FARP OPERATIONS

SECTION I – PURPOSE AND ORGANIZATION

A FARP is a temporary facility organized, equipped, and deployed as far forward, or widely dispersed, as tactically feasible to provide fuel and ammunition necessary for the sustainment of aviation maneuver units in combat.

Establishing a FARP allows commanders to extend the range of their aircraft or significantly increase time on station by eliminating the need for aircraft to return to the aviation unit’s central base of operations to refuel and rearm.

FARPs are employed in support of aviation operations when the distance covered or enduranc requirements exceed normal capabilities of the aircraft.

FORWARD SUPPORT COMPANY

All aviation battalions are assigned an organic FSC. Within each FSC is a DISTRO platoon, which is assigned Class III (petroleum, oils, and lubricants [POL]) and Class V (ammunition) personnel. FSCs in attack reconnaissance battalions are unique in that they are assigned armament maintenance personnel within the component repair platoon.

Aviation battalion FSCs (figure 1-2) are organized with a company headquarters, field feeding

section, DISTRO platoon, and a ground maintenance platoon. The DISTRO platoon provides aircraft refuel

capability, ammunition specialists, water, and transportation.

SECTION II – MISSION COMMAND

The FSC has an implied responsibility for aiding aircraft in safely entering and exiting the FARP.

The responsibilities for aircraft control are included this section.

RESPONSIBILITIES

- FSC commanders are responsible for accomplishing the FARP mission within the battalions.

- FSC commanders assist battalion operations staff officers (S-3) in formulating the FARP plan and coordinate fuel and ammunition requirements with the battalion logistics staff officers (S-4).

- A safety officer (SO) certifies the FARP prior to use. If an SO is not available, the commander

designates an appropriately trained individual to certify the FARP according to the checklist in the unit’s standard operating procedure (SOP).

AIRCRAFT CONTROL

The control of aircraft within the FARP is critical to the safety and overall efficiency of the

operation. The proximity of the FARP to the battlefield may restrict the use of radar for positive aircraft control. The most effective means of control are a thorough briefing and a well-written and rehearsed SOP that outlines FARP procedures for aircrews and FARP personnel. Hand and arm or ATC light gun signals may be used as an aid to procedural aircraft control.

RADIO COMMUNICATIONS

The FARP internal network provides personnel with information on the current status of inbound aircraft and ammunition requirements. In order to reduce the enemy’s ability to target and engage electronic emissions, the use of radios must be kept to a minimum; however, each FARP should have at least three frequency modulated (FM) radios capable of secure voice or secure data burst transmissions. This allows simultaneous monitoring of both the command and administrative and supporting networks. The command network provides information that may affect the FARP's operation.

The tactical situation and SOP will dictate the use of radio frequencies.

SECTION I - PLANNING FACTORS

The FSC and the ASB DISTRO company must be prepared to sustain aviation forces

with fuel and ammunition during combat missions.

The success of aviation missions is directly related to the effectiveness of the FARP and the personnel who run the

FARP.

TYPES OF FORWARD ARMING AND REFUELING POINTS

Aircraft fuel distribution is accomplished through two means: rapid refuel points (RRP) and FARPs. RRPs are established to rapidly refuel large numbers of aircraft during surge periods, such as air assaults. RRPs are generally longer duration operations that are time consuming to establish and difficult to move.

The bulk fuel storage and distribution capability of the RRP allows the air assault task force to refuel a complete light and/or heavy serial simultaneously, thus minimizing ground time and enhancing the rapid buildup of combat power.

There are four types of FARPs: active, silent, jump, and rolling.

• ACTIVE

The active FARP is normally located in the main battle area close to the AO. It provides the fuel and ammunition necessary for the employment of aviation units in combat. The active FARP provides rapid simultaneous refueling and rearming of combat aircraft.

• SILENT

For long duration missions, units deploy multiple FARPs, some of which will serve as active FARPs while the rest remain silent until activated, thus assuming the role of the active FARP. This activation occurs at predetermined times or decision points. The silent FARPs have all the equipment and personnel necessary to assume the role of the active FARP.

• JUMP

A jump FARP is an operation used when scope, assets, and time are limited. The jump FARP provides the commander with rapid refuel/rearm capability when normal FARP operations are not tactically sound.

