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organizations.
(a) Aviation unit maintenance. All operational aviation units are responsible for
AVUM. The objective of unit maintenance operations is to ensure that the maximum
number of fully mission-capable aircraft is available to the battlefield commander.
The general concept is for crew chiefs assigned to specific aircraft to perform daily
servicing and inspections, while also performing normal repairs involving simple
parts exchange. Scheduled maintenance, other than daily inspections and the more
time-consuming operator-level repairs, is normally done by the AVUM platoon or
company. The AVUM platoon/company must be prepared to accept aircraft from the
battle area for immediate repair or to make on-site repairs. These on-site repairs are
completed by contact teams. The AVUM platoon/company recommends whether the
aircraft should be repaired on-site, or evacuated to the rear. If the repairs are minor
and require no specialized skills, only repair parts are brought forward. Repair time is
a major factor in determining whether evacuation is necessary, as maintenance
support teams may be able to make on-site repairs faster than the aircraft can be
evacuated. The bulk of the platoon/company mission is scheduled maintenance,
component repair, repair part requisition and storage, and major unscheduled repair.
The AVUM technician maintains close contact with the forward element of the
platoon/company to ensure that the maintenance status of the unit aircraft is
coordinated and accurately communicated. The platoon/company must maintain the
highest degree of mobility and coordinate continuous AVIM support, when needed.
Shortage of repair parts may require the utility and cargo helicopter unit commander
to use battle-damaged, or unserviceable, aircraft as a source for repair parts during
combat operations. The intensity of combat, need for operational aircraft, and
availability of the repair parts through the supply system will dictate the extent that
operational substitution is necessary.
(b) Aviation intermediate maintenance. AVIM will provide intermediate level
maintenance for AVUM and operating organizations. AVIM serves as the connection
between AVUM and depot(s) located away from the battlefield. The goal of the
FM 1-113 Chapter 10
10-4
AVIM is the same as that of the AVUM; to provide the battlefield commander with
the maximum number of fully mission-capable aircraft.
(3) Additional maintenance considerations.
(a) Night operations. Army operational doctrine demands around-the-clock
operations. This requires a fully productive, continuously running maintenance
capability. Working on aircraft and vehicles day and night dramatically shortens
repair time and maximizes the number of mission capable aircraft. This
around-the-clock maintenance capability ensures that aircraft can be used on
successive days, or nights, by completing the required maintenance during those
alternate hours. Flexibility is key to a successful operation. The closer to the FLOT a
unit operates, the more restrictive noise and light discipline becomes. This is a factor
in determining whether an aircraft is repaired on-site or evacuated to a more secure
area. The terrain that exists in the AO is also a factor in night operations. For
example, night operations in a desert environment can be detected from a far greater
distance than those in a wooded environment. A single overall concept for night
maintenance operations is not feasible and requires each organization to establish and
alter its plan according to environmental conditions and changes in the threat.
Successful mission completion must also include human factors, such as crew
endurance criteria for maintenance personnel, which should be included in the
ompany's tactical SOP. In short, night operations must be thoughtfully planned and
carefully considered, so as to complete the mission, while avoiding enemy detection.
(b) Environment conditions. Aircraft maintenance operations must be carefully
planned to permit completion in any environment, including the desert, jungle,
mountains, or extreme cold climate. FM 1-500 lists the special considerations for
aircraft operating in such environments. Finally, commanders must also consider the--
l   Communication restrictions.
l   Special shelter requirements.
l   Specialized equipment and clothing requirements.
l   Mobility and transportation requirements.
l   Physiological effects of the environment on all personnel.
Increased stockage levels of filters, bearings, and seals necessary for operation in the
harshness of any environment with an unusual amount of wind and sand.
l  
　
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