Air Mobility Operations PDF
Air Mobility Operations PDF
T OF T H
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5 February 2019
PREFACE
1. Scope
2. Purpose
This publication has been prepared under the direction of the Chairman of the Joint
Chiefs of Staff (CJCS). It sets forth joint doctrine to govern the activities and performance
of the Armed Forces of the United States in joint operations, and it provides considerations
for military interaction with governmental and nongovernmental agencies, multinational
forces, and other interorganizational partners. It provides military guidance for the exercise
of authority by combatant commanders and other joint force commanders (JFCs), and
prescribes joint doctrine for operations and training. It provides military guidance for use
by the Armed Forces in preparing and executing their plans and orders. It is not the intent
of this publication to restrict the authority of the JFC from organizing the force and
executing the mission in a manner the JFC deems most appropriate to ensure unity of effort
in the accomplishment of objectives.
3. Application
a. Joint doctrine established in this publication applies to the Joint Staff, commanders
of combatant commands, subordinate unified commands, joint task forces, subordinate
components of these commands, the Services, and combat support agencies.
b. This doctrine constitutes official advice concerning the enclosed subject matter;
however, the judgment of the commander is paramount in all situations.
c. If conflicts arise between the contents of this publication and the contents of Service
publications, this publication will take precedence unless the CJCS, normally in
coordination with the other members of the Joint Chiefs of Staff, has provided more current
and specific guidance. Commanders of forces operating as part of a multinational (alliance
or coalition) military command should follow multinational doctrine and procedures
ratified by the United States. For doctrine and procedures not ratified by the United States,
commanders should evaluate and follow the multinational command’s doctrine and
procedures, where applicable and consistent with US law, regulations, and doctrine.
DANIEL J. O’DONOHUE
Lieutenant General, USMC
Director, Joint Force Development
i
Preface
Intentionally Blank
ii JP 3-17
SUMMARY OF CHANGES
REVISION OF JOINT PUBLICATION 3-17
DATED 20 SEPTEMBER 2013
• Adds descriptions of United States Navy and United States Marine Corps
reserve airlift.
iii
Summary of Changes
Intentionally Blank
iv JP 3-17
TABLE OF CONTENTS
EXECUTIVE SUMMARY .............................................................................................. vii
CHAPTER I
GENERAL OVERVIEW
CHAPTER II
COMMAND AND CONTROL OF AIR MOBILITY OPERATIONS
General .......................................................................................................................II-1
Command Relationships ............................................................................................II-1
Command and Control ...............................................................................................II-2
Command and Control Structures ..............................................................................II-4
Command and Control of Airfields During Contingency Operations .....................II-12
CHAPTER III
PLANNING AIR MOBILITY OPERATIONS
CHAPTER IV
AIR MOBILITY SUPPORT
v
Table of Contents
CHAPTER V
AIRLIFT
CHAPTER VI
AIR REFUELING
APPENDIX
A Points of Contact ....................................................................................... A-1
B References ..................................................................................................B-1
C Administrative Instructions ........................................................................C-1
GLOSSARY
Part I Abbreviations, Acronyms, and Initialisms .............................................. GL-1
Part II Terms and Definitions ............................................................................. GL-6
FIGURE
II-1 Mobility Air Forces Command and Control ..............................................II-5
II-2 The Joint Air Operations Center and Command Relationships
for Air Mobility Forces ..............................................................................II-7
III-1 Factors Affecting Selection of Marshalling Areas
and Departure Airfields ............................................................................ III-3
III-2 Departure Airfield Operations .................................................................. III-5
III-3 Arrival Airfield Operations ...................................................................... III-7
V-1 Illustration of Hub and Spoke and Direct Delivery................................. V-14
V-2 Illustration of Lily Pad Operations .......................................................... V-15
V-3 Illustration of Air Bridge Operations ...................................................... V-15
V-4 Area Drop Zone ....................................................................................... V-22
V-5 Circular Drop Zone ................................................................................. V-23
vi JP 3-17
EXECUTIVE SUMMARY
COMMANDER’S OVERVIEW
• Describes how the air mobility network combines airlift, air refueling,
aeromedical evacuation, and air mobility support assets, processes, and
procedures to support the transport of personnel and materiel
General Overview
The Secretary of Defense directs Air mobility is the rapid movement of personnel,
the assignment of air mobility materiel, and forces to and from, or within, a theater
forces to the Commander, United by air. This includes both airlift and air refueling
States Transportation Command, (AR). The air mobility network combines airlift,
and other combatant AR, aeromedical evacuation (AE), and air mobility
commanders. support assets, processes, and procedures to support
the transport of personnel and materiel.
Air Mobility Forces Employment Air mobility forces conduct employment missions
Missions when they airlift units, cargo, or personnel; offload
fuel in ground operations; or refuel aircraft during
operations. Given the assumption of immediate
combat, user requirements should dictate
scheduling and load planning.
vii
Executive Summary
Air Mobility Fundamentals There are two basic methods of delivery: airland
and airdrop. The delivery method is based on user
requirements, type of environment, availability,
adequacy, security of airfields, landing zones,
drop zones near the objective area, threats to the
objective area, and aircraft/aircrew capability.
viii JP 3-17
Executive Summary
The value of air mobility forces Centralized control and decentralized execution of
lies in their ability to exploit and air mobility missions are the keys to effective and
enhance the speed, range, efficient air mobility operations. Centralized control
flexibility, and versatility inherent allows commanders to focus on those priorities that
in air operations. lead to victory, while decentralized execution fosters
initiative, situational responsiveness, and tactical
flexibility. Although it is not necessary for a single
global organization to centrally control all air
mobility forces, all commanders should envision air
mobility as a global system capable of
simultaneously performing intertheater and
intratheater missions.
ix
Executive Summary
x JP 3-17
Executive Summary
Vulnerabilities and Threats Air mobility forces are vulnerable during all
phases of theater and international flight
operations, at home station, APOEs, en route
locations, APODs, and forward airfields. Mission
planning must include a thorough analysis of
vulnerabilities requirements throughout all phases
of flight and ground operations.
xi
Executive Summary
xii JP 3-17
Executive Summary
Airlift and air refueling force Air mobility support force is divided between
USTRANSCOM, which controls the majority of
assets in its global/functional combatant command
(CCMD) role, and the geographic CCMDs that
control other assets to meet their specific regional
needs. These forces, combined with the interrelated
processes that move information, cargo, and
passengers, make up GAMSS. This structure
consists of a number of CONUS and en route
locations, as well as deployable forces capable of
augmenting the fixed en route locations or
establishing operating locations where none exist.
Capabilities of Air Mobility The capabilities provided by the GAMSS are C2,
Support aerial port operations, and aircraft maintenance.
While GAMSS functions at fixed locations are
robust, the deployable assets are designed to be
temporary in nature with a planned redeployment or
replacement.
Global Air Mobility Support AMC GAMSS forces are aligned under the US Air
System Elements Force Expeditionary Center’s administrative
control, with assets at fixed overseas locations, as
well as CONUS-based deployable assets.
Airfield Opening and Global Air GAMSS forces may be the first US Air Force
Mobility Support System presence on an expeditionary airfield regardless of
how the airfield is gained (e.g., seizure or
xiii
Executive Summary
Airlift
Airlift operations transport and Airlift offers its customers a high degree of speed,
deliver forces and materiel range, and flexibility. Airlift enables commanders
through the air in support of to respond and operate in a wide variety of
strategic, operational, and/or circumstances and time frames that would be
tactical objectives impractical through other modes of transportation.
xiv JP 3-17
Executive Summary
Air Refueling
Air Refueling Missions AR is a critical force multiplier across the full range
of global and theater employment scenarios.
Tankers directly enhance the operational flexibility
of US and allied/coalition strike, support, and
surveillance aircraft. AR missions represent the
broad, fundamental, and continuing activities of the
AR system.
xv
Executive Summary
CONCLUSION
xvi JP 3-17
CHAPTER I
GENERAL OVERVIEW
“…our forces are in distant countries fighting organized terrorists who seek to
destroy our nation and destabilize the world. Military operations in these austere
places are challenged by the need to deploy and supply troops over great
distances. Airlift is a precious lifeline that keeps them fed and equipped, brings
the wounded home, and eventually, brings our forces home.”
1. Introduction
Air mobility is the rapid movement of personnel, materiel, and forces to and from, or
within, a theater by air. This includes both airlift and air refueling (AR). The air mobility
network combines airlift, AR, aeromedical evacuation (AE), and air mobility support
assets, processes, and procedures to support the transport of personnel and materiel. Air
mobility operations are a rapid means to project and sustain power across the globe in
support of US national interests and a critical enabler of US national military strategy. The
Secretary of Defense (SecDef) directs the assignment of air mobility forces to the
Commander, United States Transportation Command (CDRUSTRANSCOM), and other
combatant commanders (CCDRs). To deter threats against, or to assist in the defense or
pursuit of, US national interests, the Department of Defense (DOD) maintains forces,
organizations, and processes necessary to conduct air mobility operations. The United
States Air Force (USAF) programs the air mobility forces assigned to United States
Transportation Command (USTRANSCOM), while USTRANSCOM manages the
Defense Transportation System (DTS) and serves as the Joint Deployment and Distribution
Coordinator (JDDC). As the JDDC, CDRUSTRANSCOM exercises coordinating
authority for joint deployment and distribution enterprise (JDDE) operations and planning
and collaborates with other combatant commands (CCMDs), the Services, and, as directed,
United States Government (USG) departments and agencies. USTRANSCOM maintains
the global capability for rapid and decisive military force power projection and to
coordinate, sustain, and improve DOD distribution processes. This includes coordinating
the capability to transport units, equipment, and initial sustainment from the point of origin
to the point of need and provides JDDE resources to augment or support operational
movement requirements of the joint force commander (JFC). Rapid global mobility is the
timely movement, positioning, and sustainment of military forces and capabilities across
the range of military operations. Air mobility enables commanders to simultaneously
execute the joint functions of movement and maneuver and sustainment at the strategic,
operational, and tactical levels of warfare.
2. Deployment
Deployment is the movement of forces into operational areas (OAs) or the relocation
of forces and materiel within OAs. Deployment encompasses all activities from origin or
home station through destination, specifically including intracontinental US, intertheater,
and intratheater movement legs, staging, and holding areas. If these operations must occur
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Chapter I
in a higher threat environment, tactics, escort requirements, and objective area support
requirements could reduce the throughput of the overall air mobility system and limit airlift
capacity or AR offload amounts. Commanders and planners should also consider the
backhaul capacity of the air mobility forces. Using this capacity for rearward movement
of personnel, patients, materiel, and reparable items or the repositioning or redeployment
of units can save additional missions from being scheduled or diverted.
Deployment and redeployment are covered in detail in Joint Publication (JP) 3-35,
Deployment and Redeployment Operations.
Air mobility forces conduct employment missions when they airlift units, cargo, or
personnel; offload fuel in ground operations; or refuel aircraft during operations. Airlift
forces can move combat-loaded units to maximize their readiness for immediate combat
operations. Given the assumption of immediate combat, user requirements should dictate
scheduling and load planning. However, the threat or peculiarities of large-scale operations
may dictate adjustments to the user’s plans or operations to accommodate the allowable
cabin load (ACL) limitations, tactical procedures, and defensive support requirements of
the airlift force. AR missions also primarily serve combat air assets directly engaging in
combat operations. Fuel loads, flight profiles, and orbits should be determined by combat
aircraft requirements. Threats may dictate modifications to the optimum plan to protect
these limited resources. All air mobility forces can support surge employment operations
during the initial stages of a conflict or when required. Commanders should consider the
impact that surge operations would have on sustainment and force extraction missions.
Backhaul is difficult during this type of mission, as the situation typically limits ground
and loiter times and should be limited except for the rearward movement of essential
personnel, wounded personnel, or other friendly evacuees.
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General Overview
5. Sustainment
a. Airlift Delivery Methods. There are two basic methods of delivery: airland and
airdrop. The delivery method is based on user requirements, type of environment,
availability, adequacy, security of airfields, landing zones (LZs), and drop zones (DZs)
near the objective area, threats to the objective area, and aircraft/aircrew capability.
(1) Airland is the most frequently used airlift delivery method. It permits delivery
of larger loads with less risk of cargo loss or damage than the airdrop method. Airland
encompasses all situations where personnel and cargo are offloaded while the aircraft is on
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Chapter I
the ground or, in the case of vertical takeoff and landing aircraft, after it has entered a
hover. Although crews normally accomplish offloading from a stationary aircraft with
engines shut down, procedures exist to onload or offload with engines running. In
situations where the aircrew elects to not shut down engines (e.g., minimum ground time
due to high threat, limited ground support), combat offload procedures can be utilized.
The various tactics, techniques, and procedures (TTP) associated with each delivery
method are discussed in Chapter V, “Airlift.”
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General Overview
(a) In boom refueling, the tanker aircraft inserts its AR boom into the
receiver aircraft’s AR receptacle. Boom refueling allows for the rapid transfer of fuel under
high pressure to the receiver. This is especially important when passing large quantities of
fuel to either large receiver aircraft or multiple fighter-type aircraft.
(b) In drogue refueling, a hose and basket system is reeled into the air by the
tanker aircraft. Receiver aircraft then “plug” the basket with an external probe. Due to
hose limitations, fuel transfer during drogue refueling is slower than boom refueling. KC-
135 tanker aircraft must have the drogue assembly mounted on the boom prior to flight,
and are thus limited to drogue-only refueling while airborne. Therefore, once airborne,
most KC-135s can only perform one type of refueling at a time. KC-10 refueling aircraft
are equipped with a centerline drogue and an AR boom. They can also be equipped with
wingtip AR pods to expand their drogue refueling capability. They can refuel via both
methods on the same mission although they cannot do this simultaneously. Additionally,
there are a limited number of KC-135 aircraft in the inventory that can be equipped with
external wing-mounted pods to conduct drogue AR while still maintaining boom AR
capability on the same mission. As noted above, this cannot be accomplished
simultaneously. In certain scenarios, this dual refueling capability makes KC-10s and KC-
135s with multipoint refueling systems ideal for use as ground alert aircraft. The USAF
special operations MC-130 is capable of providing dedicated drogue refueling to rotary-
wing and tiltrotor special operations aircraft or conventional aircraft in support of special
operations missions. Detailed discussions of AR operations, missions, and planning are
discussed in Chapter VI, “Air Refueling.”
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Chapter I
e. Air Mobility Mission Categories. There are various categories of missions flown.
(1) AE missions support the movement of patients with qualified aeromedical air
crew members (including civilian specialists with approval), may require special air traffic
control (ATC) considerations to comply with patient-driven altitude and pressurization
restrictions, and utilize medical equipment approved for use on aircraft systems.
United States Marine Corps F-18 receiver aircraft using drogue air refueling system
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General Overview
can be flexibility in adding airlift to accommodate surges in volume of cargo. Both types
of channel users reimburse the Transportation Working Capital Fund (TWCF) based on
weight/cube of cargo or a designated cost per passenger. In many cases, channel missions
operate as part of an integrated or linked set of movements from point of origin to point of
need to consistently deliver requested logistics support when and where the customer
requires. USTRANSCOM, in collaboration with supported CCDRs, establishes TDD
goals and parameters that are key to successful warfighter support. These TDD goals and
parameters can act as indicators of channel performance. JP 4-01, The Defense
Transportation System, provides further details on channel airlift.
(3) Special assignment airlift missions (SAAMs) are airlift missions that are
bought by a user to satisfy one or more validated requirements. SAAMs support DOD
users, as well as other government agencies such as the US Secret Service, Federal Bureau
of Investigation, and Drug Enforcement Administration.
(6) Chairman of the Joint Chiefs of Staff (CJCS) exercise missions operate in
support of CJCS-directed or sponsored exercises. These movement requirements are also
identified in a TPFDD.
(7) AR missions provide in-flight refueling to users; for example, foreign military
sales, aircraft transfers, and unit moves.
(8) Training missions are flown for crew currency and proficiency for airlift, AR
and AE. A specific type of training mission is the joint airborne and air transportability
training (JA/ATT) mission. JA/ATT missions are a joint effort between air mobility units
and other DOD agencies to provide training for both. JA/ATT missions are part of a Joint
Chiefs of Staff (JCS)-directed, AMC-managed, or theater USAF component command-
managed program that provides basic airborne and combat airlift continuation and
proficiency training conducted in support of DOD agencies. These missions include
airdrop, air assault, aircraft load training, AR, and Service school support.
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Chapter I
The global mobility enterprise (GME) is an integrated series of nodes that support air
mobility operations. The four components of the enterprise consist of Airmen, equipment,
infrastructure, and C2. The GME optimizes the capacity and velocity of the air mobility
system to support the CCDRs. The enterprise requires global situational awareness through
collaboration, coordinated operations, and adherence to air mobility processes.
a. NAMS Functions. The mobility air forces (MAF) are those forces assigned to
CCMDs that provide rapid global mobility and conduct air mobility operations. The MAF’s
four core capabilities are airlift, AR, air mobility support/GAMSS, and AE.
(1) Airlift is the movement of personnel and materiel via air mobility forces to
support strategic, operational, and tactical objectives. These forces provide common-user
airlift between or within theaters. Delivery to destination can be done via airland or airdrop
methods.
(2) AR is the in-flight transfer of fuel from an air mobility aircraft to a receiver(s)
in support of strategic, operational, and tactical objectives.
