30 September 2013

Air Mobility Operations

Joint Publication 3-17
i 

PREFACE 

1. Scope 

This publication provides joint doctrine for planning, employing, and assessing air 

mobility operations across the range of military operations. 

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 provides the doctrinal basis 

for interagency coordination and for US military involvement in multinational operations. It 

provides military guidance for the exercise of authority by combatant commanders and other 

joint force commanders (JFCs) and prescribes joint doctrine for operations, education, and 

training. It provides military guidance for use by the Armed Forces in preparing their 

appropriate plans. 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 the overall objective. 

3. Application 

a. Joint doctrine established in this publication applies to the joint staff, commanders of 

combatant commands, subunified commands, joint task forces, subordinate components of 

these commands, the Services, and combat support agencies. 

b. The guidance in this publication is authoritative; as such, this doctrine will be 

followed except when, in the judgment of the commander, exceptional circumstances dictate 

otherwise. 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. 

 For the Chairman of the Joint Chiefs of Staff: 

 DAVID L. GOLDFEIN, Lt Gen, USAF 

 Director, Joint Staff 
Preface 

ii JP 3-17 

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iii 

SUMMARY OF CHANGES 

REVISION OF JOINT PUBLICATION 3-17 

DATED 02 OCTOBER 2009 

• Expanded discussion of aeromedical evacuation organization and capabilities 

including organization of patient movement centers and terminology. 

• Updated air refueling capabilities discussion. 

• Updated terminology and discussion of air mobility channel missions. 

• Revised and updated command and control descriptions, and figures for the global 

air mobility system. 

• Revised director of mobility forces responsibilities and description. 

• Revised air mobility planning section, including, Adaptive Planning and Execution 

system terminology. 

• Expanded chemical, biological, radiological, and nuclear discussion as it pertains to 

air mobility operations. 

• Expanded aerial delivery capability discussion. 

• Revised operational support airlift guidance. 

• Removed reference to air mobility operations control centers which have been 

phased out. 

• Updated terminology throughout publication. 

• Updated Glossary Part I “Abbreviations and Acronyms” and Part II “Terms and 

Definitions.” 

• Updated References. 
Summary of Changes 

iv JP 3-17 

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v 

TABLE OF CONTENTS 

EXECUTIVE SUMMARY ...................................................................................................... vii 

CHAPTER I 

GENERAL OVERVIEW 

 Introduction ......................................................................................................................... I-1 

 Deployment ......................................................................................................................... I-1 

 Air Mobility Forces Employment Missions ...................................................................... I-2 

 Movement and Maneuver .................................................................................................. I-2 

 Sustainment ......................................................................................................................... I-3 

 Air Mobility Fundamentals ................................................................................................ I-3 

 Global Mobility Enterprise................................................................................................. I-8

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 

 Air Mobility Planning Considerations ............................................................................ III-1 

 Marshalling ...................................................................................................................... III-2 

 Intelligence ....................................................................................................................... III-6 

 Vulnerabilities and Threats ............................................................................................. III-8

 Communications Systems ............................................................................................. III-10 

 Sustainment .................................................................................................................... III-12 

 Assessment ..................................................................................................................... III-13 

 Multinational Planning Considerations ........................................................................ III-14 

 Other Planning Factors .................................................................................................. III-15 

CHAPTER IV 

AIRLIFT 

 General ............................................................................................................................. IV-1 

 Airlift Operations ............................................................................................................. IV-1 

 Airlift Missions ................................................................................................................ IV-3 

 Airland Delivery ............................................................................................................ IV-11 

 Airdrop ........................................................................................................................... IV-17 

 Planning Considerations for Airborne Assaults and Follow-on Air 

Land Operations ............................................................................................................. IV-25 
Table of Contents 

vi JP 3-17 

CHAPTER V 

AIR REFUELING 

 General .............................................................................................................................. V-1 

 Air Refueling Operations ................................................................................................. V-2 

 Air Refueling Missions .................................................................................................... V-4

 Planning Air Refueling Operations.................................................................................. V-8 

CHAPTER VI 

AIR MOBILITY SUPPORT 

 General ............................................................................................................................. VI-1 

 Air Mobility Support ....................................................................................................... VI-1 

 Capabilities of Air Mobility Support .............................................................................. VI-4 

 Global Air Mobility Support System Elements ............................................................. VI-6 

 Airfield Opening and Global Air Mobility Support System ....................................... VI-11 

APPENDIX 

A References ........................................................................................................ A-1 

B Administrative Instructions ............................................................................. B-1 

GLOSSARY 

Part I Abbreviations and Acronyms ........................................................................ 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 Operation 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

IV-1 Illustration of Hub and Spoke and Direct Delivery ..................................... IV-14 

IV-2 Illustration of Lily Pad Operations ............................................................... IV-15 

IV-3 Illustration of Air Bridge Operations ........................................................... IV-15 

IV-4 Area Drop Zone ............................................................................................ IV-22 

IV-5 Circular Drop Zone ....................................................................................... IV-23 

V-1 Basic Air Refueling Missions .......................................................................... V-5 
vii 

EXECUTIVE SUMMARY 

COMMANDER’S OVERVIEW 

• Describes how air mobility operations enable commanders to execute the joint 

functions of movement and maneuver and sustainment at the strategic, 

operational, and tactical levels of war. 

• Explains command and control of air mobility operations. 

• Discusses planning air mobility operations. 

• Describes airlift, air refueling, and air mobility support missions. 

• Outlines the Global Air Mobility Support System. 

General Overview 

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 to the US National 

Military Strategy. 

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. 

Rapid global mobility is the timely movement, 

positioning, and sustainment of military forces and 

capabilities across the range of military operations. 

Deployment Deployment encompasses all activities from origin or 

home station through destination, specifically 

including intracontinental US, intertheater, and 

intratheater movement legs, staging, and holding 

areas. 

Air Mobility Forces Employment 

Missions 

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. 

Movement and Maneuver Air mobility forces enhance other forces’ combat 

power and flexibility, either by extending their range, 

bolstering their staying power, or providing them 
Executive Summary 

viii JP 3-17 

with greater maneuverability. Airlift allows 

deployment of critical early entry force packages over 

strategic distances without delays caused by terrain or 

obstacles. 

Sustainment Routine sustainment air mobility missions involve 

movement of materiel and personnel to reinforce or 

resupply forces already deployed or employed in 

operations. Routine sustainment missions also 

include missions flown in support of military and 

nonmilitary organizations involved in humanitarian 

relief operations. 

Combat sustainment air mobility operations involve 

movement of supplies, materiel, and personnel to 

reinforce or resupply units already engaged in 

combat. Flight schedules and load plans are usually 

driven by combat requirements rather than to 

maximize utilization of allowable cabin loads 

(ACLs). 

Global Mobility Enterprise 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 command and 

control (C2). The GME optimizes the capacity and 

velocity of the air mobility system to support the 

combatant commanders (CCDRs). The enterprise 

requires global situational awareness through 

collaboration, coordinated operations, and adherence 

to air mobility processes. 

Command and Control of Air Mobility Operations 

The value of air mobility forces 

lies in their ability to exploit and 

enhance the speed, range, 

flexibility, and versatility inherent 

in air power. 

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 
 Executive Summary 

ix 

centralized control over United States Transportation 

Command (USTRANSCOM)-assigned and 

theater-assigned and attached air mobility forces. 

Intertheater, Intratheater, and 

Joint Task Force Command and 

Control structures 

There are three independent C2 structures that, when 

integrated, constitute the global air mobility C2 

system. They are the intertheater, intratheater, and 

joint task force (JTF) systems. 

Intertheater air mobility serves the continental United 

States (CONUS) to-theater and 

theater-to-theater air mobility needs of the geographic 

combatant commanders (GCCs). Air mobility assets 

assigned to USTRANSCOM execute the majority of 

intertheater airlift missions. 

Intratheater air mobility operations are defined by 

geographic boundaries. Air mobility forces assigned 

or attached to the GCC normally conduct these 

operations. Intratheater common-user air mobility 

assets are normally scheduled and controlled by the 

theater air operations center (AOC) or joint air 

operations center (JAOC) if established. 

JTF Air Mobility Operations. During joint 

operations, it may be necessary to establish a JTF 

within a GCC’s area of responsibility (AOR). This 

allows the GCC to maintain a theater-wide focus and 

at the same time respond to a regional requirement 

within the theater. When this occurs, a JTF will be 

designated and forces made available for this 

operation. 

Command and Control of Airfields 

During Contingency Operations 

USTRANSCOM, through Air Mobility Command 

(AMC), performs single port manager (SPM) 

functions necessary to support the strategic flow of 

the deploying forces’ equipment and sustainment 

from the aerial port of embarkation and hand off to 

the CCDR in the aerial port of debarkation (APOD). 

The SPM is responsible for providing strategic 

deployment status information to the CCDR and to 

manage workload of the APOD based on the 

CCDR’s priorities and guidance. 

To facilitate C2 at joint use airfields, the joint force 

commander (JFC) designates a senior airfield 
Executive Summary 

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authority (SAA) responsible for safe airfield 

operations. The SAA controls airfield access and 

coordinates for airfield security with the base 

commander or base cluster commander or the joint 

security coordinator for the area if a base commander 

has not been designated. 

Planning Air Mobility Operations 

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. 

Air Corridors or Operating Areas Airlift operations often require secure air corridors or 

operating areas. These may be shared with other air 

missions. Regardless, the use of a corridor requires 

close coordination between the appropriate airspace 

control authority, the area air defense commander, 

JAOC, and all other joint force component ground 

and aviation elements. 

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. 

Intelligence A joint intelligence preparation of the operational 

environment effort should be initiated early to 

identify and assess possible adversary course of 

action (COA) that could threaten friendly air mobility 

operations. 

The 618 AOC Tanker Airlift Control Center 

intelligence along with AMC A2 [Directorate of 

Intelligence] support operational level planning of all 

USTRANSCOM air mobility missions and 

coordinates with USTRANSCOM’s Intelligence 

Directorate to fulfill collection and production 

requirements. 
 Executive Summary 

xi 

Communications Systems Communication planning integrates the 

communications capabilities of joint force 

components. These plans should include en route 

communications procedures and automated 

information systems to support movement reporting; 

call words or call signs, frequencies, communications 

equipment, and supplies to be delivered; the sequence 

of their delivery; and code words for significant 

events. 

Sustainment Operations and logistics are most effectively 

integrated as part of a collaborative planning process 

that includes subordinate component commands, 

supporting commands, and global providers. Equally 

important with planning is the active integration of 

sustainment movements from point of origin to point 

of need to ensure seamless delivery and retrograde of 

sustainment cargo. USTRANSCOM develops 

integrated distribution route structures based on the 

needs of the CCDRs to ensure timely performance 

through all segments of the joint distribution pipeline. 

Assessment Assessments must be conducted continuously during 

air mobility operations. Assessors must ensure that 

the user’s requirement is being met in accordance 

with established priorities and air mobility forces are 

being used efficiently and adapting to changes in the 

operations tempo or focus. Evaluation tools must 

include metrics to determine on-time delivery amount 

of cargo/fuel on- or off-loaded and airdrop delivery 

precision. 

Continuous operational assessment that links 

operational objectives to airlift tasks is the key to 

ensuring effective employment of air mobility assets. 

At the same time, economy of force in air mobility 

operations has a global impact. 

Multinational Planning 

Considerations 

The joint planner should consider complementary 

multinational capabilities during COA development. 

However, this capability should be balanced against 

the potential for competition for US transportation 

assets to deliver those multinational units into the 

theater. 
Executive Summary 

xii JP 3-17 

Airlift 

Airlift is a cornerstone of global 

force projection. 

Within a theater, airlift employment missions can be 

used to transport forces directly into combat. To 

maintain a force’s level of effectiveness, airlift 

sustainment missions provide resupply of equipment, 

personnel, and supplies. Finally, airlift supports the 

movement of patients to treatment facilities and 

noncombatants to safe havens. Airlift’s 

characteristics—speed, flexibility, range, and 

responsiveness—complement other US mobility 

assets. 

Airlift Missions The basic mission of airlift is passenger and cargo 

movement. This includes combat employment and 

sustainment, AE, special operations support, and 

operational support airlift. The airlift system has the 

flexibility to surge and meet requirements that exceed 

routine, peacetime demands for passenger and cargo 

movement. 

Combat airlift missions are missions that rapidly 

move forces, equipment and supplies from one area 

to another in response to changing battle conditions. 

Combat employment missions allow a commander to 

insert surface forces directly and quickly into battle 

and to sustain combat operations. Airlift affords 

commanders a high degree of combat 

maneuverability permitting them to bypass adversary 

troop strongholds. 

Another important aspect of combat employment and 

sustainment is the concept of forcible entry. In 

performing this mission, airlift forces are usually 

matched with airborne, air assault, light infantry, or 

special forces specifically designed for delivery by 

air. 

Airland Delivery Airland is the preferred method of aerial delivery. 

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. 
 Executive Summary 

xiii 

Airdrop In the various airdrop methods, airlifted personnel 

and materiel are deployed from aircraft still in flight. 

Airdrop is often militarily advantageous. 

In relation to airland delivery, airdrop delivery has 

several disadvantages. It carries an increased risk of 

injury to personnel or damage to cargo. It requires 

special training for the riggers, transported personnel, 

and the aircrews. It can limit ACL utilization 

substantially because of the special rigging required 

for airdropped materiel. It requires more mission 

planning time due to the complexity of airdrop 

operations. If employed by a large formation, it 

represents an operational level risk. 

The JFC makes the decision to continue, cancel, or 

postpone airdrop operations based on the 

recommendations of the ground and air component 

commanders. The airborne force commander and 

airlift mission commander should coordinate with 

each other throughout the aerial delivery planning 

and mission execution. 

Air Refueling 

AR’s contribution to air power 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. 

Air Refueling Operations Intertheater AR supports the long-range movement of 

combat and combat support aircraft between theaters, 

or between theaters and joint operations areas. 

Intertheater AR operations also support global strike 

missions and airlift assets in an air bridge. AR 

enables deploying aircraft to fly nonstop to their 

destination, reducing closure time. 

Intratheater AR supports operations within a GCC’s 

AOR by extending the range, payload, and endurance 

of combat and combat support assets. Both theaterassigned and USTRANSCOM-assigned AR aircraft 

can perform these operations. 
Executive Summary 

xiv JP 3-17 

Anchor Areas and Air Refueling 

Tracks 

AR is normally conducted in one of two ways: in an 

anchor area or along an AR track. While AR is 

normally conducted in friendly airspace, missions 

may require operations over hostile territory and in 

contested airspace. Anchor areas and tracks may 

place tankers in an extremely vulnerable position and 

should be limited to friendly airspace when possible. 

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. 

An AR track is a published track or precoordinated 

series of navigation points, which can be located 

anywhere throughout the world. To maximize 

effectiveness, AR tracks will normally be placed 

along the receiver’s route of flight. AR along an AR 

track is the preferred method for intertheater 

operations. 

Air Mobility Support 

Global Air Mobility Support 

System 

Air mobility support forces provide the responsive, 

worldwide foundation for airlift and AR operations. 

This force is divided between USTRANSCOM, 

which controls the majority of assets in its 

global/functional role, and the GCCs that control 

sufficient assets to meet their specific regional needs. 

These forces, combined with the interrelated 

processes that move information, cargo, and 

passengers, make up Global Air Mobility Support 

System (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 

Support 

The capabilities provided by GAMSS are C2, aerial 

port, and aircraft maintenance. While the GAMSS 

functions at fixed locations are robust, the deployable 
 Executive Summary 

xv 

assets are designed to be temporary in nature with a 

planned redeployment or replacement. 

Command and Control of Global 

Air Mobility Support System 

Forces 

Air mobility support operations encompass both 

global/functional support as well as focused regional 

support. When GAMSS forces deploy to a GCC’s 

AOR, command relationships should be specified, 

coordinated, and codified before operations begin. 

They should specify the type and degree of control 

exercised by commanders in the theater, the 

providing commander, and the associated C2 

organizations. 

Global Air Mobility Support 

System Elements 

Several Air Force major commands possess GAMSS 

elements. AMC GAMSS forces are aligned under 

the US Air Force Expeditionary Center’s 

administrative control, with assets at fixed overseas 

locations, as well as CONUS-based deployable 

assets. 

GAMSS fixed assets are sized, manned, and 

equipped to support peacetime common-user air 

mobility operation. 

GAMSS deployable assets are tailored to meet 

mission requirements, designed for a decreased 

transportation and logistics footprint, and are not 

designed as long-term assets. 

Airfield Opening and Global Air 

Mobility Support System 

GAMSS forces may be the first Air Force presence 

on an expeditionary airfield regardless of how the 

airfield is gained (e.g., seizure or acceptance from a 

host nation) or which follow-on US or multinational 

entity will operate the airfield. When opening an 

airfield, GAMSS forces normally coordinate actions 

with theater command elements to ensure theaterspecific responsibilities, such as force protection, 

meet mission requirements. 

CONCLUSION 

This publication provides joint doctrine for planning, 

planning, employing, and assessing air mobility 

operations across the range of military operations.
Executive Summary 

xvi JP 3-17 

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I-1 

CHAPTER I 

GENERAL OVERVIEW 

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 to the 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 is responsible for managing the Defense 

Transportation System (DTS) and overseeing the joint deployment and distribution 

enterprise (JDDE). 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 war. 

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 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. 

“...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.”

Former Congressman Jim Saxton, 4 April 2005 
Chapter I 

I-2 JP 3-17 

Deployment and redeployment are covered in detail in Joint Publication (JP) 3-35, Deployment 

and Redeployment Operations. 

3. Air Mobility Forces Employment Missions 

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 in order 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. 

4. Movement and Maneuver 

a. Rapid global mobility uniquely contributes to movement and maneuver. Air 

mobility forces enhance other forces’ combat power and flexibility, either by extending their 

range, bolstering their staying power, or providing them with greater maneuverability. 

Airlift allows deployment of critical early entry force packages over strategic distances 

without delays caused by terrain or obstacles. AR extends the range and expedites the arrival 

of self-deploying aircraft, precluding the need for intermediate staging bases. Airlift and 

airdrop capabilities allow shifting, regrouping, or movement of joint forces in a theater to 

attain operational reach and positional advantage. 

b. Redeployment air mobility operations involve air movement of personnel, units, and 

materiel from deployed positions within or between an area of responsibility (AOR) and 

joint operations area (JOA). 

c. Withdrawal operations involve combat air movement of personnel, units, and 

materiel from positions in the immediate vicinity of adversary forces. The purpose of 

these movements may range from withdrawal operations to lateral movement of forces to 

new operating locations. These operations generally are planned to accomplish a 

movement with the minimum expenditure of air mobility resources. However, in higher 

threat situations it may also be necessary to preserve the combat capabilities of departing 

units for as long as possible at the departure terminal, while building them up as rapidly 

as possible at the arrival terminal. In such cases, operational requirements may be more 

important than the efficient use of ACLs. In the latter stages of a complete extraction of 

friendly forces from a combat area, commanders should provide suitable operational 
 General Overview 

I-3 

assets to protect both the forces being extracted and the air mobility forces engaged in 

their movement. 

5. Sustainment 

a. Routine sustainment air mobility missions involve movement of materiel and 

personnel to reinforce or resupply forces already deployed or employed in operations. 

Routine sustainment missions also include missions flown in support of military and 

nonmilitary organizations involved in humanitarian relief operations. These operations 

normally deliver requirements with the minimum expenditure of air mobility resources. 

Routine sustainment planning usually assumes user requirements and the general air and 

ground security situation allow some flexibility in the actual delivery times of specific loads. 

Flight schedules and load plans are made to maximize throughput from available ACLs and 

support resources. However, when sustainment channels are operated as part of an 

integrated, end-to-end distribution process, time-definite delivery (TDD) and interoperable 

load configurations may drive schedules and load plans. When practical, routine sustainment 

should be planned to utilize backhaul capacity. Depending on theater and user priorities, 

typical backhaul loads might include other friendly evacuees, enemy prisoners of war, excess 

or repairable weapons, and materiel of moderate to high value. In some cases, retrograde 

movements of repairable items must be planned and executed with the same TDD discipline 

as sustainment movements to ensure timely return of items to repair facilities. 

b. Combat sustainment air mobility operations involve movement of supplies, materiel, 

and personnel to reinforce or resupply units already engaged in combat. Combat sustainment 

planning usually assumes requirements and threat situations limit flexibility of delivery 

times, locations, and configurations of specific loads. Flight schedules and load plans are 

usually driven by combat requirements rather than to maximize utilization of ACLs. 

6. Air Mobility Fundamentals 

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 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. 

(2) Airdrop includes all methods of delivering personnel, equipment, and supplies 

from an airborne aircraft. This enables commanders to project combat power into areas 

lacking suitable or secure airfields. Airdrops are an alternative when using an 
Chapter I 

I-4 JP 3-17 

uncontaminated aircraft to deliver mission critical cargo into a chemical, biological, 

radiological, and nuclear (CBRN) environment; however, the level of airborne contaminants 

may dictate the aircraft be quarantined and decontaminated upon mission completion. 

Airdrop enables commanders to capitalize on the element of surprise because of the speed of 

delivery and the vast number of potential objective areas for the employment of forces. 

However, the additional weight and space required for parachute rigging and cushioning 

material reduces the amount of cargo or personnel each aircraft can deliver. The most 

common means of rigging equipment and supplies for airdrop are the heavy equipment 

method, container delivery system (CDS), and door bundles. Precision guided rigging 

equipment should be considered for combat troops operating in austere locations. 

The various tactics, techniques, and procedures (TTP) associated with each delivery method 

are discussed in Chapter IV, “Airlift.” 

b. Aerial Refueling. AR is an integral part of US airpower. It significantly expands 

deployment, employment, and redeployment options available by increasing the range, 

payload, and flexibility of air forces. AR is an essential capability in conducting air 

operations worldwide and is especially important when overseas basing is limited or not 

available. Receiver requirements and tanker availability dictate how much fuel can be 

offloaded, where the refueling will take place, and when the rendezvous (RV) will occur. 

The receiver aircraft’s performance characteristics will dictate AR speed, altitude, and 

allowable maneuvering during the refueling. 

(1) AR Anchors and Tracks. AR is normally conducted in one of two types of 

airspace: an anchor area or along an AR track. A detailed discussion of tracks and anchors is 

contained in Chapter V, “Air Refueling.” 

(2) AR Systems. AR is conducted using one of two systems: boom or drogue. 

Most USAF and some allied aircraft use boom refueling. United States Navy (USN), United 

States Marine Corps (USMC), United States Army special operations and refuelable USAF 

rotary-wing aircraft, and most allied aircraft use drogue refueling. All KC-10s and a small 

number of KC-135s can also be refueled in-flight. The USN has a limited organic aerial 

refueling capability using tactical aircraft (e.g., F/A-18 equipped with aerial refueling 

system) and also utilize contracted AR support (Omega Air). While the USMC has organic 

KC-130 AR aircraft, these platforms are dedicated and direct support to Marine air-ground 

task force (MAGTF) operations. Marine KC-130s are not considered strategic or national 

assets. 