• ROLLING

The rolling FARP allows aircraft providing convoy security to refuel and rearm at the convoy’s location. This minimizes the security impact on the convoy by reducing the travel time associated with

returning to an established FARP.

SITE SELECTION

A FARP site selection is METT-TC (Mission, Enemy, Terrain & Weather, Time available, Troops available, and Civil Considerations) dependent and is a function of the battalion S-3. The FARP

should be located as close to the forward line of own troops or area of contention as the tactical situation permits. The intent is to reduce the distance traveled by the aircraft, thereby increasing aircraft time on station while simultaneously striking a balance that exposes the FARP to the least possible risk.

When planning a FARP to support aviation units, the FARP should—

•  Meet unit mission requirements.
•  Provide support throughout the battlefield under all conditions.
•  Avoid threat observation and engagement.

TACTICAL ENABLERS

• DEFENSIVE OPERATIONS
• Air Defense
• Field Artillery
• Intelligence
• FIGHTER MANAGEMENT
• ENGINEERING CONSIDERATIONS
• AIR TRAFFIC SERVICES

SECTION II – REFUELING EQUIPMENT

• ADVANCED AVIATION FORWARD AREA REFUELING SYSTEM (AAFARS)

• HEAVY EXPANDED MOBILITY TACTICAL TRUCK TANKER AVIATION REFUELING SYSTEM (HTARS)

AAFARS

• The AAFARS is a two Soldier portable system. AAFARS components include a 220-gallon per minute (GPM) diesel engine pump, standard element separator, lightweight suction/discharge hoses, and dry-break couplings.

AAFARS Continued...

• The AAFARS is a four-point refuel system providing a minimum of 55 GPM at each refuel point simultaneously. A distance of 100 feet separates each refueling point. There is only a two to three GPM pressure drop to the last point of the system. The primary fuel source is the 500-gallon collapsible drum.

HTARS

• The heavy expanded mobility tactical truck tanker refueling system (HTARS) is a kit consisting of enough hoses, fittings, and nozzles to expand the HEMTT tankers capability to hot refuel (or rapid refuel), up to four helicopters simultaneously using the on-board fuel-servicing pump.
• The equipment is lightweight, has manually operated controls, and is equipped with valve and swivel adapters that allow connections between camlock and unisex type fittings for unisex connections (quick disconnect). This equipment can be used in forward areas and transported in the storage box of the HEMTT.

SUPPORT EQUIPMENT

Fire extinguishers must be located at each refueling nozzle, pump, and filter assembly. Water cans and waste fuel pans should be located at each refueling point.

HTARS Continued...

The HTARS consists of—

•  Discharge hoses. HTARS consists of both 2- and 3-inch discharge hoses. One 3-inch by 50-foot hose is used to connect the HTARS to the HEMTT tanker. Ten 2-inch by 50-foot discharge hoses transfer the fuel from the HEMTT tanker to the aircraft; six hoses are used in the manifold and one in each of the four issue lines. There are 11 carrying straps for easy handling of rolled hoses.
•  Valves and fittings. The following valves and fittings are components of the HTARS:
•  Three T-connectors designed to split the flow of fuel, with a flow control handle to open and close the valve.
•  Two elbow connectors to direct the flow of fuel.
•  Three valved adapters to connect threaded and unisex parts and camlock and unisex parts.
•  One swivel adapter to connect camlock and unisex parts.
•  Nozzles. HTARS consists of four CCR nozzles with unisex adapters. Four over wing nozzles can be mated to the CCR nozzles to perform open-port refueling. The system has one recirculation nozzle that can be connected to the HEMTT tanker to recirculate fuel in the system.

HTARS is equipped with a fuel sample port. The recirculation nozzle mates to the CCR nozzle. There are four D-1 nozzles to equip the system for center point refueling.

•  Over-pack spares. Each system has one over-pack spare with additional parts and accessories. The over-pack spares include the following hardware: one T-connector, one 2-inch by 50-foot discharge hose, one carrying strap for easier handling of the rolled hoses, 10 dust seals, two dust caps, and four grounding rods.

PERSONNEL REFUELING REQUIREMENTS

• Three personnel are required during refueling: the first person operates the fuel nozzle, the second person remains at the emergency fuel shutoff valve, and the third person stands outside the main rotor disk of the aircraft at a point where both the pilot at the controls and the refueler with the nozzle are visible. The third person may be from the FARP or one of the aircraft crewmembers.