(3) Air mobility support is the capability of providing responsive C2 and ground
support to air mobility forces worldwide. This capability is provided by a limited number of
permanent en route support locations and deployable forces capable of augmenting the fixed
en route locations or establishing new en route locations which is known as the GAMSS.
b. NAMS Forces. NAMS consists of forces that perform intertheater, intratheater, and
organic mobility operations. USTRANSCOM and the GCCs possess air mobility assets that
are capable of performing both intertheater and intratheater operations. Each Service also
possesses some organic air mobility capability.
(2) The bulk of intertheater air mobility operations are conducted in response to
requests from the CCMDs and Services in accordance with (IAW) guidelines set by the
President and SecDef. AMC, as the USAF component of USTRANSCOM, is capable of
conducting and controlling intertheater air mobility operations across the globe.
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General Overview
scale contingencies or to establish en route support at new locations where this support does
not exist. GAMSS forces enable USTRANSCOM to establish a network of support locations
(terminals) linked together by air lines of communications (ALOCs) to create an air bridge.
GAMSS forces, by augmenting permanent terminals or establishing new ones, enable airlift
aircraft to move personnel, equipment, and supplies to the desired location. Airlift, AR, and
GAMSS forces are limited assets; therefore, their use requires detailed and coordinated
planning to meet validated requirements.
(b) The AMC’s 618th Air Operations Center (Tanker Airlift Control Center)
(618 AOC [TACC]) is the C2 node for all USTRANSCOM air mobility missions.
Specifically, the 618 AOC (TACC) receives validated common-user requests; tasks the
appropriate unit; plans the mission; and provides continuous communications connectivity
between intertheater forces, the common-user, and supporting GAMSS forces.
(c) Air Mobility Liaison Officers (AMLOs). The principal purpose of the
AMLO program is to facilitate joint operations integration between air and ground
component commanders (CCs) and their agencies during all phases of joint air movement
and maneuver, and sustainment operations.
(3) Intratheater air mobility forces under the COCOM of designated GCCs, or the
operational control (OPCON) or tactical control (TACON) of designated subordinate
commanders, provide two types of support. General support is provided through a common-
user airlift service to conduct operations within the theater or JOA in response to JFCs’
movement priorities. Direct support may be provided with Service-organic transportation
assets in a combat zone IAW the Service CC’s priorities or one Service component may be
tasked to provide direct support to another Service CC or subordinate commander.
Intratheater air mobility operations are directed by CCDRs or designated subordinate
commanders to meet theater operational and tactical requirements. GCC’s can execute
intertheater operations using their assigned and attached air mobility forces to meet the JFCs
time, place, and mission-sensitive needs and requirements. Each GCC has also established
a joint deployment and distribution operations center (JDDOC), which is patterned after the
USTRANSCOM Deployment and Distribution Operations Center (DDOC). The JDDOC
mission is to support the GCC’s operational objectives by synchronizing and optimizing
strategic and multi-modal resources to maximize force deployment, distribution, and
sustainment. Its objective is to maximize GCC combat effectiveness through improved end-
to-end distribution and asset visibility. During contingencies, a theater direct delivery,
intertheater mission under USTRANSCOM’s control could be redirected to another location
instead of its scheduled aerial port of debarkation (APOD) due to the dynamics (e.g., threats)
in a JOA. In these scenarios, the GCC, through the AOC/AMD, is normally responsible for
the GAMSS’s transload of resources from an intertheater asset to an intratheater asset and
the forward movement of the resources to the final APOD. Interaction between MAF C2
agencies is critical during all intertheater and intratheater operations and can only be
supported by specific C2 arrangements and MAF apportionment both prior to and after a
joint task force (JTF) has been established.
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Chapter I
(4) Organic air mobility forces primarily provide specialized airlift and AR to
Service users. Normally, these forces exist as elements of Service or functional component
aviation arms and are assigned directly to their primary user organizations. These forces, if
assigned to a CCMD, operate under the COCOM of that CCDR. While these forces are not
under the control of the USAF CC, their capabilities and resources should be identified and
operations visible to the 618 AOC (TACC); AMD; and, for a GCC, the JDDOC or a JMC,
which may be established at a subordinate unified or JTF level to support the concept of
operations (CONOPS) and COMAFFOR. In special circumstances under the latter case,
these forces may be utilized to augment intratheater forces and accomplish tasks on behalf
of their Service or made available for common-user tasking.
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General Overview
c. NAMS Components. The NAMS draws its forces and capabilities from both the
civil and military air mobility components. Forces and capabilities apportioned to
USTRANSCOM, geographic CCMDs, and the Services are determined by each
organization’s requirements for the specialized contributions of each NAMS component.
Each component contributes unique capabilities, such as airlifting outsized or oversized
cargo or AR other aircraft, or contributes greater efficiencies, such as passenger or small
cargo express delivery, that collectively give the NAMS its overall ability to meet the
Nation’s needs.
(1) The civil component of the NAMS is increasingly called upon to accomplish
various air mobility operations. It is therefore prudent for all DOD components of NAMS
to maximize their ability to accommodate civil components within the system. The civil
component is comprised of civilian airlift carriers who have signed up as members of the
Civil Reserve Air Fleet (CRAF). The CRAF is a voluntary contractual program where
civil carriers agree to augment military airlift during a crisis in exchange for peacetime
defense business. During peacetime, regional contingencies, and major exercises, CRAF
carriers voluntarily contract to fulfill personnel and cargo movement requirements. CRAF
carriers are contracted daily to fly various categories of airlift, to include channel airlift,
SAAMs, exercise support, contingency support, and charter airlift. This augmentation is
crucial to all common-users since it allows USTRANSCOM to continue to meet routine
scheduled and surge commitments simultaneously. When needed, carriers participating in
the CRAF program can be activated in one of three stages with each stage providing greater
airlift capacity. These stages include Stage I—Committed Expansion (Regional Crisis or
Small-Scale Contingency), Stage II—Defense Airlift Emergency (Major Theater War),
and Stage III—National Emergency (Multiple Theater Wars and National Mobilization).
CDRUSTRANSCOM, with SecDef approval, is the activation authority for each stage of
CRAF. DOD tasks the minimum percentage of assets in each stage necessary to augment
military airlift to meet crisis requirements. During activation, USTRANSCOM, in
coordination with the civil carriers, exercises mission control over the civil aircraft. CRAF
carriers are generally not subject to the same host nation (HN) diplomatic clearance
procedures as DOD military aircraft. When necessary and authorized, foreign flag carriers
may augment US air carriers.
(2) Commanders and their staffs should be aware that the CRAF may not conduct
operations into an airbase that is under attack or contaminated at the time of arrival. Further
information regarding joint operations under CBRN threat conditions is available in JP 3-
11, Operations in Chemical, Biological, Radiological, and Nuclear Environments, and
AMC Pamphlet 10-260, Civil Reserve Air Fleet (CRAF) Aircrew Chemical-Biological
(CB) Warfare Defense Procedures.
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Chapter I
enhanced economic development (in line with national airlift policy), and swift
redeployment. Tender companies also cover beddown and aircrew issues and they enjoy
faster overflight clearance processing since they are not usually required to undergo
extensive diplomatic clearance procedures. Furthermore, the use of civilian aircraft for
military means usually lowers the overall theater presence of the military airlift effort.
(b) Air Mobility Express (AMX). At the request of the supported CCDR,
CDRUSTRANSCOM can establish a special channel mission called AMX to move critically
needed items rapidly to an AOR. The supported CCDR may apportion part of the CJCS-
allocated lift on AMX by pallet positions to each component. For AMX missions to be
effective, the supported CCDR should establish a theater distribution system to deliver
express cargo from APODs to final destination.
(a) Active USAF component forces conduct routine and contingency air
mobility missions in support of all common-user requirements worldwide.
Commanders have full access to these forces, and they are continuously available for
immediate worldwide tasking. Most continental United States (CONUS)-based active duty
air mobility forces are under COCOM of CDRUSTRANSCOM and, in turn, OPCON of
CDRUSTRANSCOM’s USAF component, AMC. Similarly, most conventional theater-
based active duty air mobility forces are under COCOM of their GCC (e.g., Commander,
USEUCOM) and, in turn, under OPCON of their respective USAF component (e.g.,
Commander, US Air Forces, Europe).
(b) Air Force Reserve Command (AFRC) and the Air National Guard
(ANG) provide vital airlift, AR, AE, and air mobility support capabilities to NAMS.
Their forces possess the same capabilities as active duty forces and, in some cases, unique
capabilities not found in the active force (e.g., LC-130). They complement active duty forces
during peacetime through a volunteer system. During contingencies or other national
emergencies, where requirements exceed the capability gained by volunteerism, these forces
may be brought to active duty status either by federalizing guard forces or activating reserve
forces. Approximately 50 percent of the air mobility capabilities are resident in AFRC and
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General Overview
ANG. AFRC and ANG personnel are experienced operators and train to the same standards
as their active duty counterparts.
(c) The Navy Reserve conducts vital routine and contingency air mobility and
limited AE and provides support that is unique to naval fleet operations to NAMS. This is a
unique capability within the Navy Reserve that does not exist in the active force, though they
support the active force fleet. This capability is known as Navy-unique fleet essential airlift
and is designed for intratheater airlift support by linking the APOD to the final fleet logistics
support point for carrier onboard delivery, vertical onboard delivery, or shipping supply.
Composed of support in peacetime through a volunteer system, during contingencies or other
national emergencies where requirements exceed the capability gained by volunteerism,
these forces may be brought to active duty status by activating the Navy Reserve forces. All
of the Navy’s air mobility capabilities are resident in the Navy Reserve. Navy Reserve
personnel are experienced operators and train to the same standards as counterparts in other
Services.
(d) Active and Reserve USMC forces conduct vital airlift, AR, AE, and air
mobility support that is unique to MAGTF requirements. USMC forces require common-
user airlift when deploying into a theater as part of either a maritime pre-positioning force
MAGTF or as an air contingency MAGTF. During maritime pre-positioning force
operations, USMC forces are airlifted to join maritime pre-positioned equipment and
supplies at the arrival and assembly area. Additional fly-in echelons of personnel,
equipment, and supplies are airlifted into the theater to complete and sustain the force. The
air contingency MAGTF requires intertheater airlift of both personnel and equipment.
Depending on the mission, amphibious MAGTF operations ashore may require intertheater
and intratheater common-user airlift support to sustain and/or support the force.
(1) To maximize air mobility effectiveness and efficiency, users and providers
should carefully plan and coordinate its employment. Its flexibility and vulnerability make
it a responsive, but potentially costly, asset to use. The flexibility of the NAMS may,
however, be constrained by its logistic support requirements and its dependence on ground
equipment for some operations (which may not be available in desired locations or
configurations). Properly organized, trained, and equipped air mobility forces can usually
be shifted rapidly between missions and terminals. For example, planes and crews dispersed
on sustainment missions throughout an AOR can be concentrated for a large formation
employment mission. Modern aircraft offer increased mission flexibility because they can
be quickly reconfigured for a variety of loads (palletized and unpalletized cargo, rolling
stock, passengers, AE, and airdrop loads) or different types of in-flight refueling missions.
(a) Operating the air mobility force at its optimal capacity each day
should not undermine its timely reaction to unforeseen emergencies or the shifting
priorities of an operation or campaign. Attempts to bank air mobility forces for later
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Chapter I
missions are usually ill advised, because holding them in reserve entails the certain loss of
irrecoverable daily transportation productivity.
(b) Air mobility aircraft are vulnerable to air and surface attacks.
Similarly, GAMSS units and command elements are organized to provide only for their
local security. These vulnerabilities usually mean that optimal air mobility operations are
most effective in a low-threat environment. Ideally, friendly air defense forces should protect
large-scale or high-frequency operations. Air mobility forces can operate in higher threat
environments by using aircraft equipped with defensive systems; by using other assets to
protect them; or by accepting a possible combination of operational risk, higher loss rates,
and reduced efficiency.
Further information regarding split MOPP and decontamination is available in the Air
Mobility Command Counter-Chemical, Biological, Radiological, and Nuclear Concept of
I-14 JP 3-17
General Overview
(2) The Phoenix Raven program is designed to ensure adequate protection for
air mobility aircraft transiting airfields where security is unknown or deemed
inadequate to counter local threats. AMC Phoenix Raven teams will deter, detect, and
counter threats to personnel and aircraft by performing close-in aircraft security, advising
aircrews on force protection measures, accomplishing airfield assessments to document
existing security measures and vulnerabilities, and assisting aircrew members in the
performance of their duties when not performing Phoenix Raven duties. Phoenix Raven
teams should be considered for all missions that transit high-risk areas. It should be noted
that these are limited resources. Therefore, assigning a fly-away security team may be an
alternative option if Phoenix Raven teams are unavailable.
(3) Limited air mobility forces may not be able to fill all demands placed on
them. The scarcity of air mobility assets is a consequence of both their high cost
(particularly of aircraft) and of limitations on the dimensions and weight of cargo that
individual aircraft or ground support units can handle. Effective and well-coordinated
allocation of these assets requires careful prioritization, especially in the face of changing
mission requirements. This becomes crucial when distances are long or in the absence of a
well-developed surface infrastructure. When time is critical, airlift may be the only choice
to ensure the success of high-priority missions. The central problem of theater planning is
maximizing air mobility operations for immediate requirements, while also maximizing their
contribution to the long-term requirements of the overall operation or campaign. Planners
and operators should weigh the immediate needs of the user against the overall requirements
and priorities of the JFC. As a general guideline, air mobility forces should not be tasked
for movements when surface assets meet shipment requirements.
(4) The operational and logistic characteristics of air mobility forces require
commanders to:
(a) Establish priorities for the air mobility effort that reflect national priorities
and the CONOPS and intent of the commanders they support.
(b) Monitor and assess air mobility capacity, usually expressed in tons or
sorties, on a continual basis.
(c) Specifically task, properly support, and control air mobility forces to
achieve desired objectives.
(d) Require air mobility forces to plan their specific missions and transmit
required statistical data through the logistics and operational systems.
e. Force Visibility. Force visibility shows the current and accurate status of forces at
the strategic and operational level, their current mission, future missions, location, mission
priority, and readiness status. Force visibility provides information on the location,
operational tempo, assets, and sustainment requirements of a force as part of an overall
capability for a CCDR. Force visibility integrates operations and logistics information,
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Chapter I
facilitates global force management, and enhances the capability of the entire joint planning
and execution community (JPEC) to adapt rapidly to unforeseen events to respond and ensure
capability delivery. Force visibility enhances situational awareness and is required to support
force sourcing, allocation, and assignment of forces; force position; sustainment forecasting
and delivery; and forecasting for future force requirements.
(2) In-Transit Visibility (ITV). ITV refers to the capability to track the identity,
status, and location of DOD units and non-unit cargo (excluding bulk petroleum, oils, and
lubricants [POL]), passengers, and personal property from origin to consignee or destination
across the range of military operations as part of AV.
For more information on force visibility, AV, and ITV, see JP 3-35, Deployment and
Redeployment Operations, and JP 4-09, Distribution Operations.
(1) Mission Funding Categories. Use of air mobility aircraft is funded either
through the TWCF or operation and maintenance (O&M) funds. Users reimburse the TWCF
upon completion of their movement of requirements by common-user air mobility forces.
USTRANSCOM/AMC-assessed fees are based on the mission type supporting the user’s
movement. O&M funding occurs out of the Service component budget and, generally, there
is no charge levied directly against the user. The various types of NAMS missions are
designed and scheduled according to their funding category.
I-16 JP 3-17
General Overview
(a) TWCF
2. Training missions flown for currency and proficiency are paid from
O&M funds.
(a) ALOCs and Air Terminals. Establishing ALOCs between air terminals
is key to rapid global mobility. ALOCs are air routings connecting a military force with a
base of operations that maximize load and fuel efficiencies for airlift, AR, and receiver
aircraft, while providing a structure to the airflow. An effective ALOC structure rests on
the proper mix of stage and air bridge operations. Stage operations (known to the air
mobility community as “lily pad” operations) are typified as missions that originate from
a CONUS terminal; delay en route at an intermediate location for refueling, crew stage,
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Chapter I
and/or crew rest; and terminate at an outside the continental United States (OCONUS)
terminal. Air bridge operations are defined as flights between theaters and AORs where
the receiver aircraft’s range is augmented by in-flight refueling on designated AR tracks.
These established routings, air terminals, and AR tracks allow commanders to effectively
and efficiently move and position aircraft, cargo, or personnel. Terminals serving ALOCs
include ground-based locations where resources are either loaded or offloaded. AR tracks
are a series of specified points (usually along a receiver’s route of flight) where refueling
and receiver aircraft conduct in-flight refueling operations. This applies to tankers
refueling cargo aircraft, refueling bombers, or assisting in the movement of fighters as part
of a deployment.
(b) Aerial Port. An aerial port is an airfield that has been designated for the
sustained air movement of personnel and materiel, as well as an authorized port for
entrance into or departure from the country where located. An airfield is an area prepared
to accommodate transiting aircraft (to include any buildings, installations, and equipment).
Some air mobility aircraft are capable of operating on unimproved surfaces, but, for large
operations, it is more effective to establish APODs and APOEs on prepared airfields.
Prepared airfields are usually preexisting facilities, with hard-surface runways, extensive
ground operations areas (for taxiing, parking, cargo handling, and other appropriate uses),
and support infrastructure required for sustained operations. These attributes usually make
prepared airfields the best available locations for air mobility main bases and the best
available terminal for deployment, redeployment, and large-scale employment operations.