(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 
 General Overview 

I-5 

thus limited to drogue-only refueling while airborne. Therefore, once airborne, most KC135s 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 wingmounted 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 multi-point refueling systems 

ideal for use as ground alert aircraft. The USAF MC-130 is also capable of providing drogue 

refueling to rotary wing and tilt rotor aircraft. 

c. The AE system provides time-sensitive (TS) en route care of regulated casualties to 

and between medical treatment facilities (MTF), using organic and/or contracted aircraft 

with medical aircrew trained explicitly for this mission. AE forces can operate as far 

forward as aircraft are able to conduct air operations in all operating environments. Specialty 

medical teams may be assigned to work with the AE aircrew to support patients requiring 

more intensive en route care. 

d. Scheduling Categories. For scheduling purposes, air mobility missions are 

conducted on either a recurrent or surge basis. Recurrent operations establish a scheduled 

flow of individual aircraft to make the most of available aircraft and Global Air Mobility 

Support System (GAMSS) assets. Surge operations allow for rapid and substantial 

movement of cargo and personnel because a large number of assets are committed toward 

the operation but can only be sustained for a short period of time. Surge operations may 

A KC-135R boom type aircraft refueling an F-22. 
Chapter I 

I-6 JP 3-17 

disrupt the efficiency of the National Air Mobility System (NAMS), require significant 

regeneration time, and complicate interactions of intertheater and intratheater forces. 

Geographic combatant commanders (GCCs) request intertheater airlift in support of 

deployment, sustainment, and redeployment operations through the Adaptive Planning and 

Execution (APEX) system and Joint Operation Planning and Execution System (JOPES) 

process. GCCs, in coordination with supporting commanders and Services, establish 

movement requirements and develop time-phased force and deployment data (TPFDD) in 

APEX/JOPES. USTRANSCOM, in turn, extracts the movement requirements from the 

TPFDD, validates the mode of transportation, and forwards the tasking to its components for 

movement. Intertheater airlift sustainment involves movement of replacement supplies, 

equipment, and personnel. 

Detailed procedures are outlined in JP 3-35, Deployment and Redeployment Operations. 

e. Air Mobility Mission Categories. The various categories of missions flown are: 

(1) AE missions support the movement of regulated 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. 

(2) Channel airlift missions provide common-user airlift service on a scheduled 

basis between two or more predesignated points. Channel airlift missions support passenger 

and cargo movement over established worldwide routes (GCC or Service-validated) that are 

served by scheduled DOD aircraft under Air Mobility Command (AMC) control or 

United States Marine Corps F-18 receiver aircraft using drogue air refueling procedures. 
 General Overview 

I-7 

commercial aircraft contracted and scheduled by AMC. The vast majority of airlift 

sustainment will move on channel missions of which there are two types: distribution and 

contingency. Distribution channel missions fly on set schedules (e.g., departs every Tuesday 

at 1200). Contingency channel missions fly on an as needed schedule based on 

cargo/passenger movement required from/to the predesignated points of the channel. The 

vast majority of airlift sustainment will move on channel missions. Both types of channel 

users reimburse 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 and meet TDD 

goals and standards. These TDD goals and standards are key to successful warfighter 

support. USTRANSCOM, in collaboration with supported CCDRs, establish TDD 

parameters that may drive 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 United States Secret Service, Federal 

Bureau of Investigation, and Drug Enforcement Administration. 

(4) Contingency missions operate in direct support of an operation order 

(OPORD). These movement requirements will be identified in a TPFDD listing within 

APEX/JOPES. 

(5) 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. 

(6) AR missions provide in-flight refueling to users; for example, foreign military 

sales, aircraft transfers, and unit moves. 

(7) 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 for both. These missions may include airdrop, air 

assault, aircraft load training, AR, and Service school support. JA/ATT missions are part of 

a Joint Chiefs of Staff (JCS)-directed, AMC-, or theater USAF component commandmanaged program that provides basic airborne and combat airlift continuation and 

A “Coronet mission” is a movement of air assets, usually fighter aircraft, in 

support of contingencies, rotations, and exercises or aircraft movements for 

logistics purposes. The tanker aircraft in a Coronet mission provides fuel to 

avoid intermediate stops and provides weather avoidance, oceanic 

navigation, communication, and command and control of the mission. 
Chapter I 

I-8 JP 3-17 

proficiency training conducted in support of DOD agencies. These missions include airdrop, 

air assault, aircraft load training, AR, and Service school support. 

(8) Intratheater common-user airlift missions provide routine and TS, mission 

critical support to the GCC and are missions flown by theater airlift aircraft to support 

common-user theater movement requirements. Intratheater common-user airlift missions are 

missions flown by theater airlift aircraft to support common-user theater movement 

requirements. 

7. Global Mobility Enterprise 

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 command and control (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 

combatant commands (CCMDs) that provide rapid global mobility and conduct air mobility 

operations. The MAF’s four core functions are airlift, AR, air mobility support, 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 GAMSS. 

(4) AE is the movement of regulated patients between medical facilities by air 

mobility assets or contracted commercial aircraft. AE patients are airlifted using organic 

and/or contracted aircraft with medical aircrew trained explicitly for this mission. 

AE is further discussed in JP 4-02, Health Services. 

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. 
 General Overview 

I-9 

(1) Air mobility forces under combatant command (command authority) (COCOM) 

of either CDRUSTRANSCOM or the GCCs provide common-user assets to conduct 

operations between or within theaters. 

(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. A unique 

aspect of these operations is their reliance on GAMSS and the worldwide C2 capabilities of 

AMC’s 618th Air Operations Center (Tanker Airlift Control Center) (618 AOC [TACC]). 

(a) The GAMSS is comprised of a limited number of permanent en route 

support locations plus expeditionary forces that deploy under the global reach laydown 

strategy. Permanent en route support locations are manned to handle day-to-day peacetime 

operations. Deployable GAMSS forces can be tailored to augment permanent locations 

during large-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 in order to meet validated requirements. 

(b) The 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. 

(3) Intratheater air mobility forces, normally 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 

joint force commanders’ (JFCs’) movement priorities. Direct support may be provided with 

Service-organic transportation assets in a combat zone IAW the Service component 

commander’s priorities or, one Service component may be tasked to provide direct support to 

another Service component commander or subordinate commander. Intratheater air mobility 

operations are conducted in response to taskings from a CCDR or designated subordinate 

commander and primarily fill theater operational and tactical requirements. Effective and 

efficient movement and delivery of personnel, materiel, and fuel depend on in-transit 

visibility (ITV) of assets moving between theaters and extensive coordination between 

intertheater and intratheater forces. Each GCC has also established a joint deployment and 

distribution center operations (JDDOC) which is patterned after the USTRANSCOM 

Deployment and Distribution Operations Center (DDOC). The JDDOC is focused on the 

GCC’s AOR and synchronizes and optimizes the intertheater and intratheater distribution 

aspects of deployment and multi-modal transfer of resources to integrate the proper mix of 

flow of forces, materiel, and other forms of sustainment in support of the GCC’s missions. 
Chapter I 

I-10 JP 3-17 

This crucial interaction is fostered by specific C2 arrangements and MAF apportionment 

both prior to and after a joint task force (JTF) has been established. 

See JP 3-30, Command and Control for Joint Air Operations. 

(a) Common-user intratheater movements are usually controlled through a 

theater-specific C2 node, and requirements are met by allocating theater-assigned forces. In 

United States European Command (USEUCOM), US Central Command, US Southern 

Command, United States Pacific Command (USPACOM), United States Northern Command 

(USNORTHCOM), and US Africa Command this node is an air mobility division (AMD) 

within the AOC. The AMD functions are similar to those of the 618 AOC (TACC). The 

AMD’s theater focus is critical in teaming with the JDDOC or joint movement center (JMC) 

to coordinate and prioritize the phasing of intertheater and intratheater airlift requirements. 

The AMD has vast theater expertise and familiarity and is best able to assess theater 

requirements, allocate forces to meet those requirements, and when needed, seek 

USTRANSCOM augmentation. Intertheater missions are typically flown to major airfields 

(terminals) often referred to as “hubs.” From these hubs, transported personnel or cargo is 

distributed by intratheater forces to other terminals, referred to as “spokes” within the JFC’s 

OA. 

Chapter IV, “Airlift,” provides more details on hub and spoke operations. 

(b) Alternatively, when a JTF is established, intratheater movements may be 

controlled through a JTF-specific C2 node that interfaces with the JDDOC/JMC, AOC’s 

AMD, and 618 AOC (TACC). The JTF-specific C2 node could be a joint, combined, or 

component AOC as specified by the commander, joint task force (CJTF). 

(c) When requirements exceed the capability of assigned or attached forces, 

JTF air mobility capabilities may be augmented. The supported CCDR may attach 

additional theater-assigned forces to the CJTF. SecDef may attach USTRANSCOM forces 

to the supported CCDR, or JFC; USTRANSCOM may support the CCDR by making air 

mobility capabilities available as a supporting CCDR. Regardless of the source, intratheater, 

common-user air mobility forces assigned, attached, or made available to a subordinate joint 

force should be organized under a commander, Air Force forces (COMAFFOR) as 

appropriate and directed by the theater AOC for optimum efficiency, and effectiveness. The 

COMAFFOR, joint force air component commander (JFACC) (if designated), and the 

director of mobility forces (DIRMOBFOR) must ensure intratheater air mobility forces are 

organized to properly interact with other intratheater and intertheater forces. 

(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 component commander, 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 
 General Overview 

I-11 

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. 

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, GCCs, 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 SmallScale 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 the 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 be employed 

in CBRN high and medium threat areas; however, they will 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. 

(3) Additional Contracted Capabilities

(a) Tenders. AMC and Military Surface Deployment and Distribution 

Command have standardized freight tenders for most modes of transportation. The tender 

structure allows for companies participating in CRAF the freedom to carry cargo internally 

or via subcontractors, a practice known as CRAF Prime. Tenders offer many advantages. 
Chapter I 

I-12 JP 3-17 

These include less than full-planeload movement flexibility, lower overall airlift costs, 

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, the 

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 CJCSallocated 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 aerial ports of debarkation (APODs) to final destination. 

(c) Theater Express (THX). Under this construct, GCCs contract commercial 

air cargo companies to move intratheater cargo in single pallet increments. The THX 

program is advantageous because it uses civilian aircraft, personnel, and infrastructure to 

facilitate expeditious movement and engage local businesses. It is cost effective, because 

each offering is bid competitively between all authorized carriers, and payment is based 

solely on weight versus contracting an entire aircraft. Therefore, the benefits of THX are 

multi-fold: the burden on organic airlift and facilitates is reduced, costs are contained and 

easily and discretely tracked, local businesses are engaged in pursuing US goals, and fewer 

airmen have to be deployed to build up capacity quickly. Furthermore, contracting by the 

pallet gives commercial carriers the capability to blend their commercial and military freight, 

resulting in economies of scale and lower costs. 

(4) The military component of NAMS is comprised of active and reserve 

components of the USAF and organic lift assets in the Army, Navy, and Marine Corps. 

(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, 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, United States 

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 
 General Overview 

I-13 

ANG. AFRC and ANG personnel are experienced operators and train to the same standards 

as their active duty counterparts. 

Reserve component mobilization is addressed in JP 4-05, Joint Mobilization Planning. 

d. Air Mobility Operations Considerations 

(1) Air mobility is a valuable force multiplier, but to maximize its 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 

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 local security is available in JP 3-10, Joint Security Operations 

in Theater. 

(c) When CBRN contamination affects airfield operations, an important 

contamination control measure available to air mobility planners is use of the exchange zone 

(EZ) concept. An EZ is a transload base, located beyond the CBRN-threat area, for the 

transfer of cargo and passengers between uncontaminated (clean) aircraft and previously 

contaminated (dirty) aircraft. From the EZ, the dirty aircraft shuttle to and from the 

contaminated APOD to continue TPFDD deliveries. EZ minimizes the number of air 

mobility aircraft exposed to contaminants and enables continued use of CRAF aircraft when 

APODs have been contaminated. Further information regarding EZ is found in the Air 
Chapter I 

I-14 JP 3-17 

Mobility Command Counter-Chemical, Biological, Radiological, and Nuclear Concept of 

Operations. 

(d) Split mission-oriented protective posture (MOPP) is a protection measure. 

Air mobility planners use split MOPP to divide an APOD into clean and dirty sectors, 

allowing a MOPP reduction in the uncontaminated sectors. If airlift operations must 

continue into a contaminated airfield, look for clean sections of the runway and/or ramp 

(upwind of the contaminated sectors) for the conduct of on/offload activities. The 

contingency response element (CRE) officer in charge at the contaminated airfield should 

direct the aircrew to clean sectors during ground operations. 

(e) CBRN decontamination helps sustain military operations in CBRN 

contaminated environments by preventing or minimizing mission performance degradation, 

casualties, or loss of resources. Further information regarding split MOPP and 

decontamination is available in the Air Mobility Command Counter-Chemical, Biological, 

Radiological, and Nuclear Concept of Operations, and JP 3-11, Operations in Chemical, 

Biological, Radiological, and Nuclear Environments, and JP 3-41, Chemical, Biological, 

Radiological, and Nuclear Consequence Management.

(2) The Phoenix Raven (PR) 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 PR 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 assist aircrew members in the performance 

of their duties when not performing PR duties. PR 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 PR 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, airlift 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: 
 General Overview 

I-15 

(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, 

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, assignment of forces; force position; sustainment 

forecasting and delivery; and forecasting for future force requirements. 

(1) Asset Visibility (AV). AV is a subcomponent of force visibility. AV provides 

the capability to determine the identity, location and status of equipment, and supplies by 

class of supply, nomenclature, and unit. It includes the ability to determine the status of 

personnel. It provides visibility over equipment maintenance and retrograde actions. It also 

includes the capability to act upon that information to improve the overall performance of the 

DOD logistic practices supporting operations. DOD-wide AV requires horizontal integration 

of supply and transportation activities and one-time data capture. AV includes in-process, 

in-storage, and ITV. The function of performing AV is a shared responsibility among 

deploying forces, supporting commands and agencies, USTRANSCOM, and the supported 

CCDR. Defense Logistics Agency, as Executive Agent for Integrated Data Environment AV 

and USTRANSCOM with Integrated Data Environment/Global Transportation Network 

Convergence (IGC), work collaboratively to ensure supply and in-transit data are shared and 

fused resulting in a complete seamless picture for end-users. 

(2) 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. 

f. Planning Considerations. Common users directly benefit from understanding the 

air mobility infrastructure, and becoming familiar with the airlift mission funding categories. 

Choosing the correct method of delivery, correctly determining whether their requirements 
Chapter I 

I-16 JP 3-17 

can best be served through routine or surge operations, and understanding the funding 

implications associated with each choice influences the type of support received by the 

requesting user and also has an impact on the entire NAMS. Therefore users, when 

submitting their requests, must not only make their choices on an objective analysis of their 

exact needs, but must also remain flexible as their desires must be balanced against the CJCS 

priority system and other common-user needs. 

(1) Mission Funding Categories. Use of air mobility aircraft is funded either 

through the TWCF or operations and maintenance (O&M) funds. The TWCF program 

consists of a fee paid by the user to USTRANSCOM via AMC. O&M funding occurs out of 

the Service component budget with no charge levied directly against the user. The various 

types of NAMS missions are designed and scheduled according to their funding category. 

(a) Channel Airlift Missions. Users of channel airlift missions use O&M 

funds to reimburse the TWCF based on weight/cube of cargo and per passenger from aerial 

port of embarkation (APOE) to APOD. 

(b) SAAM users reimburse TWCF at a SAAM rate based on mission flying 

time, to include positioning (originating station to required APOE) and depositioning (APOD 

to originating station) legs. 

(c) Contingency Missions. Users reimburse the TWCF based on mission 

flying time, to include positioning and depositioning when directly supporting an OPORD, 

disaster, or emergency. 

(d) JCS Exercise Missions. Users reimburse TWCF based on mission flying 

time to include positioning and depositioning. 

(e) AR Missions. Missions are executed with O&M funds, but the serviced 

unit pays for the fuel transferred. 

(f) Training missions flown for currency and proficiency are paid from 

Service O&M funds. 

(g) JA/ATT missions are paid by O&M funds that are specifically allocated 

for joint training. 

(h) Intratheater common-user airlift missions, flown on USAF airlift 

aircraft are paid using contingency funding or the TWCF. 

(i) Service Organic Missions. Missions flown by Service-assigned assets 

(including other Air Force major commands [MAJCOMs]) to meet their own requirements 

are paid from Service/MAJCOM O&M funding. 

(2) Air Mobility Infrastructure. Each type of infrastructure has unique 

advantages and disadvantages that must be considered when planning air mobility 

operations. 
 General Overview 

I-17 

(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 ALOCs 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, 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 personnel and materiel 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. 

(d) DZ. A DZ is a specific area upon which airborne troops, equipment, or 

supplies are airdropped. Although DZs are normally on relatively open, flat terrain, they 

may be situated on almost any site (including water) suited in size and shape for intact 

delivery and recovery of airdropped personnel and materiel. The main advantage of a DZ is 

the ability to deliver forces or materiel when an LZ or airfield cannot be constructed or used 
Chapter I 

I-18 JP 3-17 

because of expense, time constraints, security risks, political sensitivities, or terrain. Similar 

to LZs, their isolation and possible proximity to threats makes security more difficult. 

Operations at DZs require significant planning because of limited on-ground support and 

likely threats to the aircraft and support personnel. 

Detailed information on planning air mobility operations can be found in Chapter III, 

“Planning Air Mobility Operations.” 
II-1 

CHAPTER II 

COMMAND AND CONTROL OF AIR MOBILITY OPERATIONS 

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 power. 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. 

a. Effective support of the supported CCDR’s mobility requirements demands theater 

and CONUS-based forces form a mutual partnership. This partnership must operate as an 

integrated force with interoperable planning, tasking, scheduling, and C2 systems. A critical 

element of this partnership is linking centralized control agencies such as the CONUS-based 

forces’ USTRANSCOM DDOC and the 618 AOC (TACC) to the theaters’ JDDOCs and 

AOCs. These MAF partners exercise centralized control to ensure the JFC is supported with 

responsive, capable, and seamless air mobility. 

b. Theater Air Control System (TACS). TACS is the USAF mechanism for 

commanding and controlling theater air power 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 

Effective and efficient employment of air mobility forces requires a clear understanding 

of the associated command relationships and control processes affecting the 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 

“It is no great matter to change tactical plans in a hurry and to send troops off in new 

directions. But adjusting supply plans to the altered tactical scheme is far more 

difficult.” 

General Walter Bedell Smith, US Army (1895-1961) 
Chapter II 

II-2 JP 3-17 

particularly complex task. Normally, USTRANSCOM forces remain under OPCON of 

CDRUSTRANSCOM when supporting missions in theater. 

3. Command and Control 

There are three independent C2 structures that, when integrated, constitute the 

global air mobility C2 system. They are the intertheater, intratheater, and JTF systems. 

a. Intertheater Air Mobility Operations. Intertheater air mobility serves the CONUSto-theater and theater-to-theater air mobility needs of the GCCs. Air mobility assets assigned 

to USTRANSCOM execute the majority of intertheater airlift missions. C2 of these assets 

is normally exercised by 18th Air Force (AF) through 618 AOC (TACC). 18 Air Force 

is the primary worldwide planning and execution agency for activities involving 

USTRANSCOM-assigned air mobility forces operating to fulfill CDRUSTRANSCOMdirected requirements. Theater-assigned forces also may conduct theater-to-theater air 

mobility operations. For intertheater air mobility operations, OPCON is normally retained 

by the CCDR who owns the forces. Specific command relationships for air mobility forces 

should be established in a manner that best supports the joint tasking and circumstances of 

the operation. 

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.

b. Intratheater Air Mobility Operations. Intratheater air mobility operations are 

defined by geographic boundaries. Air mobility forces assigned or attached to the GCC 

A typical joint air operations center 
Command and Control of Air Mobility Operations 

II-3 

normally conduct these operations. Intratheater common-user air mobility assets are 

normally scheduled and controlled by the theater AOC or joint air operations center (JAOC) 

if established. The ability to identify and coordinate movement requirements (visible in 

JDDE-common systems) is critical to providing theater reachback support from the 618 

AOC (TACC). When intratheater air mobility requirements exceed the capability of 

assigned or attached forces, other mobility forces can support intratheater airlift using a 

support relationship. The supported commander may also request augmentation from 

SecDef through the request for forces process. 

For more information on request for forces/capabilities, see Enclosure R of the Chairman of the 

Joint Chiefs of Staff Manual (CJCSM) 3122.01A, Joint Operation Planning and Execution 

System (JOPES) Volume I: (Planning Policies and Procedures). 

c. JTF Air Mobility Operations. During joint operations, it may be necessary to 

establish a JTF within a GCC’s AOR. This allows the GCC to maintain a theater-wide focus 

and at the same time respond to a regional requirement within the theater. When this occurs, 

a JTF will be designated and forces made available for this operation. The 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. 

(1) The COMAFFOR may appoint a DIRMOBFOR to function as coordinating 

authority for air mobility with all commands and agencies, both internal and external to the 

JTF, including the JAOC, the 618 AOC (TACC), and the JDDOC and/or the JMC. 

(2) The DIRMOBFOR 

(a) The DIRMOBFOR 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 theater AOC (or theater JAOC if established), AMCs 

618th 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. When a JTF is formed, command relationships for air mobility forces are 

established IAW the Unified Command Plan and Global Force Management process. 

(b) The DIRMOBFOR will ensure the effective integration of intertheater and 

intratheater air mobility operations, and facilitate intratheater air mobility operations on 

behalf of the COMAFFOR. The DIRMOBFOR provides guidance to the AMD on air 

mobility matters, but such guidance must be responsive to the timing and tempo of 

operations managed by the JAOC director. 

(c) The DIRMOBFOR also has distinct responsibilities in relation to JFC 

staffs. Air mobility requirements do not originate in the AOC. 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 
Chapter II 

II-4 JP 3-17 

vary slightly in different theaters. Consequently, an essential role for the DIRMOBFOR is to 

serve as the principal interface between the AOC, the theater’s J-4, and the JMC/JDDOC to 

obtain appropriate prioritization of air mobility tasks while balancing requirements and air 

mobility capability. 

(3) Specific duties of DIRMOBFOR include the following: 

(a) Coordinate integration of intertheater air mobility capability provided by 

USTRANSCOM. 

(b) Coordinate with the AOC director/commander and AMD chief to integrate 

air mobility operations supporting the JFC into the air assessment, planning, and execution 

process, and deconflicted with other air operations. 