• Refuelers must wear protective clothing consisting of—
• Uniform
• Helmet
• Goggles
• Hearing protection
• Gloves
• Boots

REFUELING NOZZLES

• OPEN-PORT REFUELING
• CLOSED-CIRCUIT REFUELING
• The Army has two refueling systems: the CCR system and the D-1 pressure system, also called the center point system

SECTION III – REFUELING OPERATIONS

GROUND VEHICLES

• FARPs are normally emplaced using ground vehicles carrying bulk quantities of Class III/V products.
• Ground vehicles are the primary means used to displace and resupply FARPs.
• Ground-mobile FARPs have the advantage of moving and positioning large amounts of bulk POL.
• The HEMTT tanker (M978): is the primary mover of Class III supplies to the FARP.
• The HEMTT M977 can carry 22,000 pounds of cargo.
• The HEMAT (M989) is used with the M977 or M978. The HEMAT can carry 22,000 pounds of ammunition. The HEMAT can also carry four 500-gallon collapsible drums or two 600-gallon pods of fuel.

EMERGENCY PROCEDURES

In case of fire, the following procedures are followed:

• The fireguard signals the pump operator with the “infinity” sign to signify “cease pumping.”
• The POL operator immediately shuts down the pump on the tanker or the AAFARS/HEMTT pump.
• Whoever is tending the nozzle removes the nozzle from the aircraft and, if the fire is small enough, attempts to put out the fire using the available fire extinguisher.
• Aircraft not directly involved depart to their respective holding areas (HAs) in a counterclockwise traffic pattern.
• If the situation permits, every attempt is made to remove the tanker from the scene of the fire.
• If an aircraft is burning, disconnect the HEMTT.

REFUELING POINT SAFETY REQUIREMENTS

REFUELING POINT SAFETY REQUIREMENTS, Cont..

REFUELING POINT SAFETY REQUIREMENTS,Cont...

AERIAL EMPLACEMENT (FAT COW & FAT HAWK)

Emplacing FARPs by air offers three major advantages:

• Improved battlefield mobility.
• Expanded choice range for site selection (not limited to road accessibility).
• Minimized threat potential in forward areas.

Emplacing FARPs by air has major disadvantages, including—

• Dependence on availability of supporting aircraft
• Requirement for dedicated aircraft to move bulk quantities of Class III/V products and MHE.
• Additional aircraft traffic could compromise the FARP's location.
• Aircraft that sling load equipment and supplies cannot fly nap-of-the-earth and are more visible to enemy sensors and missiles.

FAT COW

The CH-47's extended range fuel system (ERFS) II, also known as Fat Cow, is a modular,

interconnectable system.

Fat Cow operational advantages include—

•  The CH-47 is a rapidly employed FARP.
•  Fat Cow is ideally suited for short duration, forward operations.
•  The site is cleared within minutes.
•  The Fat Cow can be pressure refueled for faster turnaround.

Fat Cow disadvantages include—

•  A safety hazard may be created if the blades are turning on the aircraft during refueling.
•  The CH-47 fuel burn rate increases tremendously with the added weight of fuel.
•  The signature of the CH-47 makes the operation vulnerable to detection and attack.

FAT COW, Continued...

FAT HAWK

Similar refueling operations can be accomplished with the UH-60.

• The AAFARS is carried inside the aircraft while fuel is extracted from the aircraft’s external or internal fuel tanks.
• Advantages and disadvantages of ERFS II operations also apply to Fat Hawk operations.
• Normal operations consists of two external stores support system equipped UH-60 aircraft with three to four POL personnel, a combat lifesaver or combat medic, security personnel, armament personnel, and armament and refuel equipment to support the mission.

SECTION IV – ARMING OPERATIONS

AMMUNITION STORAGE

• The ready ammunition storage area (RASA) contains ammunition required to support the mission beyond the minimum for one load.
• The basic load storage area (BLSA) is a separate area from the RASA. The BLSA contains the specific quantity of ammunition required and authorized to be on hand at the unit to support three days of combat. A basic load includes ammunition (such as small arms, grenades, and mines) in addition to aircraft specific ammunition.
• Ammunition is stored by lot number to facilitate proper accountability. Ammunition handlers—
• Ensure ammunition accountability.
• Maintain accurate lot number records.
• Ensure lots are not mixed

AMMUNITION SAFETY PROCEDURES

• All personnel must observe the required safety procedures to prevent the accidental firing of ammunition or propellants.
• Personnel must assemble rockets according to the instructions in Technical Manual (TM) 9-1340-222-23.
• In base camps or semi-permanent training facilities, units should build barricades around the RASA, the BLSA, and rearm pads.
• Ammunition should be protected from the weather.
• Rockets should be stored on wooden pallets to allow air circulation.

