United Nations

MONUSCO
Ref: AV/QASU/SOP/2015

Standard Operating Procedures

March 2015

Military Aviation Operational

Tasking & Control Procedures

Approved by: Guy Siri, Director Mission Support

Approval date: 26 March 2015

Contact: MONUSCO Aviation Section

Revision March 2015 -- Military Aviation Operational Tasking and Control Procedures Page 1
POLICY STATEMENT
MONUSCO operates in unique, complex and demanding environment with a huge number of
military ground troops and civilian police components. This situation necessitates the
involvement of military aviation support to allow the Mission to adequately respond to military
combat, logistic and associated support requirements. Services provided by military aviation
units include but are not limited to troop movements, troop insertions and extractions, quick
reaction force response, medical related missions (CASEVAC and MEDEVAC), search and
rescue (SAR), air reconnaissance, support for airmobile operations, patrol observations and
monitoring flights, administrative and logistic support flights, humanitarian aid distribution and
cargo resupply.
These Standard Operating Procedures provide the standards, guidelines, procedures and
processes for military aviation operational control within the Mission and it is intended for use
by MONUSCO Aviation Section, the Force HQ Military Aviation Unit, the Brigades as well as
the Mission’s Military Aviation Contingents.
This document is to be routinely revised by the Chief, Aviation Section in collaboration with the
Force HQ Military Aviation Cell.

Guy Siri
Director of Mission Support
Table of Contents

1. PURPOSE..............................................................................................................................................4

2. SCOPE..................................................................................................................................................4
3. RATIONALE..........................................................................................................................................4
4. COMMAND AND CONTROL OF MILITARY AIR ASSETS.........................................................................5
5. PROCEDURES.......................................................................................................................................5
6. MONITORING AND COMMPLIANCE…...........................................................................21

7. DATES….................................................................................................................................22

8. REFERENCES.........................................................................................................................22

9. CONTACT…...........................................................................................................................22

ANNEX A: RISK ASSESSMENT GUIDELINES FOR MILITARY OPERATIONS.............23

ANNEX B: ABBREVIATIONS.................................................................................................28
1. PURPOSE

1.1. This standard operating procedure (SOP) describes the standards and
guidelines for military aviation operational control as well as the tasking procedures
for Military Aviation helicopter assets within MONUSCO.
1.2. This document forms part of the MONUSCO Aviation SOP package and must be
read in conjunction with the DPKO Aviation Manual, DPKO MOVCON Manual,
MONUSCO Aviation SOPs, MONUSCO MOVCON SOPs, the applicable Letter of
Assist (LOA), as well as the SOPs and Operation Manuals of the relevant Military
Aviation Units. In the event of a conflict between these documents, the LOA will be the
guiding document in conflict resolution.

2. SCOPE

2.1. This SOP shall apply to the utilization of all MONUSCO Military helicopters
and must be adhered to by all Military Aviation Contingents, Force HQ and Brigade
Military Aviation Units and Aviation Section.

2.2. Tasking and utilization of Military helicopters must always be in accordance

with the stipulations of the applicable (LOA).

3. RATIONALE

3.1. The MONUSCO Military Aviation Operational Control &Tasking Procedures

aims to provide guidance on the procedures and requirements pertaining to the utilization
of Military helicopters. It is generally accepted that military helicopters are provisioned
and purposed for a specific military requirement. However, to ensure the effective and
efficient use of military helicopters, they may from time to time be utilized for tasks in
support of Administrative and Logistical requirements. The conditions for such
administrative utilization are indicated below:
a. Civilian helicopters are not available;
b. Threat assessment in the required area of operation is MEDIUM or HIGH;
c. Technical capabilities of the civilian helicopters do not allow operations on the
required routes and/or HLS;
d. The use of military helicopters for administrative tasks is authorized by Chief
Military Aviation Officer (CMAO) and approved by CAVO.
3.2. Military operational requirements will always have priority over
administrative requirements.
4. COMMAND AND CONTROL OF MILITARY AIR ASSETS

a. Administrative and financial control of military air assets lies with CAVO.
b. Operational Command and Control of military helicopters is as follows:
i) For military attack helicopters (AH) it lies with FC or his appointed
representative;
ii) For military utility helicopters (UH) under military operational
tasking, including “on call and APRs”, it lies with the military chain of
command through the Chief Mil Avn Officer (CMAO);
iii) For military UH under administrative tasking, it lies with CAVO and
executed by CMAOC.
c. The office of the Military Aviation Cell headed by CMAO is established for
FC to exercise Command and Control over military helicopters.
Any MONUSCO air asset may be deployed and/or re-deployed to meet immediate and
urgent military operational requirements if and when required. Such re-tasking must be
coordinated between MAOC and the Military Avn Cell.

5. PROCEDURES

5.1 MILITARY DFS - PROCESSING AND APPROVAL

Due to the sensitive nature of Military Operations the individual tasks of military
helicopters are displayed in the MONUSCO Daily Flight Schedule (DFS) Annex B and
not in the DFS Annex A, however the tasks of military helicopters under administrative
tasking must also be displayed in the MONUSCO (DFS) Annex A.
5.1.1 The procedures, roles and functions for compiling and submitting the DFS Annex
B is described below.
a. Requests for Military air tasking are processed by the Brigade Aviation
Officer (BAO)/G3 Aviation (NKB/FIB)/G5 (IB/SKB) in accordance with
the appropriate Force/Brigade HQ Operational Order/ Operational
Instructions/Weekly Operational Activity Order /FragO listing all military
mission requirements.
b. BAO’s/G3 Avn (NKB/FIB)/G5 (IB/SKB) shall define an "area of
operation", not exceeding 10 NM radius, and stipulating the route in
the flight planning.
c. With concurrence of the Mil Avn Cell, BAO’s/G3 Avn (NKB/FIB)/G5
(IB/SKB) may authorize changes required from one designated landing
spot to another or change in the sequence of the route. These changes
should be coordinated with Air Region Planning Officers and Aviation
Liaison Officers who in turn shall brief the Aircrew.
 d. The Aircrew shall conform to the MONUSCO Aviation Flight Following
standard reporting system as per the MONUSCO Aviation SOP. The PIC
(Pilot-in-Command) shall have the final authority to assess and accept
changes in the number of passengers / cargo-load or a requirement for
carriage of "human remains" as the case may be subject to aircraft
performance limitations.