(c) Coordinate with the 18 Air Force/Component Commander (CC) Air Force 

Transportation Component (AFTRANS) and 618 AOC (TACC) to ensure the joint force air 

mobility support requirements are met. 

(d) Assist in the integration and coordination of the multinational air mobility 

plan. 

4. Command and Control Structures 

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. 

a. Routine Operations. To assist in the employment of mobility forces, each of the 

GCCs has a USTRANSCOM transportation liaison officer (LNO). GCCs with assigned air 

mobility forces have COCOM over those forces and normally delegate OPCON over those 

forces through Service component commanders. The COMAFFOR executes the C2 of 

USAF air operations in the theater or AOR through the AOC. One of the AOC divisions, the 

AMD, usually oversees intratheater air mobility operations. Figure II-1 illustrates these 

routine, day-to-day command relationships for controlling air mobility forces. 

b. Establishing a JTF. When a contingency arises, the supported CCDR may elect to 

establish a JTF and appoint the JFC. The JFC is authorized command authority over a joint 

force to accomplish an assigned mission and will determine appropriate military objectives 

and set priorities for the JTF. The JFC establishes appropriate command relationships 

including those with functional and Service components. The JFC will normally assign 

JFACC responsibilities to the component commander 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. 
Command and Control of Air Mobility Operations 

II-5 

Figure II-1. Mobility Air Forces Command and Control 

Mobility Air Forces Command and Control

Legend

18 AF Eighteenth Air Force

618 AOC (TACC) 618 Air Operations Center (Tanker 

Airlift Control Center)

A/DACG arrival/departure airfield control group

AFTRANS Air Forces Transportation Component

AMC Air Mobility Command

AMLO air mobility liaison officer

AMOW air mobility operations wing

AOC air operations center

BCD battlefield coordination detachment

CC commander

CDRUSTRANSCOM Commander United States 

Transportation Command

COMAFFOR commander, Air Force forces

CRG contingency response group

CRW Contingency Response Wing

DDOC Deployment and Distribution 

Operations Center

DIRMOBFOR director of mobility forces

DZST drop zone support team

EC expeditionary center

EOC emergency operations center

GLO ground liaison officer

GPMIC Global Patient Movement Integration 

Center

JDDOC joint deployment and 

distribution operations center

JFACC joint force air component 

commander

JFLCC joint force land component 

commander

JTF-PO joint task force-port opening

LNO liaison officer

LRST long-range surveillance team

MCT movement control team

TACT tactical aviation control team

TOC tactical operations center

USTRANSCOM United States Transportation 

Command

command

combatant command 

(command authority)

operational control

administrative control

coordinating authority

support

AOC

TOC DZST

EOC

DIRMOBFOR

EOC

JFACC

Airlift 

Wings

Attached 

Ground Forces

Attached 

Wings

JFLCC

CDRUSTRANSCOM

President/

Secretary of Defense

Combatant Commander

“Expedite!”

GPMIC JDDOC

18 AF/CC

(AFTRANS)

COMAFFOR

AMC/CC

GLO

EC

DDOC USTRANSCOM LNO

BCD

A/DACG LRST

MCT TACT

618 AOC 

(TACC)

AMOWs

CRGs

JTF-PO

CRW

AMLO
Chapter II 

II-6 JP 3-17 

c. Establishment of a JAOC and Associated AMC Relationships. The JFACC requires 

a C2 organization appropriately sized and tailored to support JTF or subordinate commandrelated air operations. The JAOC is the air planning and execution focal point for the JTF 

(or other subordinate command). Centralized planning, direction, and coordination of air 

mobility operations occur in the AMD. 

(1) When a JTF is formed, command relationships for air mobility forces will be 

established by the JTF establishing authority. The command relationship established for 

these forces will normally be 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 and DIRMOBFOR coordination. 

(2) The AMD is made up of an air mobility control team, an airlift control team, an 

AR control team, and AE control team, an aerial port control team, a theater direct delivery 

cell and a mobility support team. Additionally, an AMD may also include a theater direct 

delivery cell and an air mobility support team. 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 air tasking order (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. 

(1) JDDOC. The integration of intertheater and intratheater movement control is 

the responsibility of the supported CCMD and USTRANSCOM. The JDDOC is a GCC’s 

movement control organization designed to synchronize and optimize national and theater 

multimodal resources for deployment, distribution, and sustainment. The JDDOC is 

normally placed under the control and direction of the CCMD J-4, but may also be placed 

under other command or staff organizations. 

(2) Joint Task Force–Port Opening (JTF-PO). USTRANSCOM also provides a 

JTF-PO to rapidly open and operate ports of debarkation and initial distribution networks 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 

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 
Command and Control of Air Mobility Operations 

II-7 

CDRUSTRANSCOM, in direct support of the CCDR; it is designed to operate for 45-60 

days and be relieved by follow-on forces. 

Figure II-2. The Joint Air Operations Center and Command Relationships 

for Air Mobility Forces 

The Joint Air Operations Center and Command Relationships for 

Air Mobility Forces

JFACC

JAOC

Director DIRMOBFOR

JFC

President/

Secretary of Defense

Numbered 

AF/CC

AOC

618 AOC

(TACC)

18 AF/CC

AFTRANS/CC

Theater 

COMAFFOR

CDRUSTRANSCOM

COMAFFOR

AMC/CC

Combatant 

Commander

Theater Assigned

Air Mobility Forces

Attached

Air Mobility Forces

Theater Assigned and 

Attached Service 

Organic Mobility Forces 

Attached to JTF

Air Mobility 

Division

USTRANSCOM

Assigned

Air Mobility Forces

USTRANSCOM

Air Mobility Forces 

Supporting JTF

JAOC Division

Combat Plans

Combat Ops

Strategy

ISR

Legend

18 AF Eighteenth Air Force

618 AOC (TACC) 618 air operations (Tanker/Airlift 

Control Center)

AF air force

AFTRANS Air Force Transportation 

Component

AMC Air Mobility Command

AOC air operations center

CC component commander

CDRUSTRANSCOM Commander United States 

Transportation Command

COMAFFOR commander, Air Force forces

DIRMOBFOR director of mobility forces

ISR intelligence, surveillance, and 

reconnaissance

command

combatant command 

(command authority)

operational control

as designated

coordinating authority

JAOC joint air operations center

JFACC joint force air component 

commander

JFC joint force commander

JTF joint task force

USTRANSCOM United States Transportation 

Command
Chapter II 

II-8 JP 3-17 

(3) Contingency Response Forces (CRFs). CRFs conduct expeditionary port 

opening operations for USTRANSCOM and GCCs to enable rapid global mobility. CRFs 

conduct an array of missions including assessing airbase capabilities, opening 

expeditionary airbases and conducting airfield operations. Active duty CRFs maintain 

readiness to deploy within 12 hours of notification. CRFs are designed for a decreased 

transportation and logistics footprint to enable rapid deployment and are not designed as 

long-term sustainment assets. They usually deploy with organic supplies and must be 

resupplied after 5 days. CRFs normally coordinate actions with theater command elements 

to ensure theater-specific responsibilities such as force protection meet their mission 

requirements. CRFs are normally planned to operate for 45-60 days before handling off 

responsibilities to follow-on sustainment forces so they can redeploy and reconstitute for 

subsequent contingency operations. Planners should consider follow-on requirements early 

on to facilitate timely CRF replacement and coordinate with the deployed CRF to ensure a 

smooth mission transition. When CRFs deploy to a GCC’s AOR, command and support 

relationships should be specified and coordinated before operations begin. AFTRANS 

normally retains OPCON of USTRANSCOM-assigned CRFs, but TACON may be 

transferred to the theater COMAFFOR or JFACC with SecDef approval for unique 

missions. CRFs are organized into tailored force elements that are comprised of broad 

cross-section of USAF skill sets to accomplish a range of airbase opening and mobility 

support operations. 

(4) Patient Movement Centers

(a) Joint Patient Movement Requirements Center (JPMRC). A JPMRC is 

a joint activity established to coordinate the joint patient movement requirements (PMRs) 

function for a JTF operating within a GCC’s AOR. JPMRCs coordinate intratheater patient 

movement and coordinate with the Theater Patient Movement Requirements Center–

Americas (TPMRC-A) for intertheater patient movement. Synchronization of plans and 

additional guidance related to the world wide patient movement system is coordinated 

through the Global Patient Movement Integration Center (GPMIC). 

(b) TPMRC-A. Located in USNORTHCOM. Additional theater patient 

movement centers are located and designated based on the AOR, to manage the validation 

and regulation of PM within the AOR. TPMRCs are responsible for theater-wide PM and 

coordinate with MTFs to identify the proper treatment/transportation assets required. The 

TPMRC communicates this transport to bed plan to the theater Service transportation 

component or other agencies responsible for executing the mission. TPMRCs coordinate 

with the GPMIC which provides global oversight, implements policy, and standardizes 

regulations, clinical standards, and safe movement of uniformed services and other 

authorized, or designated patients. 

(c) GPMIC. A joint activity reporting directly to the USTRANSCOM 

Surgeon; serves as DOD’s single manager for the development of policy and standardization 

of procedures and information support systems for global patient movement. The GPMIC 

implements policy and standardization for the regulation, clinical standards, and safe 

movement of uniformed services and other authorized or designated patients. The GPMIC 

orchestrates, and maintains global oversight of the TPMRCs in coordination with the GCCs
Command and Control of Air Mobility Operations 

II-9 

and external intergovernmental organizations as required. Responsible for the 

synchronization of current and future operational patient movement plans to identify 

available assets and validate transport to bed plans. 

See JP 4-02, Health Services, for more information on patient movement requirements center 

(PMRCs). 

(5) Emergency Operations Center (EOC). As the C2 facility of wings, EOCs 

link wing commanders to the JAOC and enable them to command their forces. To 

facilitate joint operations, Army ground liaison officers (GLOs) or other component 

representatives may be assigned to an EOC. 

(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). STT is compromised of USAF combat control 

team, pararescue, special operations weather personnel, and selected TACP teams 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 assault zone assessment, establishment and control. 

In addition, the STT include life support, 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. Prolonged area terminal airspace control requirements should be handled 

by the contingency response group (CRG) using organic and augmentee ATC qualified 

personnel to relieve STTs of this responsibility. When deployed STTs become part of the 

theater SOF and normally fall under the OPCON of the joint force special operations 

component 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 component commanders. STTs are requested 

from the JFSOCC for tasking. 
Chapter II 

II-10 JP 3-17 

(9) The global response 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 recommends 

strategies to CRF commanders and team chiefs for countermeasures against environmental 

and physiological stressors, in order 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) Air Mobility Liaison Officers (AMLOs). AMLOs integrate with supported 

joint force component staff function(s) at the echelon(s) making decisions for air 

movement and sustainment planning, validation, prioritization, preparation, and execution. 

They are organized to advise ground force commanders on air mobility issues and are 

granted coordinating authority and direct liaison authority to provide essential coordination 

and enhance the interoperability between the GME, supported CCMDs, joint force 

partners, and other authorized mobility users in garrison and forward deployed. 

(11) Airborne Elements. As airborne C2 nodes, the E-2C HAWKEYE and the 

E-3C 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 component commander.

(13) Battlefield Coordination Detachment (BCD). The airlift section of the 

BCDs will be located within the JAOC and will consist of support personnel organized into 

airlift, air defense, fire support, and airspace control elements. Overall, the BCD monitors 

and interprets the land battle situation and provides the necessary interface for the 

exchange 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. 

(14) Army Arrival/Departure Airfield Control Group (A/DACG). The 

A/DACG is a provisional organization designed to assist AMC and the deploying unit in 

receiving, processing and loading or unloading personnel and equipment. A/DACGs are 

designed to coordinate and control the movement of personnel and materiel through air 

terminals. The capabilities of the A/DACGs are tailored based on the mission and military 

units performing aerial port operations. Comprised mainly of personnel and resources from 
Command and Control of Air Mobility Operations 

II-11 

theater sustainment units along with elements of the moving unit, the A/DACG is taskorganized to reflect the type of move and degree of support available at the air terminal. 

Service transportation support at air terminals assist with the deployment, redeployment and 

sustainment of forces. Normally, an Army, Navy or Marine Corps A/DACG assists the 

mobility forces in processing, loading and off-loading deploying and arriving service 

component personnel and equipment. A/DACGs are deploying Service component’s 

counterpart to an USAF CRG/CRE. When units from more than one component will transit 

a terminal simultaneously, the JFC should direct one component to provide the A/DACG. 

This will normally be the component with the largest movement requirement, and 

augmented, as necessary, by the other components. 

(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. 

(16) Army Long-Range Surveillance Teams (LRSTs). LRSTs can support airlift 

by conducting reconnaissance and surveillance operations of named areas of interest around 

terminal areas. LRSTs, which are organized from long-range surveillance detachments and 

companies, are organic to each Army division. Typically, one to six LRSTs support an 

airborne or air assault operation. If required, LRSTs can also mark DZs and LZs and direct 

fire support for airlift operations. 

(17) Army Drop Zone Support Teams (DZSTs). In the absence of, or in 

conjunction with, a USAF STT, DZSTs provide Army units with limited organic capabilities 

to support airdrop operations. DZSTs direct airdrop operations on DZs and consist of at least 

two personnel, including an airborne jumpmaster- or pathfinder-qualified leader. They can 

support airdrops (up to three aircraft) of personnel, equipment, and CDS bundles. Their 

responsibilities include: 

(a) Evaluating DZs; 

(b) Evaluating ground hazards; and 

(c) Ensuring the suitability of the DZ and the ability to recover airdropped 

personnel and materiel. In the absence of an STT or DZST, AMLOs are qualified to direct 

airdrop operations. 

(18) Army Tactical Aviation Control Teams (TACTs). Composed of ATC or 

pathfinder-qualified personnel, TACTs locate, identify, and establish DZs and LZs. They 

install and operate navigational aids and communications around the terminal, control air 

traffic in that vicinity and, to a limited degree, gather and transmit weather information. 

(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 
Chapter II 

II-12 JP 3-17 

contact between the USAF CRGs and A/DACGs for controlling Army theater airlift 

movements. 

5. Command and Control of Airfields During Contingency Operations 

a. During contingency operations, efficient and effective use of limited airfield capacity 

and resources is often critical to a successful military response. The task is complicated 

when airfields in the theater of operations are host to a variety of allied military, 

nongovernmental organizations (NGOs), and commercial air activities. USTRANSCOM, 

through AMC, performs single port manager (SPM) functions necessary to support the 

strategic flow of the deploying forces’ equipment and sustainment from the APOE and handoff to the CCDR in the APOD. The SPM is responsible for providing strategic deployment 

status information to the CCDR and to manage workload of the APOD based on the CCDR’s 

priorities and guidance. 

b. To facilitate C2 at joint use airfields, the JFC designates a senior airfield authority 

(SAA) responsible for safe airfield operations. The SAA is trained and certified in SAA 

duties and responsibilities including ATC and airfield/airspace management and ensures 

unity of effort among the various commands and other activities operating on the airfield and 

serves as the arbitrator between competing interests on the airfield. Depending on the types 

of air operations being conducted at a specific airfield, the SAA will normally be selected 

from one of the following commands: Army aviation battalion/brigade, USAF expeditionary 

wings, groups, or squadrons, Marine aircraft wing/group/squadron, USTRANSCOM’s CRF, 

or USAF Special Operations Command special tactics squadrons. The SAA is responsible 

for overall effectiveness of the airfield and coordination of all requirements for use of the 

airfield and its facilities. The SAA controls airfield access and coordinates for airfield 

security with the base commander or base cluster commander or the joint security 

coordinator for the area if a base commander has not been designated. 

(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 

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. 
III-1 

CHAPTER III 

PLANNING AIR MOBILITY OPERATIONS 

1. Air Mobility Planning Considerations 

a. Mobility aircraft can accomplish a variety of missions. Airlift planning always starts 

with the requirements. 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, suppression 

of enemy air defenses (SEAD), service LNOs, weather, maintenance, AE planner and AE 

patient movement 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. 

b. 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 fratricide are also 

major concerns. In addition, air mobility planning considers international, HN, and military 

airspace control plans and procedures. 

Further information on airspace control at the operational level of war, see JP 3-52, Joint 

Airspace Control. Further information on terminal airfield ATC, see Field Manual (FM) 

 3-52.3, Marine Corps Reference Publication (MCRP) 3-25A, Navy Tactics, Techniques, and 

Procedures (NTTP) 3-56.3, and AFTTP (Instruction) 3-2.23 Multi-Service Tactics, 

Techniques, and Procedures for Joint Air Traffic Control. 

c. Air Corridors or Operating Areas. Airlift operations often require secure air 

corridors or operating areas (e.g., DZ and assault zone run-in and AR tracks). These may be 

“In preparing for battle I have always found that plans are useless, but planning is 

indispensable.” 

Dwight D. Eisenhower (1890-1969) 
Chapter III 

III-2 JP 3-17 

shared with other air missions. Regardless, the use of a corridor requires close coordination 

between the appropriate airspace control authority, the area air defense commander, JAOC, 

and all other joint force component ground and aviation elements. Changing of the corridor 

system may be required depending on the threat lay down and enemy actions. 

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. 

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. 

(3) Selection of Marshalling Areas and Departure Airfields. The selection of 

marshalling areas and departure airfields is based on the air movement plan and influenced 

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. 

(4) Unit Preparation. For security reasons, marshalling should be accomplished 

quickly. To prepare for marshalling, deploying units are responsible for the following: 
Planning Air Mobility Operations 

III-3 

(a) Establish liaison with the departure airfield control group (DACG). 

(b) Obtain equipment and supplies as early as possible. 

(c) Issue prepackaged supplies and equipment to the airborne forces to 

expedite loading operations. 

(d) Perform final preparation of vehicles and equipment. 

(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. 

(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. 

b. Responsibilities. Arrival and departure airfield operations are conducted by USAF 

units and the deploying component units. 

Figure III-1. Factors Affecting Selection of Marshalling 

Areas and Departure Airfields 

Factors Affecting Selection of Marshalling Areas and 

Departure Airfields































Mission to be accomplished

Airfields (number, location, type)

Air support available

Communications

Initial location of participating units

Vulnerability to adversary action

Distance to the objective area

Logistic support required and available

Unit integrity

Adequacy of air defense

Capacity of each airfield to handle sustained operations

Security requirements, to include camouflage, concealment, and 

deception measures

Health hazards and expected weather

Surface lines of communications

Types of airlift aircraft used
Chapter III 

III-4 JP 3-17 

(1) CRF teams are responsible for marshalling 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 contingency response team (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. 

(2) Movement to Aircraft Loading Sites. The deploying commander assigns 

priorities for deploying unit cargo, vehicles, and equipment to loading sites based on required 

loading and scheduled station times published in the air movement plan. The deploying unit’s 

installation MAJCOM provides transportation to move personnel and chalk loads (by chalk 

number) to aircraft. Whenever possible, movements are made at night for operations security 

(OPSEC) purposes. Personnel in charge of aircraft chalk loads should receive mission briefings 

concerning the route to their respective aircraft. Personnel and equipment should arrive at 

onload airfields IAW prescribed times published in the air movement plan. The GAMSS units 

Contingency response group loading a C-17 at Hickam Air Force Base. 
Planning Air Mobility Operations 

III-5 

control airlift movement at the departure airfield. Routes to and from loading areas should be 

clearly marked. Strict control of air and ground traffic is maintained on and across runways and 

strips. 

Figure III-2. Departure Airfield Operations 

Departure Airfield Operations

CRF contingency response force DACG departure airfield control group

Ready Line/

Loading Ramp Area

Unit

Area

Unit

Area

Unit

Area

Joint 

Inspections

Final 

Briefing

Final Manifest 

Corrections

Frustrated 

Cargo Area

In-check, 

Assembly

and

Inspection

Dual DACG and CRF 

area of responsibility. 

Joint inspection and 

discrepancy corrections 

are conducted in this 

area. 

Chalk loads are moved 

from the call forward 

area and released into 

the CRF at the ready 

line.

CRF area of 

responsibility. 

Receives control of 

chalks from the 

DACG and 

conducts additional 

briefings and 

inspections as 

required. 

Responsibility for 

all air movement 

operations.

Deploying unit 

responsibility.

Prepare vehicles, 

equipment, cargo, 

and personnel into 

chalk loads for 

delivery to the 

DACG alert holding 

area for air 

movement.

DACG area of 

responsibility. 

The DACG ensures the 

movement of vehicles, 

equipment, and cargo 

from the alert holding 

area to the call forward 

area in orderly fashion. 

The reception of aircraft 

loads and conducting 

preinspections are 

accomplished here.

Marshalling 

Area

Alert Holding 

Area

Call Forward 

Area











In-checks cargo

Prepares personnel 

and cargo manifests

Prepares other 

documentation 

agreed upon during 

the joint planning 

conference

Conducts initial 

inspection of each 

chalk

Releases each 

chalk to the DACG 

at the alert holding 

area





Establishes aircraft 

parking plan

Receives load at 

ready line, directs 

to aircraft and, in 

conjunction with 

aircraft load master 

or load team chief, 

supervises the 

supported 

component while 

loading and 

restraining cargo 

aboard aircraft









Conducts joint 

inspection

Conducts final briefing 

and performs final 

manifest corrections

Compiles statistical data

Provides area for 

correction of 

discrepancies identified 

during the joint 

inspection











Accepts chalk from 

deploying unit

Conducts inspection

Establishes traffic flow 

pattern

Establishes 

communications with 

deploying units and 

other functional areas

Provides backup 

communications with 

CRF

Major Functions Major Functions Major Functions Major Functions

Legend
Chapter III 

III-6 JP 3-17 

(3) Preparation of Platform Loads. If airdrop is part of the operation, platform 

loads are prepared during marshalling. When planning the preparation and marshalling of 

platform loads, the following factors should be anticipated: 

(a) Additional lead-time may be required; 

(b) Skilled rigging supervision is needed; 

(c) Materials handling equipment (MHE) required; and 

(d) Adequate facilities, to include a relatively clean and illuminated rigging 

area, should be provided if tactically feasible. 

(4) Cross-Loading. Whether administrative or combat-loaded, aircraft also may 

be cross-loaded. Cross-loading distributes supplies and/or personnel among aircraft to 

ensure the entire supply of one item or unit is not lost by an abort or loss of one or 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. 

(6) 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. 

