft.

5.2

Pre-Deployment Training

5.2.1 Each TCC has its own national standards and training programs that develop and

maintain pilot currency, qualified and proficient aircrews. Pre-deployment training is the

responsibility of each contributing country and determines the contingent’s level of success

and safety throughout its deployment. Pre-deployment training maintains crew proficiency

in basic flight tasks while preparing aircrews to conduct specialized missions necessary for

the specific operational environment. Specialized missions include those involving special

mission equipment or specialized training such as flying with night vision goggles or

conducting hoist, fast rope or air assault operations. Special mission training must be

documented, reinforced and held to defined standards of execution. These specialized tasks

must be integrated into pre-deployment training programs.

5.2.2 Pre-deployment training is critical as it is the TCC’s opportunity to ensure its

military aviation units and aircrews are current, qualified and operationally ready to

execute their assigned mission tasks. Pre-deployment training must be mission focused,

relevant, and rigorous to prepare aircrews for the actual operational environment and the

responsibilities of their assigned missions. At a minimum, TCCs should conduct pre-

deployment training similar to that described herein, augmented by in-mission or

sustainment training. TCCs should document their training to verify standards and levels of

readiness. The training examples provided in Annexes B and C of this manual illustrate the

level of competency aircrews, ground crews and leaders will require to execute the

demands of missions in an operational environment. The lists and tasks are not all inclusive

and TCC’s should prepare for the full range of aviation operations needed by the Mission.

5.3

Deployed Proficiency and Currency Sustainment

5.3.1 Proficiency includes all Mission-specific and sustainment training necessary to

maintain aircrew qualifications and currencies while deployed. In mission training

augments skills developed during pre-deployment training including rules of engagement,

the UN peacekeeping ethics, mandate and MOU. In-mission training also includes local area

orientations and those critical skills required for special mission equipment training on

night vision systems, night flying, hoist operations, fast rope, desert and dusty landing

conditions, and air assaults. Depending upon the length of the deployment, aircrews will

also need to maintain their currency and qualifications in both their basic aircraft type and

the mission specific skills required by the operational environment.

5.3.2 The most significant part of in-mission training is orientation or induction training.

Induction training familiarizes aviation personnel with the environmental and cultural

factors as well as the practicalities of operational environment, particularly as it affects

aircrew and aircraft performance. Military aviation unit commanders should accomplish in-

mission training by combining air and ground crews in the same training, thus increasing

each crew’s skill, knowledge and interoperability. Military aviation unit commanders and

staff can refer to the UN Infantry Battalion Manual for additional guidance and resources for

developing training plans. Examples of aviation-specific in-mission training opportunities

include:

• On-The-Job Training: A comprehensive aircrew training program covering job

performance skills highlighted in pre-deployment training but reinforced with the

reality of daily in-mission requirements.

• Mission Scheduling: Military aviation unit commanders should take the opportunity

to schedule high timed aviators with less experienced personnel during routine

operational missions. This combination of skill levels produces incidental training for

those lacking experience.

• Aircrew and Mission Briefings: A vital part of continuous or in-mission aircrew

training, briefings ensure adherence to desired training and capability standards for

personnel and aircraft. Briefings can include academic subjects as well as pre- and post-

mission briefs and reports. Suggested topics may include situational awareness,

interpreting weather reports, air traffic control requirements, special equipment

requirements, the nature of aviation tasks, safety and risk management, pilot ability

skills, mission planning (including fuel and ammunition consumption rates), problems

and recommended solutions and explanation of misconduct cases (if applicable). Weight

and balance calculation, weather interpretation, instruments flying procedure, risk

assessment etc.

• SOPs and Pilot Orders: SOPs and pilot orders help create safe and efficient

operations. SOPs and pilot orders are usually based on the experience of previous

military aviation units, as well as existing UN SOPs and guidelines issued by the mission’s

Air Operations Branch. Aviation Safety and Risk Management SOPs include such vital

subjects as guidelines for night flying procedures, night vision goggle operation,

mountain flying, confined area operations, pinnacle operations and landing within built

up and crowded areas and any maritime considerations associated with the operational

environment. SOPs and pilot orders must be relevant to the specific military aviation unit

type and the country in which the unit is deployed. New military aviation unit

commanders and staff officers should consult Chapter 11, Section III of the UN Aviation

Manual (2018 edition) for more information on SOP formulation. SOPs and pilot orders

of the previous unit should be reevaluated and revised, where necessary.

• Assessment Criteria. The military aviation unit commander can use carefully crafted

assessment criteria to assess aircrew proficiencies and the level of unit readiness, even

as they are being evaluated on flying and special mission performance. Written tests and

performance evaluations offer continuous training opportunities for each crewmember

during their deployment. Flying assessment grade slips, in vogue in the TCCs Military

aviation units, should be continued in UN and complete assessment record of flying

checkouts with instructor pilots / Commanding Officers be maintained in individual’s

pilot folder.

• Training Documentation. A system of documenting individual performance is

required to meet flight safety requirements and to ensure the operational readiness of

aircrews. Such documentation assists military aviation unit commanders as they select

the appropriate crew for specific mission requirements and provides the basis for

identifying any additional training needed. Training needs of each individual pilot should

be ascertained at the beginning of the unit’s tenure and then completed with an even

spread over the entire period of tenure. The training should encompass general flying,

instrument flying, night flying and special operation relevant to the mission.