These attributes limit the number and location of these types of terminals. As a result,
commanders should expect these terminals to be targeted by adversary forces.
(c) LZ. An LZ is any specified zone used for the landing of aircraft. LZs
are usually less sophisticated than airfields, with facilities meeting only the minimum
requirements of anticipated operations by specific aircraft. They may vary from isolated
dirt strips with no off-runway aircraft-handling areas to hard surface airfields with limited
support infrastructure. The main advantage of LZs is that, in many cases, it is possible to
find or construct them near the operating area of supported forces. A close-by, but less
sophisticated, LZ may offer fewer delays in providing airland resupply to forward-
deployed troops or assistance to humanitarian operations. Due to their isolation and
possible proximity to threats, operating at these terminals requires significant planning.
Detailed information on planning air mobility operations can be found in Chapter III,
“Planning Air Mobility Operations.”
I-18 JP 3-17
CHAPTER II
COMMAND AND CONTROL OF AIR MOBILITY OPERATIONS
“The real excitement from running a successful airlift comes from seeing a dozen
lines climbing on a dozen charts.”
1. General
The value of air mobility forces lies in their ability to exploit and enhance the
speed, range, flexibility, and versatility inherent in air operations. Centralized control
and decentralized execution of air mobility missions are the keys to effective and efficient
air mobility operations. Centralized control allows commanders to focus on those priorities
that lead to victory, while decentralized execution fosters initiative, situational
responsiveness, and tactical flexibility. Although it is not necessary for a single global
organization to centrally control all air mobility forces, all commanders should envision
air mobility as a global system capable of simultaneously performing intertheater and
intratheater missions. Separate but integrated command structures exercise centralized
control over USTRANSCOM-assigned and theater-assigned and attached air mobility
forces. This arrangement ensures a smooth interaction of the intertheater and intratheater
forces.
b. Theater Air Control System (TACS). TACS is the USAF mechanism for
commanding and controlling theater air operations for the COMAFFOR. The AOC is the
senior C2 element of TACS and includes personnel and equipment of the necessary
disciplines to ensure effective control of air operations (e.g., communications, operations,
intelligence).
Further details concerning the structure, functions, processes, and personnel within the
AOC can be found in Air Force Tactics, Techniques, and Procedures (AFTTP) 3-3.AOC,
Operational Employment-Air and Space Operations Center, and Air Force Instruction 13-
1AOC series publications.
2. Command Relationships
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Chapter II
application of these forces. Because they may operate simultaneously across three
environments—intertheater, intratheater, and within a JTF’s JOA—C2 of air mobility
forces can be a particularly complex task. Normally, USTRANSCOM forces remain under
OPCON of CDRUSTRANSCOM when supporting missions in theater.
There are three independent C2 structures that, when integrated, constitute the
global air mobility C2 system. They are the intertheater, intratheater, and JTF
systems.
See JP 1, Doctrine for the Armed Forces of the United States, for further discussion on
command relationships. See the current Global Force Management Implementation
Guidance for additional information on force assignment, allocation, and apportionment.
For more information on request for forces/capabilities, see Chairman of the Joint Chiefs
of Staff Manual (CJCSM) 3122.01, Joint Operation Planning and Execution System
(JOPES) Volume I: (Planning Policies and Procedures).
II-2 JP 3-17
Command and Control of Air Mobility Operations
COMAFFOR may be delegated OPCON of USAF assets and, if designated the JFACC,
will typically exercise TACON of air mobility forces made available to the JFACC. If the
JTF requires additional air mobility forces beyond those already made available for tasking,
additional augmentation may be requested.
(a) Functions as coordinating authority for air mobility with all commands
and agencies, both internal and external to the JTF. The DIRMOBFOR exercises
coordinating authority among the JAOC, AMCs 618 AOC (TACC), and the JMC/JDDOC
for air mobility issues. An essential role for the DIRMOBFOR is serving as the principal
interface between the JAOC, the theater’s logistics directorate of a joint staff (J-4), and the
JMC/JDDOC to ensure appropriate prioritization of air mobility tasks as directed by the
JFACC. The theater’s AOC/AMD chief fulfills the DIRMOBFOR duties during daily
operations.
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Chapter II
(c) Also has distinct responsibilities in relation to JFC staffs. Air mobility
requirements do not originate in the JAOC. They originate at the component level and are
validated by either the theater JMC/DDOC (when established) or by the CCDR’s
operations directorate of a joint staff in coordination with the J-4. This may vary slightly
in different theaters. Consequently, an essential role for the DIRMOBFOR is to serve as
the principal interface between the JAOC, the theater’s J-4, and the JMC/JDDOC to obtain
appropriate prioritization of intertheater air mobility tasks while balancing requirements
and air mobility capability. The DIRMOBFOR coordinates/deconflicts intertheater
movements with the intratheater movements controlled by the theater JAOC/AMD, and
ensures intertheater movement are annotated to the air tasking order (ATO). Clear and
timely communication between the DIRMOBFOR and the JAOC director is essential, as
the JAOC director is responsible to the JFACC for operations (intertheater and
intratheater).
(c) Coordinate with the 18 AF AFTRANS and 618 AOC (TACC) to ensure
the joint force air mobility support requirements are met.
The air mobility C2 system relies on consistent processes and the ability to rapidly
expand to meet the specific needs of the task at hand. This facilitates rapid transition from
peacetime to contingency or wartime operations.
II-4 JP 3-17
Command and Control of Air Mobility Operations
President/
Secretary of Defense
COMAFFOR
AMC/CC
JTF-PO
18 AF JFLCC
EC (AFTRANS)/ JFACC
CC
618 AOC DIRMOBFOR
AOC (TACC)
GLO BCD
Attached
Wings Attached
Airlift Ground Forces
AMOWs CRW Wings
EOC
TOC DZST
EOC
Legend
A/DACG arrival/departure airfield control group JFACC joint force air component
AFTRANS Air Forces Transportation commander
AMC Air Mobility Command JFLCC joint force land component
AMLO air mobility liaison officer commander
AMOW air mobility operations wing JOC joint operations center
AOC air operations center JTF-PO joint task force-port opening
BCD battlefield coordination detachment LNO liaison officer
CC component commander LRST long-range surveillance team
CDRUSTRANSCOM Commander, United States MCT movement control team
Transportation Command 618 AOC (TACC) 618 Air Operations Center
COMAFFOR commander, Air Force forces (Tanker Airlift Control Center)
CRG contingency response group TACT tactical aviation control team
CRW contingency response wing TOC tactical operations center
DIRMOBFOR director of mobility forces USTRANSCOM United States Transportation
DZST drop zone support team Command
18 AF Eighteenth Air Force
EC expeditionary center command
EOC emergency operations center combatant command
GLO ground liaison officer (command authority)
GPMIC Global Patient Movement Integration operational control
Center administrative control
JDDOC joint deployment and distribution coordinating authority
operations center support
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Chapter II
with functional and Service components. The JTF commander will normally assign
JFACC responsibilities to the CC having the preponderance of air assets and the capability
to effectively plan, task, and control joint air operations. If a GCC requires additional air
mobility capabilities, the request must be processed through the Joint Staff for SecDef
approval.
(1) When a JTF is formed, command relationships for air mobility forces will be
established by the JTF establishing authority, normally exercised through the
JFACC/COMAFFOR. The JAOC director is charged with the effectiveness of joint air
operations and focuses on planning, coordinating, allocating, tasking, executing, and
assessing air operations in the OA based on JFACC guidance. The DIRMOBFOR and
JAOC/AMD chief will coordinate with the JAOC director to ensure the intertheater and
intratheater air mobility scheme of maneuver meets the JFACC’s guidance.
(2) The AMD is made up of an air mobility control team, an airlift control team,
an AR control team, an AE control team, and an aerial port control team. Additionally, an
AMD may also include a theater direct delivery cell, an air mobility support team, and
other specialty teams. The AMD integrates and directs the execution of theater assigned
or attached Service organic mobility forces operating in the AOR or JOA in support of JFC
objectives. OPCON of USTRANSCOM-assigned air mobility forces supporting, but not
attached to, the JTF or subordinate command will remain with AMC. This expansion of
C2 systems requires the AMD to interface with the 618 AOC (TACC), other AMDs if
required, and the JAOC combat operations and combat plans divisions to ensure air
mobility missions are included in the ATO. Figure II-2 illustrates the arrangement of the
JAOC and associated command relationships with respect to air mobility operations.
d. Additional C2 Structures. These consist of fixed and mobile units and facilities
that provide the JAOC with the information and communications required to monitor the
ongoing air operation and control USAF aircraft in theater air operations. The broad
organization and functions of these units and facilities are discussed here in their
relationship to intratheater air mobility.
II-6 JP 3-17
Command and Control of Air Mobility Operations
President/
Secretary of Defense
Combatant
Commander CDRUSTRANSCOM
JFC
Theater COMAFFOR
COMAFFOR AMC/CC
Numbered 18 AF
JFACC (AFTRANS)/
AF/CC CC
AOC 618 AOC
(TACC)
JAOC
Director DIRMOBFOR
Theater Assigned
Air Mobility Forces
JAOC Division
Combat Plans
Air Mobility
Attached Combat Ops
Division
Air Mobility Forces Strategy
ISR
Legend
AF Air Force JFACC joint force air component
AFTRANS Air Forces Transportation commander
AMC Air Mobility Command JFC joint force commander
AOC air operations center JTF joint task force
CC component commander 618 AOC (TACC) 618 Air Operations Center (Tanker
CDRUSTRANSCOM Commander, United States Airlift Control Center)
Transportation Command USTRANSCOM United States Transportation
COMAFFOR commander, Air Force forces Command
DIRMOBFOR director of mobility forces
18 AF Eighteenth Air Force command
ISR intelligence, surveillance, and combatant command
reconnaissance (command authority)
JAOC joint air operations center operational control
as designated
coordinating authority
Figure II-2. The Joint Air Operations Center and Command Relationships
for Air Mobility Forces
for joint distribution operations supporting humanitarian, disaster relief, and contingency
operations. The JTF-PO (APOD) consists of an air element for airfield operations and a
surface element for cargo transfer and movement control. The surface element operates a
forward distribution node for clearance of cargo from the APOD. The JTF-PO (APOD) is
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Chapter II
designed to arrive early at an airfield to establish single port management and provide ITV
from the beginning of an operation. The JTF-PO deploys under the authority of the
CDRUSTRANSCOM, in direct support of the CCDR; it is designed to operate for 45-60
days and be relieved by follow-on forces.
II-8 JP 3-17
Command and Control of Air Mobility Operations
oversight; implements policy; and standardizes regulations, clinical standards, and safe
movement of uniformed Services and other authorized or designated patients.
(6) Control and Reporting Center (CRC). The CRC is directly subordinate to
the JAOC and is charged with broad air defense, surveillance, and control functions. The
CRC provides the means to flight-follow, direct, and coordinate the support and defense of
air mobility aircraft operating in the OA.
(7) Tactical Air Control Party (TACP). TACPs consist of personnel equipped
and trained to assist US ground commanders to plan and request tactical air support.
(8) Special Tactics Team (STT). An STT is comprised of USAF combat control
team, pararescue, special operations weather, and selected TACP team personnel capable
of providing terminal control, reconnaissance, and recovery. Special tactics core
competencies include austere airfield control; environmental reconnaissance/objective area
weather forecasting; terminal attack control/fire support operations; personnel rescue and
recovery; battlefield trauma care; and landing/assault zone assessment, establishment, and
control. In addition, the STT include aircrew flight equipment, logistics, weapons, supply,
medical logistics, vehicle maintenance, and radio maintenance. These are highly skilled
individuals who are technical experts and are worldwide deployable to support any type of
contingency. They are uniquely organized, trained, and equipped to facilitate the air-
ground interface during joint special operations and sensitive recovery missions. These
teams can prepare the operational environment for air mobility operations by conducting
survey assessments, weather observations, and reconnaissance and surveillance of
objective airfields, DZs, and assault zones. STTs establish terminal area airspace control
(attack, C2, and air traffic services) at remote assault (e.g., drop or landing) zones and
austere or expeditionary airfields. As special operations forces (SOF), they cannot sustain
these operations for long periods of time. When deployed, STTs become part of the theater
SOF and normally fall under the OPCON of the joint force special operations component
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Chapter II
commander (JFSOCC) or the joint special operations task force. When supporting theater
mobility operations, command authority over STTs should remain in the SOF chain of
command. Command relationships and authority should be clearly stated and understood
by special operations and air CCs. STTs are requested from the JFSOCC for tasking.
(9) The global reach laydown team is an Air Force medical support team that
provides the personnel and equipment required to administer medical care for injuries and
illness, and to administer preventive medical care reducing the risk of a catastrophic or
detrimental event that could impact on mission effectiveness. The team also makes
recommendations to CRF commanders and team chiefs for countermeasures against
environmental and physiological stressors to enhance mission effectiveness. While they
support deployed CRF operations, the medical support team will be under the same
command relationship as the CRF (i.e., if the CRF is OPCON to the JTF, the medical
support team should be also).
(10) AMLOs. AMLOs are highly qualified, rated mobility Air Force officers
selected, trained, and equipped to integrate with and provide air mobility planning and
expertise to supported Army, USMC, and special operations Service and joint force
component staffs. They facilitate joint operations integration between air and ground CCs
and their agencies during all phases of joint air movement and maneuver, and sustainment
operations. AMLOs are capable of providing tactical combat support and training, to
include DZ control and survey, LZ safety officer duties, and basic airfield assessments.
The Commander, 18 AF, normally retains OPCON of the AMLOs assigned to AMC and
gains OPCON of AMLOs assigned to other major commands through the Secretary of
Defense Orders Book process when appropriate. Delegation of TACON of AMLOs will
be articulated in specific 18 AF execution and/or fragmentary orders. AMLOs are granted
direct liaison authority (and coordinating authority when specified) to provide essential
coordination with and between agencies supporting joint air movement and maneuver and
sustainment operations including, but not limited to, the JDDOC; 618 AOC (TACC);
theater DIRMOBFOR; theater AMD; and operations and sustainment components of
Army, USMC, and special operations units supporting aircrews, CRFs, other AMLOs.
(11) Airborne Elements. As airborne C2 nodes, the E-2 Hawkeye and the E-3
Airborne Warning and Control System (AWACS) may perform limited C2 functions in
support of theater air mobility operations.
(12) Army Tactical Operations Centers (TOCs). TOCs are found in Army
units down to maneuver battalions. AMLOs provide input to TOCs at the appropriate
echelon depending on the type or phase of an operation but will normally locate at the
division level and above where air movement and sustainment planning, validation, or
prioritization decisions are made. Intratheater airlift requests will be validated and
prioritized by the Army Service CC.
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Command and Control of Air Mobility Operations
of current intelligence and operational data. The airlift section is collocated with the AMD
and is responsible for monitoring movements on joint airlift operations supporting Army
forces (ARFOR) and providing feedback to ARFOR operations and logistics staff officers.
The airlift section is the single point of contact within the JAOC for coordinating and
monitoring Army airlift requests, changes, and cancellations. The other sections
coordinate fire and close air support for intratheater airlift missions, as appropriate.
(15) Army Movement Control Teams (MCTs). MCTs are responsible for
coordinating the movement of personnel and materiel from air terminals to their designated
destinations. MCTs operate independently of the A/DACG and are responsible for
controlling movement on an area basis.
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Chapter II
(c) Ensure the suitability of the DZ and the ability to recover airdropped
personnel and materiel.
(19) GLOs. Army units may assign GLOs to the JAOC/AOC and theater airlift
EOCs. In those positions, they monitor and report on the current airlift situation to their
parent units. They also advise USAF mission commanders and staffs on Army component
air movement requirements, priorities, and other matters affecting the airlift situation.
GLOs assigned to the JAOC/AOC report through the BCD. They are also the principal
points of contact between the USAF CRGs and A/DACGs for controlling Army theater
airlift movements.
(1) In situations where US forces are not the overarching authority for airfield
operations (e.g., the HN maintains airfield control, operational civil airfield), the SAA
II-12 JP 3-17
Command and Control of Air Mobility Operations
maintains oversight for all US/multinational airfield operations and is the primary
negotiator with the respective airfield officials for any support required.
(2) If dual-hatted as the base commander, the SAA has control and responsibility
for security operations and will exercise TACON over all forces performing base defense
within the base boundary through the C2 mechanism of the base defense operations center
(BDOC) (see JP 3-10, Joint Security Operations in Theater). The base commander,
through the BDOC, addresses threats with attached forces within the designated base
boundary, coordinates with the designated area commander(s) for additional support or
forces, and, if required, requests joint fires within the base boundary. Within this context,
clear lines of authority are required to ensure resources and personnel are protected from
ground-based attacks and standoff attacks commensurate with the commander’s integrated
base defense plan.
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Intentionally Blank
II-14 JP 3-17
CHAPTER III
PLANNING AIR MOBILITY OPERATIONS
“In preparing for battle I have always found that plans are useless, but planning
is indispensable.”