3. Intelligence 

Intelligence is fundamental to effective planning, security, and deception. The 

intelligence planning effort must be focused to ensure it is responsive to the commander’s 

requirements and the requirements of the subordinate units. To ensure the intelligence effort 

addresses the commander’s needs and is fully synchronized with operations, it is imperative 

the appropriate intelligence staff elements be fully involved in the operations planning 

process from the outset. Pertinent information must be analyzed concerning the operational 

environment pertaining to potential threats. Information shortfalls and the commander’s 

critical information requirements must be identified early, converted into intelligence 
Planning Air Mobility Operations 

III-7 

requirements, and submitted for collection or production as requests for information. A joint 

intelligence preparation of the operational environment (JIPOE) effort should be initiated 

Figure III-3. Arrival Airfield Operations 

Unit

Area

Unit

Area

Unit

Area

Assembly and 

Inspection

Arrival Airfield Operations

AACG arrival airfield control group

CRF contingency response force

MHE materials handling equipment

USTRANSCOM United States Transportation Command

Provide Minor 

Services 

(Gas, Oil, 

Minor 

Maintenance)

Intransit

Holding Area

CRF area of 

responsibility.

Responsible for air traffic 

control, aircraft parking, 

supervision of offloading 

operation, and releasing 

planeload to AACG.

Off-Load Ramp Area Unit Area Holding Area

AACG area of 

responsibility.

Receives and 

processes planeloads 

(chalks) for release to 

the deployed unit.

Deployed unit area of 

responsibility. 

Unit receives 

planeloads from the 

AACG which terminates 

the air movement.















Performs base operations and other 

related operational functions

Coordinates flight clearances

Maintains aircraft traffic logs and 

operations records

Accomplishes aircraft parking and 

provides parking plan to AACG

Monitors intelligence functions

Establishes communication with the 

AACG

Provides MHE, MHE operators, and 

MHE mechanics beyond the 

capability of the user and provides 

and operates any MHE that is unique 

to Commander, USTRANSCOM











Assembles chalk and 

inspects for 

completeness

Provides minor services 

(gas, oil, minor 

maintenance)

Develops statistical data

Establishes radio and/or 

land lines to the unit 

area, functional areas, 

and backup 

communication with 

unloading area (CRF)

Establishes temporary 

storage area





Accepts aircraft loads

Reception segment of joint reception, 

staging, onward movement, and 

integration (JRSOI)

Major Functions Major Functions Major Functions

Legend
Chapter III 

III-8 JP 3-17 

early to identify and assess possible adversary course of action (COA) that could threaten 

friendly air mobility operations. Effective intelligence planning provides commanders at all 

levels with the intelligence they need to apply their available forces wisely, efficiently, and 

effectively. The 618 AOC (TACC) intelligence along with AMC A2 [Directorate of 

Intelligence] support operational level planning of all USTRANSCOM air mobility missions 

and coordinates with USTRANSCOM’s Intelligence Directorate to fulfill collection and 

production requirements. In the JAOC, intelligence professionals are integrated into the 

AMD to support mobility planning and execution with support from the JAOC intelligence, 

surveillance, and reconnaissance division to ensure AMD intelligence analysis and 

information is current and consistent.

See JP 2-0, Joint Intelligence, for more information regarding the criticality of intelligence 

support. 

4. Vulnerabilities and Threats 

a. Vulnerabilities. Air mobility forces are vulnerable to attack 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. 

See JP 3-10, Joint Security Operations in Theater, for additional information on force 

protection in a theater of operations. 

b. Threats. Air mobility planning must begin with threat analysis and threat avoidance. 

Normally, mobility assets operate in a permissive to low-threat environment. Threat 

mitigation in the OA may require significant integration with joint/coalition air and ground 

combat forces for force protection during planning and execution. Planners must address the 

unique aspects of airborne, ground, electromagnetic, CBRN, and medical threats to air 

mobility operations. 

(1) Airborne Threats. Air mobility aircraft are vulnerable to surface-to-surface, 

surface-to-air, and air-to-air threats. Large fixed-wing air mobility assets have significant 

radar signatures and lack maneuverability, fly slower speeds, and in many instances are 

equipped with limited or onboard defensive systems. The smaller fixed wing airlift aircraft 

and helicopters have lower radar cross sections; however, they suffer equally with limited 

onboard defensive systems. Both large and small aircraft are vulnerable to CBRN 

contamination, though aircrews are trained to survive and operate in such environments. 

(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 stand-off 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 
Planning Air Mobility Operations 

III-9 

security measures should be planned and coordinated with those responsible for the area 

outside the base/airfield compound (e.g., joint security area coordinator). 

(3) 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. 

(4) 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. Adversary 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. 

(5) Emergence of Pandemic Disease. Regional endemic diseases are 

characterized by high human-to-human transmissibility and rapid onset of severe morbidity. 

When an endemic disease becomes pandemic, it threatens military readiness and imposes 

significant constraints on global air mobility operations. Although the Department of State 

(DOS) has a shelter-in-place policy for infected overseas areas, civil disturbance or political 

instability may necessitate a noncombatant evacuation operation (NEO) of noninfected 

individuals from areas abroad experiencing outbreaks. DOD will support the NEO with 

USTRANSCOM assets when directed by SecDef to do so. DOD movement of contagious 

United States Air Force C-17 aircraft dispensing flares. 
Chapter III 

III-10 JP 3-17 

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. 

c. Threat Avoidance and Mitigation

(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 combat air patrol and SEAD 

assets for protection and threat warnings. 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 

non-permissive 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 

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/chafe 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 “mission critical” 

cargo, and identification of a theater decontamination strategy 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. 

(3) OPSEC. Conduct mission planning to heighten uncertainty by potential threat 

elements concerning the location, timing, and avenues of approach. This includes employing 

OPSEC procedures to deny knowledge of schedules, routes, departure points, and arrival 

location and times. Planners should also consider employing deception when conducting 

operations in high or unknown threat environments to confuse potential adversaries about the 

route, timing and location of air mobility operations. 

5. Communications Systems 

a. Communication planning integrates the communications capabilities of joint force 

components. These plans should include en route communications procedures and 

automated information systems to support movement reporting; call words or call signs, 
Planning Air Mobility Operations 

III-11 

frequencies, communications equipment, and supplies to be delivered; the sequence of their 

delivery; and code words for significant events. 

b. The most appropriate component will have responsibility for the following functions: 

(1) Communications-electronics during air movement/aerial refueling. 

(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 air land operations. 

(4) Secure rapid and reliable communications from the objective area through the 

communications and computer systems of geographic combatant commands 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. 

(5) Formulate, publish, and distribute the communications-electronics operating 

instructions and joint communications-electronics operating instructions. 

(6) Relay-type communications for disseminating intelligence or mission changes 

to the airborne force commanders while they are en route to the objective area. 

(7) Jamming operations and coordination to prevent interference with friendly C2. 

c. Various computer and communications systems along with their associated databases 

and peripheral equipment are included as elements of GAMSS and are used when planning 

and executing air mobility operations. Use of these systems for air mobility operations is 

highly encouraged to facilitate the flow of critical information between operational 

components. These include but are not limited to: 

(1) APEX System. A system of joint policies, procedures, and reporting 

structures, supported by communications and computer systems, that is used by the JPEC to 

monitor, plan, and execute mobilization, deployment, employment, sustainment, 

redeployment, and demobilization activities associated with joint operations. 

(2) Global Air Transportation Execution System (GATES). GATES is AMC’s 

aerial port operations and management information system designed to support automated 

cargo and passenger processing, reporting of in transit visibility data to IGC, and billing to 

AMC’s financial management directorate. 

(3) Global C2 System. Highly mobile, deployable C2 system supporting forces 

for joint and multinational operations across the range of military operations, anytime and 

anywhere in the world with compatible, interoperable, and integrated command, control, 

communications, computers, and intelligence systems. 
Chapter III 

III-12 JP 3-17 

(4) Consolidated Air Mobility Planning System (CAMPS). CAMPS provides 

air mobility mission planners with an integrated view for airlift and AR requirements 

management, planning, and scheduling of AMC/MAF air mobility resources 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 

AMC’s airlift and AR missions, GDSS provides aircraft schedules, arrival and/or departure, 

and aircraft status data to support ITV of aircraft and aircrews. 

(6) High-Frequency Global Communications System. A global, high power, 

communications system providing beyond line-of-sight connectivity to GAMSS forces 

world-wide. This includes ITV, tactical data links, weather information, threat warnings, 

nuclear C2 messaging, and other secure voice and data services. 

(7) Joint Enterprise Network Manager (JENM). JENM is an enterprise network 

planner and management tool used to support end-to-end services and connections to the 

DOD information networks. This tool supports the nework architecture from a Joint 

communication plan allowing for network connectivity across Service and geographical lines 

using internet protocol-based tactical waveforms (e.g., Wideband Networking Waveform, 

Soldier Radio Waveform, and Mobile User Objective System). 

Additional information concerning communication system planning can be found in JP 6-0, 

Joint Communications System. 

6. Sustainment 

Operations and logistics are most effectively integrated as part of a collaborative 

planning process that includes subordinate component commands, supporting commands, 

and global providers. Equally important with planning is the active integration of 

sustainment movements from point of origin to point of need to ensure seamless delivery and 

retrograde of sustainment cargo. USTRANSCOM develops integrated distribution route 

structures based on the needs of the CCDRs to ensure timely performance through all 

segments of the joint distribution pipeline. 

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. 

b. A key consideration during sustainment planning is the modal balance between 

airlift and surface movements. USTRANSCOM supports routine sustainment operations 

through scheduled airlift operations such as channel service and scheduled sealift via 

commercial liner service. Levels of transportation service for sustainment movements 
Planning Air Mobility Operations 

III-13 

are often predicated on rules and transportation priorities applied during requisition or 

acquisition of supplies, which includes air clearance authority processes established by 

each service. However, there is no substitute for active planning to ensure sustainment 

movements are supported with the appropriate transportation mode to efficiently meet the 

needs of the CCDRs, Service components, and other supported organizations. 

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. 

d. Combat sustainment operations reinforce or resupply units engaged in combat, and 

permit timely return of reparable parts, often in critically short supply, to designated repair 

points. Once delivered to the combat zone, an inserted force may be totally dependent upon 

subsequent airlift operations for sustainment, movement, withdrawal, redeployment, or AE 

of casualties. Combat sustainment planning usually assumes that operational requirements 

and assessed threats allow little or no flexibility in the delivery times, locations, and load 

configurations. Combat requirements and cargo handling limitations at forward operating 

locations drive flight schedules and determine whether palletized cargo can be handled 

effectively. Operational effectiveness is the primary objective, and the efficient use of 

aircraft and support resources is secondary. 

e. Sustainment should be planned to utilize backhaul capacity. Depending on theater 

and user priorities, typical backhaul loads might include redeploying forces, friendly 

evacuees, detainees, and excess or repairable material. However, reset and reconstitution of 

military forces may drive scheduled retrograde movements with the same operational 

urgency and TDD objectives as other sustainment movements. 

Additional information concerning sustainment can be found in JP 4-0, Joint Logistics, and 

JP 4-09, Distribution Operations. 

7. Assessment 

Assessments must be conducted prior to and during air mobility operations. 

a. Prior to executing air mobility operations, consideration must be given to the 

following planning factors: 

(1) Airfields, to include capabilities and limitations and airland facilities available 

in the departure and arrival areas must be assessed, particularly those in underdeveloped 

countries where their status may be questionable. Mobility planners should consider runway 

characteristics as well as taxiway, parking, ramp, and cargo handling areas for operational 

suitability, and determination of maximum (aircraft) on ground (MOG). Additionally, 

planners should consider establishing a regional air movement control center (RAMCC) to 

coordinate movements of civilian fixed-wing airlift in support of coalition military, 

humanitarian, and commercial air operations throughout the designated AOR by assigning 

arrival and departure times at selected airfields in the AOR and coordinating over flights. 

Arrival slot time coordination between the RAMCC and airlift control team ensures the 
Chapter III 

III-14 JP 3-17 

MOG is not exceeded. Preplanned aircraft arrival slot times avoid ramp congestion and 

foster the synergistic effect of the entire rapid global air mobility force. 

Additional information concerning RAMCC procedures can be found in Air Force Doctrine 

Document (AFDD) 3-52, Airspace Control. 

(2) An airfield’s infrastructure also impacts the support GAMSS/JTF-PO forces can 

provide to the air mobility flow. The hours of operation, climatology, weather services, 

flight planning support, airfield lighting systems, airfield navigational aids, communications, 

marshalling/storage areas, and road networks are all requirements that need consideration 

during planning phases. 

(3) Host-nation support (HNS) capability and willingness is a critical consideration 

in the planning phase. HNS can include diplomatic clearances, airspace access, lodging, 

food services, water, communications, labor, local transportation, or other types of support. 

(4) Availability of fuel at support locations may limit air mobility support. POL 

planning/requirements should include the amount needed for aircraft and ground equipment. 

Planners should consider POL storage capacity, fueling system condition and type, 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. Assessments must be conducted continuously during air mobility operations. 

Assessors must ensure that the user’s requirement is being met IAW established priorities 

and air mobility forces are being used efficiently and adapting to changes in the operations 

tempo or focus. Evaluation tools must include metrics to determine on-time delivery amount 

of cargo/fuel on- or off-loaded and airdrop delivery precision. 

c. Continuous operational assessment that links operational objectives to airlift tasks is 

the key to ensuring effective employment of air mobility assets. At the same time, economy 

of force in air mobility operations has a global impact. USTRANSCOM and the MAF in 

general support all Services’ and government agencies’ operational requirements 

simultaneously with a finite force to effectively meet the highest priority air mobility needs. 

Effectiveness is paramount, but economy of force in planning and execution is an essential 

consideration. 

Additional information concerning assessment factors associated with air mobility operation 

planning can be found in JP 3-0, Joint Operations. 

8. Multinational Planning Considerations 

a. The joint planner should consider complementary multinational capabilities during 

COA development. However, this capability should be balanced against the potential for 

competition for US transportation assets to deliver those multinational units into the theater. 

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. 
Planning Air Mobility Operations 

III-15 

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. 

c. The legal considerations of multinational support notwithstanding, air operations are 

an integral part of most multinational planning efforts. The multinational force air 

component commander is responsible for air operations planning and develops a concept for 

integrating air operations capabilities. US component commanders and multinational force 

commanders should provide highly trained liaison staffs to facilitate integration, 

coordination, and synchronization of air operations. Air planning should also include the use 

of logistic air assets and airfields. It is important to ensure that all planners understand the 

capabilities and limitations that each country brings to the fight. In the event that no 

established multinational guidance is available, planning considerations for multinational air 

operations should resemble those for joint operations. 

For additional information, refer to JP 3-16, Multinational Operations. 

9. Other Planning Factors 

a. Materiel Collection and Classification Planning. Because much abandoned or 

captured materiel or contaminated equipment may be usable by friendly forces, ground and 

air commanders should develop plans for their retrograde, consistent with the urgency and 

length of the primary mission. 

b. 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 adversary targeting. 

For additional information, see JP 3-63, Detainee Operations. 

c. Medical Support Planning. A complete medical estimate is usually conducted 

for each phase of an operation. The respective Service component medical planners 

should conduct detailed medical supply planning and medical support operations. Plans 

should allow for probable losses of medical equipment and supplies during delivery into 

the objective area. Estimates should be made for replacement items to cover losses due 

to battle actions, evacuation of patients, and other causes. The evacuating medical 

activity usually provides litters, blankets, splints, and other medical items accompanying 

patients during evacuation. Planners responsible for AE should ensure plans address the 

potential requirement to move CBRN contaminated patients IAW DOD and 

USTRANSCOM policy. 

Additional information regarding medical support planning can be found in JP 4-02, Health 

Services. 
Chapter III 

III-16 JP 3-17 

d. AE

(1) Responsibilities. AE refers to TS en route care of regulated patients to and 

between MTFs, using organic and/or contracted aircraft with medical aircrew trained 

explicitly for this mission. AE forces can operate as far forward as aircraft are able to 

conduct air operations, across the full range of military operations, and in all operating 

environments. Specialty medical teams may be assigned to work with the AE aircrew to 

support patients requiring more intensive en route care. 

Information on the AE mission, Service component and common-user systems, organizations, 

and C2 procedures is contained in JP 4-02, Health Services. 

(2) Common-User System. USTRANSCOM and GCCs perform common-user 

AE with available air mobility assets. Patient movements are managed through the 

USTRANSCOM Regulating and C2 Evacuation System. Normally, patients are evacuated 

from theater hospitalization to OCONUS definitive care facilities and then on to CONUS 

definitive care facilities. Movement within and from forward resuscitative care capability is 

normally a Service component responsibility; however, operations that incorporate use of 

theater hospitalization capability MTFs may require casualty movement from forward 

resuscitative care capability and evacuation to theater hospitalization capability by the joint 

AE common-user system. However, in selected circumstances, airlift can be apportioned to 

evacuate patients from as far forward in a theater as the aircraft can operate. Far forward 

intratheater and intertheater patient movement operations will be coordinated through the 

JAOC/AOC. 

e. Weather. The anticipation of weather effects on operations mitigated through 

planning provides invaluable dividends in efficiencies on strategic mobility. Incorporation 

of weather considerations into mission planning is essential to mitigate risk, identify 

opportunity, select ideal environmental conditions, and to optimize routing and DZ/LZ 

selection. Planning for weather considerations is accomplished in the AOC at the 

operational level. 

Information on integrating weather considerations into planning is contained in JP 3-59, 

Meteorological and Oceanographic Operations. 

f. Withdrawal or Restaging Plan. The withdrawal or restaging of forces by air should 

be done IAW the general guidelines for redeployment and extraction airlift operations. 

(1) Other specific considerations that may be important to the success of these 

operations include the local air superiority situation and the possible need for friendly 

deception. 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. 
Planning Air Mobility Operations 

III-17 

(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. 

g. Space Support Planning. Friendly space-based capabilities can greatly enhance any 

air mobility operation. In general, space-based capabilities such as GPS signals and satellite 

communications (SATCOM) are readily available for use by friendly forces without needing 

to be requested. However, planners should be aware of possible constraints on space-based 

capabilities and should also assess their need for tailored space capabilities which must be 

requested prior to mission execution. 

(1) Constraints. Availability of space-based capabilities can be constrained by 

many factors including the space environment and enemy activity. Planners should consult 

their weather office for environmental factors which could cause signal interference or 

anomalies. Additionally, planners should request intelligence assessments of enemy 

capability to disrupt friendly space capabilities and plan accordingly. This includes enemy 

jamming of GPS and SATCOM signals. 

(2) Tailored Capabilities. Tailored space capabilities can provide additional 

resources toward mission success. Often times these capabilities require intensive planning 

prior to mission execution and should be requested as early in the mission planning process 

as possible. 

h. Information Operations (IO) Planning. IO are integral to the successful planning 

and execution of air mobility operations. IO planning in support of global air mobility 

operations is conducted by the AFTRANS staff in support of the 618 AOC (TACC). IO can 

support both offensive and defensive operations simultaneously, but mobility operations 

focus is primarily on defensive operations while deconflicting theater offensive operations 

planning. IO planning requires early and detailed JIPOE and must be an integral part of, not 

an addition to, the overall planning effort. 

(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. 

(2) Information Assurance. Based on mission classification, the MAF conducts 

mission planning on both classified and unclassified C2 systems using the SECRET Internet 

Protocol Router Network (SIPRNET) and Nonsecure Internet Protocol Router Network 

(NIPRNET). Because adversaries attack our information sources and information systems at 
Chapter III 

III-18 JP 3-17 

multiple locations simultaneously, information assurance actions are essential. The MAF 

must ensure Service components comply with established USSTRATCOM 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. 

(3) Military Deception (MILDEC). MILDEC planning and execution is used to 

deliberately mislead adversary decision makers as to air mobility capabilities, intentions, and 

operations, thereby causing the adversary to take specific actions (or inactions) that will 

contribute to the accomplishment of the mission. 

(4) OPSEC. OPSEC denies the adversary information required to correctly assess 

friendly capabilities and intentions. AMC’s OPSEC planning identifies critical information 

to determine if air mobility plans can be observed by adversary 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. 

(5) MILDEC and OPSEC. Working in tandem, MILDEC and OPSEC 

complement each other. Controlling the adversary’s access to information by denying or 

permitting access to specific information can shape adversaries’ perceptions. Through the 

vulnerabilities identified by OPSEC, MILDEC seeks to encourage incorrect analysis, causing 

the adversary to arrive at specific false deductions, while OPSEC seeks to deny real 

information to an adversary, and prevent correct deduction of friendly plans. OPSEC 

planning in support of the deception plan is just as important as OPSEC of the real plan, 

since compromise of the deception may expose the real plan. MILDEC can directly support 

the OPSEC plan by creating numerous false signatures and indicators. The intent is to 

manipulate indicators which give insight into operations. Signatures should be managed and 

adjusted to produce the planned effect. Air mobility operations must protect mission critical 

information identified by the supported commander for both airlift and AR operations. 

Appropriate deception or misinformation plans, developed early in the planning stages, may 

help conceal or divert attention from aircraft and troop movements. However, these plans 

should not jeopardize alternate plans or other operations within the area. 

See JP 3-13, Information Operations, for more detail regarding information operations 

support of air mobility operations. 

i. Public Affairs (PA). For air mobility operations, PA planners predict the level of 

public and media interest and develop PA guidance that best meets the information needs of 

the public and is in line with strategic guidance and operational objectives without 

compromising OPSEC or information security. PA and other information-related 

capabilities can shape and influence theater HN/indigenous population perceptions within the 

OA. For air mobility operations, the use of information-related capabilities can help 

minimize the adverse effects of inaccurate information and analysis, violations of OPSEC, 
Planning Air Mobility Operations 

III-19 

and the spread of disinformation and misinformation that could otherwise threaten US and 

multinational efforts. 

j. Special Technical Operations (STO) Planning. The AFTRANS or JAOC STO cell 

is responsible for integrating STO capabilities in direct support of mobility operations during 

deployment and redeployment. The AFTRANS 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. 
Chapter III 

III-20 JP 3-17 

Intentionally Blank 
IV-1 

CHAPTER IV 

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. 

b. Airlift supports the US National Military Strategy by rapidly transporting personnel 

and materiel to and from or within a theater. Airlift is a cornerstone of global force 

projection. It provides the means to rapidly deploy and redeploy forces, on short notice, to 

any location worldwide. Within a theater, airlift employment missions can be used to 

transport forces directly into combat. To maintain a force’s level of effectiveness, airlift 

sustainment missions provide resupply of equipment, personnel, and supplies. Finally, airlift 

supports the movement of patients to treatment facilities and noncombatants to safe havens. 

Airlift’s characteristics—speed, flexibility, range, and responsiveness—complement other 

US mobility assets. 

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. 

a. Intertheater Airlift. Intertheater airlift provides the critical link between theaters. 

(1) During deployment operations, intertheater airlift requirements, while 

significant, are to a large degree predictable. Such requirements normally are identified in 

the TPFDD associated with a particular operation plan (OPLAN) or OPORD. A TPFDD can 

be tailored to meet specific requirements when the mission is not aligned with an OPLAN or 

modified to meet the requirements associated with a particular COA. Time-definite resupply 

via airlift from CONUS to the theaters is critical in maintaining the flow of materiel 

“Air power must be more than force because the problems of the world must 

increasingly be addressed by the military with more than force. Many of the crises 

and conflicts in our shrinking world are no longer highly susceptible to resolution 

through the projection of force, but—as in protection of the Kurds in the wake of 

Operation DESERT STORM—will require the projection of infrastructures such as 

security, medical care, communications, and transportation.” 