Note: The MONUSCO Tactical Commander designated by the Brigade

Commander is responsible for assessing the level of security at the designated
landing site that is to include the actual threat level and risk level. He is then
responsible for passing the available threat information to the Brigade HQ.
e. The BAO/ G3 Avn (NKB/FIB)/G5 (IB/SKB) shall be responsible to
provide and record in the DFS the "level of risk" for non-military missions
undertaken by military helicopters.
f. The BAO/G3 Avn(NKB/FIB)/G5(IB/SKB) shall be responsible to
provide and record/include the "level of risk and threat level” in the
FragO/OpO for military missions undertaken by military helicopters.
g. Furthermore, the BAO/ G3 Avn(NKB/FIB)/G5(IB/SKB) is required to
provide the "level of risk" for MONUSCO civilian aircraft that are required
to fly to pre-planned destinations within the AOR where there is no
MONUSCO support.
h. BAO/ G3 Avn(NKB/FIB)/G5(IB/SKB) should submit the FragO/OpO to
the ALO office for next day DFS planning by 1500 hrs., any amendment
regarding the FragO/OpO should be submitted to ALO office not later than
1530. Exception may be considered in case of emergency requirement
basis with (consultation with CMAO/DCMAO) proper justifications &
clarifications.
i. BAO/ G3 Avn(NKB/FIB)/G5(IB/SKB) will inform the contingents in
the field about the following day operations in order to ensure the
helipad security on the planned timeframe.

5.2 Air Liaison Officer (ALO)

5.2.1 ALOs must as far as possible be nominated and appointed from within the
ranks of the Military Avn Contingents. Where MOU’s do not make provision for
dedicated ALOs, Military Avn Contingent Commanders are urged to spare suitably
qualified officers from the air operations environment to support this requirement.
5.2.2 ALOs report to the respective Chief Air Regions and are to be located at the
AIROPS office within the respective regions and have the function of coordinating
and submitting military air tasks in the DFS Annex B. Air tasks may be generated
from 3 different sources:
a. Bde HQ /BAO/G3 Avn (NKB/FIB)/G5 (IB/SKB) for military
operational requirements.
b. Air Region planning unit for administrative and non-revenue tasks.
 c. Military Avn Contingent Commanders for crew proficiency flights and
maintenance, excluding maintenance at no cost to the UN.
5.2.3 In coordination with Planning Unit and BAO/ G3 Avn (NKB/FIB)/G5 (IB/SKB),
ALO will draft the DFS Annex B ensuring sure that all requirements as prioritized by the
CMAO are included.
5.2.4 ALOs must submit the DFS Annex B to the Air Region Planning officer or next
level of planning not later than 1630 hrs. daily.
5.2.5 ALOs must also coordinate process and submit DFS Annex B Amendments as
well as Final Amendments, ensuring that accurate data are included against the aircraft
tasked.
5.2.6 ALOs are finally responsible to brief military air crews on Military
Operational task requirements.
5.2.7 During task execution the Air Region Duty Officer will inform the ALO of any
significant delays of Military Operational flights. The ALO will then investigate the
reasons for the delay and report it to the Air Region Duty Officer and Military
Aviation Cell.
5.3 Air Region Duty Officer (AR D/O)
5.3.1 Air Region Duty Officer reports to the Chief Air Region is responsible for
preparing the DFS Annex A. He is to ensure that all administrative flights conducted
with military helicopters are included in the DFS Annex A. This is done in
collaboration with the ALO, as approved by CMAO.
5.3.2 Prioritization of military support flights conducted with civilian or military
helicopters must be coordinated with CMAO through the ALO. This must be done
with due cognizance to the priorities awarded by JMCC/Log ops.
5.3.3 The separation/de-conflicting of multiple tasks to the same location
in collaboration with MAOC (Military Coordination Cell)
5.3.4 Requirements for security component and/or AH escort for HLS recce flights,
as well as flights to locations with medium or high threat assessment are to be
coordinated with BAO/ G3 Avn(NKB/FIB)/G5(IB/SKB). The threat level and
associated risk will determine the strength, nature and methodology of insertion /de-
induction (by air or by road).
5.3.5 AR D/O is responsible, in collaboration with the ALO, to verify and resolve
issues regarding duplication of tasks between military and civilian air assets, tasking
documentation as per type of task, efficient use of air assets and general compliance
with MONUSCO Aviation SOPs.
5.3.6 AR D/O will report for duty in the Planning Office at least one hour prior to the
first planned departure of the day. Changes to the DFS Annex A and Annex B must be
observed. DFS short forms must be distributed to the relevant regional Airops office
staff concerned. These include ALO, Flight Following, Air Terminal Unit, MOVCON,
Security, Contractors, and Meteorological office along with comments on changed,
cancelled or added tasks.
5.3.7 AR D/O will print the military DFS for crew consideration, conduct the crew
briefing for all administrative flights and ensure that all pre-flight documentation is
submitted.
5.3.8 During task execution the AR D/O will monitor the flying activity while
paying special attention to flights of specific interest (MEDEVAC/CASEVAC, VIP,
Special tasks) and report significant delays to MAOC.
5.3.9 Special attention must be given to insertion of the security component by air to
an HLS with no MONUSCO presence. It is imperative to ensure that the sequence of
departure of the helicopters associated with this task makes provision for the security
component land first and depart last on/from the concerned HLS.
5.3.10 At the end of the duty day, the outgoing AR D/O must provide the incoming
D/O with a brief summary of the day’s operations, specifying which task requires
further action and/or re-scheduling.
5.3.11 After Mission Reports (AMRs), PAORs and Hazard observation Reports
submitted by aircrew on task completion must be submitted as per the MONUSCO
Aviation SOPs.
5.3.12. On receiving the DFS Annex B Final Amendment from the ALO, the AR D/O’s
must verify this document for completeness and correctness. Correct submissions are
forwarded to the Chief Air Region or next level for approval. Incorrect or incomplete
Final Amendments must be returned to the ALO for correction.