Mobility aircraft can accomplish a variety of missions. The joint planning process
determines the mobility requirements, which drives mobility planning. Joint planning
occurs within APEX used by the JPEC to plan and execute mobilization, deployment,
employment, sustainment, redeployment, and demobilization activities associated with
joint operations. Successful movements start with well-defined requirements from the
users and may involve significant upfront coordination with lift providers. In short, airlift
planning is based on the requirements, and the lift planning process is a joint effort between
the user and provider that requires lead time and diligence. Therefore, mission planning
must include an intelligent application of sound tactical concepts learned from previous
conflicts, operational evaluations, training exercises, tactics development programs, and
threat analysis. Prior to specific tasking and detailed mission planning, a preliminary study
must be done to develop mission profiles and determine the potential for mission success.
Feasibility studies are usually done at the joint command level but may be delegated as low
as wing level planners. Planners are responsible for providing commanders with accurate
assessments during all phases of planning. Most contingency operations will involve joint
forces and should integrate the user in mission planning. In addition, planners should
include intelligence, C2, escort, security/defense, engineering, combat air patrol (CAP),
suppression of enemy air defenses (SEAD), Service LNOs, weather, maintenance, AE
planner and AE PM item medical logistics specialist, cargo handlers and inspectors, and
airspace controllers. The degree of integration will influence the outcome of the mission.
Sharing critical information, especially operational intelligence, between all players
clarifies objectives, develops alternatives, and assesses risk. When aircrew, operator, and
planner are geographically separated, secure communication is imperative.
a. Joint Airspace Control. Air mobility planners should be involved in the creation
of the airspace control plan. Air mobility aircraft typically require preferred altitudes and
routing to avoid or mitigate threats. Congested airspace and potential friendly fire are also
major concerns. In addition, air mobility planning considers international, HN, and
military airspace control plans and procedures.
For further information on airspace control at the operational level of warfare, see JP 3-
52, Joint Airspace Control. For further information on terminal airfield ATC, see Army
Techniques Publication 3-52.3 (Field Manual [FM] 3-52.3)/Marine Corps Reference
Publication (MCRP) 3-25A/Navy Tactics, Techniques, and Procedures (NTTP) 3-
56.3/AFTTP 3-2.23, Multi-Service Tactics, Techniques, and Procedures for Joint Air
Traffic Control.
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Chapter III
2. Marshalling
Marshalling includes the preparations required to plan, document, and load equipment
and personnel aboard the aircraft. The marshalling plan provides the administrative and
logistic procedures to accomplish these tasks. The marshalling area is usually located near
departure camps and airfields to conserve resources and reduce the opportunity for
observation. When the number of departure airfields is limited or when requirements
dictate dispersion, loading may be accomplished on a phased schedule. The USAF
component’s portion of the marshalling operation is developed during air movement
planning and consists of instructions regulating aircraft movement and the parking plan.
These procedures are stipulated in appendix 5 (Mobility and Transportation) to annex D
(Logistics) of the OPORD.
a. Preparations
(1) Planning. The joint force staff coordinates with administrative and logistic
agencies for maximum support during marshalling. This support includes transportation,
communications, and personnel support functions (campsite construction, operation, and
maintenance; messing; and religious, fitness, recreation, and other morale services) and
permits the unit to concentrate on preparation for the movement. Support may also include
local security personnel to supplement normal USAF security at the departure airfield. The
Air Transportability Test Loading Activity is the DOD agency responsible for the approval
of airlift cargo (see Department of Defense Instruction [DODI] 4540.07, Operation of the
DOD Engineering for Transportability and Deployability Program) on fixed-wing USAF
cargo aircraft. Items that exceed certain parameters will create air transportability
problems and delays unless a certificate already exists on the Air Transportability Test
Loading Activity Website.
For details on air base defense, see JP 3-10, Joint Security Operations in Theater.
(2) Logistics. The unit logistics officer normally prepares the marshalling plan.
The plan is an appendix to the service support annex of the OPORD or an annex to the
administrative and logistics order of the airlifted force. It should contain procedures for
cover and deception. The marshalling plan includes procedures for moving units from
marshalling areas through the alert holding and call forward areas to the ready line. Finally,
it includes methods for loading troops and equipment into individual aircraft.
III-2 JP 3-17
Planning Air Mobility Operations
by several common factors. There is no order of priority among these factors, but any one
of them could become the basis for final selection. To avoid concentration of forces,
multiple marshalling areas and departure airfields should be selected. Excessive
dispersion, however, makes C2 more difficult and may diminish the effectiveness of
supporting activities. The factors affecting selection of marshalling areas and departure
airfields are illustrated in Figure III-1.
(a) Establish liaison with the departure airfield control group (DACG).
(e) Ensure adequate shoring and dunnage materials are readily available.
(f) Receive parachutes and other airdrop items and prepare airdrop loads in
coordination with the responsible airdrop support unit.
Figure III-1. Factors Affecting Selection of Marshalling Areas and Departure Airfields
III-3
Chapter III
(g) Prepare and certify aircraft load plans (appropriate USAF officials verify and
approve load plans), personnel, and equipment manifests (and annotate any hazardous
materials by class) and submit them through the DACG (or designated CCDR agent if no
DACG is present) to the supporting airlift elements. As a minimum, manifest information
should be submitted electronically, either via disk or direct system interface, to facilitate
movement processing and ITV reporting. En route messing is a deploying unit responsibility.
(1) CRFs marshall the deploying unit and associated equipment for airlift. The
organization employed depends on the size of the unit being deployed and the number of
aircraft involved.
(2) The A/DACG is the deploying Service component’s counterpart to the CRG,
CRE, or CRT. This organization is sized to support the unit being deployed.
c. Execution
(1) The deploying unit assembles, prepares, and documents its cargo and personnel
for air movement. Discrepancies are identified and corrected prior to air movement. Departure
airfield operations consist of four separate areas of activity. Each activity takes place in a
designated area and involves specific tasks. Figure III-2 shows the four separate areas of
activity and outlines the major functions of each area.
(d) Adequate facilities, to include a relatively clean and illuminated rigging area,
should be provided if tactically feasible.
III-4 JP 3-17
Planning Air Mobility Operations
Unit
Area
Joint
In-check, Inspections
Unit Assembly
Area and
Inspection
Unit Final
Area Briefing
Legend
CRF contingency response force DACG departure airfield control group
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Chapter III
Airmen from the 730th Air Mobility Squadron push cargo into a C-17 Globemaster III.
a few aircraft. Cross-loading does not alter the desirability of keeping ground force crews
in the same aircraft as their vehicles, weapon systems, or other crew-served equipment.
(5) Arrival Airfield Operations. Although arrival operations are not part of the
marshalling process, they are important in air movement. If not orderly, arrival operations
could adversely affect the mission. Arrival operations take place in three main areas—the
offloading ramp, the holding area, and unit area—and begins the “reception” segment of
the joint reception, staging, onward movement, and integration (JRSOI) phase of
deployment operations. JRSOI is the essential process that transitions deploying forces,
consisting of personnel, equipment, and materiel arriving in theater, into forces capable of
meeting the CCDR’s operational requirements. Reception operations include all those
functions required to receive and clear personnel, equipment, and materiel through the port
of debarkation. This process may be modified or streamlined for combat offload
operations. Figure III-3 shows a typical layout of arrival airfield operations.
For more information on the JRSOI phase of the deployment process, see JP 3-35,
Deployment and Redeployment Operations.
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Planning Air Mobility Operations
Provide Minor
Assembly and Services
(Gas, Oil, Unit
Inspection Area
Minor
Maintenance)
Unit
Intransit Area
Holding Area
Unit
Area
Legend
AACG arrival airfield control group MHE materials handling equipment
CRF contingency response force USTRANSCOM United States Transportation Command
(7) Unit commanders or team chiefs coordinate with the A/DACG for use of
available facilities and areas at departure airfields for a command post, communications
centers, briefing areas, and equipment and supply handling points.
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3. Intelligence
For more information regarding the criticality of intelligence support, see JP 2-0, Joint
Intelligence.
a. Vulnerabilities. Air mobility forces are vulnerable during all phases of theater and
international flight operations, at home station, APOEs, en route locations, APODs, and
forward airfields. Mission planning must include a thorough analysis of vulnerabilities
requirements throughout all phases of flight and ground operations. Military and CRAF
flights into civilian airfields and off-base billeting of aircrews create unique vulnerabilities
that must be addressed with local policy authorities. Force protection specialists will work
to ensure that all air mobility vulnerabilities are considered.
b. Threats. Air mobility planning must begin with threat analysis and threat
avoidance. Normally, mobility assets operate in a permissive to low-threat environment.
However, antiaccess and area denial capabilities of threats should be considered when
planning and conducting air mobility operations. These capabilities consist not only of
advanced counter-maritime and counterair systems designed to destroy critical mobile
assets, such as surface ships and aircraft, but also long-range land attack capabilities that
threaten APODs and extend into space and cyberspace. Threat mitigation in the OA begins
with planning and before entry of air mobility assets into the region and may require
III-8 JP 3-17
Planning Air Mobility Operations
significant integration with joint/multinational air and ground combat forces for force
protection during execution. Planners must address the unique aspects of airborne, ground,
space, cyberspace, electromagnetic, medical, and CBRN threats to air mobility operations.
(2) Ground Threats. Air mobility aircraft, aircrews, and support personnel are
particularly vulnerable during ground activities. On/offload operations offer large,
stationary targets for adversary direct fire and standoff weapons. Commanders and their
staffs should consider the employment of expedited ground operations (e.g., engine-
running offload and combat offload/onload) to reduce vulnerability to ground threats.
Perimeter and other security measures should be planned and coordinated with those
responsible for the area outside the base/airfield compound (e.g., joint security area
coordinator).
(4) Electronic Warfare (EW) Threats. Air mobility operations are increasingly
threatened by emerging EW capabilities. Aircrews must plan to use alternative procedures
to overcome communications and Global Positioning System (GPS) jamming capabilities.
Adversaries may attempt to employ EW to disrupt airfield operations at APODs.
(5) CBRN Threat. CBRN threats include the capability to employ and the
intentional employment of, or intent to employ, weapons or improvised devices to produce
CBRN hazards. Use of CBRN weapons against air mobility forces represents a significant
threat. Although aircrews are trained and equipped to operate in a contaminated
environment, the contamination of airlift aircraft may limit options for the deployment,
sustainment, and redeployment of forces. The JFC must take every precaution available to
prevent the contamination of air mobility aircraft and develop plans to decontaminate
aircraft which may become compromised.
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USTRANSCOM and/or GCC assets when directed by SecDef to do so. DOD movement of
contagious patients requires approval of the GCCs, CDRUSTRANSCOM, and SecDef in
consultation with medical authorities. To prevent the spread of disease, the JFC will institute
passenger screening measures. Patients with known or suspected highly contagious diseases
should receive treatment in place.
(1) Ideally, threat avoidance is the preferred defensive tactic for mobility aircraft.
Threat avoidance tactics include over-flight, alternate routing, operating at night or in
adverse weather, and using EZ operations. Since not all mobility aircraft, especially
tankers, possess warning and defensive systems, they must depend upon CAP and SEAD
assets for protection and threat warnings, as well as basing outside the range of antiaccess
and area denial capabilities such as long-range aircraft and cruise missiles. While mobility
aircraft can reduce risk through threat-avoidance tactics, commanders should consider the
lack of defensive countermeasures and perform proper operational risk management prior
to operating air mobility aircraft in uncertain or hostile environments. This limitation can
reduce air mobility assets’ flexibility to support national policy across the range of military
operations and should be considered by planners of both combat and combat support
missions. Therefore, using the most up-to-date intelligence from the JFC to identify
potential threat locations is key to mission planning.
(2) When avoidance is not possible, threat mitigation is the next preferred option.
Planners can mitigate the threat to mobility aircraft by using a variety of active and passive
measures. Active protective measures include fighter escort, ground support forces
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Planning Air Mobility Operations
employing measures that deny potential threats from interdicting air routes, antiaircraft
defenses, ballistic missile defenses and tactical lasers for airfield defense, and SEAD.
Passive measures include such things as air base defense; route and altitude selection;
reduced ground times; dispersed aircraft basing operating at night or in adverse weather;
and self-defense systems, including the use of onboard warning receivers, flare/chaff
dispensers, and CBRN detection devices. For CBRN hazards, it may not be possible to
avoid aircraft contamination, especially if the mission is critical. Some measures to
mitigate the effects of CBRN hazards include limiting the retrograde of contaminated cargo
to “MC” cargo and identification of a theater decontamination plan for air mobility aircraft.
The Services do not have the capability to conduct clearance decontamination; therefore,
once an aircraft is contaminated, its utility will be restricted.
5. Communications Systems
b. The most appropriate component will have responsibility for the following
functions:
(2) Develop and maintain a communications net for early operations in the
objective area.
(3) Develop and maintain a communications net between the departure airfield
and LZ (or arrival airfield) for airland operations.
(4) Secure rapid and reliable communications from the objective area through the
communications and computer systems of geographic CCMDs and other headquarters
immediately upon the arrival of airlift personnel, communications from the joint force
headquarters to and between component commands, and from DOS or other agencies in
the objective area.
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(4) Consolidated Air Mobility Planning System. Provides air mobility mission
planners with an integrated view for airlift and AR requirements management, planning,
and scheduling of air mobility forces to support peacetime, contingency, humanitarian, and
wartime operations. It also provides advanced user capabilities for operational planning
and allocation management for AR missions, SAAMs, and GCC airlift requirements.
(5) Global Decision Support System (GDSS). As the primary C2 system for
airlift and AR missions, GDSS provides aircraft schedules, arrival and/or departure, and
aircraft status data to support ITV of aircraft and aircrews.
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Planning Air Mobility Operations
6. Sustainment
a. Historically, demand for items increases faster than the supply system can provide,
and special management actions might become necessary. Anticipating the demand for
sustainment movements requires a shared situational awareness and close collaboration
between staffs during development of future plans and future operations concepts.
Sustainment movements are usually a combination of push and pull resupply that requires
a flexible means of modulating airlift capacity to respond to varying demand patterns and
TDD parameters.
c. Routine sustainment planning usually assumes that user requirements and general
air and ground security situations allow some flexibility in the actual delivery times of
specific loads.
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cargo can be handled effectively. Operational effectiveness is the primary objective, and
the efficient use of aircraft and support resources is secondary.
7. Assessment
(4) Availability of fuel at support locations may limit air mobility support. POL
planning/requirements should include the amount needed for aircraft and ground
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Planning Air Mobility Operations
equipment. Planners should consider POL storage capacity, fueling system condition
and type, and dispense rates, as well as POL acquisition, either from the HN or by
resupply. Aircraft fuel is usually a major limiting factor and should therefore be the
primary focus. At austere locations, aerial refueling can lessen the effects of shortages
in ground refueling capabilities.
b. In planning for multinational operations, the joint planner should be aware of the
legal considerations in providing or receiving logistics support from multinational
partners. The Foreign Assistance Act, the Arms Export Control Act, acquisition and
cross-servicing agreement authority, the Federal Property and Administrative Services
Act of 1949 (as amended), the Fly America Act, and the Cargo Preference Acts all
address the degree of support that the US can provide to or receive from other nations.
In addition, specific legislative language contained in DOD authorization or
appropriation acts may limit US ability to receive and/or provide logistic support from
and/or to allies. The joint planner should include the legal advisor in all stages of
multinational operations planning and execution for legal compliance.
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Chapter III
It is important to ensure all planners understand the capabilities and limitations that each
country brings to the fight. In the event no established multinational guidance is
available, planning considerations for multinational air operations should resemble those
for joint operations.
b. Planning for Mobility Air Forces Cost Avoidance Tankering. The process of
ferrying “lower-cost” fuel for use in follow-on mission legs in lieu of buying “higher-
cost” en route fuel. AMC’s visibility of Defense Logistics Agency cost of delivering fuel
allows MAF planners to leverage economic benefit by aircraft ferrying lower-cost fuel
without reducing payload or producing a negative mission impact.
c. Planning for Detainees. Detainee collection points should be located near air
terminal facilities to aid in air evacuation but not so close that they are endangered by
possible enemy targeting.
e. AE
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Planning Air Mobility Operations
Specialty medical teams may be assigned to work with the AE aircrew to support patients
requiring more intensive en route care.
(1) Other specific considerations that may be important to the success of these
operations are local air superiority and the possible need for friendly military deception
(MILDEC). Such operations should mask these withdrawal movements for as long as
possible. Clearly, the likelihood of success will be increased by conducting these
operations early enough to allow for comprehensive planning and organized
execution. Once the appropriate ground force commander orders an operation and
establishes movement priorities, load plans, and departure points, the COMAFFOR or
JFACC (if designated) should control the air movement. GAMSS units should be
placed at the departure points, if possible.
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(2) The ground force commander should provide trained loading teams at
the departure points to assist airfield support units in loading and securing equipment,
with technical assistance and supervision from USAF personnel. Specific withdrawal and
equipment destruction procedures are contained in appropriate Service manuals.
(1) EW. EW threat planning is critical to airlift operations. The threat of directed
energy (e.g., lasers and high-power microwave) weapons, as well as the adversary’s
infrared and traditional electronic attack radio frequency energy capabilities to MAF
operations, is increasing in sophistication and effectiveness at an accelerating rate.
Mobility forces also require enhanced situational awareness, force protection, reduced
radar cross section, and defensive systems to survive in the electromagnetic environment.
Effective countermeasures such as flare-based defensive systems and large aircraft infrared
countermeasures reduce the lethality of threats encountered when avoidance is not possible
or unknown. The MAF generally accepts aircraft arrivals and departures to be in the
“public domain” and are concerned with probable/likely threat in the vicinity of airfields.