Carl Builder, The Icarus Syndrome, 1993 
Chapter IV 

IV-2 JP 3-17 

necessary to sustain operations. This concept uses both military and 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 redploy forces from one 

theater to another. Airlift enables commanders to rapidly reposition forces between 

theaters, thereby deterring potential aggressors from acting when US forces are engaged 

elsewhere. 

(3) Diplomatic overflight and landing clearances are key to establishing an efficient 

air bridge for deployment of TPFDD forces and sustainment. En route aircraft clearances 

may be denied to aircraft suspected of having been contaminated. The diplomatic clearances 

are to be done IAW DOD Directive 4500.54E, DOD Foreign Clearance Program (FCP). 

The JFC must anticipate that formerly contaminated aircraft may be removed from 

intertheater airlift operations. 

HUMANITARIAN RELIEF OPERATION: TSUNAMI SUPPORT 

On 26 December 2004 an undersea earthquake struck the Indian Ocean, 

triggering a series of devastating tsunamis along the coasts of most 

bordering landmasses. With waves up to 100 feet, the tsunami killed more 

than 225,000 people in eleven countries, and inundated coastal 

communities. It was one of the deadliest natural disasters in history. 

The plight of the many affected people and countries prompted a 

widespread humanitarian response. In all, the worldwide community 

donated more than $7 billion (2004 US dollars) in humanitarian aid, which 

was needed because of widespread damage of the infrastructure, shortages 

of food and water, and economic damage. Epidemics were of special 

concern due to the high population density and tropical climate of the 

affected areas. The main focus of humanitarian and government agencies 

was to provide sanitation facilities and fresh drinking water to contain the 

spread of diseases such as cholera, diphtheria, dysentery, typhoid and 

hepatitis. There was also a great concern that the death toll could increase 

as disease and hunger spread. However, because of the initial quick 

response, this was minimized. 

Operation UNIFIED ASSISTANCE, controlled by Combined Support Force 

(CSF) 536, delivered 6,685 passengers, 5,444 cargo tons of relief supplies 

and medical aid. With a focus on air mobility as opposed to combat 

operations, CSF 536 showcased how Air Mobility contributes to 

humanitarian relief operations as part of a multinational effort that included 

nongovernmental organizations. 

Brigadier General Jouas, US Air Force, 

Director, Air Component Coordination Element, 

Operation UNIFIED ASSISTANCE 
Airlift 

IV-3 

b. Intratheater Airlift. Intratheater airlift provides air movement of forces, personnel, 

and materiel within a GCC’s AOR. Typically, aircraft capable of accomplishing a wide 

range of operational and tactical level missions conduct these operations. Intratheater 

operations provide both general support, usually through common-user airlift in response to 

the JFC’s movement priorities, and direct support, normally using Service-organic airlift 

assets or with assets provided by another Service to responsively satisfy Service component 

commander’s priorities. Intratheater airlift requirements include TPFDD force movements 

and the continuation of sustainment movements arriving in the theater, as well as on-demand 

movements and routinely scheduled airlift missions for the movement of non-unit related 

cargo and personnel. 

(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 basic mission of airlift is passenger and cargo movement. This includes combat 

employment and sustainment, AE, special operations support, and operational support airlift 

(OSA). USAF airlift forces perform these missions to achieve strategic-, operational-, and 

tactical-level 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 the significantly increased airlift demands. 

a. Combat Employment and Sustainment. Combat airlift missions are missions 

that rapidly move forces, equipment and supplies from one area to another in response 
Chapter IV 

IV-4 JP 3-17 

to changing battle conditions. Combat employment missions allow a commander to insert 

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 adversary. 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. 

(2) Another important aspect of combat employment and sustainment is the 

concept of forcible entry. In performing this mission, airlift forces are usually matched with 

airborne, air assault, light infantry, or special forces specifically designed for delivery by air. 

This mission normally involves inserting airborne forces via airdrop; however, carefully 

planned airland assault operations can be equally effective. An example of intertheater 

forcible entry operations is the airdrop capability that the USAF provides for the Army. For 

more information, see JP 3-18, Joint Forcible Entry Operations. 

(3) Deployment and Sustainment in Nonlinear Operations. In nonlinear 

operations, forces orient on objectives without geographic reference to adjacent forces. 

These operations require significant airlift/aerial delivery support for each deployment and 

continued sustainment. Nonlinear operations were applied during Operation JUST CAUSE. 

The joint forces oriented more on their assigned objectives (e.g., destroying an enemy force 

or seizing and controlling critical terrain or population centers) and less on their geographic 

relationship to other friendly forces. Nonlinear operations place a premium on air mobility. 

b. AE. AE is the movement of regulated patients under medical supervision to and 

between MTFs by air transportation. AE specifically refers to USAF provided movement of 

regulated patients using organic and/or contracted mobility airframes with AE aircrew 

trained explicitly for this mission. Movement of patients requires special ATC 

considerations to comply with patient-driven altitude and pressurization restrictions as well 

as medical equipment approved for use with aircraft systems. Several processes occur once 

validated PMRs have been identified. 

(1) The aeromedical evacuation control team (AECT) within each theater’s 

JAOC/AOC performs AE operational mission planning, tasking, and scheduling of airlift and 

AE assets to support patient movement for intratheater missions. The AETC responds to 

PMRs that have been validated by the PMRC. 
Airlift 

IV-5 

(2) For contingency or wartime operations, the AECT provides AE C2 for assigned 

AE forces. The AECT is the source of AE operational expertise within the AMD. The 

AECT will coordinate AE operational mission planning, tasking, and scheduling of airlift 

and AE assets to support patient movement in coordination with the PMRC. The AECT will 

work closely with other AOC divisions and teams to ensure AE missions are completely 

integrated into the ATO. 

(3) Intertheater AE will be typically OPCON to USTRANSCOM with C2 provided 

by the 618 AOC (TACC)and is accomplished using designated or retrograde organic AE 

aircraft. If AE and airlift planners anticipate that PMRs will exceed organic capabilities, 

CRAF may be activated. The number of CRAF AE activated depends on the number of 

AEROMEDICAL EVACUATION SUCCESS STORY 

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 1 

January 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. 

Air Mobility By The Numbers 

FLEXIBILITY IS THE KEY TO AIR POWER 

When Princess Patricia’s Light Infantry Regiment, a Canadian unit with 850 

troops and 1500 tons of equipment, redeployed from Kandahar following 

their tour supporting Operation ENDURING FREEDOM in 2002, United 

States Transportation Command (USTRANSCOM) determined airlift was the 

best mode available. The Air Mobility Command (AMC) had several options, 

including what type of aircraft to use and the route they would fly. In the 

end, C-5s were used in a stage operation out of Diego Garcia in the Indian 

Ocean. Five C-5s, six complete aircrews, 50 maintainers and aerial porters, 

and a staff were prepositioned at Diego Garcia. Because of the fuel 

requirement, the C-5s could not carry their maximum cargo loads and fly 

nonstop from Afghanistan to Diego, so an air refueling was planned en 

route. This allowed the C-5s to max out their cargo weight, which cut the 

number of aircraft and required sorties into Kandahar by half. 

This operation highlights two key points: first, it shows the importance of 

the warfighter giving Commander, USTRANSCOM his requirements without 

insisting on a specific platform. 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 best to change operational control of aircraft to the 

warfighter, but many times it is best for him to pass his requirements to 

USTRANSCOM and let “Big AMC” draw from its entire air mobility fleet and 

utilize its vast command and control and planning resources to conduct the 

operation. 

VARIOUS SOURCES 
Chapter IV 

IV-6 JP 3-17 

organic aircraft available, the predicted number of patients requiring movement and the 

estimated length of the contingency. When CRAF AE capability is exceeded or on an urgent 

or priority basis, retrograde or dedicated AE aircraft may be used. Alternatives to CRAF AE 

or military aircraft may be pursued when competing airlift or evacuee requirements reduce 

airframe availability. These alternatives could include use of other organic military airlift, 

CRAF passenger aircraft, or authorization for commercial travel for ambulatory patients who 

do not require in-flight supportive medical care. 

AEROMEDICAL EVACUATION SUCCESS STORY 

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. 

Air Mobility By The Numbers 

Aeromedical evacuation missions require use of medical equipment approved for use with aircraft 

systems. 
Airlift 

IV-7 

(4) Use of CRAF aircraft for AE will be dependent on the threat in the region. As 

civilian aircrews are neither trained nor equipped to fly in contaminated conditions, CRAF 

AE aircraft will not be used to move contaminated or contagious patients. 

(5) Intratheater AE is the movement of casualties and/or patients within and/or out 

of the joint area of operations by fixed wing aircraft to theater hospitalization capability or 

definitive capability is generally accomplished using dedicated, designated, opportune, or 

scheduled aircraft. Intratheater assigned AE forces will be OPCON to the GCC with C2 

provided by the GCC’s AOC to provide ITV of patient movements and a handoff to the 618 

AOC (TACC) for intertheater lift using designated or retrograde organic AE aircraft. 

Further information on AE patient movement can be found in JP 4-02, Health Services; 

AFTTP 3-3.AOC; and AFDD 3-17, Air Mobility Operations and AFTTP 3-42.5, 

Aeromedical Evacuation.

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 campaign objectives, which may not 

be attainable 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. The 

executive fleet is dedicated to the airlift of DOD and federal senior officials 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 fleets 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. 

A variety of operational support airlift aircraft illustrate the variety of airlift missions. 
Chapter IV 

IV-8 JP 3-17 

Further information on OSA missions can be found in DOD Directive 4500.56, DOD Policy on 

the Use of Government Aircraft and Air Travel, and DOD Instruction 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- 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 fixedwing transports capable of performing TS, mission-critical (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. 

(2) It is often difficult to view the relative contributions of the components of the 

joint force in isolation. Each is critical to the success of a joint operation and each has

unique capabilities that cannot be duplicated. Common-user airlift achieves an economy of 

force. Rather than each Service and non-DOD agency providing its own airlift, airlift is 

consolidated and tasked to support all organizations. While different types of operations will 

have varying requirements, the following highlights some of the airlift requirements of the 

various organizations that use common-user airlift. 

(a) USTRANSCOM. GAMSS forces normally deploy early in an operation to 

establish en route and destination support. This may consume a large portion of the first 

airlift missions. 

(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 prepositioning program also requires 

significant airlift to move troops to designated locations to link up with prepositioned 

equipment. 

(c) Navy. Sustainment and combat readiness of deployed naval forces 

depends on flexible and highly responsive intertheater airlift support. Afloat naval forces 

normally serve as a force enabler and consequently require the least amount of common-user 

airlift support. However, the Navy depends on common-user airlift to sustain forward-deployed 

operations with personnel, materiel, and mail from CONUS to overseas bases. The Navy 

depends on organic, land-based, fleet-essential airlift assets to transport passengers and cargo 

intratheater from the APOD to forward logistics sites for further transfer to fleet units. Naval 

organic airlift, known as Navy-unique fleet essential aircraft, then transports passengers, 

mail, and critical materiel from forward sites to underway forces. Although naval organic 
Airlift 

IV-9 

airlift satisfies most intratheater requirements, the Navy requires some common-user airlift to 

augment this capability. 

(d) Marine Corps. Marine Corps 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, Marine Corps 

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. 

(e) USAF. Most USAF unit 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) Coast Guard. Coast Guard operates a mixed fleet of fixed- and rotarywing aircraft for organic airlift. It is able to provide flexible and responsive common-user 

airlift but is limited by statutory priorities and a lack of strategic support facilities. Its 

organic airlift is normally sufficient to satisfy Coast Guard airlift requirements. In addition, 

Limited or specialized missions may be accomplished by fixed- and rotary-wing aircraft provided 

by Services other than the Air Force. 
Chapter IV 

IV-10 JP 3-17 

the Coast Guard often uses DOD airlift assistance for OCONUS deployments and CCMDsupported missions. Coast Guard common-user airlift is available to naval forces for 

wartime tasking. Non-wartime airlift may be requested from the Commander, Atlantic Area 

or the Commander, Pacific Area, under Title 31, United States Code (USC), Sections 1535 

and 1536. 

(g) SOFs. 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 must be deconflicted from 

higher priority special operations requirements. 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. 

1. The JFSOCC obtains airlift and provides an STT to support airlift 

operations by following the procedures in this publication and in JP 3-05, Special 

Operations. Intratheater airlift forces provide valuable support for SOF. For routine 

logistics requirements, SOF request intratheater airlift support through their respective 

supporting Service component. When SOF units require airlift to perform special 

operations-specific missions that require specially trained and equipped airlift forces, they 

transmit their request through their SOF command channels. Airlift personnel (particularly 

aircrews) expected to provide employment airlift support to SOF, should be fully 

incorporated into the SOF operation planning process and, if necessary, entered into isolation 

for tactical rehearsals. 

2. On the other hand, 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. 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. 

(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. 

(i) Other Non-DOD Agencies. United States Government (USG) 

departments and agencies, such as the DOS and the Drug Enforcement Administration, use 

DOD airlift for activities such as NEO, counterdrug operations, foreign humanitarian 

assistance, and domestic support operations. Non-DOD agencies may use common-user 

airlift, providing the DOD mission is not impaired. The movement must be of an 
Airlift 

IV-11 

emergency, lifesaving nature, specifically authorized by statute, in direct support of the DOD 

mission, or requested by the head of an agency of the government under the Economy Act 

(Title 31, USC, Sections 1535 and 1536) and/or the Stafford Act. The Economy Act permits 

one federal agency to request the support of another, provided that, the requested services 

cannot be obtained more cheaply or conveniently by contract. Under this act, a lead federal 

agency may request the support of the DOD without a Presidential declaration of an 

emergency as required by the Stafford Act. The Stafford Disaster Relief and Emergency 

Assistance Act sets the policy of the USG to provide an orderly and continuing means of 

supplemental assistance to state and local governments in their responsibilities to alleviate 

the suffering and damage that result from major disasters or emergencies. It is the primary 

legal authority for federal participation in domestic disaster relief. Under the Stafford Act, 

the President may direct federal agencies, including DOD, to support disaster relief. DOD 

may be directed to provide assistance in one of three different scenarios: a Presidential 

declaration of a major disaster, a Presidential order to perform emergency work for the 

preservation of life and property, or a Presidential declaration of emergency. To obtain 

common-user airlift, non-DOD agencies submit requests IAW Defense Transportation 

Regulation (DTR) 4500.9-R. 

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. 

(3) It requires minimal specialized training and equipment for transported 

personnel. 

(4) It seldom requires special rigging of materiel. 

(5) It permits the maximum utilization of ACL by eliminating the volume and 

weight penalties of preparing loads for airdrop deliveries. 

(6) It maximizes the opportunity to backhaul or evacuate cargo, patients, and 

personnel. 

c. The principal disadvantages of air land operations are: 
Chapter IV 

IV-12 JP 3-17 

(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. 

(3) It normally requires airlift mission support such as ground-handling and 

transportation assets. 

(4) It prolongs exposure of aircraft, crews, and ground support personnel to air or 

ground attacks. 

(5) It reduces available airlift flexibility when using uncontaminated aircraft to land 

in a contaminated environment. Once an aircraft is contaminated it will not be allowed to be 

operated in an uncontaminated environment. 

(6) It may require additional sorties to deliver MHE. 

d. When planning air land operations, consideration should be given, but not limited, to 

the following: 

(1) The duration and location of the operation. 

(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. 

(4) The desired phasing of forces into the operating area. 

(5) The expected threats throughout the mission. 

(6) Force protection requirements. 

(7) APOE/en route/APOD airfield capabilities to include: 

(a) Working MOG reflecting the number of aircraft that can cycle through an 

airfield in a given time based on services available. 

(b) Available MHE. 

(c) POL storage and dispensing capability. 

(d) Available transportation assets to transport cargo and personnel. 

(e) Pavement strength and obstacle clearance requirements. 

(f) Aircraft servicing, maintenance, and damage repair capabilities. 
Airlift 

IV-13 

(g) Crew rest facilities. 

(8) Airspace considerations, to include the ability to control airspace in the absence 

of ATC facilities. 

For further information on TTP for terminal airfield ATC, see 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. 

(9) The weather conditions. 

(10) Night operation/night vision device requirements. 

(11) Aircrew survival measures, including escape and evasion points, routes, 

corridors, and safe haven locations. 

e. Air land operations generally fall within the following four concepts: 

(1) Hub and Spoke Operations. Intertheater air land operations normally offload 

personnel and materiel at a main operating location within the theater. Subsequently, 

intratheater airlift moves designated personnel and equipment to forward operating locations, 

an employment concept referred to as a hub and spoke operation (see Figure IV-1). Hub 

and spoke operations allow planners to maximize the capabilities of each aircraft type and 

they provide a safe location for transloading operations by avoiding flights into high-threat 

or contaminated locations. This is particularly important for nonmilitary aircraft which 

typically lack defensive countermeasure equipment. 

(a) Hub and spoke operations permit flexible dispersion (to include last minute 

changes in requirements) between the various forward operating bases (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 

intermediary operating bases and the transshipment of payloads typically associated with hub 

and spoke operations (see Figure IV-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. 
Chapter IV 

IV-14 JP 3-17 

(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. 

(3) Stage Operations. Aircraft ranges, crew requirements, and mission limitations 

may dictate the need for intermediate stops. This practice is also called lily pad operations 

(see Figure IV-2). The final leg into the AOR or JOA may terminate at the final destination 

or at a theater hub. These operations require en route support locations and may place a 

heavier burden on GAMSS. 

(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 IV-3). 

f. Planners should also consider the following for air land operations: 

(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. 

Figure IV-1. Illustration of Hub and Spoke and Direct Delivery

Illustration of Hub and Spoke and Direct Delivery

APOD aerial port of debarkation

APOE aerial port of embarkation

FOB forward operating base

Legend

hub and spoke

direct delivery

APOE

APOD/FOB

APOD/FOB

APOD/FOB

APOD/

Hub

Employment Concepts
Airlift 

IV-15 

g. For movement planning purposes, airlift aircraft load planning considerations are 

either administrative-loading or combat-loading. 

(1) Administrative-loading gives primary consideration to using airlift assets most 

efficiently. Administrative-loading maximizes use of volumes and weight capacities of 

airlift aircraft and their ACL without regard to ground force tactical considerations. Routine 

air movement is usually unopposed and uses secure airfields or well established LZs; the 

majority of these missions involve the administrative loading of troops and equipment. 

(2) Combat-loading arranges personnel and materiel to arrive at their intended 

destination in an order and condition so they are ready for immediate use. Combat-loading 

maximizes the combat readiness of the organizations and equipment being moved and 

stresses effectiveness. 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. 

Figure IV-3. Illustration of Air Bridge Operations

Illustration of Air Bridge Operations

Onload Point Offload Point

Intermediate 

Stop Bypassed 

or Minimized

Air Refueling Point

Figure IV-2. Illustration of Lily Pad Operations 

Illustration of Lily Pad Operations

Onload Point Offload Point

Intermediate Stop





Refuel

New crew
Chapter IV 

IV-16 JP 3-17 

h. The following are considerations when selecting a LZ: 

(1) The JFC determines the most suitable LZ locations. The selected sites must 

meet aircraft operational requirements, ground component requirements, and construction 

considerations. 

(a) If an airfield is to be constructed, the supported component engineer, the 

JFC-designated representative, and the USAF staff engineer must agree on its specific site. 

The supported component engineer controls the selected site until the designated airlift 

representative accepts use of the LZ. 

(b) Aircraft may have to use LZ facilities before construction is completed. In 

addition to emergency landing situations, delivery of additional construction equipment, 

emergency supplies, or reinforcing units may be necessary. The supported component 

construction engineer and the designated airlift representative should jointly agree to such 

use. 

(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. 

For additional information, see JP 3-34, Joint Engineer Operations. 

(3) LZs should be classified according to the applicable aircraft and airfield criteria 

furnished by the construction engineer. Essential airland facilities should be 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. 

(4) Suitability of LZ dimensions vary according to the types of aircraft involved. 

Factors considered include aircraft ground roll, temperature, field elevation, and nature and 

conditions of the landing surface. Expected maximum takeoff and landing gross weights, 

obstructions, and terrain on approach and departure must also be considered. 

(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. HNS agencies may be used to identify emergency or 

contingency runways. 
Airlift 

IV-17 

5. Airdrop 

In the various airdrop methods, airlifted personnel and materiel are deployed from 

aircraft still in flight. 

a. Airdrop is often militarily advantageous. 

(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 air land operations. 

(4) Medium/high altitude airdrop methods enable aircraft to remain above some 

low altitude threats. 

(5) It permits critical cargo delivery by an uncontaminated aircraft into a 

contaminated LZ or airfield. 

b. In relation to airland delivery, airdrop delivery has several disadvantages. 

(1) It carries an increased risk of injury to personnel or damage to cargo. 

(2) It requires special training for the riggers, transported personnel, and the 

aircrews. 

(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. 

(5) If employed by a large formation, it represents an operational level risk. 

Detection and successful attack by the adversary could rob the theater campaign of two 

critical assets: the airlift force and the unit and/or materiel being carried. Accordingly, the 

decision to use the airdrop method is predicated on determining if a user’s requirements 

justify the risk to, and expenditure of, scarce and costly airdrop resources. 

(6) It is less precise than with airland delivery, and carries greater potential for 

unplanned dispersion. 

c. Responsibilities. The JFC makes the decision to continue, cancel, or postpone 

airdrop operations based on the recommendations of the ground and air component 

commanders. The airborne force commander and airlift mission commander should 
Chapter IV 

IV-18 JP 3-17 

coordinate with each other throughout the aerial delivery planning and mission execution on 

matters such as: 

(1) Flight routing to/from the objective area to include re-attack options. 

(2) DZ size and geographic relationship to the initial objective. 

(3) Terrain conditions on the DZ that could cause an unacceptable number of 

injuries, excessive equipment damage or loss, or other deployment delays. 

(4) Routes to the DZ, terrain obstructions, ease of zone identification, and 

adversary defenses. 

(5) Earliest possible collaboration on intelligence matters, to include requirements 

for intelligence data, information, and geospatial products. 

(6) Identification of MC cargo and a “go or no-go” decision point. 

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. 

(1) Units requesting airdrop resupply have responsibilities to accomplish both 

before and after submission of airdrop requests. Before submitting requests, units should 

determine: 

(a) Supplies and equipment needed; 

(b) Location of DZ; and 

(c) Time and date airdrop is desired. 