ARMAMENT PAD SETUP

Armament pad setup will affect overall aircraft turnaround times. During combat missions, enough ammunition for at least one arming sequence should be placed on the armament pad before an aircraft arrives. The ammunition should be laid out in the order it will be loaded. A full load of ammunition must be ready to load in case the aircraft has expended its entire initial load.

PERSONNEL REQUIREMENTS

• Two personnel are required to upload/download the weapon systems.
• FARPs with eight service points, theoretically, require at least ten petroleum service specialist MOS 92F: eight to refuel aircraft and two manning the emergency shut-off valves. It also requires sixteen arming personnel (two per service point).

SIMULTANEOUS ARMING AND REFUELING

• Minimizing aircraft ground-time in the FARP is important for two reasons:
• Aircraft are extremely vulnerable on the ground
• The longer it takes to service aircraft, the less time aircraft are conducting attack operations.
• The number of refuel/rearm pads at a FARP is dependent upon mission requirements and the numberof aircraft to be serviced.
• Normally, FARPs will have four refuel/rearm pads, with up to a maximum of eight pads.
• Arming the weapon systems is accomplished in a specific sequence using an approved checklist.

SECTION V – OPERATIONAL ENVIRONMENTS

Operational environments of night operations, deserts operations, cold weather operations, and long term operations are as follows:

NIGHT OPERATIONS

The unit should establish a detailed SOP for night operations. This SOP should include:

• FARP marking and lighting.
• Light color designations.
• Predetermined active time.
• Airspace procedures in effect.
• Secure radio frequencies to be used.
• Items for pilots brief.

DESERT OPERATIONS

The desert environment poses many difficult problems for FARP operations, such as adequate water supply, heat casualties, and extensive dehydration. Other considerations include:

•  Terrain.
•  Dust control.
•  Mobility.
•  Flying techniques.
•  High-density altitude.
•  The AAFARS systems.

TRAINING REALISM

• Training must be as realistic as possible. As such, all facets of FARP operations must be trained and practiced under combat-like conditions.
• Aviation commanders must integrate all personnel into FARP training and provide Soldiers with the quality of training required. Realistic training benefits the FARP personnel as well as the aviation units in general. Realistic training can identify problem areas that may be otherwise ignored.

INDIVIDUAL TASKS

A successful FARP operation is the product of a series of progressive skill-building programs, whichinclude cross-training assigned and attached personnel.

Coordinated operations are achieved by integrating team training with programs emphasizing personal skill development, incrementally progressing as individuals are integrated into operational teams.

COLLECTIVE TASKS

The commander must also evaluate the FARP team's ability to deploy and operate.

A continual evaluation process will help identify the capabilities and limitations of the FARP through the use of training and evaluation outlines.

A unit training program should be developed to meet specific unit needs and correct any deficiencies.

The units ability to perform task within standard will be reported through the sustainment readiness model and will identify the unit as fit to perform missions in garrison or combat.

CRITICAL SKILLS

FARP operations will be successful when all FARP personnel are trained to operate as a team. This training should not be limited to arming and refueling activities, but should also include the following critical skills:

• Operating the four types of FARPs.
• Protection procedures, such as—
• Firefighting and rescue procedures.
• CBRN detection and decontamination.
• Self-aid and buddy-aid procedures.
• Security.
• Safety procedures of the FARP.
• Class III/V helicopter sling load operations.
• Day and night land navigation proficiency, as described in TC 3-25.26.
• NVD training.
• Extensive driver training.
• Convoy procedures.
• FARP maintenance operations and procedures.
• Spill containment training

MOVEMENT PLAN

The movement plan for a FARP is an essential part of its convoy procedures. It should include—

• An advance party.
• Determines the landing direction.
• Determines and marks refuel and rearm points, truck emplacements, and ammunition emplacements.
• Sets up the equipment.
• March tables.
• A route reconnaissance.
• Alternate site locations.