5.4 Aircrew Training

Aircrew training is a national responsibility and TCCs are expected to certify that their

aircrews are fully qualified to perform the basic military aviation unit tasks as specified in

the MOU/LOA and SUR. Aircrews are expected to conduct pre-deployment and

continuous/in-mission training as described in this chapter and at Annexes B and C. The

following chart describes the UN’s qualification standards for aircrews, however, individual

TCCs would finalize their experience criteria with the UN in their LOAs:

UN MILITARY AVIATION UNIT (RW / FW)

UTILITY AIRCREW EXPERIENCE REQUIREMENTS

If experienced in

TOTAL

NVG

Flight Currency

both FW & RW -

PIC hours

PIC hours on

IFR qualified

F/H

qualified

DAY / NIGHT /

minimum FW/RW

On FW and RW

type

with min F/H

Min

w/min FH

NVG / IFR

F/H@

AMC

1200

Rotary

PIC

1000

600

300

150

wing

300

200

45-days

Fixed

PIC

1200

1000

500

250

200

wing

600

500

100

UN MILITARY AVIATION UNIT (LIGHT FW ATTACK/ISR)

SPECIFIC AIRCREW EXPERIENCE REQUIREMENTS

IFR

NVG

Flight Currency

PIC hours on

TOTAL F/H

PIC hours

qualified

DAY / NIGHT /

Type

w/min F/H

w/min FH

NVG / IFR

AMC

1200

Light FW

PIC

600

300

100

45-days

Attack/ISR

200

UN MILITARY AVIATION UNIT (RW ATTACK AND EMBARKED)

SPECIFIC AIRCREW EXPERIENCE REQUIREMENTS

If experienced in

IFR

TOTAL

PIC hours

NVG

Flight Currency

both FW & RW -

PIC hours

qualified

F/H

On FW and

qualified

DAY / NIGHT /

minimum FW/RW

on type

with min

Min

w/min FH

NVG / IFR

F/H@

F/H

Attack and

AMC

1200

Embarked

PIC

600

400

200

150

45-days

Rotary

300

200

wing

UN MILITARY AVIATION UNIT Class II and III (UAS)

SPECIFIC AIRCREW EXPERIENCE REQUIREMENTS

NVG

Flight Currency

PIC hours on

IFR qualified

TOTAL F/H

PIC hours

qualified

DAY / NIGHT /

Type

w/min F/H

w/min FH

NVG / IFR

UAS Class II

425

45-days

and III

600

150

Crew Qualifications

The flight crews will possess the following minimum qualifications:

• The PIC or Operator for any sortie tasked by the UN will have a valid and current and national Military Pilot License (MPL) or

equivalent based on the type of UAS or a Commercial Pilot License with Instrument Rating for the type of UAS/RPAS.

• The currency requirements, in respect to the MPL RPAS and/or UAS, will be a national responsibility. These qualification requirements

must be reflected on an approved SOP or equivalent.

Key:

AMC = air mission commander

PIC =pilot-in-command

CP =copilot

RW =rotary-wing

FW =fixed-wing

NVS = night vision system

IFR =instrument flight rules

NVG=night vision goggles

EP = external pilot

IP = internal pilot

SC = station commander

@ = Fixed Wing experience to be mentioned for the pilots to be employed on Fixed Wing duties and Rotary Wing experience to be

mentioned for pilots to be employed on Rotary Wing

Note: All flying done on full flight level D simulator shall be counted towards the flying hours experience of aircrew.

Flight Currency: is considered in executing the environment tasks within the last 45 days

5.4.1 Details of flight experience and currency duly recorded in Pilot’s Flying Logbook

5.4.1.1 Rotary Wing. The following parameters of flight experience and its performance during the last one year by the aircrew is considered

essential for validating the experience mentioned in the tables given in paragraph 5.4 above:

• Confined Area Ops

• Pinnacle Ops (if applicable)

• Dusty Landing Ops (if applicable)

• Sling Ops

• Winching/Hoist Ops

• NVG Ops

• Night Ops

• Running landing/Take Off

• Mountain Ops (if applicable)

• IFR Ops

• Hot and Heavy Flights

• Tactical Flights

• Formation Flying

• Heliborne Weapons firing (If applicable)

• Fire Fighting/Bambi Bucket ops (if applicable)

• Emergency handling practices

• Embarked Ops (if applicable)

• FARP Ops

5.4.1.2 Fixed Wing. The following parameters of flight experience and its performance during the last one year by the aircrew is considered

essential for validating the experience mentioned in the tables given in para 5.4 above:

• ISR

• Passenger Transportation

• Logistic lift Ops

• MEDEVAC/CASEVAC Ops

• Low level Flight Ops

5.5

Ground Crew Training

5.5.1 Ground Crew Pre-Deployment Training

Proper training is especially important for the military aviation unit maintenance and

support staff. Ground crew personnel require the highest level of skill and proficiency to

ensure fleet health and asset serviceability. Refueling, rearmament and ground handling

procedures must be handled professionally to avoid catastrophic mishaps. All requisite

training for ground support personnel must be documented. Their training must be

rigorous and conducted to trade- specific standards prior to deployment. The following

examples are not all-inclusive but do illustrate the tasks, activities and standards ground

crew personnel must meet:

• Maintenance Qualification Training. TCCs and military aviation unit leadership are

responsible for aircraft maintenance qualification training. That training identifies the

best maintenance personnel with the appropriate quality standards and technical skills.

In addition to being technically qualified, these maintenance personnel must be certified

(if required by the TCC) and capable of deploying to the area of operation in support of

aviation forces. These technicians, in collaboration with the flight crews, are directly

responsible for aircraft`s operational readiness and the unit’s ability to generate flight

sorties. Each technical expert, working in any one of a variety of specialties (e.g., avionics,

engine and transmission maintenance, electrical, sheet metal, etc.) must have the

requisite training and equipment prior to and throughout deployment.

• Mission-Specific Maintenance Training. Ground maintenance personnel must be

trained on the equipment they are required to operate. Mission specific training must be

conducted when new equipment or procedures are introduced to meet specific mission

requirements. For example, a new type of Mission radio may require pre-deployment or

induction training. Mission-unique systems like lighting, generators, auxiliary power

systems, and engine/aircraft wash equipment may be unfamiliar and require training.