5.4 Chief, Air Region (CAR)

5.4.1 On receiving the DFS Annex B, the CAR does the following verifications:
a. Appropriate level of risk has been recorded;
b. Justification of the missions;
c. Conformance with LOA stipulations and requirements;
d. Flight times according to flight routes;
e. Effective and efficient use of air assets; and
f. General compliance with MONUSCO aviation SOPs.
5.4.2 CAR is to ensure that all crews are properly briefed on task requirements and
the associated identified risks.
5.4.3 CAR also functions as the first level of priority determination between military
and administrative requirements with MAOC and Military Avn Cell being the second
level.
5.4.4 CAR is to ensure that daily ETD’s are de-conflicted according to known priorities
to ensure proper ramp management.
5.4.5 Once the CAR is satisfied that all requirements are met, he signs the DFS
Annex B and submits it to the CMAO for approval.
5.5 Chief Military Aviation Officer (CMAO)
5.5.1 CMAO has the following distinct functions:
a. Ensuring that the military helicopters are allocated according to military
operational requirements;
b. Ensuring that appropriate air assets are allocated to “on call” and APR
missions; and
c. Releasing military assets for administrative tasks if the asset is
not required for military tasks or as per adhoc special requests.
d. Assign daily departure priorities for military tasking as in DFS Annex B.
e. On receipt of the DFS Annex B CMAO will ensure that all military
tasks are planned as per the Force/Brigade requirements. Upon
satisfactory determination of these requirements CMAO clears the DFS
Annex B which is then forwarded to CMAOC for further action.
5.6 Chief Mission Air Operations Center (CMAOC)
5.6.1 CMAOC verifies the DFS Annex B against the requirements of this SOP as well
as the MONSUCO Aviation SOP. In addition, all sorties are verified to avoid
duplication of tasks while ensuring efficient utilization of the air assets.

5.6.2 Once satisfied, he submits the DFS Annex B to CAVO for approval.
5.7 Chief Aviation Officer (CAVO)
CAVO has the final authority to approve the DFS Annex B and any amendments.
5.8 AMENDMENTS TO THE MONUSCO DFS ANNEX B
5.8.1 Any changes to the approved tasks or addition of new tasks must follow the same
procedure as for the approval of the DFS Annex B. The ALO is the focal point for all
change requirements for military helicopters. Further, the ALO is to ensure that the
required coordination, notifications and submissions are made before flights are
released. This includes, inter alia, the submission of the appropriate DFS Annex B
Amendment.
5.8.2 No change of task may be affected unless cleared by CMAO for military
operational flights and CMAOC for administrative flights and approved by CAVO. The
Flight Authorization form must be duly completed.
5.8.3 The CAR is authorized to make amendments to the approved DFS Annex B at
Air Region level through the ALO in the following cases:
a. Swapping of airframes due to technical failures;
b. Re-allocation of military air assets due to the immediate and urgent
military operational requirement on condition that CMAO confirms the
change. (See section on “RE-ALLOCATION OF TASK PRIORITIES
FOR ASSETS ALREADY IN FLIGHT” for coordination
requirements.
c. Recovery of assets becoming unserviceable while on task, in consultation
with CMAO and MAOC (Military Coordination Cell).
d. All changes must be reflected in the DFS Annex B Final Amendment
with appropriate justifications as well as the appropriate tasking
documents for the change/re-tasking.
 5.8.4 PLANNING & APPROVAL PROCESS

CAVO /CHIEF AIR OPERATIONS MONUSCO HQ/GOMA

CMAO/ DCMAO MONUSCO HQ/GOMA

CHIEF AIR REGION FIELD ADMIN LEVEL

Formalized Task as Mil DFS

Air Region Joint Air Ops (Mil & Civ) After Mission Reports

Information for Non-

Flight Tasks APPROVED MIL DFS
Military Flights
FC/Brigade Op order/Op instructions