(2) After airdrop requests are submitted, units: 

(a) Prepare and secure the DZ; 

(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 single-ship aircraft and 

formations up to and including three aircraft); 
Airlift 

IV-19 

(c) Recover airdropped supplies and equipment; and 

(d) Recover, retrograde, or destroy airdrop equipment. 

f. Airdrop Methods. Airdrop is an alternate to airland for delivering personnel, 

equipmen,t and supplies. The type of airdrop (low or medium-high altitude, low 

velocity, high velocity, free drop, single ship or multi-ship) depends on the threat, the 

required payload, the accuracy required, and whether mass is required on the DZ. Units 

requesting airdrop should request a capability. The supporting command should task the 

appropriate asset and tacticians should determine the appropriate method of airdrop. 

(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 fall airdrops normally occur 

above 5000 feet AGL. Specialized free fall procedures (high altitude low-opening/highaltitude 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 ATTP 3-18.11, Special 

Forces Military Free-Fall Operations).

(2) Heavy Equipment Airdrop. Heavy equipment loads consist of vehicles, 

equipment or supplies rigged for airdrop on Type V platforms which are extracted singularly 

or sequentially by extraction parachutes. 

(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: 

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.

(a) Extracted Container Delivery System (XCDS). XCDS airdrop deploys 

standard CDS bundles from the aircraft ramp and door at very low altitudes via a tow-plate 

initiated extraction. XCDS provides a circular error (CE) within 100 meters while enabling a 

higher density/smaller dispersal footprint on the DZ. 

(b) Low Cost, Low Altitude (LCLA). LCLA airdrop is an aerial delivery 

system consisting of low-weight airdrop bundles deployed from the aircraft ramp and door at 

very low altitudes, enabling CE accuracy within 100 meters. This airdrop is appropriate for 

employment within or near a FOB or close to troops. 

(4) Improved Container Delivery System (ICDS) Airdrop. An ICDS airdrop 

uses standard A-22 containers (up to 10,000 pounds in weight) rigged with various types of 

parachutes. The “improved” aspect is achieved by using joint precision airdrop system 

(JPADS) software to leverage Air Force Weather Agency wind data and dropsonde GPS 

telemetry data to calculate a more accurate ballistic wind and a more refined release point. 
Chapter IV 

IV-20 JP 3-17 

The resultant effect is potential increased drop accuracy from low and high altitude airdrops 

(chute-type dependent) operations, in day/night/instrument meteorological conditions/visual 

meteorological conditions. Similar to conventional CDS, ICDS may be rigged as CDS or 

HVCDS, or LCADS. LCADS offers the accuracy and threat mitigation benefits of ICDS 

while also mitigating the equipment retrograde requirement through the use of one-time use 

chutes. 

(5) JPADS. JPADS is a family of GPS-guided, self-maneuvering systems. The 

overall basic system consists of a common mission planner, an airborne guidance unit, and 

multiple steerable parachute/parafoil systems. Certain systems require dropsonde 

employment. Flight profiles can vary significantly with system type utilized. Airspace 

deconfliction is a critical JPADS employment operations planning factor. While JPADS is 

not a universal airdrop solution, it is the preferred method for high altitude drops over 

difficult terrain where limiting the exposure of ground troops to enemy fire and minimizing 

risk to aircraft and aircrews are at a premium. 

(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. 

(a) Leaflet Airdrop. Leaflets are used in support of military support IOs. The 

required leaflet dispersion pattern is based on leaflet size, paper weight utilized, 

target/coverage area size, and wind speed. These factors impact drop altitude and possible 

run-in headings. An accurate weather forecast is the single most important requirement. 

(b) Tri-wall Aerial Distribution System (TRIADS) Airdrop. TRIADS is 

used to airdrop containers of humanitarian daily rations during humanitarian airdrop 

operations. It uses standard CDS procedures with boxes rigged to destruct at the end of a 

static line as they exit the aircraft, causing their contents to be dispersed into the air. Like 

leaflet drops, target/coverage area size is a factor when determining drop altitude. 

g. DZ. A DZ is a specified area used for the aerial delivery of personnel, equipment, or 

supplies through the use of airdrop. DZ size and selection are the shared responsibility of the 

supporting and supported JFCs and depend on the load being dropped, method of delivery, 

dispersal pattern, and the level of risk the JFC is willing to accept. A physical survey, 

accomplished by a qualified surveyor, and a safety-of-flight review are required before a DZ 

can be approved for use. The supported force is responsible for DZ establishment, operation, 

safety, and elimination or acceptance of ground hazards associated with the DZ. The airlift 

mission commander is responsible for the safety-of-flight review. 

(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. 
Airlift 

IV-21 

(b) Area. An area DZ, illustrated in Figure IV-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. The distance between points A and B generally 

should not exceed 15 nautical miles or 28 kilometers, and changes in ground elevation along 

the line of flight should not exceed 300 feet or 90 meters. The user may want the drop to 

occur at any location between point A and point B within 1⁄2 nautical mile of centerline. 

Aircrew use pre-briefed signals to identify the drop location. 

(c) Circular. A circular DZ, shown in Figure IV-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 (PI) 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 are normally circular in shape. The PI of a circular DZ is normally at the DZ 

center. 

(d) Random Approach. Random approach DZs are circular, square, or 

rectangular and large enough to permit multiple run-in headings. Any axis of approach may 

be used as long as the resulting DZ meets minimum criteria for the load being airdropped. 

The PI is normally placed at the DZ center point. 

(e) JPADS. JPADS (guided systems) DZs are typically circular. The PI is 

located at the center point. Some JPADS multi-platform loads/capabilities may drive 

Container delivery system bundles departing a C-17 during an airdrop mission.
Chapter IV 

IV-22 JP 3-17 

elliptical DZs, approximated by rectangular surveyed boundaries. For JPADS/improvised 

CDS airdrops, an airdrop damage estimate (ADE) is required. This is necessary to mitigate 

the risk to people, buildings, and equipment near or on the DZ if a chute or guidance unit 

fails. It is critical that the ADE be coordinated between the supporting and supported force 

commander. 

(f) Tactical. Tactical DZs are used during exercises and contingencies to 

support highly mobile ground forces. These DZs are evaluated and approved for use in an 

abbreviated manner, but they still require a physical survey and safety-of-flight review. 

Tactical DZs may be created within the boundaries of an existing surveyed DZ if needed to 

accomplish a particular mission. In this case, only a safety-of-flight review is required. 

Tactical DZs will not be used for routine training. 

(g) Special Purpose. Special purpose DZs include: water, military free-fall, 

open field, tree jump, and mission DZs. These are used by specially qualified personnel for 

training to duplicate conditions that could be encountered during operational missions. 

(2) Airdrop Considerations. A wide variety of factors determine the conduct of 

airdrop operations. 

(a) Drop Airspeeds. Specific airdrop airspeeds for each type aircraft are 

published in appropriate Service manuals or technical orders. Except in emergencies, 

aircraft should not deviate from these established airspeeds. Deceleration to prescribed drop 

Figure IV-4. Area Drop Zone

Area Drop Zone

Aircraft Line of Flight

Point A

Point B

Acceptable 

Drop Sites

+
Airlift 

IV-23 

airspeed and attainment of level flight altitude are required to provide a stable platform for 

the actual airdrop of personnel, supplies, or equipment. 

(b) DZ Wind. DZ wind information is critical to airdrop accuracy and 

aircrews must consider wind data from all available sources when determining the computed 

air release point. In addition to inflight wind data, aircrews are normally provided with DZ 

wind information from ground sources (such as STTs or DZSTs) which includes surface 

winds and the computed mean effective winds. Additionally, ground sources can relay 

indications of possible wind shears or local phenomena that could affect wind direction or 

speed and, ultimately, impact upon airdrop or mission success. Airdrop operations may not 

be feasible during conditions of strong or gusty surface winds. The JFC, based on 

recommendations by the ground and air component commanders, may accept the high risk, 

cancel, or postpone the operation because of excessive wind velocity on the DZ. 

(c) Drop Altitudes. The airborne force commander and airlift mission 

commander establish minimum altitudes for airdropping personnel and materiel IAW 

established criteria. 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 airdrop operations should drop above the 

Figure IV-5. Circular Drop Zone

Circular Drop Zone

Aircraft

Line of Flight

Trailing 

Edge

Drop Zone Radius

Point of Impact
Chapter IV 

IV-24 JP 3-17 

minimum altitude to increase load survivability. Higher altitudes increase load time under 

canopy and allow more time for stabilization of parachute malfunctions. 

(d) DZ Size and Selection. The JFC determines the general area for the 

airborne operation. Factors influencing DZ selection are: 

1. Physical characteristics of available DZs and surrounding areas; 

2. Threat assessment; 

3. Method of air delivery; 

4. Number of airdrop loads or personnel; and 

5. Length of the desirable dispersion pattern. 

(e) DZ Run-in Heading. The ground force commander must evaluate the risk 

to personnel and property when selecting the run-in heading and decide whether or not to use 

multiple run-in procedures (i.e., “racetracks”). 

(f) DZ Markings. DZ markings should be consistent with the threat situation. 

Clear markings facilitate successful visual acquisition and authentication of the DZ, 

increasing the probability of success. DZs are normally marked with a raised angle marker, 

marker panels, omnidirectional visible lighting systems, or electronic navigational aids. 

Virtually any type of overt or covert lighting or visual marking system is acceptable if all 

participating units are briefed and concur in its use. Other day markings or visual acquisition 

devices include, but are not limited to, colored smoke, mirrors, or any reflective or 

contrasting marker panel, such as a space blanket. In some cases geographical points may be 

used. Night markings or acquisition aids may include a light gun, flares, fire or fire pots, 

railroad fuses, flashlights, and chemical lights. STTs or drop zone controllers (DZCs) may 

also use specialized clandestine infrared lighting systems. Electronic markings may be used 

for either day or night operations. A verbally initiated release system may be used with no 

markings. Airlift crews may be called upon to conduct airdrop operations on an unmarked, 

blind DZ. 

h. DZ Communications. In general, airdrop missions are flown as planned with 

minimum non-secure radio transmissions. Detailed mission planning, pre-briefed operating 

procedures, and use of formation station keeping equipment can eliminate many 

flight-following and into-formation transmissions. Radio contact with the drop aircraft 

should be limited to safety of flight requirements or issues affecting airborne force 

employment (e.g., ATC directions of mission changes). DZ winds or other information may 

be broadcasted in the blind at coordinated times prior to the drop. 

i. DZ C2. The USAF DZC represents the appropriate commander as provided in the 

mission directive. The DZC observes and evaluates all factors that may adversely affect the 

safety of the operation and ensures transmission of weather information when required. The 

DZC is normally a USAF combat controller or AMLO who is authorized to control all 
Airlift 

IV-25 

airdrops for any US or allied military force. AMLOs are qualified to perform DZC duties 

during joint and unilateral airdrop operations. 

j. DZ Sequencing and Separation of Personnel and Equipment. Separation times 

between personnel and equipment and the sequence of the drop are important considerations 

in an airdrop mission. Terrain and threat assessment dictate whether personnel or equipment 

are airdropped first. Combination drops occur when parachutists exit from the cargo ramp 

immediately after release of equipment. Equipment and personnel can also be dropped from 

separate aircraft on the same DZ simultaneously if equipment loads are sufficiently separated 

to provide adequate clearance for personnel. However, such a COA requires the concurrence 

of the supporting and supported commanders. 

6. Planning Considerations for Airborne Assaults and Follow-on Air Land Operations 

a. Planning airlift operations is a complicated process involving a few basic 

principles and numerous interdependent considerations. Service components must 

facilitate their airlift movement process. This responsibility includes performing and 

arranging to: 

(1) Bring units and materiel to departure terminals; 

(2) Prepare those resources for air movement; 

(3) Provide support services (meals, medical, billeting, and other appropriate 

services) to transient and arriving units; 

(4) Receive and transport units and materiel from arrival terminals; and 

(5) Prepare all manifests, movement documents, and reports related to the actual 

movement. 

b. The purpose of these actions is to move component resources expeditiously, with 

minimum expenditure of resources and minimum exposure to hostile actions. 

Responsibility for controlling movements does not equate to command authority over 

airlift forces. Studies, concepts, and OPLANs for employment of forces are prepared to 

cover possible missions and locations. Detailed planning for specific operations is 

performed by the participating component commands and subordinate commands; to 

enhance efficiency, all participants should make maximum use of existing plans. 

c. Consider these principles when planning for airlift movements: 

(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. 

(2) Maximize the productivity and survivability of the airlift fleet by minimizing 

aircraft ground times at forward locations. 
Chapter IV 

IV-26 JP 3-17 

(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. 

(5) Deploy personnel and communications equipment necessary to track and report 

on all air movements. 

d. Different missions will require the use of different airlift assets. The Services possess a 

variety of fixed- 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 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. 

(2) In a CBRN contaminated environment, plan to avoid contaminating air mobility 

aircraft, thus preserving limited assets for future use. Avoid air land operations into 

contaminated airfields by airdropping critical supplies and equipment or shifting deliveries to 

uncontaminated airfields (consider use of austere LZs such as highway landing strips and dirt 

and/or gravel LZ construction). 

(3) The Services and United States 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: 

(a) Their ability to operate at smaller undeveloped LZs increases their 

flexibility and often reduces ground-transit times for their loads; 

(b) Their ability to transport personnel and materiel to and from forwarddeployed ships increases expeditionary flexibility; 

(c) Their terrain-hugging flight capabilities enhance their survivability in 

certain threat situations; and 
Airlift 

IV-27 

(d) Their ability to sling-load some types of materiel allows them to pick up 

and deliver loads with minimal ground-handling delays. 

(4) However, in relation to fixed-wing aircraft, the inherent aerodynamic 

inefficiencies of rotary-wing aircraft sharply restrict payload and range capabilities. In 

addition, their mechanical characteristics give them a high ratio of support-man-hours to 

flight-hours. Consequently, rotary-winged assets: 

(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; and 

(c) Are usually based at LZs not well suited to large-scale, sustained fixedwing airlift operations. 

(5) For these reasons, airlift-capable rotary-wing and tilt rotor 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 

requirement, short-distance operations, such as resupplying ships at sea and unloading ships 

at undeveloped water terminals, or routine small-payload operations to sites not collocated 

with LZs, such as daily courier flights to deployed air defense units. 

Additional information on air assault operations can be found in JP 3-18, Joint Forcible Entry 

Operations. 
Chapter IV 

IV-28 JP 3-17 

Intentionally Blank 
V-1 

CHAPTER V 

AIR REFUELING 

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 adversary’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. 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, Navy, and Marine Corps 

aircraft, and can accommodate most foreign aircraft. 

d. All USAF tanker aircraft are capable of performing an airlift 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 capacity to transport unit personnel and support equipment or passengers and 

cargo from other units. AR aircraft may also be used to support USTRANSCOM airlift 

requirements such as routine channel operations or SAAMs. 

e. AR permits aircraft to operate beyond their unrefueled ranges and permits larger 

takeoff payloads and added endurance. By enabling their payload to be maximized, the 

combat potential of receiver aircraft is significantly increased.

f. 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, 

“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.” 

Lieutenant John Richter, US Army Air Service Pilot in WWI 
Chapter V 

V-2 JP 3-17 

dual-role tankers may require force extension. Not all tankers are refuelable. All KC-10s are 

refuelable 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. 

g. Components of the AR Force. The majority of the USAF’s AR assets are 

assigned to USAF Reserve and ANG units. 

(1) Active Duty Forces. Similar to airlift forces, CDRUSTRANSCOM has 

COCOM of most CONUS-based active duty AR forces and delegates OPCON to AMC/CC 

who further delegates OPCON to 18 AF/CC (AFTRANS). Similarly, theater-assigned AR 

forces come under COCOM of their GCC (e.g., Commander, USEUCOM or Commander, 

USPACOM) and under OPCON of the theater COMAFFOR (e.g., USAFs in Europe or 

Pacific numbered air forces). These forces perform core and specialized AR missions and 

are readily available for tasking and deployment. In addition to the USAF, the Navy, and 

Marine Corps possess some organic AR resources, which may also augment joint AR 

operations. 

(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 domestic emergencies 

and preplanned missions. Major contingencies, however, normally require activation of AFRC 

and/or ANG units. 

2. Air Refueling Operations 

AR’s contribution to air power 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. 

a. Intertheater AR. Intertheater AR supports the long-range movement of combat and 

combat support aircraft between theaters, or between theaters and JOAs. Intertheater AR 

operations also support global strike missions and airlift assets in an air bridge. AR enables 

deploying aircraft to fly nonstop to their destination, reducing closure time. 

b. Intratheater AR. Intratheater AR supports operations within a GCC’s AOR by 

extending the range, payload, and endurance of combat and combat support assets. Both 

theater-assigned and USTRANSCOM-assigned AR aircraft can perform these operations. 

When USTRANSCOM-assigned AR forces participate in these operations, they are typically 

attached to the GCC who exercises OPCON over these forces through the COMAFFOR. 

Although the primary purpose is to refuel combat air forces operating within the theater, 

consideration should be given to the best utilization of the tanker fleet to meet the President’s 

and SecDef’s objectives. 

c. Anchor Areas and AR Tracks. AR is normally conducted in one of two ways: in 

an anchor area or along an AR track. While AR is normally conducted in friendly airspace, 
 Air Refueling 

V-3 

missions may require operations over hostile territory and in contested airspace. Anchor 

areas and tracks may place tankers in an extremely vulnerable position and should 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. 

(2) An AR track is a published track or precoordinated series of navigation points, 

which can be located anywhere throughout the world. To maximize effectiveness, AR tracks 

will normally be placed along the receiver’s route of flight. However, AR track location(s) 

must be balanced with tanker availability and basing to develop an integrated AR plan 

making the best use of limited receiver and tanker assets overall. AR along an AR track is 

the preferred method for intertheater operations. 

(3) The tanker RV can be accomplished in multiple ways. For more information 

about RV procedures, see Allied Tactical Publication (ATP)-56, Air to Air Refueling. 

d. Tanker Formation Refueling. Many missions require tankers to refuel their 

receivers while in a multiple-ship formation. Mission requirements may dictate several 

Air refueling missions in United States Central Command’s area of responsibility refuel 

almost 74,000 aircraft per year. 
Chapter V 

V-4 JP 3-17 

different types of tankers (boom and/or drogue equipped) and multiple receiver types (from a 

variety of nations) in the same formation. Formation refueling is one of the most 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. 

e. Joint and Multinational Operations. Joint and multinational operations require 

teamwork, unity of effort, and principles that are fundamental to AR. When working with 

other Services and nations, there is a potential for differences in capabilities, procedures, and 

terminology, which may cause misunderstandings and confusion. Such operations therefore 

require a standard set of tactics, terminology, and procedures. 

(1) For example, ATP-56, Air to Air Refueling, standardizes operating procedures 

and enhances interoperability among North Atlantic Treaty Organization member nations 

possessing AR assets. While the detailed procedures will depend on aircraft type, mode of 

employment, and national requirements, many allies should be able to achieve sufficient 

commonality so that a combined set of procedures can be developed. Commanders of a 

multinational force should agree as soon as possible on a common set of doctrine, tactics, 

and procedures for particular operations. 

(2) In addition, airspace may be a primary limitation to AR operations. 

Standardizing multinational cell formation procedures allows a variety of AR assets to 

operate in compressed airspace. This is particularly important when large numbers of 

tankers may be refueling multiple receivers or formations of receivers. To generate the 

maximum combat airpower in multinational operations, all military capabilities must be 

integrated to the fullest extent. Multinational exercises are a key component to common 

doctrine and interoperability. These exercises should be used as often as feasible to foster a 

common understanding. The doctrine and procedures established by the multinational 

commander will provide additional flexibility, deployability, and sustainability in 

multinational air operations. 

3. Air Refueling Missions 

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 

depicted in Figure V-1 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 
 Air Refueling 

V-5 

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 operational risk for 

strike or support aircraft by decreasing reliance on OCONUS/forward basing locations. AR 

is key to US ability to rapidly strike targets in distant locations and recover to safe areas. 

The ability to perform long-range strike missions from CONUS is particularly crucial. 

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. 

c. Aircraft Deployment Support. AR assets can extend the range of deploying combat 

and combat support aircraft, allowing them to fly nonstop to an AOR or JOA. This 

capability increases the deterrent effect of CONUS-based forces and allows a rapid response 

to regional crises. The capability of air assets to fly nonstop to a theater may eliminate the 

need to obtain landing or overflight rights from foreign countries that may want to remain 

neutral in a given conflict. Successful execution of the USAF’s aerospace expeditionary 

force concept, for example, is heavily dependent on the capabilities rendered through 

deployment support. Peacetime deployments of forces in support of rotations, exercises, or 

aircraft movements for logistic purposes are called Coronets. Coronets normally have long 

lead times for planning, tasking, and execution. Planners should use this time to maximize 

the overall efficiency of the movement for both receivers and tankers, while remembering 

their purpose is safe and effective movement of the receivers. 

d. Theater Support to Combat Air Forces. Intratheater AR enables fighter aircraft to 

increase their range, endurance, and flexibility. During a combat operation, the highest 

priority for intratheater AR forces is normally supporting combat and combat support aircraft 

executing air operations. This is especially true during the initial phases of a conflict. 

Theater-based AR assets bolster the security of combat and combat support air assets by 

allowing them to be based beyond the range of adversary threats. Extending endurance 

Figure V-1. Basic Air Refueling Missions 

Basic Air Refueling Missions











Global strike support

Air bridge support

Aircraft deployment support

Theater support to combat air forces

Special operations support
Chapter V 

V-6 JP 3-17 

reduces the number of sorties required, decreases ground support requirements at forward 

locations, and may reduce the number of aircraft deployed to an AOR. 

(1) AR allows combat aircraft to carry a larger payload on initial takeoff by 

decreasing the amount of fuel carried in its tanks. Fuel necessary for mission range 

requirements is onloaded after takeoff on either pre-strike or post-strike refuelings. The 

ability to increase an aircraft’s weapons load multiplies the combat force and combat 

efficiency of that aircraft. 

(2) Operations ALLIED FORCE, OEF, and OIF 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. 

(3) Tankers allocated for theater support may be called upon to provide AR support 

to air bridge operations. The DIRMOBFOR must judge the capabilities of, and requirements 

for, tankers assigned or attached to the theater to determine their ability to provide air bridge 

support. When air bridge support operations will adversely impact theater support 

operations, the COMAFFOR must consider the JFC’s overall operation or campaign 

objectives (such as defeating an adversary force or compelling an adversary to surrender), 

not just operational objectives (such as air superiority or shutting down the adversary’s C2 

system) when deciding how to allocate tanker missions. 

e. Special Operations Support. AR enables SOF to maintain a long-range operating 

capability. The USAF maintains AR crews who are trained to air refuel fixed- and rotarywing special operations aircraft. Successful mission completion requires special equipment, 

specialized crew training, and modified operational procedures. 

f. Other Associated AR Missions. Additional taskings for AR aircraft include: 

emergency AR; airlift; AE; and combat search and rescue (CSAR). 