As another example, maintenance personnel may have to conduct the majority of their

tasks at night or during times of limited visibility due to Mission requirements. TCC and

aviation maintenance commanders must ensure that all tasks and activities are

conducted by trained and properly resourced maintenance personnel.

• Downed Aircraft Recovery. The recovery of downed aircraft is an on-call mission

using assigned personnel and specialized equipment to recover aircraft unable to return

to its base of operations due to maintenance or hostile action. The Downed Aircraft

Recovery Team (DART) consists of select personnel from the aviation maintenance unit

who perform the assessment, repair and recovery of the downed aircraft. To effectively

recover aircraft in various operational conditions, DART teams must train and rehearse

these tasks using appropriate recovery equipment and Ground Support Equipment prior

to deployment.

• Ground Support Equipment (GSE) Training. A wide variety of GSE support fleet

operations. GSE includes auxiliary and ground power units, electrical power generators,

maintenance cranes and specialized maintenance workshop equipment. All personnel

required to operate GSE must be certified (licensed) to operate and maintain their

specific piece of equipment, regardless of whether it is unit or UN-provided.

• Specialized Vehicles Drivers Training. Special driver training may be required for

ground maintenance staff and aircrew members. Specialized vehicles such as self-

propelled cranes, aircraft handling vehicles, towing tractors, forklifts, etc. may be

unfamiliar to Mission personnel. All personnel required to operate any vehicle must be

trained, certified and supervised in the operation, maintenance and utilization of the

vehicle. Maintenance personnel must understand the limits and constraints imposed on

the use of the vehicle to avoid damaging the vehicle or aircraft.

• Communications Equipment. Military aviation unit commanders must ensure their

soldiers are prepared to use the communications equipment provided such as hand-held

radios, satellite phones and ground-based communications systems. Aviation ground

crew personnel must be trained in the correct use, maintenance and servicing of

communications equipment. Unfamiliar radio communications procedures, poor

information sharing and difficulty using a foreign language may endanger mission

success.

5.5.2 Ground Crew Deployed Proficiency and Currency Sustainment

Training levels must be strengthened and sustained once unit personnel arrive in the

Mission. Ongoing training while deployed hones existing skills and introduces new

capabilities, particularly those related to unit readiness in the field mission. Quality control

and assurance are vitally important for ground and maintenance crews in a deployed

environment. Effective military aviation unit commanders understand the importance of

quality management and the direct effect it has on operational readiness. Examples of in-

mission training for ground crews include:

• On-The-Job Training: A comprehensive ground crew training program covering job

performance skills highlighted in pre-deployment training but reinforced with the

reality of daily in-mission requirements. Ground crews and units particularly benefit

from the establishment of a strict quality control mechanism ensuring safe and efficient

flight operations when the entire Mission needs it most.

• Ground Crew Briefings: A vital part of continuous or in-mission ground crew

training, briefings ensure adherence to desired training and capability standards for

personnel and aircraft. Briefings can include academic subjects as well as pre- and post-

mission briefs and reports. Suggested topics may include quality control and assurance,

unit readiness, situational awareness, safety and risk management, special equipment

requirements, the nature of aviation tasks, mission planning (including fuel and

ammunition consumption rates), problems and recommended solutions and explanation

of misconduct cases (if applicable).

• SOPs and Guidelines: Military aviation unit commanders are required to establish

Aviation Safety and Risk Management SOPs and guidelines for ground support

operations including topics such as aircraft documentation, scheduled and other

maintenance procedures ground handling, parking, mooring, use of protective covering,

use of towing vehicle etc in accordance with UN standards. The unit staff should also

indicate the most important SOPs to provide guidelines for new military aviation unit

commanders as they assume their responsibilities upon arrival in the Mission.

5.6 Tactical Training for Military Aviation Unit Commanders and Staff

5.6.1 Aviation operations in support of UN Missions are inherently dangerous and

complex. Annexes B and C provide examples illustrating the tasks and responsibilities

expected of military aviation unit commanders and staffs in the UN environment. Proper

training of military aviation unit commanders and staff will help mitigate some of the

challenges and complexities of UN Missions. Detailed descriptions of the tasks, conditions

and standards of typical requirements are at Annex B, providing broad guidelines for

training and preparing military aviation units for peacekeeping operations.

5.6.2 TCCs are responsible for providing a military aviation unit with capable, proficient

and professional commanders and staff members. Those leaders, in turn, are responsible

for developing the leadership and technical skills of their subordinates. Training in the

tactical environment focuses everyone’s efforts because lives depend on individual

competence, personnel and equipment readiness and unit cohesion.

5.7 Training, Operational and Equipment Readiness, and Troop Contributing

Country Reimbursement

5.7.1 A military aviation unit commander must ensure his unit’s readiness as verified

through Operational Readiness Inspections (ORI) or other periodic verification inspections.

Inspection checklists may be obtained from the concerned Mission and sector headquarters

sections. Inspection preparations are necessary to ensure timely and complete TCC

reimbursement.

5.7.2 Reimbursement is also based, in part, on serviceability. In order to be reimbursed

under the terms of the LOA, military aviation units must provide the Mission minimum

assured flying and serviceability support. Serviceability is a function of the military aviation

unit’s total command climate, logistical competence, training, and operational equipment

readiness. However, flight safety considerations retain supreme significance, which should

never be compromised for an over-ambitious serviceability target.

5.8

Features of Embarked Aviation Unit Training

Specific responsibility relationships for an aviation operation on ships include some

detailed information on the preparation and use of Embarked Aviation assets in each phase,

as follows:

• Pre-Deployment Training - Squadron Commander.