HQ BRIGADE AVN OFFICER BAO

BRIGADE HQs BANGLADESH AVN
G3 Avn (NKB/FIB)/G5 (IB/SKB) CONTINGENT

UKRAINIAN AVN
FIELD UNITS CONTINGENT
FIELD UNITS

INDIAN AVN
CONTINGENT

RSA AVN
CONTINGENT

URUGUAYAN AVN
CONTINGENT

PAKISTAN AVN CONTINGENT

5.9 METHODOLOGY FOR PLANNING MILITARY AIR ASSETS
In the process of tasking military helicopters, it is important to understand the appropriate
tasking document for the type of mission. The sections below provide guidelines in this
regard.
a. Types of missions to be tasked through Operation Orders /FRAGOs/
Operational Instructions / Weekly and Monthly Operational Activity
Orders.
b. The following types of missions constitute military operational tasks
and should be tasked through the appropriate military tasking document:
i. Missions conducted by attack helicopters including
armed reconnaissance, armed escort, attack missions and
combat CASEVAC/MEDEVAC;
ii. Military troops and formed police units insertions/extractions in
response to combat/security operational tasks;
iii. Gunship escort flights in support of combat and civilian utility
aircraft;
iv. Military patrol and “Show of force” flights;
v. Escort flights for on-ground military troops and formed
police units (QRF, convoys etc.);
vi. Reconnaissance flights in hostile areas;
vii. Aerial recce related to current or future military operations;
viii. HLS evaluations in view of future military operations and
for operational updating of the HLS directory;
ix. Insertion/extractions of MONUSCO troops and associated
cargo needed for current and future operations (including
security combat deployments and de-inductions) and
subsistence: tents, ammunition, equipment, rations, water, fuel
etc;
x. Operational and military intelligence recce by Battalion,
Brigade and Force HQ;
xi. Operational sensitization missions;
xii. Security component for Combat Search & Rescue;
xiii. Security component for Combat CASEVAC/MEDEVAC;
xiv. Ammunition fuel and rations re-supply in contingencies where
active operations dictate urgent replenishment in support of
MONUSCO military/formed police and FARDC/PNC units and
elements engaged in combat operations;
xv. Joint Training of Troops, Brigade and Force HQ and
Aviation elements for future operations;
xvi. Specialized military training exercise involving military air
assets. For example, slithering, rappelling, fast roping, small team
insertion and extraction (STIE), Special Heliborne Operations
(SHBO) etc.
xvii. MONUSCO joint military and police operations with FARDC
and PNC units and elements (Note: Requires dedicated
MONUSCO military liaison officer on board);
 xviii. Security component (troop insertion/extractions) for administrative
tasks to locations with medium or high threat levels.
xix. Operational visits related to current operations by Force
Commander/Dy Force Commander, Military Chief of Staff,
Brigade Commander/Dy Brigade Commander in their
AORs.
Note: Flights in item (s) above require coordination with MAOC before the
OpO/FragO is issued to ensure economy of effort.
5.9.3 Types of Military missions to be tasked under JTR
The missions indicated below could be classified as military missions; however they may
only be tasked through JTR. This is to ensure that the administrative requirements
associated with these tasks are met.
a. Carriage of FARDC and PNC elements in MONUSCO military
helicopters without MONUSCO representation.
b. MEDEVAC/CASEVAC of FARDC/PNC not involved in joint operations
as approved by MONUSCO MEDEVAC Section. This type of
MEDEVAC/CASEVAC is considered a Humanitarian case and requires
approval from the DMS.
5.9.4 Types of missions to be tasked through JTR
The following types of missions require civilian tasking documents and may not be
tasked through military tasking documents:
a. Administrative and Logistical missions in support of established
military installations i.e. rations and fuel resupply flights to TS, COB &
TOBs;
b. Internal troop rotations connected to international troop rotation flights,
as coordinated through JMCC;
c. Internal troop rotations within Brigade AORs. In order to ensure proper
planning and efficient use of air assets, the frequency, scope and
duration of such rotations must be agreed upon between MSC (Logops)
and the relevant Force/Brigade representative. Internal troop rotations
within AOR may not be considered as troop insertion/de-induction and
may therefore not be tasked under OpO or FragO;
d. FC, DFC, FCOS, Bde Commander, Dy Bde Commander on mission
within the AOR for administrative duties, i.e. to attend medal parades,
cultural functions and festivities, ceremonies, etc.;
e. Joint missions, excluding military operations requiring the air transport
of MONUSCO and non-MONUSCO civilian personnel along with
military personnel. This refers to non-military missions;
f. MEDEVAC/CASEVAC flights as approved by MONUSCO
MEDEVAC Section.
g. Periodic rotation of military helicopters between approved MOBs,
Forward Operating Bases and Maintenance Facilities as stipulated in the
relevant LOAs. These tasks may be combined with regular passengers
and cargo flight requirements on the applicable route;
 h. Official visits by TCCs who do not have Military Avn Contingents in
the Mission, as approved by UNHQ and supported by the Force.
5.9.5 Type of missions requiring Non-Revenue Flight Requests
a. Aircraft maintenance requirements, where applicable as per LOA
stipulations, including ground engine runs, maintenance test flights, etc.
Such tasks must be dealt with in accordance with the appropriate
section in the MONUSCO Aviation SOPs Part 2.
b. Flights in support of National tasks as requested by the government of a
MONUSCO Avn Contingent TCC. This includes flights in support of
visiting delegations from the TCC, joint delegations in which the TCC
takes the lead and other flights in support of national imperatives not
directly associated with the MONUSCO mandate. (Note: Official military
visits as approved by NY and supported by the Force does not fall in this
category.)
5.9.6 Type of missions requiring periodic advance notification
The following missions require periodic submissions from the Military Avn
Contingent Commander, through the appropriate Bde Avn Officer to the ALO:
a. Crew Proficiency (CP) flights. Some LOA’s make provision for military
aircrews to maintain their aeronautical proficiencies as per TCC
requirement.

i. Military Avn Contingent Commanders must submit CP

requirements monthly to the CAR through the ALO.
ii. MONUSCO’s responsibility regarding CPs is to ensure that the
currencies and capabilities with which the individual crew member arrived
in the Mission, is maintained during the air crew member’s tour of duty.
iii. Requirements above and beyond the minimum established proficiency
requirements, including but not limited to the adding of additional
proficiencies and/or capacities, will be considered non-revenue tasks.
iv. CP flights must as far as possible be combined with regular tasks. For this
purpose additional crew members may be added to regular tasking.
Similarly, the carriage of UN cargo may from time to time be permitted
on CP flights.
v. It is the responsibility of the Military Avn Contingent Commander,
in collaboration with the Chief Air Region and ALO, to ensure that
CP requirements are met.

b. Night CP flights. These flights refer to night proficiency requirements of crew

members as stipulated in the LOA and are to be conducted at the aerodrome
associated with the MOB, or the nearest most suited facility, as per the
requirements of the specific proficiency. Such flights require pre-approval from
the DRC authorities.
 Military Avn Contingent Commanders must submit Night CP requirements to the
CAR through the ALO in advance every 6 months by indicating main and
alternate dates.

Such submissions must include the specific type of proficiency against the name
of the aircrew members, along with expiry date of the proficiency, as well as the
dates for planned CP flights. It is the responsibility of Military Avn Contingent
Commanders to keep this list updated.

Permission to leave the circuit by night must be specifically approved by the

Military Avn Contingent commander and indicated accordingly.

It is the responsibility of the Avn Contingent Commanders to ensure that Night

CP missions are conducted on the dates approved for this purpose.

No passengers (military or civil) are permitted on Night CP flights.

c. Familiarization Flights. Military Avn Contingent Commanders must ensure that

new aircrew members are familiar with HLSs and airfields within the AOR.
Such familiarization flights must as far as possible be combined with regular
tasking. If this requirement cannot be met through regular taskings, additional
requirements must be submitted to the CAR, through the ALO along with
monthly CP requirements. ii. The adding of additional crew members on regular
tasks for this purpose is permitted.
5.10 CATEGORIES OF PERSONNEL ALLOWED ON BOARD MILITARY
HELICOPTERS TASKED UNDER OPO/FRAGO
The following categories of passengers are permitted to fly on board of military
helicopters tasked under OpO/FragO:
a. Military contingents and formed police units personnel.
b. Military and police officers holding UN international staff contracts, Military
observers (MILOBs) and civilian police (CIVPOL) personnel.
c. FARDC & PNC personnel participating in joint operations with the proviso
that such FARDC and PNC personnel indemnifies the UN from liability.
d. Senior military personnel in the military chain of command who hold staff
contracts on condition that participation of these staff members is required
in the coordination, command and control or as interpreters during military
operational tasks.
e. MONUSCO civilian personnel required for the coordination, command and
control or as interpreters, deemed to be essential to the execution of the
military mission, provided the following conditions are met:

i. Civilian passengers must be identified by name and function in the

relevant Operational Order / Fragment Order for the mission.
 ii. All UN civilian passengers must be in possession of valid MOP for
the intended route.
iii. All UN civilian personnel who do not fall in the categories
described above may under no circumstances be permitted to board
a flight tasked under OpO/FragO. This is in line with UN Air Travel
policy and it is aimed to minimize civilian personnel’s exposure to
risk.
5.10.1 Passenger Manifest Requirements. All flights under military operational tasking
must submit a passenger manifest to MOVCON prior to the mission. This must be
done by the Brigade representative who must also ensure that the appropriate
MOVCON requirements are met as per the relevant SOPs. Passenger lists for flights
planned under OpO / FragO /JTR needs to be submitted well in advance to the BAO/G-
3/G-5 Avn. Non-compliance with this requirement will lead to an unavoidable delay of
the military task.
5.10.3 Carriage of weapons. This topic is covered under the MONUSCO MOVCON
SOP’s.
5.11 STATUS OF MILITARY HELICOPTERS ON THE DFS ANNEX B
CMAO approves daily military aviation requirements as submitted by the Brigades and
coordinated by the ALO’s embedded in the various Airops offices. This approval is
entrenched in the DFS Annex B process previously described. The various possible
operational states of military helicopters are described below.
i. On Task. Military assets are tasked according to military operational or
administrative requirements. CMAO approves daily military aviation
requirements as submitted by the Brigades and coordinated by the
ALO’s embedded in the various Airops offices.