RELOCATION

A FARP may be relocated for any of the following reasons:

• The FARP comes under attack.
• The order to relocate is received by radio.
• The order to relocate is received by face-to-face message.
• A preplanned relocation time has been set.
• A preplanned relocation occurs after a specific event; for example, after the FARP has serviced a specific company or a specific number of aircraft.
• The last element to use the FARP delivers the message to relocate it.
• A decision or trigger point is used.

The message to relocate a FARP is passed in fragmentary order format and will contain, at a minimum, the following information:

•  Eight-digit grid coordinates of the next site and an alternate site.
•  Time the FARP is to be mission-ready.
•  Fuel and ammunition requirements.
•  Passage-of-lines contacts, frequencies, call signs, and ingress and egress points.
•  Enemy situation at the next site.
•  March table or movement overlay.

Once ordered to relocate, FARP elements should begin an orderly movement. After the FARP has

been moved, no evidence should remain that the area was ever occupied.

MULTIPLE FORWARD ARMING AND REFUELING POINT OPERATIONS

The degree of air superiority and the mission variables will determine the number of FARPs and the number of refueling points at each FARP; multiple FARP operations may be necessary.

Assets should be arranged to set up two or three independent and mobile FARP operations. The ideal situation would include an active FARP, a silent or relocating FARP preparing to go active, and a rapid reaction air emplaced jump FARP on standby.

The active FARP conducts refueling and rearming operations. The silent FARP has all equipment

and personnel at the future site, but it is not operational. The jump FARP is employed for special missions. The jump FARP is typically transported by air then emplaced when dictated by time or geographical constraints. It allows for the uninterrupted support of aviation elements during FARP relocation and resupply.

FIREFIGHTING AND RESCUE PROCEDURES

BASICS OF FIREFIGHTING

• Hazards.
• Principles of fire and fire extinguishing.
• Principles and types of fire extinguishers.
• Use and care of equipment.
• Knowledge of layout.
• First aid.
• Aircraft identification.

BASIC CRASH RESCUE TRAINING

• Approach
• Entry
• Evacuation
• Removal of Injured Personnel

AQUA-GLO TEST PREPARTION PROCEDURES

FARP personnel will follow the guidance in the applicable TMs when conducting of Aqua-Glo

testing.

• Turn the ultraviolet lamp assembly upside down and open the test pad slot. Using tweezers, take the recalibration standard pad and place it, colored side in toward the lamp, in the test pad slot. Do not touch the pad with your fingers; always handle it with the tweezers. Turn the lamp assembly right side up.
• Slide the meter assembly into the tracks on the ultraviolet lamp assembly.
• Move the lever on the lamp assembly across its scale to the set number indicated on the recalibration standard pad. For example, if the set number on the pad is 5.3, move the lever to 5.3. Hold the hooded meter switch button in until the pointer above the meter scale becomessteady and holds its position (approximately 30 seconds).
• If the meter pointer does not point to zero, unscrew the plug screw on the side of the meter.
• Use the small screwdriver provided with the kit to adjust the meter so that the pointer points to zero.
• Take the recalibration standard pad out of the test pad slot using the tweezers and put it back inthe kit pocket.
• Wipe the green glass light filters with a clean, soft cloth or paper towel.

FUEL SAMPLING PROCEDURES

• Couple the detector pad holder assembly to the sampling coupler.
• Flush the detector pad assembly
• Using the tweezers, take a detector pad out of its envelope and put it, yellow side out, in the recess in the outlet side of the pad holder.
• Couple the detector pad holder assembly back to the sampling coupler.
• Open the toggle valve and allow 500 milliliters of fuel to flow into the sample bottle and close the valve.
• Slip one prong of the tweezers into the notch in the pad holder and lift the test pad out.
• Press the wet test pad between dry paper towels or blotters to remove the excess fuel.

FUEL TEST PROCEDURES

• Use the tweezers to lift the damp test pad off the towel or blotter and put the test pad in the test pad slot in the bottom of the ultraviolet lamp assembly. Ensure the yellow side faces the ultraviolet lamp.
• Turn on the lamp. Push in on the hooded button of the meter assembly with your left hand. While watching the meter scale, move the lever of the ultraviolet lamp assembly with your right hand until the meter points to zero.
• Release pressure on the hooded button and shut off the lamp switch as soon as the meter pointer settles to zero. The meter pointer should stabilize in about one minute.
• Record the reading from the scale behind the lever at the point where the lever is located. With a 500-milliliter sample, this scale reads directly into parts per million of water in the fuel. If the reading is 9 parts per million or below, the test is finished and the fuel may be used.