• Continuous or In-Mission Training - Ship Commander.

• Aircrew Training - Squadron Commander.

• Ground Crew Pre-Deployment Training - Squadron Commander.

• Ground Crew Continuous / In-Mission Training - EAD Senior Officer.

5.9

Language Proficiency Standard for Aircrew in Peacekeeping Operations

The required operational level of English proficiency for all pilots is the ICAO Level 4 or

equivalent; also, the same for any other aircrew involved in radio communications (e.g.

navigator, etc.). The aircrew will be subject to evaluation on this account in the mission area

by the Technical Compliance Unit or equivalent.

The relevant certification of level will be presented upon arrival in the mission area to the

Technical Compliance Unit or equivalent. The certifying authority must be the national Civil

Aviation Authority director level or above in case the certification is being done by civilian

entities, and in case the certification is being done by the military entities, it should be given

on the authority of the respective Chief of Staff of the relevant Armed Force.

• Aviation Safety Training

Effective aviation safety management, to prevent injury and damage to property, cannot

be achieved without developing and encouraging a positive aviation safety culture at all

CHAPTER 6

Self-Evaluation of the UN Military Aviation Unit

6.1 Introduction

UN encourages the TCC to perform self-evaluation before entering into the mission area and

during mission operations after every mission. This is with the aim of increasing the

operational effect but at the same time keep a high/or a certain level of flight safety of

human factors. It is the Command responsibility to see and make possible for aviation unit

to perform self-evaluation, but it is also everyone’s duty to do self-evaluation with the aim

to improve. This demands a just culture.

Self-evaluation plays a key role in achieving and maintaining operational readiness. In UN

peacekeeping operations, TCCs conduct their own self-evaluations to assess and monitor

the state of individual and collective training, and to check the maintenance and

performance of equipment. By conducting self-evaluation, TCCs can authoritatively

determine how well their personnel, units and equipment perform according to UN

standards, and consequently take TCC-appropriate action to make any necessary

improvements. In this way, TCC self-evaluation contributes to higher states of operational

readiness. This chapter provides the considerations, references, methodology, structure

and key self-evaluation criteria military aviation units require to be fully mission-capable

by:

• Providing guidelines to the TCC and military aviation unit commander, including

suggested self-evaluation considerations using measurable and quantifiable criteria and

standards.

• Providing measures to be taken during pre-deployment and in-mission self-

evaluation.

• Providing timely self-evaluation to enable appropriate mid-course corrective actions

well ahead of deployment.

• Facilitating efficient planning and safe execution of air support for peacekeeping

operations.

6.2 UN Assistance

6.2.1 UN DPO and DOS Assistance. The UN’s Departments of Peace Operations (DPO) and

Operational Support (DOS) promote self-evaluation, operational readiness and

commitment to UN standards by:

• Guiding, assisting, facilitating or supplementing TCC evaluation efforts with a flexible

and accommodative approach.

• Providing training assistance.

• Coordinating training and assistance through third party support, where required.

• Arranging pre-deployment visits (for initial deployment only) to check availability

and quality of equipment and to ensure that Statement of Unit Requirement provisions

are implemented.

Providing Operational Advisory Teams from the Military Planning Service, Office of

Military Affairs to guide and assist emerging and more experienced TCCs.

• Assisting in the assessment of operational readiness.

6.2.2 Assistance from the UN Mission. The Mission leadership provides the following

assistance:

• Guides TCCs on the unit’s expected performance objectives, pre-deployment

preparation requirements and Mission-oriented training requirements.

• Coordinates pre-deployment reconnaissance.

• Organizes in-mission induction training; provides logistics support; provides

operational tasks, roles and responsibilities for the military aviation unit.

• Keeping in view the unit`s capabilities and broader flight safety considerations.

• Conducts the unit’s in-mission operational efficiency checks.

6.3 Self-Evaluation

6.3.1 Self-Evaluation Considerations

• Operational Readiness. A UN military aviation unit is expected to have high standards

in basic training capabilities, core operational tasks for each type of military aviation unit

and should have developed mission-oriented task-specific drills and procedures.

Weakness in any one of these areas adversely affects operational readiness. Self-

evaluation criteria should focus on revealing a unit’s capability in these various elements

of operational readiness.

6.3.2 Self-Evaluation References

In addition to this manual and its aviation-related references (Annex I), the

following UN peacekeeping documents also provide guidelines and standards for self-

evaluation and operational readiness. A most useful link to access most if not all of these

documents

available

the

Resource

Hub:

http://research.un.org/en/peacekeeping-community

• UN Aviation Manual (2018);

• TCC-specific UN peacekeeping operations manuals, guidelines and SOPs.

• UN Aviation Standards for Peacekeeping and Humanitarian Air Transport

Operations.

• DPO and DOS Guidelines on Aviation Safety Manual.

• DPO and DOS Policy Directive about Aviation Risk Management (ARM).

• Mission Mandate, Memorandum of Understanding, Status of Forces Agreement and

Rules of Engagement.

• Statement of Force/Unit Requirements issued by OMA.

• Command and control authority for aviation missions.

• Mission Concept of Operations, Operational Directives and Orders, Operational

Plans, SOPs and mission-specific case studies.

• Generic Guidelines for Troop-Contributing Countries Deploying Military Units, the

COE Manual and Guidelines on Peacekeeping Training.

• Lessons Learned and Best Practices of current and past peacekeeping missions.

• After-Flight Reports.

6.3.3 Pre-Deployment Self-Evaluation Preparation

Self-evaluation is a command responsibility prior to UN DPO’s pre-deployment visit, the

designated military aviation unit Commanding Officer should undertake the following

activities:

• Raising and establishing a military aviation unit in accordance with the Statement of

Unit Requirements.

• Training in accordance with UN military aviation unit tasks and operational

demands.