ii. “On Call.” This type of tasking is similar to what is known in most air
forces as “Crew Room Stand By” and is used when a task is imminent but
certain conditions must be met before activation of the task OR acft is
required to respond to an anticipated developing military situation. All the
planning details for the task may or may not be known. Once activated it
is expected that the acft will be airborne in the shortest possible time.
Activation may be verbal followed by email confirming the justification of
the requirement, followed by the submission of the appropriate tasking
documents as soon as practicable. CMAO & ALOs, in collaboration with
the CAR are vital in the coordination of such tasks. The Flight
Authorization Form must be completed by the crew prior to take-off.
Complete details of task execution and supporting documents must be
reflected in the DFS Annex B Final Amendment.
iii. ‘As Per Requirement” (APR). APR is to be used when there is no specific
task allocated to an asset. This type of tasking may be combined with “On
Task” requirements. APR may be activated in response of urgent
requirements that could not be foreseen, i.e. MEDEVAC/CASEVAC or in
response to a developing military crisis. APR may not be used to cover
 obvious lapses in the day to day planning process. Complete details of
task execution and supporting documents must be reflected in the DFS
Annex B Final Amendment.
iv. “Not Available” (N/A). N/A is used when an asset is not available due
to technical unavailability, documentation issues, TCC tasking or other
reasons of unavailability. Depending on the reasons for the N/A, as well
as the stipulations of the LOA, TCCs, may or may not be reimbursed for
N/A days.
v. “Downtime”. This status is used when the Military Aviation Contingents
cannot provide the minimum daily/monthly number of assets, as indicated
in the LOA. TCCs are not reimbursed for assets indicated as downtime.
5.12 RE-ALLOCATION OF TASK PRIORITIES FOR ASSETS IN FLIGHT
In extreme exigencies aircraft already in flight may be re-tasked if required to save life or
limb. The following situations justify such re-tasking:
a. MEDEVAC/CASEVAC requirements
b. Extraction of personnel (military or civilian) under immediate or imminent
threat.
c. Request for fire support by AH by ground forces commander when
situation so demands;
d. SAR requirements, including Combat SAR, as approved by CAVO
and executed by MAOC and Military Avn Cell.
For reallocation of tasks, the following conditions must be met:
a. Submission of a Flash report followed by an OpO/FragO or
MEDEVAC/CASEVAC JTR submitted by MEDEVAC
section;
b. BAO/G-3/G-5 Avn provides basic task details including designated AOR,
IN/OUT route; prevailing weather, threat level en-route and at location,
status/availability of friendly forces/security element for HLS, and any
other pertinent info requested by the PIC;
c. FC approval for flights to high risk areas is obtained;
d. Relevant Military Aviation Contingent Commander is informed;
e. PIC accepts the task. Non-acceptance for whatever reason (ie acft
performance limitations, unacceptable level of risk or TCC restrictions)
must be communicated to CMAO a.s.a.p.;
f. Complete details of the re-tasking with supporting documents must be
reflected in the DFS Annex B Final Amendment
g. PIC must indicate the re-tasking in the “After Mission Report”, indicating
a brief summary on the task execution, observed hazards and other risk
associated comments & reasons for non-acceptance (if applicable).
5.12.3 The procedure for re-tasking
a. CMAO must assume the role of coordination and approval for such re-
tasking.
b. Re-tasking of flights originally tasked under OpO/FragO lies under
the authority of CMAO.
c. Re-tasking of flights under administrative tasking must be coordinated
with MAOC (Military Coordination Cell). Once agreed, the identified
military asset must immediately be released from the administrative
tasking and handed over to CMAO for further tasking. Suitable
arrangements to recover stranded passenger/cargo must be made as
soon as practicable.
d. Normal adherence to FF procedures is to be maintained.
e. CAVO is to be kept informed.
f. Complete details of the re-tasking with supporting documents must be
reflected in the DFS Annex B Final Amendment.
5.13 DISCRETION OF PIC REGARDING REQUESTS FOR DEVIATIONS
FROM THE APPROVED DFS TASK (NON-EMERGENCY)
It may happen from time to time that during the conduct of military air missions,
information is gained which requires immediate action. Such actions may, amongst
others, include adding of additional legs on the route, overflying locations not
provisioned for in the pre-flight tasking documentation, etc. In order to be responsive to
these requirements, PICs may exercise some discretion when receiving such requests
based on the conditions outlined below:
a. The request can be performed without exceeding aircraft performance and
configuration capabilities.
b. The deviation must be reported as soon as possible to the closest FF
station or military radio room, who immediately must inform Airops for
SAR purposes.
c. Mention the details regarding the request (ie who made the request)
as well the complete route executed, in the After Mission Report.
d. The requestor must also submit details of the request to deviate from the
approved DFS task to the relevant BAO/G-3/G-5 Avn, who in turn must
update the tasking documents, ensuring that the final tasking
documentation and route flown are the same.
e. Complete details of the final route, together with the updated supporting
documents must be reflected in the DFS Annex B Final Amendment.
f. Note: If the tasking documents, the actual route flown and the AUR do
not correspond 100%, the TCC may either not be reimbursed for the
flight at all, or receive only partial reimbursement for the approved
portions of the flight.
g. Additional Troops. During the conduct of military operations, the PIC is
authorized to take on board additional troops, if practicable, in support
of ongoing military operations, provided he informs Air Ops as soon as
practicable and the military manifest is updated post factum.
5.14 HLS RECCE REQUIREMENTS
5.14.1 Current Military Operations. In the execution of current military operations
involving flights in hostile areas (medium and high threat level), air to ground
combat operations, aerial patrols and recce etc. flights tasked under OpO/FragO may
deviate from the established procedures for HLS recce’s on condition that:
a. UH are escorted by AH; or
b. MONUSCO ground troops/security element are on ground at the
intended LZ, or
c. Armed MONUSCO troops are on board the helicopter performing the
landing.
d. For flights into high threat areas, FC approval was obtained.
5.14.2 Routine Military Operations. The established procedures for HLS recce must be
adhered to. PIC’s must submit HLS recce reports through their respective Military
Aviation Contingent Commanders to the Mil Avn Cell, who will approve HLS’s on
behalf of CAVO. The approved report should be submitted to Brigade level, ALO, Air
Region Planning Office and MAOC. It is the responsibility of the BAO/G-3/G-5 Avn, in
conjunction with the ALO, to record, keep an updated list of HLS locations and monitor
expiry of HLS recces.
5.15 NIGHT OPERATION PROCEDURES
5.15.1 Night MEDEVAC Requirements. From time to time it might be required to
perform an MEDEVAC/CASEVAC flight by night. This may be done in the
following conditions:
a. For Emergency MEDEVAC/CASEVAC only;
b. Weather permits;
c. The location is approved for night operations taking into
consideration both airfield/HLS infrastructure and crew
capability/proficiency;
d. Allocation of a suitable SAR aircraft with capable crew;
e. Availability of ECR at the location where the MEDEVAC is performed;
f. The HLS can be secured, if required, as coordinated through BAO/G-3
/G- 5 Avn.
g. No passengers allowed. AMET are included in crew.
5.15.2 Night Medevac Training. Locations for which a night MEDEVAC/CASEVAC
capability is required must submitted by Bde Commanders, through the respective Bde
Aviation Officers to the Military Avn Cell every 6 months. Chief Mil Avn, in
collaboration with the Military Avn Contingent Commanders and CARs shall verify
these locations for feasibility per aircraft type. Appropriate action shall be taken to
ensure that the approved locations have the required capabilities. Such flights must be
tasked through monthly CP requirements.
5.16 FLIGHT FOLLOWING (FF) PROCEDURES
5.16.1 There shall be strict adherence to Flight Following (FF) procedures as per
DPKO Aviation Manual Section V Chapter 3 Annex A para 3A.13.
5.16.2 MONUSCO SAR SOP requires SAR to commence if no radio contact with any
aircraft has been established for a period of 30 minutes. In order to meet this
requirement, it is mandatory for all military helicopters under military or administrative
tasking, to make position reports every 30 minutes to the nearest UN FF facility on the
appropriate HF/VHF frequency.
5.16.3 If no contact with FF can be established at the 30 minute interval (due to terrain
etc.), other means of communication must be established to avoid inadvertent activation
of SAR. These other means refers sat phones, mobile phones and relaying through other
aircraft or radio facilities.
5.16.4 Military contingent commanders will be held liable for SAR action initiated due to
non-compliance of crews with this requirement.
5.16.5 Radio Silence Procedures. Requirements for Radio Silence may not compromise
the requirement for SAR. Alternate means of establishing aircraft position and
“operations normal” status of military helicopters on military tasking must be agreed
upon and approved by CAR before the flight is launched.
5.17 THE USE OF NIGHT VISION GOGGLES (NVG)
a. Pilot in Command (PIC) must frequently change their takeoff and
landing directions without compromising flight safety regulations and in
coordination with air traffic controller.
b. No flying out of circuit to be planned / carried out, in case, it is necessary
due to operational reasons, thorough threat assessment of areas en-route
must be made and preferably day light reconnaissance mission to be
planned before NVG/ night flying.
c. Potentially dangerous areas / places around the airfield and in general
area where NVG/ night flying is planned must be identified and marked
on maps for better flight planning.
d. No low flying to be carried out during night.
e. All aircraft inspections including the preflight inspection must be
done before last light, with aircraft flown a satisfactory mission in
day.
f. Night flying must not be conducted unless following facilities are
available on airfield:
1. Medical cover.
2. Crash Tender.
3. Search and rescue aircraft.
4. During training night / NVG flying, no passenger will accompany.
g. Areas for emergency landing must be identified during day and all
pilots must be familiar with those areas.
 h. Detail and thorough post flight must be carried out after last flight of
the flight to ascertain any Foreign Object Damage (FOD).
i. In case of ops requirement, where night landing needs to be carried out,
the HLS should be secured enough through BAO/G-3 /G-5 Avn, who
can ensure the proper security of HLS.
5.18 AVIATION RISK MANAGEMENT FOR MILITARY
OPERATIONAL FLIGHTS
The procedures for flights tasked under OpO/FragO are indicated in Annex A. Military
helicopters under administrative tasking must comply with the ARM SOP.
In flight risk management is the responsibility of the PIC who remains ultimately
responsible for the safety of the aircraft, crew and passengers.
Any deviations from the planned task must be reported in the AFM.
Though only military helicopters are permitted to fly in the High Threat areas, FC
clearance will be required for overflying known high threat areas without AH escort.
For flights planned to land at HLS with high treat areas, AH escort and FC approval is
mandatory. BAO/G-3/G-5 Avn should ensure the proper security of the HLS well
before launching the mission.
5.19 MINIMUM SAFE FLIGHT LEVELS FOR MEDIUM AND HIGH RISK
AREAS
The minimum safe flight levels for all types of military aircraft operating in medium and
high risks / threat areas are specified in Annex A.
5.20 CONCLUSION
Military and Civil aviation elements of MONUSCO provide vital air support to the
missions, and their effectiveness can only be brought about with close cooperation
between these elements. Therefore, it is imperative that all components engaged in
planning and execution of flight commitments ensure full compliance with air safety
rules and the SOPs.
With immediate effect, these procedures replace all previous versions relating to
MONUSCO Military Aviation Operational Control Procedures.
6 MONITORING AND COMPLIANCE
The Chief of Aviation Section will monitor and ensure compliance with this SOP.
7 DATES
This SOP shall be effective on date of signature onwards and remains valid until
superseded by a later version. This SOP is routinely revised by the Chief, Aviation
Section in collaboration with Force HQ Military Aviation Cell.