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Planning Air Mobility Operations
Protocol Router Network and Non-classified Internet Protocol Router Network. Because
threats attack our information sources and information systems at multiple locations
simultaneously, cyberspace security actions are essential. The MAF must ensure Service
components comply with established US Cyber Command cyberspace policy and guidance
to provide well-defined boundaries with protection mechanisms (e.g., firewalls, system
interoperability solutions, data management zones, and intrusion detection and protection
systems) that monitor and detect unauthorized internal and external activity.
(4) OPSEC. OPSEC denies the threat information required to correctly assess
friendly capabilities and intentions. OPSEC planning identifies critical information to
determine if air mobility plans can be observed by a threat intelligence systems. Once
critical information has been identified (such as for protection reasons, force composition,
movement and refueling schedules, troop and equipment), then security measures and
procedures are executed to eliminate or reduce adversary exploitation. Unlike other
security programs that seek to protect classified information, OPSEC measures identify,
control, and protect generally unclassified mobility operations mission profiles and
signatures associated with sensitive operations and activities.
For more information on integrating information into planning, see JP 3-0, Joint
Operation; JP 3-13, Information Operations, and JP 5-0, Joint Planning.
j. Public Affairs (PA). For air mobility operations, PA planners use information and
knowledge gained through research to enhance the commander’s understanding of the
operational environment to shape the commander’s initial planning guidance and intent,
which must include communication considerations. Communication plans are not separate
from operation planning and operations plans should include communication
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Chapter III
considerations and activities from the beginning. Communication plans highlight higher
headquarters PA guidance and messaging, identify the communication challenges or
opportunities, identify and segment key publications, define communication objectives that
support command/mission goals, develop measurable objectives to achieve these goals,
and employ communication activities appropriate to the situation and desired outcome that
do not compromise OPSEC or information security. Throughout the planning process, PA
professionals lead communication synchronization with other information-related
capabilities to minimize the adverse effects of inaccurate information and analysis,
propaganda, violations of OPSEC, and the spread of disinformation and misinformation
that could otherwise threaten US and multinational efforts.
k. Special Technical Operations (STO) Planning. The AMC or JAOC STO cell
integrates STO capabilities in direct support of mobility operations during deployment and
redeployment. The AMC STO cell coordinates with appropriate JAOC STO cells and
capability providers to ensure planning and execution of STO capabilities. The JAOC STO
cell is integrated into the JAOC divisions to develop the required classified annexes for
STO capabilities. Effective support for the JFC’s mobility requirements demands air
mobility experts are integrated into the STO and that STO cell representatives understand
and develop support plans to enhance mobility operations.
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CHAPTER IV
AIR MOBILITY SUPPORT
1. General
a. The reduction in forward-deployed forces following the end of the Cold War
resulted in an increased dependence on air mobility to project US military presence
throughout the world. In turn, there grew an increased dependence on the GAMSS to
provide rapid global air mobility. The mobile forces of the GAMSS enable the en route
system to expand or contract as necessary, providing worldwide coverage and lending
direct support to the rapid global air mobility concept.
b. GAMSS forces are drawn from active duty, USAF Reserve, and ANG components.
Collectively, these components provide the forces that make up the fixed CONUS and
overseas GAMSS organizations, as well as the deployable forces stationed primarily in
CONUS. These components support operations throughout the range of military
operations.
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Chapter IV
capability, the Army provides the required support to interface with the CRF and begin the
staging and onward movement phases for deploying personnel, equipment, and materiel.
Specific Service organizations include:
The JTF-PO also built a strong relationship with the Navy Seabee
element that was invaluable in the structural building of the new cargo
yard and fuel farms that were essential to mission success. Finally, the
JTF-PO established a close working relationship with the joint special
operations task force element that provided information and intelligence
for JTF-PO operations and in return were provided a section of the cargo
IV-2 JP 3-17
Air Mobility Support
yard to be used as a forward area rearming and refueling point for their
rotary-wing assets.
For this mission, the JTF-PO remained under the operational control of
CDRUSTRANSCOM but worked in a direct supporting relationship with
United States Central Command (USCENTCOM). The JTF-PO worked
closely with, and provided support to, multiple agencies, including US
Forces Afghanistan, RC-N of the ISAF, the USCENTCOM Joint
Deployment and Distribution Operations Center, the Air Mobility
Divisions at Air Forces Central Command and US Air Forces in Europe,
and 618th Air Operations Center (Tanker Airlift Control Center).
Various Sources
(1) USMC Component. During a major theater deployment, the USMC will
employ a Marine air-ground task force deployment and distribution operations center
(MDDOC) to coordinate all strategic, operational, and tactical lift requirements for land
and air forces. The MDDOC is a standing organization located within the MAGTF
command element. The MDDOC will conduct integrated planning, provide guidance, and
coordinate and monitor transportation and inventory resources as they relate to
management of the MAGTF’s distribution process. Functions normally conducted by the
MDDOC must be performed simultaneously both in garrison and forward to facilitate force
generation, embarkation/deployment, debarkation, employment, sustainment, and
retrograde/redeployment. The size and scope of the MDDOC scales to meet mission
requirements for the size of the MAGTF it supports. In theater, the MDDOC coordinates
activities per the respective CCDR theater policy and guidance.
(2) Army Theater Sustainment Command (TSC). The TSC is the logistics C2
element assigned to the Army Service component command (ASCC) and is the single
Army sustainment (less medical) headquarters within a theater of operations. It is
responsible for executing logistics and distribution capabilities for port opening, theater
opening, theater distribution, and sustainment functions in support of ARFOR.
Additionally, the TSC may provide lead Service support for designated common-user
logistics to other USG departments or agencies, multinational forces, and NGOs as
directed. The TSC manages theater distribution and executes distribution operations IAW
ASCC component logistics staff officer priorities. It develops the ASCC’s distribution
plan and synchronizes materiel and movement management and is also responsible for
coordinating the protection of theater distribution nodes. The TSC can employ one or more
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Chapter IV
(3) Army Sustainment Brigades (SUST BDEs). SUST BDEs are subordinate
commands of the TSC. All SUST BDE headquarters plan, synchronize, monitor, and
control sustainment operations within their assigned area of operations. SUST BDEs are
task-organized to conduct theater opening tasks, sustainment, and theater distribution tasks
during the early phases of an operation or across all phases of an operation if it is the only
SUST BDE in the JOA. With a different task organization, the same SUST BDE can
transition to a theater distribution mission or sustainment mission. Theater opening
functions set the conditions for effective support and lay the groundwork for subsequent
expansion of the theater distribution system. The critical tasks for a SUST BDE in a theater
opening role include: theater reception support, staging onward movement/distribution
management, life support, and initial theater sustainment.
(4) Army Aviation. The theater airfield operations group and airfield operations
battalions are organized and equipped to facilitate early entry contingencies and the
establishment of expeditionary airfields in support of Army and joint aviation operations.
These organizations provide expeditionary airfield management and C2 at theater-level
airfields, forward operating bases (FOBs), LZs, and other areas designated by the JFC.
(5) Normally, an Army, USN, or USMC A/DACG assists the mobility forces in
processing, loading, and off-loading of deploying and arriving Service component
personnel and equipment; for the Army, elements of an MCT and an inland cargo transfer
company typically operate the A/DACG. The capabilities of the A/DACGs are tailored
based on the mission and military units performing aerial port operations. An A/DACG
will:
(a) Coordinate and control the reception and/or loading of units for
deployment and redeployment.
(b) Coordinate with the installation commander and the commander of each
Service deploying unit.
(c) Provide a liaison to the mobility force (normally the air terminal
operations center).
b. In addition, HNS may be used to free up reception assets and minimize the logistic
footprint at the APOD and/or APOE. Close coordination with HNS activities is necessary
to balance the operational requirements of all organizations competing for limited
resources.
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Air Mobility Support
The capabilities provided by the GAMSS are C2, aerial port operations, and aircraft
maintenance. While GAMSS functions at fixed locations are robust, the deployable assets
are designed to be temporary in nature with a planned redeployment or replacement. En
route locations are normally tasked to provide C2, aerial port operations, and aircraft
maintenance services. However, basic and other support functions (e.g., combat support,
aircrew flight equipment, intelligence) can augment in-place operations, creating a more
robust throughput and support capability. The level of support can be tailored to match the
workload requirements. Consequently, deployable GAMSS forces can provide a method
for expanding capabilities at an existing location or establishing capabilities where none
exist. To ensure continuity of operations and to allow GAMSS forces to appropriately
reconstitute for follow-on operations, planners should coordinate the replacement and
redeployment of GAMSS forces early in the planning process.
(d) CRF, STT, AMLO, and ground force assault team requirements.
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(i) JIPOE products and exchange of current and early warning intelligence.
(3) One of the most important features of the GAMSS is its support of ITV and
mission tracking/planning. Commanders depend on accurate, timely ITV of assets to more
efficiently manage those assets and associated supporting operations. Consequently, the
effectiveness of the GAMSS relies significantly on integration of ITV data into a
comprehensive picture. Without such integration, the ability to achieve rapid global
mobility is compromised. In selected cases, SOF STTs can provide a limited initial C2
capability, both traffic control and aircraft reporting.
(4) Various computer and communications systems along with their associated
databases and peripheral equipment are included as elements of the GAMSS.
c. Maintenance
(1) GAMSS aircraft maintenance support is based on forces and materiel sourced
from CONUS and OCONUS units. Planners and units receiving maintenance
augmentation from GAMSS forces should consider supplementing maintenance capability
as soon as practical to ensure sustained operations. Designed primarily to support mobility
aircraft operations, deployable GAMSS maintenance units are not intended to provide
sustained maintenance.
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Air Mobility Support
Several USAF MAJCOMs possess GAMSS elements. AMC GAMSS forces are
aligned under the USAF Expeditionary Center’s administrative control, with assets at
fixed overseas locations, as well as CONUS-based deployable assets. Unless otherwise
directed, Commander, 18 AF, retains OPCON of deployed GAMSS forces.
a. GAMSS fixed assets are sized, manned, and equipped to support peacetime
common-user air mobility operation. Fixed assets consist of the following:
(1) Contingency Response Wing (CRW). AMC has one CRW that is organized
to produce deployable CRFs, building partner forces, rapid AMD augmentation, and
AMLOs. The CRW as an organization does not deploy. However, it coordinates the
readiness and deployment of subordinate contingency GAMSS elements providing
expeditionary en route support, airbase opening, support for building partner capacity,
rapid AMD augmentation, and AMLO capabilities. These forces deploy on order from
CDRUSTRANSCOM or 18 AF/CC. CRW elements are designed for a decreased
transportation and logistics footprint to support short duration operations or as a quickly
deployable force that can support mission requirements until a more robust unit can deploy
for a longer duration. CRFs deployments do not normally exceed 45 days. Written
approval from the commander with OPCON authority is required to use CRF assets and
personnel to support any non-primary mission requirement. The C2 of GAMSS elements
follows the normal C2 pattern of air mobility forces.
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training. These assets are equipped and manned to support the contingency and/or
wartime air mobility operation. The deployable assets consist of the:
(4) CRT. A CRT is an expeditionary C2 force that performs the same functions
as a CRE but on a smaller scale. CRTs are comprised of 11-30 personnel and normally led
by a non-commissioned officer. They provide a level of aerial port and C2 services capable
of supporting a working MOG of one aircraft for 12-hour a day operations, with 24-hour
C2 coverage.
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Air Mobility Support
(6) USN Support to the GAMSS. USN air cargo companies are units
subordinate to both active duty and reserve component USN cargo handling battalions.
They may augment the USAF’s aerial port operators or conduct independent aerial port
operations. They interface with USN fleet logistics and AMC’s air operations.
(1) C2,
(a) Airfield Survey Team. These personnel are trained and equipped to
deploy to airfields, assess the capabilities of the airfield and its supporting facilities,
and relay that information to the appropriate authorities who deploy any needed
augmentation or engineer forces.
(c) Airlift Control Flight (ALCF). ALCFs are part of the GAMSS that
are gained by AMC. Personnel deployed from the ALCFs perform the core C2
functions of a CRE or CRT. Additional capability beyond C2 such as aerial port and
aircraft maintenance are sourced and tasked elsewhere (typically from the CRWs or
various mobility wings).
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Chapter IV
(e) Security Forces. Air mobility missions operate in areas where a threat
may exist. To mitigate these threats and provide limited aircraft security when appropriate
base defense forces are not present, AMC maintains deployable security forces called
Phoenix Raven teams comprised of individuals trained and equipped to provide protection
of the aircraft when transiting high-risk areas. These forces may be augmented by CCDR-
controlled fly-away security teams, who are trained to meet requirements to detect, deter,
and counter threats to personnel and aircraft at deployed locations by performing close-in
aircraft security and advising aircrew on dealing with detainee personnel. These forces
may be part of an airfield opening effort but do not provide sustained primary airfield
security.
Shortly behind this small team was the first real-world use of an entire
Air Force CRG and Army Rapid Port Opening Element (RPOE)
combined. The 817 CRG and 688 RPOE joined to form USTRANSCOM’s
JTF-PO. Their mission was to safely run aerial port operations and
maximize humanitarian assistance throughput at the relatively small,
single-runway airport. After waiting in the holding pattern of Toussaint
Louverture International Airport in Port-au-Prince for 2.5 hours, the joint
assessment team (JAT) stepped off the aircraft the morning of 14
January to chaotic conditions.
The parking area at Toussaint Louverture only had 10 spots for large
aircraft. Prior to the JAT’s arrival, aircraft were parked close together
and the airfield was crowded with all manner of trucks and people
resulting in dangerous aircraft ground operations. If an accident
occurred on the airfield’s only runway, it could shut down the only major
airport in Haiti—with disastrous consequences for the relief effort. The
JAT immediately began inspecting the control tower, passenger
terminal, and areas for the JTF-PO main body use immediately upon
arrival.
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Air Mobility Support
A couple of hours after the JAT landed, the JTF-PO commander and
main body arrived on five C-17s. The team immediately began
coordinating bed-down and operations efforts with the JAT, SOF
controllers, special tactics teams, and Soldiers from the 688th RPOE.
On the periphery of the busy airfield, a 26-man security forces (SFs)
team set up a layered defense of the damaged perimeter. It soon
became apparent more SF assistance was needed. On 24 January, a
squadron of SF airmen from the 820th Base Defense Group, Moody Air
Force Base, Georgia, arrived and began working alongside JTF-PO
defenders to fully secure the airfield.
The JTF-PO brought order to the parking area by controlling the flow of
aircraft. A CRG maintenance crew chief was assigned to the SOF
special tactics teams who were directing aircraft ground and air traffic.
This Airman’s role was approving movement into the parking areas and
assigning parking locations to arriving flights, preventing taxiway
bottlenecks, and delays. Within a day, this logistical solution doubled
the number of aircraft transiting the airfield. Due to the myriad of aircraft
supporting the relief effort and a lack of compatible ground handling
equipment, foreign aircraft were often unloaded by hand.
(1) Successful deployment and employment of forces and materiel depend upon
timely and accurate planning of all US and coalition supported and supporting components.
The GAMSS is an integral part of the air mobility force, and its integration into the initial
deployment flow is critical to any effective planning process. Although relatively small in
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numbers, GAMSS forces fill a vital niche, and successful accomplishment of air mobility
operations hinges on this support. Defined areas of operations and responsibilities for
GAMSS personnel should be specified during planning of seizure/airfield opening
operations.
(2) These forward-deployed forces may augment the JDDOC in managing the
deployment of intertheater and intratheater assets for the supported CCDRs and, when a
contingency is complete, the redeployment of forces. Their effectiveness is directly related
to a commander’s understanding of a number of planning factors. Each factor needs careful
consideration to ensure the GCC’s requirements and objectives are achieved. All these
factors are interrelated and, therefore, should not be considered in isolation. To ensure
adequate support, coordination between GAMSS forces and theater planners should occur.
The following planning factors, while not all-inclusive for every operation, give
commanders the parameters involved in the proper use of GAMSS forces.
(a) Task. Although specific circumstances and deployed locations may vary
and the GAMSS composition will change, the operational task and purpose of the GAMSS
remains constant. The basic requirement is to deploy GAMSS forces to a location where
they either establish operations at a previously unsupported base or augment the in-place
or permanent en route support system to conduct mobility support to worldwide common
users. Worldwide taskings for GAMSS forces center on this operation. The fixed
infrastructure is composed of CONUS and overseas en route locations. This entire network
is the foundation for GAMSS operations and their locations provide C2, logistics, and
aerial port services to meet DOD operational requirements.
(b) Threat. CCDRs should always be alert to the possible threats facing
GAMSS forces. This includes noncombat missions like humanitarian support missions.
Forces may face threats to security from individuals and groups, as well as military and
paramilitary units. Threat assessments should be conducted in consultation with
intelligence, security forces, counterintelligence forces, medical planners, interagency
partners, and in-country diplomatic and defense liaison personnel. A provision for force
protection is required for any operation. The threat assessment will determine the level of
force protection required. It may be necessary to consider delaying deployments until the
situation and area are stabilized. Threats can directly affect the flow of air mobility
operations and objectives of the JFC. Although GAMSS forces are trained to protect
themselves against both conventional weapons and CBRN threats and hazards, they should
be augmented by a dedicated force protection element whenever the assessed threat affects
operational success.