• Developing mission-specific, task-oriented, individual and collective expertise and

capabilities.

• Identifying shortcomings and instituting remedial measures to improve capabilities.

• Making timely adjustments and mid-course corrections.

• Utilizing experienced trainers from other military aviation units to train the new

military aviation unit awaiting deployment.

• Final pre-deployment inspection and rehearsal of the military aviation unit by

national peacekeeping experts under TCC arrangements.

6.3.4 Methodology for In-Mission Self-Evaluation

The suggested methodology for maintaining operational readiness and carrying out self-

evaluation includes:

• Continuous and simultaneous monitoring and review of performance in-mission by

the military aviation unit commander.

• Identifying potential weak areas and conducting periodic selective evaluations to

assess and readjust corrective actions.

• Reassessing capabilities and skills when the Mission operational situation changes or

when there is a gap between Mission requirements and performance.

• Validating key appointments in command and staff positions to match responsibilities

with ability and providing guidance and support where required.

• The aviation unit should perform self-evaluation with two aims. The first is to identify

what the aviation unit is doing well, with the aim to pass on to others so they may, if they

want, adopt that. The second aim is to identify what the aviation unit can improve, with

the aim to pass that on the others so they can learn from it.

6.3.5 Self-Evaluation Key Topics

To assess the operational readiness of a military aviation unit, the UN demands that the self-

evaluation has to be implemented based on distinct topics such as organizational structure,

capability in maintaining a military aviation unit’s core capabilities, operational tasks and

capabilities, training requirements and desired standards, aviation safety requirements,

aircraft serviceability, standard equipment, maintenance and logistic support capabilities

and interpersonal relationship. These self-evaluation topics will address different levels

within the military aviation unit to include individuals, task-oriented groups, subordinate

units, staff and military aviation unit commanders; and analyze task-oriented activities at

the subordinate unit and unit headquarters.

6.3.6 Conclusion

The aim on the self-evaluation is to increase operational effect. The aviation unit should do

that by performing self-evaluation regularly with the aim of identifying what the aviation

unit is performing good and what the aviation unit can improve.

Self-evaluation yields great benefits in terms of operational readiness and early

identification of unit weaknesses. Early identification allows performance or equipment

shortfalls to be addressed before they cause mission failure or the loss of life. TCCs that lack

the financial or technical ability to support their deploying units with the resources needed

for self-evaluation should discuss their needs with DPO/DOS at UN Headquarters. Every

effort will be made to assist the TCC with its requirements, either by expert assistance from

UN Headquarters or through third party support. See Annex C of this manual for sample

self-evaluation checklists covering pre-deployment and in-mission requirements. See

Appendix 1-4 of Annex C for sample competency record checklists of the Aviation unit’s

aircrew. The purpose of providing these competency checklists is to provide the Force HQ

with a clear picture of the competency which the Aviation unit brings with it to the field.

Annex A

Aircraft and Helicopter Categories

HELO / MEDIUM

HELO / LIGHT

HELO / HEAVY

HELO / ATTACK &

UTILITY / LIGHT

(MTOW>4,000Kg or

UTILITY / LIGHT

UTILITY / MEDIUM

(MTOW<4,000Kg)

(MTOW>9,000Kg)

ARMED

SINGLE ENGINE

Pax>10)

- A 109*

- AS 365*

-Relentless- B-525*

- A129*

- C-208&C-208B

- Be-200

- CN-235 Be-1900

- Alouette II

- AW139*

- Chinook-BV-107* /

- AH-1* Cobra

- PC-6

- Islander Trislander

- An-26 An-74

- Alouette III

- AW169*

CH-47*

- AH-2* Rooivalk

- PC-12

- Do-28&128

- C-212

- AS 355*

- AW189*

- CH-53* Series

- AH-64*

- N22&N24

- DHC-4 DHC-6 DHC-7

- B-206 Series

- B-205

- EH-101*

- HAD Tiger*

- Let L 410&420

- DO-228

- B-222*

- B-212*

- H-215* (Former AS

- Mi-24* Series / Mi-

- MU-2

- F-27 F-50

- B-230*

- B-214*

332 / AS 532)

35* Series

- Arava

- B-407

- B-412* Series

- H-225* (Former EC-

- Mi-28* Series

Commander&TurboCo

- Let L 610

- B-429*

- B-430*

725)

- Mi-8 with MGs

- Saab 340

- B-505

- BK-117

- Puma SA-330

mounted?

- Pa-28 & Pa-31

- Skyvan Shorts 330

- BO-105*

- H-155* (Former

- Mi-8* Series

&360

- H-125 (Former AS

EC-155 B1)

- Mi-17* Series

350)

- H-160*

- Mi-26* (Extra-Heavy)

- H-130 (Former EC-- H-175* (Former

- NH-90*

130 T2)

EC-175)

- S-92*

- H-135* (Former

- Ka-32*

EC-135)

- Oryx*

- H-145* (Former- PZL W-3*

EC-145 T2)

- S-58

- Ka-26*

- S-61* Series

- MD-500, MD-520,

- S-76*

MD-600

- UH-60 Series

- MD Explorer*

- Mi-2*

- SA 315B

- SA 341

- SA 342

- R-22

CARGO / MEDIUM

CARGO / HEAVY

CARGO / EXTRA /

PAX / TURBO /

PAX / TURBO / HEAVY

EXECUTIVE

(MPL<40,000Kg) (MPL<100,000Kg)

HEAVY

LIGHT (Pax<19)

MEDIUM

(20<Pax<89)