8 REFERENCES
Listed below are the reference materials to this SOP.
a. MONUSCO Aviation SOP;
b. Administrative Circular No 008/2004 dated 22 Mar 04.
c. DOA memorandum dated 22 June 05.
d. DOA memorandum dated 01 July 05.
e. Aviation memorandum AV/AOP/JUN/040.
f. DPKO Facsimile 2006-UNHQ-0I7I324 dated 01 August 2006.
g. Interoffice Memorandum CISS/O/2014/006
9 CONTACT
Chief, Aviation Section
Email: ayyat@un.org
Ext: 195-5377
ANNEX A: RISK ASSESSMENT GUIDELINES FOR MILITARY OPERATIONS

1. Definition of Risk, Hazard and Threat.

2. Objective of the Risk Assessment guidelines.
3. Risk Assessment Matrix and Matrix guidelines.
4. SOP Decision making process.
5. Tips on reducing the Risk
6. Table on acceptable Risk levels during Military Operations
7. References
1. Definition of Risk, Hazard and Threat
1.1 Risk Management is a process that assists decision makers in reducing or offsetting
risk (by systematically identifying, assessing, and controlling risk arising from
operational factors) and making decisions that weights risk against mission's benefits.
1.2 Risk and Hazard are sometimes misconceived in the process of identifying one and
the other; these guidelines will provide a brief and clear identification of Hazard, Risk
and Threat.
1.3 Risk is a probability that an event (accident/incident) will occur if the related hazard is
not controlled or eliminated.
1.4 Hazard - Circumstances that have, or could have, resulted in an accident or could throw
light on the causes of accidents. The hazard may be actual or potential, an actual hazard
is one considered to have been immediately dangerous to aircraft and/ or which has or
could have, caused fatal or major injuries to personnel. A potential hazard is one which,
although not dangerous or latently injurious at time, would have been so if the situation
had developed adversely or been complicated by other readily conceivable.
1.5 Threat - Is defined as a source of danger or hazard, source of danger to human life
or property, any opposing force, condition source, or circumstance with the potential
to impact mission accomplishment negatively and/or degrade mission capability. It
determines the probability of occurrence of an undesired outcome.
2. Objective of the Risk Assessment guidelines
2.1 The objective of these guidelines is to enable people to make decisions based on
accepted risk, after analysis of all the elements available for the presentation of threat levels and
potential risks involved.
3. Risk Assessment Matrix and Matrix Guidelines
3.1 The risk assessment matrix table will be used to determine the risk posed by the
potential threats and military situation, to ensure the safe utilization of air assets in hostile areas,
or areas where potential for hostile actions against military or civilian aircraft are encountered.
3.2 Based on the information available G2 will analyze the threat and shall produce Threat
assessment.
3.3 Based on the potential threat the Brigade Aviation Officer (BAO) will analyze the
risk, will prepare the risk assessment and will establish the level of risk. The Level of Risk
shall be recorded in the DFS.
3.4 The Brigade Aviation Officer (BAO) shall be responsible to brief the Brigade
Commander on the Level of Risk and may propose actions in order to mitigate the
risk.
3.5 After the Brigade Commander's decision and clearance for air operations, the Brigade
Aviation Officer (BAO) will be responsible for briefing the crews and Regional Chief Air
Ops Officer.
3.6 During the briefing, the Regional Chief Air Operation Officer shall brief the PIC
on general flight operations issues such as: traffic dc-confliction, available alternate
airports, NOTAMs etc.
3.7 A permanent map will be produced and maintained by Brigade Aviation Officer
(BAO) with area coded colors depicting the level of threat throughout the mission area,
including the "red zones or areas" where the United Nations Flights should not be authorized
to fly.
3.8 The risk assessment matrix table has on one side a level of probability of presence of
a specific threat and on the other side the level of severity of use of the particular threat.
3.9 The matrix is entered with the threat level, (High, low or medium) given by the G2, this
must indicate the probability of presence of a particular threat or hazard. Next, the flight
profile and type of threat determines the level of severity. (Example: the severity of impacts of
bullets from small arms will be higher at low altitudes). The result is a level of risk (1, 2 or 3).
A predetermined acceptable risk level will then determine the risk reduction measures that are
required to be implemented before a flight is authorized (go-no-go).
3.10 Risk Assessment Matrix table

Probability (Threat level)