FUEL TEST PROCEDURES, Continued...

If the reading is 10 parts per million (the lever is at 10) and the meter will not point to zero, perform the following procedures:

• Repeat the previous procedures.
• Open the toggle valve and allow 100 milliliters of fuel to flow into the sample bottle.
• Record the reading from the scale behind the point where the lever is located. Multiply that reading by 5 to find the parts per million of water in the sample. For example, if the scale reading is 3; 15 parts per million of water is in the fuel. (The maximum reading with the Aqua-Glo test for a 100-milliliter sample is 60 (5 x 12). A 100-milliliter sample is the smallest amount that will give an accurate test result.

PLANNING CONSIDERATIONS

The following are planning considerations for the sustainment of FARP operations:

•  Availability of higher echelon support.
•  Sustainment units’ support for the aviation mission (Class III/V).
•  Location within the AO.
•  Mission duration.
•  Aircraft configurations/ammunition mix.
•  MHE transportation requirements.

The operational tempo of the battle may affect planning for FARP sustainment activities. For example, a high intensity mission may create a greater need for ammunition than for fuel.

RESUPPLY

Resupply operations must keep pace with the tempo of the battle. Resupply is best accomplished during non-peak times or when vehicles can be protected from enemy observation and indirect fires. Resupply actions should start as soon as the operation permits. These actions are affected by—

• Availability of unit resupply assets.
• Current situation.
• Expected usage rates.
• Mission changes.
• Distances involved.
• Adequacy of road networks and the ability to travel off-road.

RESUPPLY, Continued...

The FSC commander reports the status of Class V and Class III Bulk to the battalion S-4 who, based on information and guidance provided by the commander and S-3, requests resupply through the CAB S-4.

The CAB S-4 consolidates the subordinate battalion’s request and coordinates through the ASB’s support operation section with the sustainment brigade’s CSSB for required resupply.

Three methods used for resupply are the supply point, unit, and throughput distribution methods. Figure 4-1, page 4-2, shows the flow of Class III/V supplies to the FARP.

RESUPPLY, Continued...

CLASS III REQUIREMENTS

Two factors determine the amount of fuel required at a FARP: number of aircraft to be supported and duration of the mission.

The mission fuel requirement can be calculated as “mission duration multiplied by number of aircraft multiplied by fuel consumption in gallons per hour.”

CLASS V REQUIREMENTS

The battalion S-3 in conjunction with the S-4 calculates the amount of ammunition needed for the mission. For combat operations the S-4 will calculate the required supply rate (RSR) against the controlled supply rate (CSR).

The RSR is the estimated amount of ammunition needed to sustain the operations of a combat force without restrictions for a specific period. RSR is expressed in rounds per weapon per day and is used to state ammunition requirements. The CSR is the rate of ammunition consumption. CSR is expressed in rounds per day per unit, weapon system, or individual support for a given period.

The approximate number of vehicles needed to transport the Class V products can be calculated using table 4-2.

TRANSPORTATION

Resupply turnaround times are critical considerations during the planning sequence.

The distance between the FARP and the resupply point, route conditions, and the threat level can directly affect continuous FARP operations.

When resupply demand exceeds the available organic transport vehicles, several transportation

options are available to the commander, including—

•  Utilizing all available unit vehicles, not just the FSC vehicles.
•  Coordinating support from the ASB distribution company.
•  Coordinating CSSB throughput delivery to the FARP location.
•  Prepositioning Class III/V Bulk at or near the FARP.
•  Utilizing utility or cargo aircraft.

To provide fuel and ammunition necessary for the sustainment of aviation maneuver units in combat.

Answer

Answer

Four: Active, Silent, Jump, & Rolling

Answer

DEFENSIVE OPERATIONS

• Air Defense
• Field Artillery
• Intelligence

FIGHTER MANAGEMENT

ENGINEERING CONSIDERATIONS

AIR TRAFFIC SERVICES

AAFARS & HTARS

Answer

Answer

Open port refueling & closed circuit refueling.

Answer

Fat cow & Fat Hawk

100 mL

Answer