(c) Core Capabilities. The capabilities of the trained GAMSS forces are a
fundamental consideration. These forces have unique capabilities. They have multiple
technical qualifications and are packaged as deployment modules. They train as modules
and every effort should be made to deploy them as such. This training, experience, and
IV-12 JP 3-17
Air Mobility Support
(1) Footprint. The number of people, the amount of equipment deployed for an
operation, and the physical space they occupy on the ground comprise the footprint of the
force. The scale of any operation determines the footprint, but the proper balance of people
and equipment and using the reachback concept can minimize the footprint of deployed
forces. As footprint size increases, more airlift is required to support these forces and less
airlift is available to meet other JFC requirements. Diplomatic restrictions may affect the
size of a footprint. A HN may limit the number of foreign personnel on its soil, making
the need for reachback support even more crucial. Paring and tailoring of forces based on
the in-place infrastructure can also reduce the footprint. This reduction allows airlift assets
to be reassigned for other priority taskings.
(2) BOS and Expeditionary Combat Support (ECS). GAMSS forces may
deploy with limited or no organic BOS or ECS assets. Therefore, the supported
commander should be prepared to meet the additional requirements of GAMSS forces. If
tasked to augment theater-assigned BOS or ECS personnel, the GAMSS force commander
can plan for and deploy with additional support personnel.
(3) HNS. Deployed operations always rely to some extent on HNS. HNS can
include diplomatic clearances, airspace access, lodging, food services, POL, water,
communications, labor, or other types of support. Assessment of HNS capability and
willingness is a critical consideration in the planning phases. Shortfalls in HNS are
normally overcome through additional supply efforts including contract support. If this
assessment is not accurate, forces will not have adequate support to conduct operations or
finite transportation capacity will be wasted on cargo already available at the deployed
location. Use of HNS agreements can be an effective force enabler and force multiplier.
Obtaining local labor support from the HN affords US forces economy of force. The force
multiplying effect is the reduced airlift required for force support. Footprint size is also
dramatically reduced when HN services and support are maximized. To comply with
congressional oversight, HNS should be tracked and reported to the applicable command
element.
IV-13
Chapter IV
to support air mobility operations (i.e., base operational support, transportation, and
security). Contracted support and its associated contractor management challenges must
be integrated early in the operation planning process.
For more information on operational contract support, see JP 4-10, Operational Contract
Support, and DODI 3020.41, Operational Contract Support (OCS). For detailed
information on planning operational contract support, see CJCSM 4301.01, Planning
Operational Contract Support.
IV-14 JP 3-17
CHAPTER V
AIRLIFT
1. General
a. Airlift operations transport and deliver forces and materiel through the air
in support of strategic, operational, and/or tactical objectives. Airlift offers its
customers a high degree of speed, range, and flexibility. Airlift enables commanders to
respond and operate in a wide variety of circumstances and time frames that would be
impractical through other modes of transportation.
2. Airlift Operations
Airlift operations are defined by the nature of the mission rather than the airframe
used. Most aircraft are not exclusively assigned to one operational classification. In fact,
the vast majority of the air mobility force is capable of accomplishing any classification
of airlift. Intertheater and intratheater capabilities are available to all users of USAF
airlift.
V-1
Chapter V
commercial aircraft to support the sustainment flow that must begin as soon as
deployment operations begin.
(2) A key strength of airlift is its ability to quickly redeploy forces from one
theater to another. Airlift enables commanders to rapidly reposition forces between
theaters, thereby deterring threats from acting when US forces are engaged elsewhere.
(4) The JFC must anticipate that formerly contaminated aircraft may be
removed from intertheater airlift operations.
(1) Unit movements within the theater are in response to the JFC’s operation or
campaign plan. Once combat units are deployed to a theater, the JFC may use intratheater
airlift to maneuver forces to exploit weaknesses in the adversary’s position. In this
capacity, airlift allows the JFC to reposition forces expeditiously, achieve surprise, and
control the timing and tempo of operations.
(2) Movements within a theater also permit the continuing resupply of forward
units. These requirements normally are predictable, regular, and quantifiable when the
forces are not engaged in combat operations. During pre- or post-hostilities, these
requirements can usually be fulfilled through a fixed resupply schedule. However, once
forces are engaged, resupply requirements increase dramatically and become more
unpredictable and variable. The ability of airlift to rapidly and flexibly accommodate the
critical resupply requirements of units engaged and operating in such a dynamic
environment provides commanders with an essential warfighting capability.
3. Airlift Missions
The primary mission of airlift is passenger and cargo movement. This includes
combat employment and sustainment, AE, special operations support, and OSA. USAF
airlift forces perform these missions to achieve strategic-, operational-, and tactical-level
V-2 JP 3-17
Airlift
objectives across the range of military operations. Normally, movement requirements are
fulfilled through regularly scheduled channel missions over fixed-route structures with
personnel and cargo capacity available to all customers. These regularly scheduled
requirements are validated through the appropriate Service organization to
USTRANSCOM or GCC and then tasked by the 618 AOC (TACC), an AMD, or another
appropriate C2 node. Depending on user requirements, requests not supportable through
the channel structure can be fulfilled through use of other mission categories such as
SAAM, exercise, and contingency missions. Requests that cannot be satisfied by any of
the above missions may be referred to other transportation modes of the DTS. The airlift
system has the flexibility to surge and meet requirements that exceed routine, peacetime
demands for passenger and cargo movement. For example, during Operation ENDURING
FREEDOM (OEF) and Operation IRAQI FREEDOM (OIF), new channel routes and
structures were established to support significantly increased airlift demands.
V-3
Chapter V
surface forces directly and quickly into battle and to sustain combat operations. For
example, combat missions may involve airdropping paratroopers behind adversary lines.
Combat sustainment missions may consist of reinforcement of front-line forces engaged
with the enemy. Airlift affords commanders a high degree of combat maneuverability
permitting them to bypass adversary troop strongholds. This provides friendly forces a
potent offensive advantage and complicates the adversary’s defensive preparations. The
combat employment and sustainment mission usually accounts for a small percentage of
total airlift sorties; nevertheless, its importance is far greater than the number of sorties
indicates. This is a capability which, in most circumstances, cannot be accomplished by
other means.
(1) While this mission provides significant capabilities, it also carries substantial
risk. Success in combat and combat support hinges on air superiority and threat avoidance.
This requires accurate and timely intelligence regarding threats along the ingress and egress
routes and over the target area. Once delivered to the target area, the inserted force may
be totally dependent upon subsequent airlift operations for sustainment, movement,
withdrawal, or redeployment.
V-4 JP 3-17
Airlift
This operation highlights two key points: first, it shows the Commander,
USTRANSCOM, as a warfighting commander with the appropriate
authorities to determine resource allocation. Had C-17s been used, it
would have required 45 sorties, as opposed to 28 C-5 sorties. The
aircrews flew tactical arrivals and departures, and ground personnel
conducted engine running onloads to minimize ground time in
Kandahar- ground times were cut to as little as 25 minutes, vice the
normal 3 hours, 15 minutes. Most of this time savings was due to
eliminating the ground refueling requirement. Minimizing the number of
aircraft and sorties maximizes safety in all cases, but it is especially
important in combat zones.
The second point this operation highlighted was the fact that often it is
better to use a supported/supporting command relationship. There are
times when it’s more effective to delegate operational control of aircraft
to the supported combatant command component commander, but
many times it is more effective to pass tasking requirements to
USTRANSCOM and let AMC draw from its entire air mobility fleet and
utilize its vast command and control and planning resources to conduct
the operation.
Various Sources
(1) The aeromedical evacuation control team (AECT) within each theater’s
JAOC/AOC performs AE operational mission planning, tasking, scheduling of airlift and
AE assets to support PMRs during intratheater and intertheater missions. The AECT
responds to PM requests that have been validated by the PMRC.
V-5
Chapter V
The ability to use virtually any aircraft on-site or in-system (vice the old
system of dedicated aeromedical evacuation [AE] aircraft) provided a
quick response to casualty movement requirements. Air Mobility
Command AE forces supported approximately 7,847 patient movements
between 1January and 20 May 2004. “Some of the guys are hurt pretty
bad (sic). I wish that I could help them somehow, but the most I can do
is make sure the aircraft are configured right before every launch, make
sure that there is always a crew that is ready to fly, and that the aircraft
launches on time. You will never know how much it means to me that I
have had the opportunity to participate.”—Deployed AE support troop,
in email home.
scheduling, and execution of airlift and AE assets to support PM in coordination with the
PMRC. The AECT will work closely with other JAOC divisions and teams to ensure AE
missions are completely integrated into the ATO.
(4) Use of contracted commercial aircraft for AE is dependent on the threat in the
region. Normally, civilian aircrews are neither trained nor equipped to fly in contaminated
conditions. Except in very limited circumstances involving contracting for specialized air
ambulance services, commercial aircraft will not be used to move contaminated or
contagious patients.
A variety of operational support airlift aircraft illustrate the variety of airlift missions.
V-6 JP 3-17
Airlift
Aeromedical evacuation missions require use of medical equipment approved for use with
aircraft systems.
c. Special Operations Support. Specified airlift forces provide unique airland and
airdrop support to SOF. Since there are a limited number of airlift assets dedicated to
this mission, the principle of economy of force is particularly applicable. When
performing special operations missions, highly trained airlift and AR crews normally act
as an integral member of a larger joint package. Because these airlift missions routinely
operate under adverse conditions in a hostile environment, extensive planning,
coordination, and training are required to enhance mission success. Airlift and AR used
in a special operations role provides commanders the capability to achieve specific
operations or campaign objectives, which may not be feasible through more conventional
airlift practices.
d. OSA. OSA is the movement of high-priority passengers and cargo with time,
place, or mission-sensitive requirements. OSA missions are a special classification of
airlift mission support to provide for the timely movement of limited numbers of priority
personnel or cargo. The OSA aircraft fleet consists of executive and non-executive
aircraft. Executive aircraft are dedicated to the airlift of DOD and federal senior officials
V-7
Chapter V
and DOD-approved senior officials. Non-executive aircraft support passenger and cargo
airlift during peacetime but also support CCMD wartime requirements during conflict.
USTRANSCOM is responsible for the scheduling and tasking of OSA operations
regarding CONUS-based assets while the Services validate OSA requests. Theaters with
their own OSA aircraft are responsible for scheduling and execution tasking of OSA
operations within their AORs. Within a theater, OSA assets and their scheduling should
reside with their respective Service component and may be made available for tasking at
the CCDRs direction.
Further information on OSA missions can be found in DODD 4500.56, DOD Policy on
the Use of Government Aircraft and Air Travel, and DODI 4500.43, Operational Support
Airlift (OSA).
(1) In theory, almost any aircraft could contribute to the intratheater effort. In
practice, however, the bulk of intratheater missions are normally done by fixed-wing
aircraft provided by the USAF component, while some limited or specialized missions
may be accomplished by fixed-wing and rotary-wing aircraft provided by other Services.
It is important to consider that aircraft performance characteristics will be directly
affected by such factors as gross weight, atmospheric conditions, runway length and
condition, and flight obstacles as outlined in Service publications. Additionally, the
Services operate more specialized fixed-wing transports capable of performing TS/MC
requirements for forward-deployed units. TS/MC missions are those that are generally
unplanned in nature and which respond to the supported commanders’ immediate
operational or tactical requirements.
(b) Army. Even though the Army has significant organic airlift assets, it
often has the largest requirement for common-user airlift. ARFOR rely heavily on
intertheater and intratheater airlift for deployment, airborne operations, and
redeployment of personnel and early arriving or departing unit equipment. Sustainment
is also moved during deployment, but its delivery must frequently be balanced against
force deployment or redeployment requirements because these operations share the same
deployment and distribution infrastructure and other resources. The Army’s pre-
positioning program also requires significant airlift to move troops to designated
locations to link up with prepositioned equipment.
V-8 JP 3-17
Airlift
(d) USMC. USMC forces require common-user airlift when deploying into
a theater as part of either a maritime pre-positioning force MAGTF or as an air contingency
MAGTF. During maritime pre-positioning force operations, USMC forces are airlifted to
join maritime pre-positioned equipment and supplies at the arrival and assembly area.
Additional fly-in echelons of personnel, equipment, and supplies are airlifted into the
theater to complete and sustain the force. The air contingency MAGTF requires
intertheater airlift of both personnel and equipment. Depending on the mission, operations
ashore may require intertheater and intratheater common-user airlift support to sustain
and/or support the force.
V-9
Chapter V
(e) USAF. Most USAF mobility aircraft self-deploy; however, unit support
personnel and equipment require airlift to the destination with or before the deploying unit
aircraft. Dedication of significant airlift assets to USAF units may be required early in
deployment operations. USAF units normally begin air operations shortly after arrival.
Therefore, airlift must be able to rapidly deploy full squadron support packages, to include
combat support elements, their equipment, and both initial and sustainment supplies.
(f) United States Coast Guard (USCG). The USCG operates fixed-wing
and rotary-wing aircraft, which are capable of providing flexible and responsive common-
user airlift but is limited by statutory priorities and a lack of strategic support facilities.
USCG organic airlift is normally sufficient to satisfy USCG airlift requirements. In
addition, the USCG often relies on DOD airlift assistance for OCONUS deployments and
CCMD-supported missions. If Congress or the President transfers the USCG from
Department of Homeland Security to DOD during wartime (as a Service within the
Department of the Navy, per Title 14, United States Code [USC], Section 3), designated
USCG aircraft may be available as common-user airlift. Otherwise, USCG airlift may be
requested from Commander, USCG Atlantic Area, or Commander, USCG Pacific Area,
under Title 31, USC, Sections 1535 and 1536.
(g) SOF. SOF have highly trained aircrews and specially configured aircraft
dedicated to conduct specialized air mobility tasks, including infiltration, exfiltration, and
resupply of SOF. These aircraft are not part of the common-user system and have limited
capability to perform large-scale deployment, sustainment, and redeployment operations.
Due to their unique capabilities, special operations aircrew and aircraft may be requested
to support other specific specialized air mobility missions, but their use must be
deconflicted with higher-priority special operations requirements. Although it is possible
for SOF to provide some common-user airlift to the theater if directed by the JFC, this
would only be done in exceptional cases. SOF are augmented by common-user airlift
support. Additionally, selected conventional airlift forces with specially trained aircrews
and modified aircraft may augment SOF airlift capability.
2. Airlift aircraft and crews should not be taken out of the airlift system
any longer than necessary to prepare them for the anticipated operation. Standing down
aircraft for longer periods could waste valuable lift capacity and increase the signature of
the SOF’s preparation phase.
V-10 JP 3-17
Airlift
(h) Contract Airlift. National airlift policy dictates that commanders shift
airlift workload to commercial carriers if surge and training requirements have been met
and threat conditions allow. Gaining rapid access to commercial carriers through a flexible
and responsive contractual mechanism is a significant force multiplier. Commercial
carriers can provide tremendous capability using existing commercial networks on short
notice allowing JFCs the flexibility to use organic aircraft for higher priority missions or
for special missions unsuited for commercial airlift.
4. Airland Delivery
a. Airland is the preferred method of aerial delivery. Planners should view airland
delivery as the primary means for most air movements. In the airland delivery method,
airlifted personnel and materiel are disembarked, unloaded, or unslung from an aircraft
after it has landed or, in the case of vertical takeoff and landing aircraft, after it has entered
a hover.
b. Airland delivery is usually the most efficient delivery method for moving
equipment, personnel, and supplies for the following reasons:
(1) It allows a greater degree of unit integrity and the capability to rapidly employ
units after landing.
(2) It carries the least risk of injuring personnel and damaging loads.
V-11
Chapter V
(5) It permits the maximum utilization of ACL by eliminating the volume and
weight penalties of preparing loads for airdrop deliveries.
(1) It requires airfields or LZs that are moderately level or unobstructed and
adequate for the anticipated operation.
(2) It may increase mission intervals and, thus, the total time for delivery of a
given force, depending on airfield size, offload equipment availability, and airfield support
capability.
(4) It prolongs exposure of aircraft, crews, and ground support personnel to air or
ground attacks.
d. When planning airland operations, consideration should be given, but not limited,
to the following:
(2) The type and amount of cargo or number of passengers for delivery.
(3) The number and type airlift assets available and aircrews and ground crews
available to fly and service them.
V-12 JP 3-17
Airlift
(a) Working MOG reflecting the number of aircraft that can cycle through
an airfield in a given time based on services available.
For further information on TTP for terminal airfield ATC, see Army Techniques
Publication 3-52.3 (FM 3-52.3)/MCRP 3-25A/NTTP 3-56.3/AFTTP 3-2.23, Multi-Service
Tactics, Techniques, and Procedures for Joint Air Traffic Control.
(11) Aircrew survival measures, including escape and evasion points, routes,
corridors, and safe haven locations.
(a) Hub and spoke operations permit flexible dispersion (to include last-
minute changes in requirements) between the various FOBs.
(b) Units should consider the required MHE and transportation assets needed
to transfer personnel, equipment, and cargo from one aircraft to another.
(2) Direct Delivery. Direct delivery involves airlifting personnel and materiel
from ports of embarkation to forward operating locations in the theater. By bypassing
intermediate operating bases and the transshipment of payloads typically associated
V-13
Chapter V
Employment Concepts
APOE APOD/FOB
APOD/ APOD/FOB
Hub
APOD/FOB
Legend
APOD aerial port of debarkation hub and spoke
APOE aerial port of embarkation direct delivery
FOB forward operating base
with hub and spoke operations (see Figure V-1), direct delivery typically shortens in-
transit time and reduces congestion at main operating bases. Direct delivery can use
airland or airdrop delivery methods. For example, personnel can be airlifted from
CONUS and delivered directly to the theater by airlanding or airdropping them at a
forward operating location.