- C-295

- C-130

- An-124

- An-28

- ATR-42 / 72

- Electra

- Citation

- An-12

- An-22

- An-24

- II-18

- L-100&132&382

- II-72

- BAe 748

Falcon20&200&50&

- Belfast

CV-

2000

- II-18

540&580&600&640

- Gulfstream

- An-72

- Dash-8 DO-328

- Westwind

- An-32

- Jetstream

- Learjet

- Saab 2000

- HS125&800&1000

- Avanti

- Sabreliner

PAX / JET /

Class II UAS - LOS

PAX / JET / LIGHT

PAX / JET / HEAVY

WIDEBODY

Class III UAS - BLOS

MEDIUM

Class I UAS

(RANGE >80 NM;

(Pax<19)

(200<Pax<299)

(Pax>300)

(SATCOM)

(20<Pax<199)

CELLING > 14,000 ft)

- CL-600&601&604

- Bae

146 (Avro- A300B2&B4&-600

- A340&-500&-600

Small UAS

- BRUAG Ranger

- CAIG Wing Loong

- Falcon900

RJ70)

- A310

- B-747

- Luna

- Hermes 450

- Hermes 900

- Yak-40

- A319 A320 A321

- A330&-200

- B-777

- Shadow 200

- IAI Searcher

- Heron-1

- BAc I I I

- B-757 B-767

- II-96M

- Orbiter 2

- Patroller

- MQ-1 Predator

- B-707 B-727 B-737

- II-86 II-96-300

- Tristar DC-10 MD-- Orbiter 3

- RQ-2 Pioneer

- MQ-9 Reaper

CRJ

F70

- Mini UAS (various- Tier I

- TAI Anka

F100

types)

- Wing Loong II

Key: *

Indicates Twin Engine

MTOW

Maximum Take-off Weight

MPL

Maximum Payload

PAX

Passengers

100

Annex B

UN Military Aviation Unit: Tasks, Conditions and Standards

ROTARY WINGS - SURVEILLANCE AND RECONNAISSANCE

Task Description. The surveillance and/or reconnaissance task is to obtain relevant information to provide the necessary early warning

to the force. This activity, also requires, the availability of day and night electro-optical sensor(s). This task may require, for light attack aircraft, to

locate and engage hostile forces. Surveillance - The systematic observation of aerospace, cyberspace, surface, or subsurface areas, places, persons,

or things by visual, aural, electronic, photographic, or other means. Reconnaissance - A mission undertaken to obtain, by visual observation or

other detection methods, information about the activities and resources of an opposing forces, or to secure data concerning the meteorological,

hydrographic, or geographic characteristics of a specific area.

Conditions. The military aviation unit receives a surveillance and reconnaissance mission with various objectives aimed at providing field

commanders situational awareness for informed decision making. After a detailed assessment of tasks and requirements, the unit dispatches a

suitably equipped helicopter and qualified crew to conduct the mission safely and efficiently.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• ROEs for aerial engagement

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the helicopter landing sites

101

• Provide appropriate frequencies for both flight-following and ground troops

• Communication failure procedures

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Flight crews are able to perform aerial command and control tasks while on surveillance missions.

Crews are able to determine movement and manoeuvre conditions including strengths and weaknesses of static and moving forces.

Helicopter unit is able to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and, if necessary,

manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about opposing factions or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Mission-specific training imparted

• Navigational preparations carried out

102

ROTARY WINGS - ARMED RECONNAISSANCE

Task Description. Armed reconnaissance, if authorized under the Mission mandate and approved by appropriate UN authorities, is

reconnaissance to gather information while simultaneously being prepared to use force, mainly in self-defense, by locating and attacking hostile

armed elements as they arise during the course of the reconnaissance in assigned general areas, rather than attacking pre-designated targets.

Armed reconnaissance often involves engaging hostile elements as they threaten the local civilian population.

Conditions. The military aviation unit receives a mission for conducting armed reconnaissance to locate and engage targets of opportunity

or planned targets within the rules of engagement defined by the Mission mandate. Armed reconnaissance can be both reactive and pro-active in

nature. After fully comprehending the senior field commander’s intent, the military aviation unit commander dispatches an appropriately armed

helicopter and crew to ensure mission success.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Command and control

• Helicopter capabilities (including self-protection, design and equipment to perform the mission).

• Crew capabilities and qualifications.

• Terrain.

• Obstacles / heights in reconnaissance area.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Minimum safe altitude.

• General security situation/threat analysis.

• Ammunition to be used.

• Availability of required logistical support.

• The number of helicopters to perform the mission (recommendation: 2, for mutual support in case of emergencies).

• Host nation clearance if not given in the LOA.

• Flight plan filing as per UN/host nation rules.

• Rules of Engagement.

• Threat assessments of hostile Anti-Aircraft weapons.

• Clear identification of own forces and friendly population in the area of operation.

• RT communication / guidance by own intelligence elements on ground amongst the population.

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• Making a combat team of an armed helicopter with a support helicopter for evacuating the aircrew of armed helicopter, in case it is

downed by hostile fire.

• Inadvertent Instrument Metrological Conditions (IIMC) Plan.

• Wearing of protection gear by the aircrew.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing / NOTAMs

• Safety altitude for engagement

• Low flying hazards

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Coordination performed with an armed helicopter crew to provide additional protection in high threat environments (if applicable).

Flight crew is prepared to engage hostile forces while adhering to the UN mandate and rules of engagement.

Flight crew is simultaneously conducting reconnaissance, observing and reporting.

Helicopter unit prepared to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and, if

necessary, manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about hostile elements or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Flight crew is able to transit from show-of-force missions to defensive actions or to deliberate and sustained attack on hostile elements as

authorized depending on the development of the situation and/or requests of ground forces.

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Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-charge and co¬pilot

• Mission-specific crew training

• Currency and proficiency of scanners and door gunners (if employed)

ROTARY WINGS - CLOSE SUPPORT

Task Description. It is an air action against hostile targets that are in close proximity to friendly forces and that requires detailed

integration of each air mission with the fire and movement of those forces. Close Support is an element of the joint fire support. This fires directly

support land, maritime, amphibious, and special operations forces to engage hostile forces, combat formations, and facilities in pursuit of tactical

and operational objectives.