(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 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. 

(a) Intertheater Operations. OPCON of intertheater AR will typically be

delegated to 18 AF/CC (AFTRANS) with C2 provided by the 618 AOC (TACC). Whenever 

possible, intertheater missions should be planned either over, or in close proximity to, 
 Air Refueling 

V-7 

existing air bridge routes. This allows tankers positioned for air bridge support to also 

provide emergency AR support. When intertheater missions cannot be planned along air 

bridge routes and the mission is deemed important enough to provide emergency AR 

support, planners should use a combination of ground and airborne spare aircraft. Ground 

spare aircraft are maintained in various stages of readiness depending on mission 

requirements. Airborne spare aircraft consist of one or more tankers that accompany the AR 

formation, but do not participate in any ARs unless required to do so. No matter which 

option is used, the concepts must be adequately delineated in mission directives so tankers, 

receivers, and participating C2 elements are thoroughly familiar with procedures to be used 

in a fuel emergency. 

(b) Intratheater Operations. The dynamic environment and quick tempo of 

intratheater operations provide a greater need for emergency AR support. The shorter 

distances involved and the larger number of available assets makes providing emergency AR 

support much easier to accomplish. The preferred method of providing emergency support is 

through a combination of ground and airborne aircraft. 

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 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. 

(2) Airlift. Refueling platforms act as augmentation to the airlift fleet. This 

capability is most important during deployment operations when airlift requirements are 

highest and requirements for theater support refuelings are the lowest. During contingencies, 

commanders should continually evaluate tanker allocations to airlift missions, weighing the 

loss of assets from traditional tanker missions against the benefits gained by a larger, 

augmented airlift fleet. This evaluation must consider the objectives of the entire joint 

operation or campaign and not just those of the USAF component. 

(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 
Chapter V 

V-8 JP 3-17 

arrive at their deployed location, and it relieves the air transportation system of at least a 

portion of their requirements. 

(b) Dual-Role Tanker. Accomplishing airlift and AR on the same mission 

(dual-role operations) maximizes the full capabilities of tanker aircraft. Dual-role operations

may be as simple as carrying opportune cargo or passengers on a routine intertheater AR 

mission, or it may be as complex as a fighter unit move. On Coronet missions, tankers carry 

a unit’s personnel and equipment while escorting its fighters to a deployed location. Upon 

arrival, the tankers download their cargo and passengers who may immediately reconstitute 

and launch the deployed fighters. This allows arriving aircraft to be ready for follow-on 

missions quickly, simplifying required coordination for airlift support of deployments and 

reducing the number of dedicated airlift aircraft required to support an operation. 

(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 KC-135 

and KC-10. 

(4) CSAR. Tanker aircraft provide a limited capability to assist CSAR operations 

as a communications and coordination link between airborne and ground-based elements. 

This capability derives from the tanker’s long endurance characteristics and organic 

communications equipment. In the case of a downed fighter, the wingman will attempt to 

remain on scene to ascertain the downed crewmen’s status and provide protection until 

CSAR forces arrive. During this process, the tanker will normally remain at altitude, 

relaying information where communications connectivity is easiest, and will refuel on scene 

forces as required. During Operation ALLIED FORCE, KC-135s were diverted to the scene 

of a downed airman. Once on the scene tankers refueled two A-10 aircraft that were 

providing close air support for the rescue effort, AWACS aircraft providing C2 for the 

operation, and CSAR aircraft affecting the rescue. 

4. Planning Air Refueling Operations 

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: 

(1) Boom Versus Drogue. If planned operations will include a significant number 

of receivers requiring drogue-type refueling intermixed with receivers requiring boom-type 

refueling, planners should consider using tankers capable of both types of refueling on the 

same mission. 

(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.” 
 Air Refueling 

V-9 

b. Daily Allocation. At the operational level, force allocation consists of translating the 

JFC’s air apportionment decisions into total number of AR sorties, by aircraft type, available 

for each operation or task. AR assets are matched against receivers in the ATO based on the 

JFC’s air apportionment guidance but tempered by changing conditions. At this level, the 

most important decisions are those that place tanker aircraft types against receiver 

requirements, while optimizing the use of those assets. 

c. AR capability can be increased without increasing the number or size of tanker 

aircraft by carefully matching tanker aircraft types against receiver mission requirements. 

This involves greater use of refuelable reliability tankers, assigning individual tankers to 

multiple receivers or receiver packages, and ensuring receiver AR requests accurately reflect 

their mission requirements. The considerations for daily allocation decisions are much the 

same as for contingency allocations as discussed above. When developing daily AR 

allocations, planners must consider boom versus drogue requirements, emphasis on total 

offload versus booms in the air, and SOF requirements. 

d. Airspace and ATC. Many countries have specific restrictions on AR operations 

conducted within their sovereign airspace. Planners need to be aware of potential 

restrictions. 

e. Altitude Reservation (ALTRV). Most intertheater AR operations require an 

ALTRV to reserve AR airspace. ALTRVs must be submitted IAW rules of the International 

Civil Aviation Organization (ICAO) in international airspace and must be submitted IAW 

ICAO and HN rules when conducted over territorial airspace. Planners must ensure ALTRV 

approval is received prior to conducting AR operations. ALTRVs do not relieve aircrews of 

the requirement to obtain diplomatic clearances or to file flight plans. 

f. AR Airspace. Most intratheater AR is conducted in airspace specifically designated 

for AR. For peacetime operations, AR airspace is published in flight information 

publications with boundaries, altitudes, and communications frequencies agreed to by the 

ATC authorities. During a contingency, AR airspace close to the adversary will change 

frequently, and its altitudes and communications frequencies will be classified to avoid 

predictability. Routing to and from the AR airspace will also change in response to changes 

in air operations and adversary threats to friendly forces. 

g. Communications Capabilities and Emissions Control. AR operations are highly 

dependent on both air-to-air and air-to-ground communications. Throughout AR operations, 

tankers must be able to communicate with their receivers, AWACS controllers, local ATC, 

and other tankers in formation and maintain at least a listening watch on designated high 

frequency channels. Mission requirements normally dictate that tankers maintain positive 

contact on most all of these frequencies simultaneously. Combat or politically sensitive 

missions may require both the tanker and receiver to exercise emission control (EMCON) 

procedures. These procedures minimize an aircraft’s transmission of electronic signals 

(communication and navigation) to reduce the amount of information other forces can gather. 

Use of EMCON entails bringing two aircraft together, in the same airspace with an 

intentionally degraded communication and navigation capability. To be successful in 

refueling under EMCON conditions, standardized procedures must be developed between 
Chapter V 

V-10 JP 3-17 

tanker and receiver(s). The procedures must be regularly exercised by both tanker and 

receiver aircrews, and they must be thoroughly briefed on the procedures to be used prior to 

each mission. 

h. Conditions. AR forces and their receivers must be capable of conducting AR 

operations at night and under adverse weather conditions. Depending on the operation, this 

may require precision navigation equipment and night-vision capability. 
VI-1 

CHAPTER VI 

AIR MOBILITY SUPPORT 

1. General 

The MAF’s four core capabilities are airlift, AR, AE, and air mobility support/GAMSS. 

Successful employment of the airlift and AR force is contingent upon establishing and 

maintaining a GAMSS force that enables aerial deployment, employment, sustainment, and 

redeployment of US forces throughout the range of military operations. Specifically, air 

mobility support forces provide the responsive, worldwide foundation for airlift and AR 

operations. This force is divided between USTRANSCOM, which controls the majority of 

assets in its global/functional role, and the geographic CCMDs that control sufficient 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. 

These deployable forces are stationed both in CONUS and at select overseas bases, and are 

controlled by either AMC or one of the geographic CCMDs. Pre-positioning GAMSS forces 

at locations supporting sustained airlift or aerial refueling operations should be accomplished 

ahead of any combat force deployment. 

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 GAMSS to provide rapid global air 

mobility. The mobile forces of 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. 

2. Air Mobility Support 

a. Various Service organizations support air mobility operations by providing the 

operational capabilities essential for APOD reception. The USAF, through AMC’s air 

mobility squadrons (AMSs), aerial port flights, and CRFs, provide much of the operational 

and logistic support needed to receive arriving aircraft. Navy expeditionary air cargo 

“Air power is not made up of airplanes alone. Air power is a composite of 

airplanes, air crews, maintenance crews, air bases, air supply, and sufficient 

replacements in both planes and crews to maintain a constant fighting strength...” 

General Henry “Hap” Arnold 

General of the Air Force (1949) 
Chapter VI 

VI-2 JP 3-17 

companies unload aircraft and operate air cargo and passenger terminals. Through its cargo 

transfer 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: 

(1) Marine Corps Component. During a major theater deployment, the Marine 

Corps force component commander or the Marine expeditionary force commander will 

activate 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. Located within the MAGTF command element, the MDDOC assumes the 

responsibilities of the force movement control center. The MDDOC will conduct integrated 

planning, provide guidance and direction, and coordinate and monitor transportation and 

inventory resources as they relate to management of the MAGTF’s distribution process. The 

MDDOC will coordinate all strategic lift to move the forces from the aerial and surface ports 

of embarkation to the aerial and surface PODs and will facilitate MDDOC representation at 

the theater JDDOC. 

(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 

surface distribution, and sustainment functions in support of ARFOR. Additionally, the TSC 

may provide lead Service and executive agent 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 material and movement management, and is also responsible for coordinating 

the protection of theater distribution nodes. The TSC can employ one or more expeditionary 

sustainment commands as an extension of its C2 capability; each expeditionary sustainment 

command provides rapidly deployable, regionally focused capability for executing logistic 

operations that are limited in scope and scale when compared to those the TSC can support. 

(3) Army Sustainment Brigades (SUST BDEs). SUST BDEs are subordinate 

commands of the TSC. All SUST BDEs plan, synchronize, monitor, and control sustainment 

operations within their assigned area of operations. Depending on its assigned mission, a 

SUST BDE will primarily focus on theater opening, theater distribution, or sustainment 

functions. 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) Normally, an Army, Navy, or Marine Corps A/DACG assists the mobility 

forces in processing, loading, and off-loading deploying and arriving service component 

personnel and equipment, for the Army, elements of a 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: 
 Air Mobility Support 

VI-3 

(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; and 

(d) Perform those functions when no mobility force is available. 

b. In addition, HNS may be used to free up finite 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. 

CONTINGENCY RESPONSE SUPPORT: OPERATION ENDURING 

FREEDOM (1 JUNE–10 JULY 2010) 

In February 2010, Airmen from the 571st Contingency Response Group 

(CRG) deployed to Mazar-e-Sharif (MeS), Afghanistan, tasked by 

Commander, United States Transportation Command (CDRUSTRANSCOM) 

to establish a forward logistics base in support of the 30,000-troop surge for 

Operation ENDURING FREEDOM. The 571 CRG was also tasked to provide 

command and control, aerial port, aircraft maintenance, security, air traffic 

control and logistical support (weather, intelligence, etc.). Working in 

conjunction with the 41st Transportation Company (TC) and Soldiers from 

the 82nd Sustainment Battalion (SB), the mission of this 250-member United 

States Transportation Command Joint Task Force-Port Opening (JTF-PO) 

team was to build a high speed logistics lane to facilitate the flow of US 

Army personnel, equipment and supplies into Northern Afghanistan and the 

onward movement to other provinces. To accomplish its mission, the 

JTF-PO would need to dramatically increase the throughput and movement 

velocity of the existing airfield at MeS, so that it could handle a significant 

increase in airflow, to include commercial and military aircraft. CRGs and 

rapid port opening elements (RPOEs) are intimately familiar with each 

other’s capabilities because they train and exercise together during JTF-PO 

validation exercises like EAGLE FLAG. For this mission, however, the 

assigned RPOE was retasked to align with another CRG to support the 

humanitarian relief mission in Haiti after a devastating earthquake. With no 

other RPOE available, agreements were generated with the 82nd Airborne 

Sustainment Brigade that provided tactical control of the 41st TC and direct 

support of a team from the 82nd Support Brigade Headquarters Staff 

allowing the generating of an ad hoc JTF-PO. The 41 TC provided ground 

movement capability to transport cargo/personnel to a forward distribution 

node, while 82 SB provided passenger processing and in-transit visibility 

and an Army perspective during negotiations with Regional 

Command – North (RC-N) and host nation entities. The JTF-PO worked with 

their German International Security Assistance Force (ISAF) hosts, RC-N 
Chapter VI 

VI-4 JP 3-17 

3. Capabilities of Air Mobility Support 

The capabilities provided by GAMSS are C2, aerial port, and aircraft maintenance. 

While the 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 these services; however, basic and other support functions 

(combat support, life support, intelligence, etc.) 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 

exists. To ensure continuity of operations, appropriate planners should coordinate the 

replacement and redeployment of GAMSS forces early in the planning process and to allow 

GAMSS forces to reconstitute for follow-on operations. 

a. C2 of GAMSS Forces. Air mobility support operations encompass both 

global/functional support as well as focused regional support. When GAMSS forces deploy 

to a GCC’s AOR, command relationships should be specified, coordinated, and codified 

before operations begin. They should specify the type and degree of control exercised by 

commanders in the theater, the providing commander, and the associated C2 organizations. 

leadership and Afghan military and civilian officials to ensure smooth 

airfield/ramp operations, security and communications. 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 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 US 

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). 

The JTF-PO at MeS ensured the expeditious movement of over 18,100 short 

tons and 8,700 passengers, handling 824 Air Mobility Command, Coalition 

and commercial aircraft across two ground operations areas while 

coordinating operations with multiple agencies. The JTF-PO delivered 530 

mine resistant ambush protected all terrain vehicles to US counterterrorism, 

counterinsurgency forces at nine forward operating bases in Northern 

Afghanistan, providing vital life-saving equipment for the warfighter and 

ensuring the security of the northern distribution network. 

Various Sources 
 Air Mobility Support 

VI-5 

(1) Whether OPCON is maintained by Commander, 18 AF (AFTRANS) or a 

GCC’s COMAFFOR, GAMSS forces usually provide initial C2 to higher headquarters for 

deploying forces through organic, deployable C2 systems. In addition, they set up standalone C2 operations for airlift operations. GAMSS forces perform C2 functions on behalf of 

the higher headquarters at the local level to accurately plan, flow, and track air movements 

and provide ITV of equipment and passengers. C2 requirements may include various radio 

and SATCOM systems, as well as mobility mission planning and execution systems 

supporting their airfield operations as well as those of supported air mobility aircrews that 

may transit or operate from their location. AMC assigned mobility support forces normally 

use this capability to report to the 618 AOC (TACC), while theater assigned support forces 

normally report to their theater AOC. 

(2) Timely exchange of information within, between, and among GAMSS 

components is critical to mobility operations. This includes the following: 

(a) Geospatial intelligence for imagery, imagery intelligence, and geospatial 

information requirements. 

(b) Airspace coordination and management requirements. 

(c) Restrictions imposed at airfields. 

(d) CRF, STT, AMLO, and ground force assault team requirements. 

(e) Unique requirements such as security and command, control, and 

communications for nuclear weapons. 

(f) Asset ITV. 

(g) Cargo, hazardous materials, passengers, and patient information. 

(h) Weather information. 

(i) JIPOE products and exchange of current and early warning intelligence. 

(3) One of the most important features of GAMSS is its support of ITV and 

mission following/planning. Commanders depend on accurate, timely ITV of assets to more 

efficiently manage those assets and associated supporting operations. Consequently, the 

effectiveness of GAMSS relies significantly on integration of ITV data into a comprehensive 

picture. Without such integration, the ability to achieve rapid global mobility is 

compromised. NOTE: 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 GAMSS. 

b. Aerial Port. An aerial port is an operating location, usually an established airfield, 

which has been designated for the sustained air movement of personnel and materiel. 
Chapter VI 

VI-6 JP 3-17 

Deployed aerial port operations are sized based on forecast workload requirements. GAMSS 

units possess a robust aerial port capability. GAMSS units are designed to establish and 

operate air mobility terminals and have the ability to onload and offload a set number of 

aircraft based on forecast workload requirements. In addition, GAMSS aerial port specialists 

provide expertise to establish marshalling yards and traffic routing for cargo, aircraft 

servicing, passenger manifesting, and air terminal operations center services. GAMSS aerial 

port personnel are also responsible for the transmission of departure and arrival information 

to IGC, to include movement manifests and ITV data provided electronically by the moving 

unit. Deployable GAMSS aerial port services are not designed for long-term sustained aerial 

port operations. Commanders and planners should plan to backfill these deployed units 

quickly to allow them to redeploy and reconstitute for further use. 

c. Maintenance 

(1) GAMSS aircraft maintenance support is based on resources of people, parts, 

and equipment leveraged 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. 

(2) Deployable units providing aircraft maintenance capability are contingency 

support elements (CSEs) and maintenance recovery teams (MRTs). Maintenance CSE 

packages are tasked to established locations for a specified amount of time to provide limited 

support for specific mission(s) flow. CSEs are normally deployed as part of a CRF to set up 

or work from an austere location. Their capability is essentially limited to basic ground 

handling and routine servicing operations. MRTs are small teams consisting of specific 

maintenance specialties tasked to provide aircraft troubleshooting and repair for a specific 

aircraft requirement. 

4. Global Air Mobility Support System Elements 

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 (AFTRANS) 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. 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, building parther capacity, rapid 

AMD augmentation and AMLO capability. These forces deploy on order from 

CDRUSTRANSCOM or 18 AF/CC. CRW elements are designed for a decreased 

transportation and logistic footprint to support short duration operations, or as a quickly 
 Air Mobility Support 

VI-7 

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 CRFs assets and personnel to 

support any non-primary mission requirement. The C2 of GAMSS elements follows the 

normal C2 pattern of air mobility forces. GAMSS forces either remain under their own 

CCDR’s air component or, if they cross-theater boundaries, are presented either in support or 

are attached, at the discretion of SecDef. 

(2) Air Mobility Operations Wings (AMOWs). AMOWs are located overseas 

and provide a single commander distinct mission capability with the appropriate level of 

authority to ensure response time and agility to meet changing theater requirements and 

support the CCDR. 

(3) Air Mobility Operations Groups (AMOGs). AMOGs are located overseas 

and composed of AMSs. AMOGs formulate plans, establish procedures, and direct the 

administration of their subordinate AMS, operating locations, and detached units in support 

of operations. The AMOG provides logistics, intelligence, and air transportation planning to 

meet operational requirements. 

(4) AMSs. AMSs are situated at key overseas en route locations to operate air 

terminal facilities in support of the DTS for numerous DOD common users. AMS personnel 

generate, launch, and recover air mobility missions and en route support aircraft. Each AMS 

operates an air mobility control center, which serves as the C2 conduit to the 618 AOC 

(TACC) for air mobility mission tracking. 

(5) Mobility Support Advisory Squadrons (MSASs). MSASs assess, train, 

advise, assist, and equip partner nations to ensure they have the capacity to counter 

insurgencies, terrorism, proliferations, and other threats. 

b. GAMSS deployable assets are tailored to meet mission requirements, designed for a 

decreased transportation and logistics footprint, and are not designed as long-term assets. 

Training for members of these deployable assets consists of CBRN and weapons training. 

These assets are equipped and manned to support the contingency and/or wartime air 

mobility operation. The deployable assets consist of the: 

(1) CRG. The CRG is an organization tasked to deploy in order to secure, assess, 

open and initially operate airbases for the USAF component of their CCMD. The CRG may 

initially represent the senior USAF leadership and for this reason the CRG is normally 

commanded by an O-6. The groups consist of a standardized force module dedicated to the 

base opening task. This module includes a tailored section of all forces needed after seizure, 

or handoff from seizure forces, to assess and maintain security of an airfield, establish initial 

air mobility C2, and operate the flow of air mobility into and out of the airfield. CRGs may 

open the airfield for the USAF, another Service or even a MNF partner. To ensure 

continuity of operations, CRGs coordinate with USTRANSCOM, AFTRANS, theater 

COMAFFOR/JFACC staff, and follow-on forces to expedite and synchronize transfer of 

authority to sustainment forces and the development of host unit support agreements. CRGs 

are comprised of approximately 115 personnel with a capability to support a continuous 
Chapter VI 

VI-8 JP 3-17 

working MOG of two aircraft for 24-hour a day operations. CRGs may be augmented with 

various support forces to meet unique mission requirements such as Airborne Red Horse 

which provides initial airfield assessment and expedient construction/repair capabilities for 

some scenarios. 

(2) Air Mobility Operations Squadron (AMOS). An AMOS trains and equips 

personnel to augment geographic AOC/AMD positions and provides personnel to manage 

assigned mobility forces in support of contingency operations, humanitarian efforts, and 

unilateral, joint, and combined exercises. AMOS personnel, when deployed to a geographic 

AOC/AMD will normally be under the direction of the AMD Chief and AOC commander. 

(3) CRE. A CRE is an expeditionary C2 force responsible for providing 

continuous on-site air mobility operations management. It is a temporary organization 

commanded by a commissioned officer that deploys to provide air mobility mission support 

when C2, mission reporting, and/or other support functions at the destination do not meet 

operational requirements. In addition to providing C2 and communications capabilities, 

CREs provide aerial port, logistics, maintenance, force protection, weather, medical, and 

intelligence services, as necessary. CRE size is based on projected operations flow and local 

conditions. CREs are comprised of approximately 58 personnel with a capability to support 

a continuous working MOG of two aircraft for 24-hour a day operations. 

(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, maintenance, and C2 

services capable of supporting a working MOG of one aircraft for 12-hour a day operations, 

with 24-hour C2 coverage. 

(5) CSE. A CSE consist of personnel and equipment providing specific 

contingency support capability other than core C2 such as contingency air load planning 

team, joint air cargo inspection, or airfield survey team. They may be deployed as an 

element of CRE or CRT, or as a small scale, stand-alone capability. These teams may require 

base operating support (BOS). 

(6) USN Expeditionary Air Cargo Companies. Navy’s expeditionary air cargo 

companies are elements embedded in both active duty and reserve component Navy cargo 

handling battalions. They may augment the USAF’s aerial port operators or conduct 

independent aerial port operations. They interface with Navy fleet logistics and AMC’s air 

operations. 

c. GAMSS capabilities include: 

(1) C2; 

(2) Aerial port; 

(3) Aircraft maintenance; and 
 Air Mobility Support 

VI-9 

(4) Other CSEs. 

(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. 

(b) AMLO. An officer specially trained to implement the TACS and to 

control airlift assets engaging in combat tactics such as airdrop. AMLOs are highly 

qualified, rated airlift officers with experience in combat tactics and assigned duties 

supporting US Army and Marine Corps units. 

(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). 