(a) Direct delivery is often the quickest method for delivery of TS cargo.
While these operations are more complex, they can significantly reduce the GAMSS
footprint by eliminating transshipping operations, reducing the number of diplomatic
clearances required and, in most cases, decreasing closure time. Direct delivery is not,
however, the best solution for large movements or when there are multiple FOBs that
must be serviced.
(b) Most direct delivery operations will require an air bridge and
associated AR support. AR support will increase the number of aircraft required to
accomplish the mission.
V-14 JP 3-17
Airlift
Intermediate Stop
Refuel
New crew
(4) Air Bridge. Air bridge operations refer to flights between CONUS and
OCONUS terminals where the receiver aircraft’s range is augmented by an in-flight
refueling on designated AR tracks (see Figure V-3).
(1) Airfield and aerial port capabilities may result in mission delays and backlog
cargo at intermediate or theater offload terminals.
(2) AR and airlift forces have finite maintenance and regeneration cycles, which
may quickly be exceeded.
(3) GAMSS forces have limited organic resources and can only operate
“barebase” terminals for limited time periods.
g. For movement planning purposes, airlift aircraft load planning considerations are
either administrative-loading or combat-loading.
Intermediate
Stop Bypassed
or Minimized
V-15
Chapter V
h. LZ Considerations:
(1) The JFC determines the most suitable LZ locations. The selected sites must
meet aircraft operational requirements, ground component requirements, and construction
considerations.
(c) When established construction requirements have been met and the
designated airlift representative accepts the LZ, control of the LZ passes to the airlift
mission commander. The JFC staff assigns an appropriate engineer force to repair and
maintain the critical landing surfaces, taxiway, and hardstands. The composition and size
of the unit will depend on the threat situation, type and location of the LZ, availability of
engineering forces, expected LZ use, and weather.
(2) Although the senior planning headquarters assigns the general landing area,
subordinate units usually designate specific LZs. Desirable characteristics of LZs are ease
of identification from the air; suitable airfield capabilities; a straight, unobstructed, and
secure approach for aircraft; and close proximity to ground objectives. Depending upon
mission requirements, some LZs may be developed into more sophisticated facilities.
(3) LZs should be classified according to the applicable aircraft and airfield
criteria furnished by the construction engineer. Essential airland facilities should be
V-16 JP 3-17
Airlift
identified before the operation begins. Minimum facilities are provided initially to permit
early occupancy and for safe and efficient landing operations. Plans and orders should
provide for later improvements to increase the efficiency of operations and safety factors
of the facility.
(5) Existing facilities, such as roads and open areas, should be used to reduce the
time and effort for new construction. Furthermore, airland facilities should be dispersed to
avoid becoming lucrative targets. HN agencies may be used to identify emergency or
contingency runways.
5. Airdrop
In the various airdrop methods, airlifted personnel and materiel are deployed from
aircraft still in flight. Airdrop of forces, equipment, and/or supplies support the joint
functions movement and maneuver, and sustainment.
(1) It permits sustainment deliveries to units operating away from airfields and
LZs.
(2) It permits the delivery of combat forces and materiel, concentrated and in
mass, in minimum space and time (often with the element of surprise).
(3) It may allow airlift aircraft to deploy personnel and materiel in conditions of
poor visibility that would otherwise preclude airland operations.
(6) It may require SEAD escort operations, which will require reallocation of
CAF assets.
(2) It requires special training for the riggers, transported personnel, and the
aircrews.
V-17
Chapter V
(3) It can limit ACL utilization substantially because of the special rigging
required for airdropped materiel.
(4) It requires more mission planning time due to the complexity of airdrop
operations.
(6) It is less precise than with airland delivery and carries greater potential for
unplanned dispersion.
(1) Flight routing to/from the objective area to include re-attack options.
(4) Routes to the DZ, terrain obstructions, ease of zone identification, and
adversary defenses.
d. The airlift mission commander should also coordinate with the supported force
commander before determining the tactics to employ. Many factors influence this decision,
including the size of DZs, surrounding terrain features, tactical scheme of maneuver,
enemy air defenses, and en route and objective area weather.
e. C2. Clear C2 authorities are essential. The airdrop system should be designed to
be responsive in supporting requirements. Airdrop resupply is a joint action between the
USAF component and the component being supported. Supported components are
responsible for providing required supplies, rigging them for airdrop, and delivering them
to the departure airfield. The supported component is also responsible for loading the
supplies onto the airdrop aircraft under supervision of USAF personnel.
V-18 JP 3-17
Airlift
(b) Control the DZ in the absence of a USAF STT. DZST personnel may
operate DZs under visual meteorological conditions and instrument meteorological
conditions (peacetime training based upon equipment availability) for a single aircraft and
formations up to and including three aircraft).
(1) Personnel Airdrop. Personnel airdrops use static line or free fall procedures.
In general, static line airdrops occur from fixed-wing/rotary-wing aircraft at altitudes below
1,500 feet above ground level (AGL) and are often used to minimize paratroopers’
exposure to ground threats while under the canopy. Conversely, free all airdrops normally
occur above 5000 feet AGL. Specialized free fall procedures (high-altitude low-
opening/high-altitude high-opening) may be used to insert personnel as part of a
clandestine operation.
For additional information, see applicable Service manuals and directives (i.e., FM 3-
21.220, Static Line Parachuting Techniques and Training, and Army Techniques
Publication 3-18.11, Special Forces Military Free-Fall Operations).
(3) CDS Airdrop. A CDS airdrop is a gravity assisted airdrop utilizing A-22
containers rigged to different parachutes. There are two basic rigging varieties for CDS:
V-19
Chapter V
CDS (using low rate of fall chutes) and high-velocity container delivery system (HVCDS)
in which the loads are cushioned with extra energy absorbing material and contain supplies
that can withstand high-velocity impact. A subset of the HVCDS is the low-cost aerial
delivery system (LCADS) which uses one-time-use, low-cost parachutes to deploy
materiel.
(6) Free Fall Airdrop. Free fall airdrop involves dropping small items such as
packaged meals or unbreakable objects like hay bales without the use of a parachute.
V-20 JP 3-17
Airlift
(1) DZ Types. There are several different types of DZs that can be tailored to
specific operations and locations.
(a) Rectangular. DZs are normally rectangular due to the longer length
requirements. These DZs have one axis of flight that permit run-ins from opposite
directions.
(b) Area. An area DZ, illustrated in Figure V-4, consists of a start point
(point A), an end point (point B), and a prearranged flight path (line of flight) over a series
of acceptable drop sites between these points.
V-21
Chapter V
Acceptable
+ Point A
Drop Sites
A ir
cra
ft L
i ne
of F
ligh
t
Point B
(c) Circular. A circular DZ, shown in Figure V-5, has multiple run-in
headings and is inherently random. Mission requirements and usable terrain govern its
size. The radius of a circular DZ corresponds to the minimum required distance from the
point of impact to one of the trailing edge corners of a rectangular DZ for the same type
and number of loads being dropped. In other words, the entire DZ box fits inside the circle.
Water DZs and JPADS DZs are normally circular in shape.
(a) DZ Wind. The JFC, based on recommendations by the ground and air
CCs, may accept the high risk, cancel, or postpone the operation because of excessive wind
velocity on the DZ.
(b) Drop Altitudes. Minimum altitudes for airdrop operations are based on
the operational requirements of the personnel and cargo airdrop systems used. In a high-
risk, high-threat environment, survivability of airlift aircraft may require dropping
parachutists and equipment at the lowest possible altitude. However, if the threat situation
permits, aircraft performing normal low-altitude, low-velocity drop operations should drop
above the minimum altitude to increase load survivability.
(c) DZ Size and Selection. The JFC determines the general area for the
airborne operation. Factors influencing DZ selection are:
V-22 JP 3-17
Airlift
Aircraft
Line of Flight
Point of Impact
Trailing
Edge
D
ro
p
Zo
ne
R
ad
iu
s
Figure V-5. Circular Drop Zone
2. Threat assessment,
(3) Provide support services (meals, medical, billeting, and other appropriate
services) to transient and arriving units;
V-23
Chapter V
(4) Receive and transport units and materiel from arrival terminals; and
(5) Prepare all manifests, movement documents, and reports related to the actual
movement.
For additional information on airborne assaults and follow-on land operations, see JP 3-
18, Joint Forcible Entry Operations.
(1) Minimize movement congestion and vulnerability by reducing the time units
and materiel spend en masse at forward terminals and synchronize the positioning of units
and material with airlift capability.
(3) Minimize sortie requirements by repackaging all materiel for air shipment,
ensuring combat personnel travel with their maximum authorized individual loads of
rations, ammunition, or other personal protective equipment and splitting units into air-
essential and surface movement echelons (whenever possible).
(4) Ensure personnel are adequately fed, rested, and protected at en route stops.
d. Different missions will require the use of different airlift assets. The Services
possess a variety of fixed-wing and rotary-wing platforms capable of performing the air
mobility role.
(1) The main advantage of fixed-wing aircraft over ground surface transportation
modes is that they combine speed (250 to 500 knots, depending on aircraft type) and the
ability to carry substantial to very large cargo capacities (7 to over 100 tons, also depending
on aircraft type). This provides the capability to quickly move large amounts of personnel
and materiel over greater distances. Airlift can also be employed to reduce the need for
ground convoy operations that are vulnerable to enemy attack. The combination of their
speed and tactics also enhances their survivability, while their range generally allows them
to be based in relatively secure and logistically easier-to-support rear areas. The main
disadvantages are their terminal requirements, which can limit their flexibility, and their
V-24 JP 3-17
Airlift
size and limited maneuverability, which increases their vulnerability to ground and air
attack. These disadvantages are particularly pronounced for the larger transports. Under
most circumstances, smaller transports, such as the C-130, are usually suited to a sustained
intratheater airlift role, and the larger transports are best suited for the intertheater airlift
role.
(3) The Services and US Special Operations Command also operate rotary-wing
and tiltrotor aircraft, such as the UH-1, H-60, V-22, CV-22, CH-46, CH-47, and CH-53,
which possess intrinsic intratheater airlift capabilities. Rotary-wing and tiltrotor aircraft
can be useful for intratheater purposes for the following reasons:
(b) Their ability to transport personnel and materiel to and from forward-
deployed ships increases expeditionary flexibility.
(d) Their ability to sling-load some types of materiel allows them to pick up
and deliver loads with minimal ground-handling delays.
(a) Usually are not suited to sustained airlift operations beyond about 50-100
nautical miles from a refueling point.
(b) Usually require more maintenance hours per hour of flight time.
(c) Usually are based at LZs not well suited to large-scale, sustained, fixed-
wing airlift operations.
(5) For these reasons, airlift-capable rotary-wing and tiltrotor assets are normally
assigned as organic combat and combat support elements to surface combat organizations.
Thus, in deciding to use the capabilities of any organic rotary-wing assets to support the
intratheater airlift effort, the JFC should consider their vital importance to their assigned
organizations, as well as their utility to specific airlift missions. Intratheater airlift
requirements that might best be filled by rotary-wing aircraft could include large
V-25
Chapter V
V-26 JP 3-17
CHAPTER VI
AIR REFUELING
“I had to fly nine sorties on the day the St. Mihiel offensive started… We all
wished we could refuel somehow without having to return to our bases just when
the action got interesting.”
1. General
a. AR allows air assets to rapidly reach any trouble spot around the world with less
dependence on forward staging bases. Furthermore, AR significantly expands the force
options available to a commander by increasing the range, payload, loiter time, and
flexibility of other aircraft.
b. Because AR increases the range of other aircraft, many types of aircraft may be
based at locations well outside the range of an adversary threat. AR allows some aircraft
to participate in contingency operations without having to forward-deploy. Operations
based from CONUS or established main operating bases reduce the theater logistics
requirements, thereby simplifying sustainment efforts. Positioning forces outside the
threat’s reach permits a greater portion of combat assets to concentrate on offensive rather
than defensive action. As a result of the reduced need to forward-deploy forces, AR
reduces force protection requirements as well.
c. AR permits aircraft to operate beyond their unrefueled ranges, carry larger takeoff
payloads, and extends operational endurance. By maximizing their payload, the combat
potential of receiver aircraft is significantly increased.
d. Although other Services and nations maintain some organic AR capability, the
USAF possesses the overwhelming preponderance of common-user AR assets. With boom
and drogue capability, these assets are capable of refueling most USAF, USN, and USMC
aircraft and can accommodate most foreign aircraft.
e. Force extension is the AR of one tanker by another and is the most efficient means
to provide deployment support, given a limited number of tanker aircraft. This capability
can be used whenever the fuel requirements of the escorting tanker and its receivers exceed
the tanker’s takeoff fuel capacity. Since takeoff fuel is limited by the amount of payload
carried, dual-role tankers may require force extension. Not all tankers are refuelable. All
KC-10s and a small number of KC-135s are equipped as receivers and therefore can be
force extended. Whenever possible, force extension missions should be planned along air
bridge routes to use tankers supporting air bridge movements.
f. USAF tanker aircraft may perform a bulk cargo role to augment core airlift assets.
Under the dual-role concept, AR aircraft can transport a combination of passengers and
cargo while performing AR. In some circumstances, it may be more efficient to employ
AR aircraft strictly in an airlift role. Deploying AR units may be tasked to use their organic
VI-1
Chapter VI
capacity to transport unit personnel and support equipment or passengers and cargo from
other units. AR aircraft may also be used to support airlift requirements such as routine
channel operations or SAAMs.
(2) Air Force Reserve and ANG Forces. During crises, volunteers or activated
AFRC and/or ANG units augment the active duty AR force, providing substantial increases
in AR capacity. AFRC and ANG personnel train to the same standards as the active duty
AR force. Peacetime access to AFRC and ANG forces is provided through a system of
volunteerism or mobilization authorization for non-wartime events such as defense support
of civil authorities and preplanned missions. Major contingencies, however, normally
require activation of AFRC and/or ANG units.
AR’s contribution to air operations is based on the force enabling and force
multiplying effects of increased range, payload, and endurance provided to refueled
aircraft. AR forces conduct both intertheater and intratheater AR operations.
VI-2 JP 3-17
Air Refueling
Air refueling missions in United States Central Command’s area of responsibility refuel almost
74,000 aircraft per year.
be limited to friendly airspace when possible. AR missions over hostile territory should be
conducted only after careful risk considerations and when at least regional air superiority
is achieved.
(1) In anchor areas, the tanker flies a racetrack pattern within defined airspace
while waiting for receiver aircraft to arrive. Once joined with the receiver, the tanker then
flies in an expanded racetrack pattern while refueling the receiver. Anchor AR is
normally used for intratheater operations where airspace is confined or where
receivers operate in a central location. Anchor areas are best suited for small, highly
maneuverable aircraft, especially in marginal weather conditions.
For more information about RV procedures, see North Atlantic Treaty Organization
(NATO) Standard Allied Tactical Publication (ATP)-3.3.4.2, Air-to-Air Refueling.
VI-3
Chapter VI
demanding operations due to the number of aircraft in a confined block of airspace and
because receiver aircraft may be constantly joining and leaving the formation. It also
brings in additional planning factors and requires a significant amount of coordination to
ensure smooth, safe execution of the mission.
The Basic Missions of AR. AR is a critical force multiplier across the full range of
global and theater employment scenarios. Tankers directly enhance the operational
flexibility of US and allied/coalition strike, support, and surveillance aircraft. AR missions
represent the broad, fundamental, and continuing activities of the AR system. In the same
manner, the nearly unlimited flight endurance provided by tanker assets is an
indispensable component of the US strategic airborne command post concept. It
provides the President and SecDef the ability to continue to direct military action from an
airborne platform—regardless of the situation.
a. Global Strike Support. AR assets are a critical enabler for global strike operations
(conventional or nuclear). For example, AR significantly increases the range and
endurance of bomber aircraft, directly enhancing their flexibility to strike at distant targets
and maximizing their operational utility for warfighter mission requirements. Tanker
availability can also be critical to overall mission success through support of a wide variety
of support package aircraft refueling requirements. In addition, AR can mitigate
VI-4 JP 3-17
Air Refueling
b. Air Bridge Support. An air bridge creates an ALOC linking CONUS and a theater
or any two theaters. AR makes possible accelerated air bridge operations since en route
refueling stops for receivers are reduced or eliminated. It reduces reliance on forward
staging bases, minimizes potential en route maintenance delays, and enables airlift assets
to maximize their payloads. This significantly increases the efficiency of airlift operations
by making possible the direct delivery of personnel and materiel.
(2) OEF, OIF, and Operation ALLIED FORCE have highlighted the importance
of airspace required for AR, especially during combat support missions. A lack of AR
airspace can limit the amount of combat and combat support sorties the JFACC is able to
schedule and execute. Airspace planning for these operations includes sufficient
allowances for ingress/egress of both receivers and tankers and allow deconflicting aircraft
operating at significantly different speeds. Experience in OEF and OIF shows that without
sufficient airspace deconfliction, the greatest threat to friendly forces can be from mid-air
collisions with our own forces.