Conditions. The unit receives a mission to provide close support (CS) to UN personnel engaged in any one of a variety of operations (e.g.,

operations against hostile elements, escorting a convoy through unfriendly territory, escorting transport helicopters through hazardous airspace

or destroying targets endangering the safety and security of UN personnel, assets or unarmed civilians). The military aviation unit is able to provide

the required support with available assets and crews in the shortest possible timeframe ensuring safe mission accomplishment.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Helicopter capabilities (must be designed and equipped to perform close support tasks).

• Crew capabilities and training standards.

• Detailed briefing and coordination between concerned agencies and units.

• Area of operations.

• Security situation and threat analysis.

• Terrain /obstacles and safety altitude.

• Weather conditions.

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• Aeronautical information (AIP, NOTAM, airspace).

• Coordination measures such as air to ground communication to avoid fratricide.

• Ammunition that is consistent with Mission mandate.

• Measures to avoid and minimize collateral damage.

• Host nation clearance if not given in the LOA.

• Admin and logistics support planning for the mission’s duration.

• Rules of Engagement.

• Develop standard message formats in coordination with the ground troops for calling fire.

Coordination measures such as air to ground communication to avoid fratricide are in place.

Standard message formats are coordinated with the ground troops for fire support request.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing/NOTAMs

• Safety altitude for engagement

• Low flying hazards

• Provide appropriate frequencies for both flights following and ground troops.

• Communication failure procedures

• Formation flying considerations / separation, changing station, take-off and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Flight crew detects and deters any hostile or aggressive activities while ensuring no collateral damage.

The unit provides CS/CCA in both reactive and pro-active operations within the rules of engagement and UN mandate.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

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Minimum Required Training Standards

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Mission-specific crew training

• Currency / proficiency of scanners and door gunners (if employed)

ROTARY WINGS - PASSENGER/VIP TRANSPORTATION

Task Description. Passenger transportation is an air movement of passengers, including VIP, from one location to another, using UN

aviation assets. Military aircraft operating under a Letter of Assist (LOA) must meet contributing nation and UN standards for military aviation

operations and comply with the terms and conditions of the LOA.

Conditions. The military aviation unit receives a mission to move troops, personnel, VIPs or civilians to a known location by helicopter.

After the necessary mission assessment, a suitably configured helicopter is made available along with a trained crew to ensure safe mission

accomplishment.

STANDARDS:

Upon receipt of the mission, the aviation staff conducts mission analysis for:

• Information critical to the mission’s success.

• Specified and implied tasks are examined, along with flight routes, communications and control measures.

• Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparation.

The crews conducting the air movement must observe, conduct reconnaissance, and report as required.

Passenger Flight: Planning considerations

• Emergency briefing for the passengers

• Helicopter capabilities (including self-protection, availability of passenger safety equipment and design features etc.).

• Crew capabilities and qualifications.

• Command and control.

• Terrain and safety altitude.

• Weather conditions including day/night operations.

• Aeronautical information (AIP, NOTAM, airspace).

• General security situation of route and destination.

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• Host nation clearance if not given in the LOA.

• Support planning for primary and alternate destinations.

• Flight plan filing as per UN/host nation rules.

• Weight and balance calculations.

• Fuel arrangements and its fitness certification.

• Avoidance of excessively dusty landing conditions.

• Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

• Wearing of protection gear by the aircrews.

• Protection arrangements by the ground forces in case of a helicopter grounded at a landing site due to technical reason.

VIP Flight: Planning considerations

• Authorization process in Mission operating procedures.

• Helicopter capabilities including self-protection and VIP seating as per the TCC SOP configuration.

• Air crew rating and necessary security clearance.

• Crew capabilities and training standards, including necessary security clearances.

• Flight planning to include weather conditions, flight routes, obstacles en route, safety altitude, priority handling details, etc.

• General security situation / threat analysis.

• Weather conditions, obstacles and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• Host nation clearance if not given in the LOA.

• Appropriate logistics support planning.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Provide appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Navigational preparations for the route to be flown

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

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• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

The unit must be able to sustain its personnel and equipment for 24/7 operations.

Flight crew performs aerial command and control tasks while transporting VIP/passengers.

Flight crew determines movement and manoeuvre conditions.

Flight crew identifies safety and security threats and briefs the VIP/Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meet the UN minimum crew requirement for pilot-in-command and co¬pilot

ROTARY WINGS - CARGO TRANSPORTATION

Task Description. This task involves the carrying or moving of cargo within the Mission by UN utility helicopters. The cargo can be loaded

inside a cargo compartment, or outside the cargo compartment using a sling (depending upon the availability of special equipment and helicopter

capability). As with passenger transportation, military aircraft operating under a Letter of Assist (LOA) must meet contributing nation and UN

standards for military aviation operations and comply with the terms and conditions of the LOA.

Conditions. The military aviation unit receives a mission to move cargo, equipment or supplies by helicopter to a known location within

the same theater of operations. After the necessary mission assessment, a suitably configured helicopter is made available along with a trained

crew to ensure safe mission accomplishment.

STANDARDS:

Upon receipt of the mission, the aviation staff conducts mission analysis for:

• Information critical to the mission’s success.

• Specified and implied tasks are examined, along with flight routes, communications and control measures.

• Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparation.

• The crews conducting the air movement must observe, conduct reconnaissance, and report as required.

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Planning Considerations

• Loading/of loading plan (locations, procedures, handling equipment).

• Helicopter capabilities.

• Crew capabilities/training standards.

• Coordination measures such as air-to-ground communications.