Risk Level
High Medium Low

High 1 1 2

Severity Medium 1 2 3
Low 2 3 3

1. High Risk - Intolerable/undesirable Requires urgent risk reduction measures

2. Medium Risk - Decision on acceptability of elevated risk (golden rules of ORM)
3. Low Risk - Accepted with no unnecessary risks
3.10.1 Threat levels (probability of presence or occurrence)
Threat - Is defined as a source of danger or hazard, source of danger to human life or
property, any opposing force, condition source, or circumstance with the potential to impact
mission accomplishment negatively and/or degrade mission capability. It determines the
probability of occurrence of an undesired outcome.
Threat level ‘High’ - Eminent presence, shooting at aircraft was witnessed or reported
Threat level’ Medium ‘- Likely presence and the use of weapons would probably occur.
Threat level’ Low’ - Unlikely presence of threat, or use of weapons
3.10.2 Severity of consequences
In this case, we identify the severity of the consequences of the use of a type of weapon
against our aircraft. This severity will vary with the type of threat: small arms, anti¬aircraft
guns or missiles (shoulder fired, infrared), The Severity is the expected consequence of an event
in terms of degree of injury, property damage or other mission-impairing factors such as loss of
combat power.
High Severity - Critical / Catastrophic effects and may cause death or severe injury,
complete mission failure.
Medium Severity - May severe injury, major mission degradation Low Severity - Will not cause
injury damage or mission failure.
3.10.3 Threat Sources
i. Small arms - That have a small range capability and less potential to cause major injury
or damage.
High Severity for flights conducted at or below 1200 feet.
Medium Severity - For flights conducted between 1200 ft and 2500 ft.
Low Severity -For flights conducted above 2500 ft.
ii. Anti-Aircraft Guns - That have medium to long range capability and pose potential to
cause major injury and damage.
High Severity - For flights conducted below 5000 ft.
Medium Severity - For flights conducted between 5000 ft and 10000 ft.
Low Severity For flights conducted above 10000 ft.
iii. Surface-to-air-missiles - That have a long range and capability to cause injury
and damage with high and accurate target acquisition.
 High Severity For flights conducted at or below 10000 ft
Medium Severity - For flights conducted between 10000 ft and 15000 ft
Low Severity - For lights conducted above 15000 ft
4. Decision Making Process
4.1 Risk decisions are frequently required by, and dependent on, the immediate situation,
and judgment of these situations, as long as the tools to make a decision are there, specifically,
the information (Most of the time the intelligence provided from branch G2), required making
the decision.
4.2 It is important in this process that ail involved are aware of the threats outside
their assigned responsibilities that may impact the mission's accomplishments and
outcome.
4.3 The key for a good decision making process is the respect for the chain of command
and assigned responsibilities of all involved in the process of assessing the threats and the
exposing risk that this threats can cause to the mission accomplishment.
4.4 It is important that those involved in the mission's preparation and execution are aware
of the amount of command involvement and actions necessary to control or remove risks.
4.5 In the conduct of the Military Operations as per already known information, there will be
situations and times where the risk level will rise from low to medium and from medium to
high. In these cases, the rise of the risk level acceptance will require a higher decision making
level in order to proceed or cancel the mission or in order to mitigate the risk and allow a proper
chain of command decision procedure, as follows:
a. In risk level 3 (Low). The Decision rests with the Brigade Commanders.
b. In Risk level 2 (Medium). If the risk is considered to have risen from low to medium,
the decision on a go, no go mission will be raised at the level of Brigade Commander
and subsequently passed to the Chief Air Region to convey to the Crew.
c. In Risk level 1 (High). If the risk is considered to have risen from medium to high, the
decision on go, no-go mission will be at the level of Divisional Commander, and after
they have consulted the decision will be passed to the Chief Air Region to convey to
the Crew.
5. Tips on Reducing the Risk
There are some actions that can allow the reduction of already known risk in areas of
operation as follows:
i. Lowering the probability of Threat;
ii. Route Diversions and changes while on operations, passing through lower
threat areas;
iii. Delaying flights till threat has lowered;
iv. Change type of aircraft;
v. Avoidance of the single aircraft operations, when in areas of defined high
threat, the operation with two aircraft, operations in pairs is
recommended.
Reducing the severity of effect:
i. Flight profile and altitude changes as per guidelines provided above;
ii. Infrared flares utilization for missile attacks to aircraft.
6. Table on acceptable Risk levels during Military Operations
Mission type Accepted risk level
Fire support Medium
Armed escort Medium or High
Troop insertion Medium
Troop or Personnel extraction Medium or High
Urgent combat supply Medium
SAR High
Surveillance Medium
Recce missions Medium or High
CASEVAC Medium or High
MEDEVAC Low
Flights with civilians on board Medium

7. References
Definitions on Risk, Hazard and Threat
-Aviation Safety Manual Revision 6. I February 2003
-USA Army, Marine Corps, Navy and Air force, Risk Management Manual. Edition; February
2001.
ANNEX B: ABBREVIATIONS
AFM – Aircraft Flight Manual
ALO – Air Liaison Officer
AMET – Aero Medical Evacuation Team
AMR – After Mission Report
AOC – Air Operations Center
AOR – Area of Responsibility
AUR – Aircraft Use Report
Avn – Aviation
Bde -- Brigade
CASEVAC – Casualty Evacuation
CAVO – Chief Aviation Officer
CIVPOL—Civilian Police
CMAO – Chief Military Aviation Officer
CP – Crew Proficiency
DFS – Daily Flight Schedule
DMS – Director of Mission Support
DPKO – Department of Peacekeeping Operations
DRC – Democratic Republic of the Congo
FARDC – Forces Armées Congolaises
FragO – Fragment Order
HQ - Headquarters
JMCC– Joint Movement Control Center
JTR – JMCC Tasking Request
LOA – Letter of Assist
MAOC – Mission Air Operations Center
MEDEVAC – Medical Evacuation
MILOB – Military Observer
MONUSCO – United Nations Stabilization Mission in the Democratic Republic of the Congo
MOB – Main Operations Base
MOP – Movement of Personnel Form
MOVCON – Movement Control Section
MSC – Mission Support Center
N/A– Not Available
NOTAM – Notice to Airman
NVG – Night Vision
Goggles OIC – Officer-in-
Charge OpO – Operational
Order
ORM – Operational Risk Management
QASU – Quality Assurance and Standards
Unit PIC – Pilot in Command
PNC – Police Nationale Congolaise
PAOR – Preliminary Aircraft Occurrence Report
RF – Regular Flight
RSA – Republic of South
Africa RTB – Return to Base
SAR – Search and Rescue
SFR – Special Flight Request
SOP – Standard Operating Procedure
TCC – Troop Contributing Country
TOB – Temporary Operating Base
UN – United Nations
UNHQ – United Nations Headquarters
UNHAS – United Nations Humanitarian Air Service
UTC – Universal Time Coordinated
WRFS – Weekly Regular Flight Schedule
VIP – Very Important Person