VI-5
Chapter VI
(3) Tankers allocated for theater support may be called upon to provide AR
support to air bridge operations. In conjunction with the JAOC director, the DIRMOBFOR
must coordinate with the COMAFFOR on the capabilities of, and requirements for, tankers
assigned or attached to the theater to determine their ability to provide air bridge support.
The COMAFFOR will determine air bridge support using GCC-assigned and attached
forces based on the JFC’s guidance, as doing so may adversely impact the theater’s
operation/campaign, as well as impact logistics support. If air bridge cannot be fully
supported by theater-assigned/attached forces, the DIRMOBFOR will coordinate with
USTRANSCOM for air bridge support using USTRANSCOM forces.
(1) Emergency AR. Some AR aircraft may be kept on ground or airborne alert
to provide short-notice support for airborne fuel emergencies. Fuel emergencies can result
from missed refuelings, en route winds greater than planned, battle damage, or excessive
time engaged with adversary or enemy aircraft or targets. While dedicated ground alert
aircraft sometimes meet emergency AR requirements, excess fuel capacity of airborne
tankers is another method of providing emergency AR capability. Putting more fuel in a
tanker than is required to complete the mission, known as “tankering fuel,” gives that
aircraft an automatic, though limited, emergency refueling capability.
VI-6 JP 3-17
Air Refueling
1. Ground alert aircraft and crews primarily provide units with the
capability to meet mission requirements when fuel emergencies occur due to battle damage
or excessive time engaged with adversary or enemy aircraft or targets. The best tanker
aircraft for ground alert duties are those capable of quick response times, high cruise
speeds, and a takeoff fuel load large enough to accommodate all offloads. Ideally, ground
spare aircraft should be capable of refueling drogue and boom type refueling on the same
mission. Otherwise, units must maintain separate aircraft on ground alert, configured for
each type of refueling. Ground alert tankers and crews can be dedicated solely to that
function.
2. Refuelers are normally based well away from tactical operations areas
for safety reasons. Ground spares might not be able to reach an area in a timely manner
should tasked tankers not be able to provide adequate offload or receivers miss scheduled
refuelings. Reliability tankers operate in a given area with no scheduled receivers and act
as flying spares. Because of the cascading effects of the loss of AR, reliability tankers
should be used when assets are available. If a reliability tanker can also accept fuel, the
capability is leveraged through extended endurance.
(a) Another key application of tanker aircraft in an airlift role occurs during
tanker unit movements. Tanker units deploying to a theater or en route location will
typically airlift their own support requirements under the integral tanker unit deployment
concept. This allows tanker units to have key supplies and personnel on hand as soon as
they arrive at their deployed location, and it relieves the air transportation system of at least
a portion of their requirements.
(3) AE. KC-135 and KC-10 tankers can be used for AE when crewed by a fully
qualified and current AE crew using AE equipment tested/modified for use on the aircraft.
VI-7
Chapter VI
a. While many considerations for air mobility forces are the same for airlift and AR
assets, there are some specific considerations unique to tanker operations. These include
the following:
(2) Total Offload Versus Booms in the Air. Planners must consider whether
planned operations will emphasize total offload capability for only a few receivers or a
rapid refueling capability for multiple receivers. If total offload capability is more
important (such as for large aircraft), fewer numbers of tankers with larger fuel loads
should be planned. If the mission emphasis is on frequent, rapid refuelings to multiple
receivers (such as multiple fighter strike packages), it is more effective to use a larger
number of tankers maximizing the number of available “booms in the air.”
VI-8 JP 3-17
Air Refueling
VI-9
Chapter VI
Intentionally Blank
VI-10 JP 3-17
APPENDIX A
POINTS OF CONTACT
A-1
Appendix A
Intentionally Blank
A-2 JP 3-17
APPENDIX B
REFERENCES
1. General
a. National Security Decision Directive Number 280, 24 June 1987, National Airlift
Policy.
B-1
Appendix B
c. CJCSM 3130.03, Adaptive Planning and Execution (APEX) Planning Formats and
Guidance.
B-2 JP 3-17
References
4. Multi-Service Publication
f. Air Force Instruction 13-217, Drop Zone and Landing Zone Operations.
B-3
Appendix B
Intentionally Blank
B-4 JP 3-17
APPENDIX C
ADMINISTRATIVE INSTRUCTIONS
1. User Comments
Users in the field are highly encouraged to submit comments on this publication using the
Joint Doctrine Feedback Form located at: https://jdeis.js.mil/jdeis/jel/jp_feedback_form.pdf
and e-mail it to: [email protected]. These comments should address
content (accuracy, usefulness, consistency, and organization), writing, and appearance.
2. Authorship
a. The lead agent for this publication is the US Transportation Command. The Joint
Staff doctrine sponsor for this publication is the Joint Staff Logistics Directorate (J-4).
b. The following staff, in conjunction with the joint doctrine development community,
made a valuable contribution to the revision of this joint publication: lead agent, Mr. Ray
Van Zwienan, US Transportation Command, and Mr. Scott Amato, US Transportation
Command; Joint Staff doctrine sponsor, Lt Col Elizabeth Hanson, Joint Staff J-4; Mr. Craig
Corey, Joint Staff J-7, Joint Doctrine Analysis Division; and LCDR Adam Yates, Joint
Staff J-7, Joint Doctrine Division.
3. Supersession
4. Change Recommendations
b. When a Joint Staff directorate submits a proposal to the CJCS that would change
source document information reflected in this publication, that directorate will include a
proposed change to this publication as an enclosure to its proposal. The Services and other
organizations are requested to notify the Joint Staff J-7 when changes to source documents
reflected in this publication are initiated.
5. Lessons Learned
The Joint Lessons Learned Program (JLLP) primary objective is to enhance joint force
readiness and effectiveness by contributing to improvements in doctrine, organization,
training, materiel, leadership and education, personnel, facilities, and policy. The Joint
Lessons Learned Information System (JLLIS) is the DOD system of record for lessons
learned and facilitates the collection, tracking, management, sharing, collaborative
resolution, and dissemination of lessons learned to improve the development and readiness
of the joint force. The JLLP integrates with joint doctrine through the joint doctrine
C-1
Appendix C
development process by providing lessons and lessons learned derived from operations,
events, and exercises. As these inputs are incorporated into joint doctrine, they become
institutionalized for future use, a major goal of the JLLP. Lessons and lessons learned are
routinely sought and incorporated into draft JPs throughout formal staffing of the
development process. The JLLIS Website can be found at https://www.jllis.mil
(NIPRNET) or http://www.jllis.smil.mil (SIPRNET).
6. Distribution of Publications
a. Joint Staff J-7 will not print copies of JPs for distribution. Electronic versions are
available on JDEIS Joint Electronic Library Plus (JEL+) at https://jdeis.js.mil/jdeis/index.jsp
(NIPRNET) and https://jdeis.js.smil.mil/jdeis/index.jsp (SIPRNET), and on the JEL at
http://www.jcs.mil/Doctrine (NIPRNET).
b. Only approved JPs are releasable outside the combatant commands, Services, and
Joint Staff. Defense attachés may request classified JPs by sending written requests to
Defense Intelligence Agency (DIA)/IE-3, 200 MacDill Blvd., Joint Base Anacostia-
Bolling, Washington, DC 20340-5100.
C-2 JP 3-17
GLOSSARY
PART I—ABBREVIATIONS, ACRONYMS, AND INITIALISMS
GL-1
Glossary
GL-2 JP 3-17
Glossary
HN host nation
HNS host-nation support
HVCDS high-velocity container delivery system
GL-3
Glossary
PA public affairs
PM patient movement
PMR patient movement requirement
PMRC patient movement requirements center
POL petroleum, oils, and lubricants
PR personnel recovery
GL-4 JP 3-17
Glossary
618 AOC (TACC) 618th Air Operations Center (Tanker Airlift Control
Center)
SAA senior airfield authority
SAAM special assignment airlift mission
SATCOM satellite communications
SEAD suppression of enemy air defenses
SecDef Secretary of Defense
SOF special operations forces
SPM single port manager
STO special technical operations
STT special tactics team
SUST BDE sustainment brigade
GL-5
PART II—TERMS AND DEFINITIONS
aerial port. An airfield that has been designated for the sustained air movement of
personnel and materiel, as well as an authorized port for entrance into or departure
from the country where located. (Approved for incorporation into the DOD
Dictionary.)
airdrop. The unloading of personnel or materiel from aircraft in flight. (DOD Dictionary.
SOURCE: JP 3-17)
airfield. An area prepared for the accommodation (including any buildings, installations,
and equipment), landing, and takeoff of aircraft. (DOD Dictionary. Source: JP 3-17)
airland. Move by air and disembark, or unload, after the aircraft has landed or while an
aircraft is hovering. (DOD Dictionary. Source: JP 3-17)
airlift capability. The total capacity expressed in terms of number of passengers and/or
weight/cubic displacement of cargo that can be carried at any one time to a given
destination by available airlift. (DOD Dictionary. Source: JP 3-17)
airlift control team. A core team within the joint air operations center with intratheater
airlift functional expertise to plan, coordinate, manage, and execute intratheater airlift
operations in support of the joint force air component commander. Also called ALCT.
(DOD Dictionary. Source: JP 3-17)
GL-6 JP 3-17
Glossary
air mobility. The rapid movement of personnel, materiel, and forces to and from or within
a theater by air. (DOD Dictionary. Source: JP 3-17)
Air Mobility Command. The Air Force component command of the United States
Transportation Command. Also called AMC. (DOD Dictionary. Source: JP 3-17)
air mobility control team. A core team within the joint air operations center that directs
or redirects air mobility forces in response to requirements changes, higher priorities,
or immediate execution requirements. Also called AMCT. (DOD Dictionary.
Source: JP 3-17)
air mobility division. Located in the joint air operations center to plan, coordinate, task,
and execute the air mobility mission consisting of the air mobility control team, airlift
control team, air refueling control team, and aeromedical evacuation control team.
Also called AMD. (DOD Dictionary. Source: JP 3-17)
air mobility liaison officer. A rated United States Air Force mobility air forces officer
selected, trained, and equipped to assess, train, advise, and assist with mobility air
forces and ground force integration for air movement and sustainment. Also called
AMLO. (DOD Dictionary. Source: JP 3-17)
air movement. Air transport of units, personnel, supplies, and equipment, including
airdrops and air landings. (Approved for incorporation into the DOD Dictionary.)
air refueling. The refueling of an aircraft in flight by another aircraft. Also called AR.
(DOD Dictionary. Source: JP 3-17)
air refueling control team. A core team within the joint air operations center that
coordinates aerial refueling to support combat air operations or to support a strategic
airbridge. Also called ARCT. (DOD Dictionary. Source: JP 3-17)
air terminal. A facility on an airfield that functions as an air transportation hub and
accommodates the loading and unloading of airlift aircraft and the in-transit processing
of traffic. (Approved for incorporation into the DOD Dictionary.)
allowable cabin load. The maximum payload that can be carried on an individual sortie.
Also called ACL. (DOD Dictionary. Source: JP 3-17)
chalk number. The number given to a complete load and to the transporting carrier.
(DOD Dictionary. Source: JP 3-17)
GL-7
Glossary
channel airlift. Airlift provided for movement of sustainment cargo, scheduled either
regularly or depending upon volume of workload, between designated ports of
embarkation and ports of debarkation over validated contingency or distribution
routes. (DOD Dictionary. Source: JP 3-17)
Civil Reserve Air Fleet. A program in which the Department of Defense contracts for the
services of specific aircraft, owned by a United States entity or citizen, during national
emergencies and defense-oriented situations when expanded civil augmentation of
military airlift activity is required. Also called CRAF. (DOD Dictionary. Source: JP
3-17)
combat control team. A task-organized team of special operations forces who are
certified air traffic controllers that are trained and equipped to deploy into hostile
environments to establish and control assault zones and airfields. Also called CCT.
(DOD Dictionary. Source: JP 3-17)
common-user airlift service. The airlift service provided on a common basis for all
Department of Defense agencies and, as authorized, for other agencies of the United
States Government. (DOD Dictionary. Source: JP 3-17)
cross-loading. The distribution of leaders, key weapons, personnel, and key equipment
among the aircraft, vessels, or vehicles of a formation to aid rapid assembly of units
at the drop zone or landing zone or preclude the total loss of command and control or
unit effectiveness if an aircraft, vessel, or vehicle is lost. (DOD Dictionary. Source:
JP 3-17)
departure airfield. An airfield on which troops and/or materiel are enplaned for flight.
(DOD Dictionary. Source: JP 3-17)
departure point. A navigational check point used by aircraft as a marker for setting
course. (DOD Dictionary. Source: JP 3-17)
director of mobility forces. The designated agent for all air mobility issues in the area of
responsibility or joint operations area exercising coordinating authority between the
air operations center (or appropriate theater command and control node), the 618th Air
Operations Center (Tanker Airlift Control Center), and the joint deployment and
distribution operations center or joint movement center to expedite the resolution of
air mobility issues. Also called DIRMOBFOR. (Approved for incorporation into the
DOD Dictionary.)
GL-8 JP 3-17
Glossary
drop altitude. The altitude above mean sea level at which airdrop is executed. (DOD
Dictionary. Source: JP 3-17)
drop zone. A specific area upon which airborne troops, equipment, or supplies are
airdropped. Also called DZ. (DOD Dictionary. Source: JP 3-17)
dual-role tanker. An aircraft that can carry support personnel, supplies, and equipment
for the deploying force while escorting and/or refueling combat aircraft to the area of
responsibility. (DOD Dictionary. Source: JP 3-17)
free drop. The dropping of equipment or supplies from an aircraft without the use of
parachutes. (DOD Dictionary. Source: JP 3-17)
free fall. A parachute maneuver in which the parachute is manually activated at the
discretion of the jumper or automatically at a preset altitude. (DOD Dictionary.
Source: JP 3-17)
Global Air Transportation Execution System. The Air Mobility Command’s aerial port
operations and management information system designed to support automated cargo
and passenger processing, the reporting of in-transit visibility data to the Global
Transportation Network, and billing to Air Mobility Command’s financial
management directorate. Also called GATES. (DOD Dictionary. Source: JP 3-17)
Global Decision Support System. The command and control system employed by
mobility air forces that provides schedules, arrival and/or departure information, and
status data to support in-transit visibility of mobility airlift and air refueling aircraft
and aircrews. Also called GDSS. (DOD Dictionary. Source: JP 3-17)
high velocity drop. A drop procedure in which the drop velocity is greater than 30 feet
per second and lower than free drop velocity. (DOD Dictionary. Source: JP 3-17)
intertheater airlift. The common-user airlift linking theaters to the continental United
States and to other theaters, as well as the airlift within the continental United States.
(Approved for incorporation into the DOD Dictionary.)
intratheater airlift. Airlift conducted within a theater with assets assigned to a geographic
combatant commander or attached to a subordinate joint force commander. (DOD
Dictionary. Source: JP 3-17)
landing zone. Any specified zone used for the landing of aircraft. Also called LZ. (DOD
Dictionary. Source: JP 3-17)
low velocity drop. A drop procedure in which the drop velocity does not exceed 30 feet
per second. (DOD Dictionary. Source: JP 3-17)
GL-9
Glossary
mobility. A quality or capability of military forces which permits them to move from place
to place while retaining the ability to fulfill their primary mission. (DOD Dictionary.
Source: JP 3-17)
mobility air forces. Air components and Service components that are assigned and/or
routinely exercise command authority over mobility operations. Also called MAF.
(DOD Dictionary. Source: JP 3-17)
multipoint refueling system. KC-135 aircraft equipped with external wing-mounted pods
to conduct drogue air refueling, while still maintaining boom air refueling capability
on the same mission. (DOD Dictionary. Source: JP 3-17)
operational support airlift. Airlift movements of high-priority passengers and cargo with
time, place, or mission-sensitive requirements. Also called OSA. (DOD Dictionary.
Source: JP 3-17)
oversized cargo. 1. Large items of specific equipment such as a barge; side loadable
warping tug; causeway section, powered; or causeway section, nonpowered that
require transport by sea. 2. Air cargo exceeding the usable dimension of a 463L pallet
loaded to the design height of 96 inches but equal to or less than 1,000 inches in length,
117 inches in width, and 105 inches in height. (Approved for incorporation into the
DOD Dictionary.)
rapid global mobility. The timely movement, positioning, and sustainment of military
forces and capabilities across the range of military operations. (DOD Dictionary.
Source: JP 3-17)
GL-10 JP 3-17
Glossary
directly affects airfield operations. Also called SAA. (Approved for incorporation
into the DOD Dictionary.)
station time. In air transport operations, the time at which crews, passengers, and cargo
are to be on board and ready for the flight. (DOD Dictionary. Source: JP 3-17)
unit aircraft. Those aircraft provided to an aircraft unit for the performance of a flying
mission. (Approved for incorporation into the DOD Dictionary.)
withdrawal operation. None. (Approved for removal from the DOD Dictionary.)
GL-11
Glossary
Intentionally Blank
GL-12 JP 3-17
JOINT DOCTRINE PUBLICATIONS HIERARCHY
JP 1
JOINT
DOCTRINE
All joint publications are organized into a comprehensive hierarchy as shown in the chart above. Joint
Publication (JP) 3-17 is in the Operations series of joint doctrine publications. The diagram below
illustrates an overview of the development process:
Initiation
ENHANCED
JOINT JOINT
WARFIGHTING DOCTRINE
CAPABILITY PUBLICATION
Approval Development