• Loading as per cargo packing list and manifest.

• Specialized equipment requirements for sling, jib crane, etc.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Weight and volume according to the helicopter’s allowable limits.

• Type of cargo (dangerous goods or fragile cargo).

• Terrain, obstacles, build-up areas and safety altitude.

• Host nation clearance if required as per LOA.

• Support planning for primary and alternate destination.

• Filing of flight plan as per UN/host nation rules.

• Serviceability of quick release mechanism of the load.

• Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the landing destination

• Provide appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Special briefing in case of dangerous goods

• The condition of helicopter landing site at the destination.

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

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• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Flight crews are able to perform aerial command and control tasks during transportation of cargo.

Flight crew determines movement and manoeuvre conditions.

Flight crew identifies safety and security threats and briefs the VIP/Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Flight crew determines movement and manoeuvre conditions.

Minimum Required Training Standards

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Crew proficiency in handling specialized equipment

ROTARY WINGS - TRANSPORTATION OF DANGEROUS GOODS

Task Description. Dangerous Goods is an international standard term for goods, items or substances that when transported by aircraft in

certain quantities presents a potential risk to people, health, safety, property and/or the environment. This task involves the carrying or moving of

Dangerous Goods cargo within the Mission by UN aircraft, refer to para 1.4.5. As with passenger transportation, military aircraft operating under a

Letter of Assist (LOA) must meet contributing nation and UN standards for military aviation operations and comply with the terms and conditions

of the LOA.

Conditions. Once the requirement to transport DGs is received, the military aviation unit assesses the type and size of cargo, special

handling and storage facilities required and provides a suitably equipped aircraft and crew to accomplish the mission safely.

STANDARDS:

A suitably equipped and configured aircraft is made available along with the equipment and specially trained personnel required for

loading and offloading DGs. All mission equipment and special storage facilities are serviceable, and the necessary coordination

accomplished for DG transportation to the desired location.

Planning Considerations

• Proper inspection by qualified personnel before packaging.

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• Dangerous Goods packaging, labeling and segregation.

• Aircraft capabilities (availability of specific DG handling/loading/unloading. equipment and qualified crew).

• All other considerations for cargo transportation remain valid.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the landing destination

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of landing surfaces

• Actions for handling DG emergencies in flight

Flight crews are able to perform aerial command and control tasks during transportation of cargo.

Flight crew determines movement and maneuver conditions.

Flight crew identifies safety and security threats and briefs the Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned Mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• The TCC should include DGs as part of the crew training program to increase cabin awareness of:

• The risks involved in carrying DGs by air.

• Handling DG incidents onboard the aircraft.

• Appropriate pilot and crew qualifications for specific aircraft types

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum qualification requirement for pilot-in-command and co-pilot

• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

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ROTARY WINGS - CASUALTY EVACUATION (CASEVAC)

Task Description. CASEVAC is defined as the primary evacuation of any casualty from the Point of Injury to the closest appropriate

medical facility, utilizing the most appropriate means of transportation. Medical research proves that the risk of death or permanent disability is

significantly reduced if people are treated as soon as possible after the onset of a life-threatening injury or illness. Based on this evidence, it is of

utmost importance that appropriate life, limb and eyesight saving procedures are provided as quickly as possible. Established optimal CASEVAC

timings are referred to as the 10-1-2 timeline.

Conditions: The military aviation unit receives a mission to conduct CASEVAC. The military aviation unit coordinates with the mission

generating headquarters to ensure the appropriate resources are available. All coordination is completed, and the flight crew is notified of its aerial

CASEVAC mission.

STANDARDS:

Upon receipt of this mission, the military aviation unit commanders direct the staff to conduct its mission analysis to ensure that the

helicopter is appropriately configured for the expected type and nature of casualties or patient(s) to be transported. Specified and

implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Alert matrix

• Command and Control

• Operating hours since major engine overhaul

• Civil aviation in the area

• Medical Teams

• Threat on the ground

• Landing and Pick-up Zones (LZ/PZ)

• Location. The LZ/PZ must be near the aid station. Casualties may require carrying by hand to the waiting aircraft. However, the LZ/PZ

must be set up at sufficient distance so that it will not interfere with aid station operations. If possible, the LZ/PZ should be selected

downwind from the aid station to avoid blowing dust on the aid station.

• Marking. LZ/PZ markings must be visible from the air.

• Communications. Radio frequency and call signs used by the ground unit at the LZ should be pre-planned.

• Capacity. LZ/PZ size determines how many helicopters can land at one time to load casualties.

• Obstacles. LZs/PZs should be free of obstacles.

• Drop off location and follow-on medical support.

• Flexibility. The CASEVAC system must have sufficient flexibility to enable the health services to respond to changing operational and

clinical situations.

• General security situation/security of pick-up site.

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• Forecast casualty rate.

• Capabilities of the evacuation teams (resources, personnel and equipment).

• Capabilities of the assets such as payloads, ranges and stretchers certified and/or for aeronautical use, approved by the TCC HQ.

• Adequate support planning.

Crew is briefed and provided with the following information

• Number and priority of patients

• Type of special equipment required

• Number and type of litter or ambulatory patients

Medical personnel or AMET is involved in preparation and briefing for the task.

Flight crew conducts the air movement observe, conduct reconnaissance, and report as required.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• CASEVAC team / crew must be capable of dealing with the most severe injuries

• Personnel involved in the MEDEVAC must be trained to provide adequate resuscitation, stabilization and en route care so that the

casualty’s condition does not deteriorate because of the evacuation.

• All personnel involved in the operation must be trained in Basic Life Support and competent in basic first aid. Personnel must also

observe basic barrier protection methods when dealing with human body fluids.

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United Nations Peacekeeping Missions Military Aviation Unit Manual (April 2021) - page 1