(d) En Route Patient Staging System (ERPSS). ERPSS is a deployable asset 

for temporary staging, casualty care, and administration support during contingency 

operations. It is located at designated transportation hubs to support the en route care of 

patients in the AE system. EPaSS holding capability is 2-6 hours for patients in the tactical 

environment entering the patient movement system and up to 24 hours at en route strategic 

locations. The EPaSS requires logistical, clinical, ancillary medical, and administrative 

support from the supporting base. The EPaSS may be augmented with additional personnel 

and equipment to increase casualty staging capability as needed. 

(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 PR 

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 flyaway 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. 

OPERATION UNIFIED RESPONSE (14 JANUARY–20 FEBRUARY 2010) 

On 12 January 2010, the country of Haiti was ravaged by a magnitude 7.0 

earthquake that devastated the capital city of Port-au-Prince and caused an 

estimated 112,000 deaths and 194,000 casualties. 

Special operations forces (SOF), including a special tactics team, from the 

Air Force Special Operations Command, Hurburt Field, Florida, arrived at 

Toussaint Louverture Airport on the evening of 13 January 2010 to conduct 

austere airfield operations. Within hours, United States Transportation 
Chapter VI 

VI-10 JP 3-17 

Command (USTRANSCOM) deployed a team to assess airfield status and 

prepare for the joint task force-port opening (JTF-PO) main body arrival. An 

Air Force assessment team was dispatched to Port-au-Prince. The 818th 

Contingency Response Group (CRG) assessment team consisted of a CRG 

commander, a lieutenant colonel to provide expeditionary mobility 

operations expertise, an airfield operations officer, two civil engineering 

pavement specialists, a communications specialist, and a security forces 

specialist. 

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 JAT 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. 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. 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. 

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 beddown and operations efforts with the JAT, special operations forces (SOF), 

controllers special tactics teams, and Soldiers from the 688th RPOE. On the 

periphery of the busy airfield, the 26-man security forces (SF) 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 aircraft 

supporting the relief effort and a lack of compatible ground handling 

equipment, foreign aircraft were often unloaded by hand. 
 Air Mobility Support 

VI-11 

5. Airfield Opening and Global Air Mobility Support System 

a. GAMSS forces may be the first USAF presence on an expeditionary airfield 

regardless of how the airfield is gained (e.g., seizure or acceptance from a HN) or which 

follow-on US or multinational entity will operate the airfield. When opening an airfield, 

GAMSS forces normally coordinate actions with theater command elements to ensure 

theater-specific responsibilities, such as force protection, meet mission requirements. All 

deployed GAMSS forces should integrate with the host organization to the maximum extent 

possible for force protection and communications. Additional issues that should be 

considered during planning are: the handoff of the airfield from any seizure force to the CRG 

or other GAMSS element, the CRG/GAMSS element to follow-on sustainment unit or HN 

forces, and redeployment and reconstitution of the CRG/GAMSS. 

b. Air Mobility Support Planning 

(1) Successful deployment and employment of forces and materiel depend upon 

timely and accurate planning of all US and coalition supported and supporting components. 

GAMSS is an integral part of the air mobility force, and its integration into the initial 

deployment flow is critical to any effective contingency or crisis action planning processes. 

Although relatively small in 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 JTF-PO airfield manager developed a close working relationship with 

his Haitian counterparts that proved invaluable to quickly and efficiently 

solving countless problems across the airfield. Based on this relationship 

and recommendation of Haitian airfield authorities, the prime minister of 

Haiti, Jean-Max Bellerive, transferred airfield management responsibility to 

the JTF-PO team. 

At its peak, the JTF-PO team unloaded and turned 170 cargo aircraft every 

24 hours. During its 37-day mission, approximately 210 Airmen from the 

JTF-PO were responsible for processing 3,006 Aircraft, offloaded 15,450 

short-tons of cargo, and evacuated more than 15,500 American citizens. Of 

the 3,006 aircraft, 44 percent were US commercial aircraft, 38 percent were 

international relief aircraft, and 18 percent were military aircraft. 

Joint Task Force-Port Opening (JTF-PO): Port-au-Prince, Haiti 

Various Sources 
Chapter VI 

VI-12 JP 3-17 

The following planning factors are not all-inclusive for every operation, but they give 

commanders the parameters involved in the proper use of GAMSS forces. 

(3) Fundamental Considerations. Within the overall mobility support-planning 

framework, there are four fundamental considerations: task, threat, core capabilities, and 

timing.

(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. While air mobility aircraft are used to project power, 

GAMSS forces are the backbone of this power projection. 

(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 incountry 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 are finite resources with 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 organization make them ready for autonomous operations in uncertain 

environments. Consequently, their finite nature drives the requirement for commanders to 

carefully manage their allocation against prioritized requirements. GAMSS provides C2, 

aerial port, and maintenance capability. 

(d) Timing. The timing of force movements is a critical consideration. 

GAMSS forces usually preposition upon receipt of the CJCS warning/alert order. This early 

positioning enables effective airlift and aerial refueling operations. GAMSS forces are 

sequenced early in the TPFDD or deployment order (DEPORD) planning. For large-scale 

mobility operations, this early integration in the deployment flow ensures APODs are 

prepared to receive cargo and passengers. 
 Air Mobility Support 

VI-13 

c. Planning Considerations. There are additional planning considerations impacting 

throughput and affecting operation or campaign objectives. 

(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 inplace infrastructure can also reduce the footprint. This reduction allows airlift assets to be 

reassigned for other priority taskings. 

(2) BOS also known as Expeditionary Combat Support (ECS). GAMSS forces 

may deploy with limited or no organic BOS/ECS assets. Therefore the supported 

commander should be prepared to meet the additional requirements of GAMSS forces. If 

tasked to augment theater-assigned BOS/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. 

(4) Diplomatic Clearances. Diplomatic clearances are crucial planning 

considerations. These types of clearances include aircraft overflight and landing rights, 

communications connection approval, personnel visas, and other entry requirements. No 

TPFDD, DEPORD flow, or sustainment channel mission can occur without appropriate 

clearances obtained in advance. Without these clearances, the ability of GAMSS forces to 

enable rapid global mobility can be halted. Diplomatic clearances impact footprint, 

throughput, force protection, and ultimately, operational success, and should be acquired 

prior to execution of a TPFDD or DEPORD. 
Chapter VI 

VI-14 JP 3-17 

Intentionally Blank
A-1 

APPENDIX A 

REFERENCES 

The development of JP 3-17 is based upon the following primary references. 

1. General 

a. National Security Decision Directive Number 280, 24 June 1987, National Airlift 

Policy. 

b. Executive Order 12148, 20 July 1979, Federal Emergency Management, as amended. 

2. Department of Defense Publications 

a. DOD Directive 4500.09E, Transportation and Traffic Management. 

b. DOD Directive 4500.54E, DOD Foreign Clearance Program (FCP). 

c. DOD Directive 5100.01, Functions of the Department of Defense and Its Major 

Components. 

d. DOD Directive 5158.04, United States Transportation Command (USTRANSCOM). 

e. DOD Instruction 4500.43, Operational Support Airlift (OSA). 

f. DOD Instruction 5154.06, Armed Service Medical Regulation. 

g. Defense Transportation Regulation (DTR) 4500.9-R, Defense Transportation 

Regulation. 

h. DOD 4515.13-R, Air Transportation Eligibility. 

i. Unified Command Plan. 

3. Chairman of the Joint Chiefs of Staff Publications 

a. CJCS Instruction 5120.02B, Joint Doctrine Development System. 

b. CJCSM 3122.01A, Joint Operation Planning and Execution System (JOPES) Volume 

I (Planning Policies and Procedures). 

c. CJCSM 3122.02 D, Joint Operation Planning and Execution System (JOPES) 

Volume III (Time-Phased Force and Deployment Data Development and Deployment 

Execution). 

d. CJCSM 3130.03, Adaptive Planning and Execution (APEX) Planning Formats and 

Guidance.

e. CJCSM 5120.01, Joint Doctrine Development Process. 
Appendix A 

A-2 JP 3-17 

f. JP 1, Doctrine for the Armed Forces of the United States. 

g. JP 1-02, Department of Defense Dictionary of Military and Associated Terms.

h. JP 2-0, Joint Intelligence.

i. JP 3-0, Joint Operations.

j. JP 3-02, Amphibious Operations.

k. JP 3-05, Special Operations. 

l. JP 3-10, Joint Security Operations in Theater.

m. JP 3-11, Operations in Chemical, Biological, Radiological, and Nuclear 

Environments.

n. JP 3-13, Information Operations.

o. JP 3-16, Multinational Operations.

p. JP 3-18, Joint Forcible Entry Operations.

q. JP 3-30, Command and Control for Joint Air Operations. 

r. JP 3-34, Joint Engineer Operations.

s. JP 3-35, Deployment and Redeployment Operations. 

t. JP 3-41, Chemical, Biological, Radiological, and Nuclear Consequence Management.

u. JP 3-52, Joint Airspace Control. 

v. JP 3-59, Meteorological and Oceanographic Operations.

w. JP 3-61, Public Affairs. 

x. JP 3-63, Detainee Operations.

y. JP 4-0, Joint Logistics.

z. JP 4-01, The Defense Transportation System.

aa. JP 4-01.5, Joint Terminal Operations. 

bb. JP 4-02, Health Services. 

cc. JP 4-05, Joint Mobilization Planning. 

dd. JP 4-09, Distribution Operations. 
 References 

A-3 

ee. JP 6-0, Joint Communications System.

4. Multi-Service Publication 

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. 

5. United States Army Publications 

a. Army Doctrine Publication 3-0, Unified Land Operations. 

b. Army Doctrine Reference Publication 3-0, Unified Land Operations. 

6. United States Air Force Publications 

a. AFDD 3-05, Special Operations. 

b. AFDD 3-17, Air Mobility Operations. 

c. AFDD 3-52, Airspace Control 

d. AFDD 4-02, Medical Operation. 

e. Air Force Instruction 13-1, AOC series publications. 

f. Air Force Instruction 13-217, Drop Zone and Landing Zone Operations. 

g. AFTTP 3-3 AOC, Operational Employment-Air and Space Operations Center. 

h. AFTPP 3-42.5, Aeromedical Evacuation. 

7. North Atlantic Treaty Organization Publication 

ATP-56(B), Air to Air Refueling.
Appendix A 

A-4 JP 3-17 

Intentionally Blank 
B-1 

APPENDIX B 

ADMINISTRATIVE INSTRUCTIONS 

1. User Comments 

Users in the field are highly encouraged to submit comments on this publication to: Joint 

Staff J-7, Deputy Director, Joint Education and Doctrine, ATTN: Joint Doctrine Analysis 

Division, 116 Lake View Parkway, Suffolk, VA 23435-2697. These comments should 

address content (accuracy, usefulness, consistency, and organization), writing, and 

appearance. 

2. Authorship 

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). 

3. Supersession 

This publication supersedes JP 3-17, 02 October 2009, Air Mobility Operations.

4. Change Recommendations 

a. Recommendations for urgent changes to this publication should be submitted: 

TO: JOINT STAFF WASHINGTON DC//J7-JE&D// 

b. Routine changes should be submitted electronically to the Deputy Director, Joint 

Education and Doctrine, ATTN: Joint Doctrine Analysis Division, 116 Lake View Parkway, 

Suffolk, VA 23435-2697, and info the lead agent and the Director for Joint Force Development, 

J-7/JE&D. 

c. 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. Distribution of Publications 

Local reproduction is authorized, and access to unclassified publications is unrestricted. 

However, access to and reproduction authorization for classified JPs must be IAW DOD 

Manual 5200.01, Volume 1, DOD Information Security Program: Overview, Classification, 

and Declassification, and DOD Manual 5200.01, Volume 3, DOD Information Security 

Program: Protection of Classified Information. 
Appendix B 

B-2 JP 3-17 

6. Distribution of Electronic Publications

a. Joint Staff J-7 will not print copies of JPs for distribution. Electronic versions are 

available on JDEIS at https://jdeis.js.mil (NIPRNET) and http://jdeis.js.smil.mil (SIPRNET), 

and on the JEL at http://www.dtic.mil/doctrine (NIPRNET). 

b. Only approved JPs and joint test publications are releasable outside the combatant 

commands, Services, and Joint Staff. Release of any classified JP to foreign governments or 

foreign nationals must be requested through the local embassy (Defense Attaché Office) to 

DIA, Defense Foreign Liaison/IE-3, 200 MacDill Blvd., Joint Base Anacostia-Bolling, 

Washington, DC 20340-5100. 

c. JEL CD-ROM. Upon request of a joint doctrine development community member, 

the Joint Staff J-7 will produce and deliver one CD-ROM with current JPs. This JEL CDROM will be updated not less than semi-annually and when received can be locally 

reproduced for use within the combatant commands, Services, and combat support agencies. 
GL-1 

GLOSSARY 

PART I—ABBREVIATIONS AND ACRONYMS 

ACL allowable cabin load 

A/DACG arrival/departure airfield control group 

ADE airdrop damage estimate 

AE aeromedical evacuation 

AECT aeromedical evacuation control team 

AF Air Force 

AFDD Air Force doctrine document 

AFRC Air Force Reserve Command 

AFTRANS Air Force Transportation Component 

AFTTP Air Force tactics, techniques, and procedures 

AGL above ground level 

ALCF airlift control flight 

ALOC air line of communications 

ALTRV altitude reservation 

AMC Air Mobility Command 

AMD air mobility division 

AMLO air mobility liaison officer 

AMOG air mobility operations group 

AMOS air mobility operations squadron 

AMOW air mobility operations wing 

AMS air mobility squadron 

AMX air mobility express 

ANG Air National Guard 

AOC air operations center 

AOR area of responsibility 

APEX Adaptive Planning and Execution 

APOD aerial port of debarkation 

APOE aerial port of embarkation 

AR air refueling 

ARFOR Army forces 

ASCC Army Service component command 

ATC air traffic control 

ATO air tasking order 

ATP allied tactical publication 

AV asset visibility 

AWACS Airborne Warning and Control System 

BCD battlefield coordination detachment 

BDOC base defense operations center 

BOS base operating support 

C2 command and control 

CAMPS Consolidated Air Mobility Planning System 
Glossary 

GL-2 JP 3-17 

CBRN chemical, biological, radiological, and nuclear 

CC component commander 

CCDR combatant commander 

CCMD combatant command 

CDRUSTRANSCOM Commander, United States Transportation Command 

CDS container delivery system 

CE circular error 

CJCS Chairman of the Joint Chiefs of Staff 

CJCSM Chairman of the Joint Chiefs of Staff manual 

CJTF commander, joint task force 

COA course of action 

COCOM combatant command (command authority) 

COMAFFOR commander, Air Force forces 

CONOPS concept of operations 

CONUS continental United States 

CRAF Civil Reserve Air Fleet 

CRC control and reporting center 

CRE contingency response element 

CRF contingency response force 

CRG contingency response group 

CRT contingency response team 

CRW contingency response wing 

CSAR combat search and rescue 

CSE contingency support element 

DACG departure airfield control group 

DDOC Deployment and Distribution Operations 

 Center (USTRANSCOM) 

DEPORD deployment order 

DIRMOBFOR director of mobility forces 

DOD Department of Defense 

DOS Department of State 

DTS Defense Transportation System 

DZ drop zone 

DZC drop zone controller 

DZST drop zone support team 

ECS expeditionary combat support 

EMCON emission control 

EOC emergency operations center 

ERPSS En Route Patient Staging System 

EW electronic warfare 

EZ exchange zone 

FM field manual (Army) 

FOB forward operating base 
Glossary 

GL-3 

GAMSS Global Air Mobility Support System 

GATES Global Air Transportation Execution System 

GCC geographic combatant commander 

GDSS Global Decision Support System 

GLO ground liaison officer 

GPS Global Positioning System 

HN host nation 

HNS host-nation support 

HVCDS high-velocity container delivery system 

IAW in accordance with 

ICAO International Civil Aviation Organization 

ICDS improved container delivery system 

IGC Integrated Data Environment/Global Transportation 

 Network Convergence 

IO information operations 

ITV in-transit visibility 

J-4 logistics directorate of a joint staff 

JA/ATT joint airborne and air transportability training 

JAOC joint air operations center 

JCS Joint Chiefs of Staff 

JDDE joint deployment and distribution enterprise 

JDDOC joint deployment and distribution operations center 

JENM joint enterprise network manager 

JFACC joint force air component commander 

JFC joint force commander 

JFSOCC joint force special operations component commander 

JIPOE joint intelligence preparation of the operational environment 

JMC joint movement center 

JOA joint operations area 

JOPES Joint Operation Planning and Execution System 

JP joint publication 

JPADS joint precision airdrop system 

JPEC joint planning and execution community 

JRSOI joint reception, staging, onward movement, and integration 

JTF joint task force 

JTF-PO joint task force-port opening 

LCADS low-cost aerial delivery system 

LNO liaison officer 

LRST long-range surveillance team 

LZ landing zone 
Glossary 

GL-4 JP 3-17 

MAF mobility air forces 

MAGTF Marine air-ground task force 

MAJCOM major command (USAF) 

MC mission-critical 

MCRP Marine Corps reference publication 

MCT movement control team 

MDDOC Marine air-ground task force deployment 

 and distribution operations center

MHE materials handling equipment 

MILDEC military deception 

MOG maximum (aircraft) on ground 

MOPP mission-oriented protective posture 

MRT maintenance recovery team 

MTF medical treatment facility 

NAMS National Air Mobility System 

NEO noncombatant evacuation operation 

NIPRNET Nonsecure Internet Protocol Router Network 

NTTP Navy tactics, techniques, and procedures 

OA operational area 

O&M operation and maintenance 

OCONUS outside the continental United States 

OEF Operation ENDURING FREEDOM 

OIF Operation IRAQI FREEDOM 

OPCON operational control 

OPLAN operation plan 

OPORD operation order 

OPSEC operations security 

OSA operational support airlift 

PA public affairs 

PI point of impact 

PMR patient movement requirement 

PMRC patient movement requirements center 

POL petroleum, oils, and lubricants 

PR Phoenix Raven 

RAMCC regional air movement control center 

RV rendezvous 

618 AOC (TACC) 618 Air Operations Center (Tanker Airlift Control Center) 

SAA senior airfield authority 

SAAM special assignment airlift mission 

SATCOM satellite communications 
Glossary 

GL-5 

SEAD suppression of enemy air defenses 

SecDef Secretary of Defense 

SIPRNET SECRET Internet Protocol Router Network 

SOF special operations forces 

SPM single port manager 

STO special technical operations 

STT special tactics team 

SUST BDE sustainment brigade 

TACON tactical control 

TACP tactical air control party 

TACS theater air control system 

TACT tactical aviation control team 

TDD time-definite delivery 

THX theater express 

TOC tactical operations center 

TPFDD time-phased force and deployment data 

TRIADS Tri-Wall Aerial Distribution System 

TS time-sensitive 

TSC theater sustainment command (Army) 

TTP tactics, techniques, and procedures 

TWCF Transportation Working Capital Fund 

USAF United States Air Force 

USC United States Code 

USEUCOM United States European Command 

USG United States Government 

USMC United States Marine Corps 

USN United States Navy 

USNORTHCOM United States Northern Command 

USTRANSCOM United States Transportation Command 

XCDS Extracted Container Delivery System 
GL-6 

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. Also called APORT. (JP 1-02. SOURCE: JP 3-17) 

aeromedical evacuation control team. A core team assigned to a component-numbered air 

force air operations center air mobility division that provides operational planning, 

scheduling, and execution of theater aeromedical evacuation missions and positioning of 

aeromedical evacuation ground forces. Also called AECT. (Approved for 

incorporation into JP 1-02.) 

airborne. 1. In relation to personnel, troops especially trained to effect, following transport 

by air, an assault debarkation, either by parachuting or touchdown. 2. In relation to 

equipment, pieces of equipment that have been especially designed for use by airborne 

troops during or after an assault debarkation as well as some aeronautical equipment 

used to accomplish a particular mission. 3. When applied to materiel, items that form an 

integral part of the aircraft. 4. The state of an aircraft, from the instant it becomes 

entirely sustained by air until it ceases to be so sustained. Also called ABN. (Approved 

for incorporation into JP 1-02.) 

air delivery. None. (Approved for removal from JP 1-02.) 

airdrop. The unloading of personnel or materiel from aircraft in flight. (JP 1-02. 

SOURCE: JP 3-17) 

airfield. An area prepared for the accommodation (including any buildings, installations, 

and equipment), landing, and takeoff of aircraft. (JP 1-02. SOURCE: JP 3-17) 

airhead. 1. A designated area in a hostile or potentially hostile operational area that, when 

seized and held, ensures the continuous air landing of troops and materiel and provides 

the maneuver space necessary for projected operations. Also called a lodgment area. 

(JP 3-18) 2. A designated location in an operational area used as a base for supply and 

evacuation by air. (JP 1-02. SOURCE: JP 3-17) 

airland. Move by air and disembark, or unload, after the aircraft has landed or while an 

aircraft is hovering. (JP 1-02. SOURCE: JP 3-17) 

air land operation. An operation involving movement by air with a designated destination 

for further ground deployment of units and personnel and/or further ground distribution 

of supplies. (JP 1-02. 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. (JP 1-02. 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 
Glossary 

GL-7 

operations in support of the joint force air component commander. Also called ALCT. 

(Approved for incorporation into JP 1-02.) 

airlift mission commander. A commander designated when airlift aircraft are participating 

in airlift operations specified in the implementing directive. (Approved for 

incorporation into JP 1-02.) 

airlift requirement. The total number of passengers and/or weight/cubic displacement of 

cargo required to be carried by air for a specific task. (JP 1-02. SOURCE: JP 3-17) 

air mobility. The rapid movement of personnel, materiel, and forces to and from or within a 

theater by air. (Approved for incorporation into JP 1-02.)

Air Mobility Command. The Air Force component command of the United States 

Transportation Command. Also called AMC. (Approved for incorporation into JP 1-

02.) 

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. (Approved for incorporation 

into JP 1-02.) 

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. (Approved for incorporation into JP 1-02.) 

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. 

(Approved for incorporation into JP 1-02.) 

air movement. Air transport of units, personnel, supplies, and equipment including airdrops 

and air landings. (JP 1-02. SOURCE: JP 3-17)

airport. None. (Approved for removal from JP 1-02.) 

air refueling. The refueling of an aircraft in flight by another aircraft. Also called AR. 

(JP 1-02. SOURCE: JP 3-17) 

air refueling control point. None. (Approved for removal from JP 1-02.) 

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. (Approved for incorporation into JP 1-02.) 

air refueling control time. None. (Approved for removal from JP 1-02.) 
Glossary 

GL-8 JP 3-17 

air refueling initiation point. None. (Approved for removal from JP 1-02.) 

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 intransit processing 

of traffic. (Approved for incorporation into JP 1-02.) 

allowable cabin load. The maximum payload that can be carried on an individual sortie. 

Also called ACL. (JP 1-02. SOURCE: JP 3-17) 

chalk number. The number given to a complete load and to the transporting carrier. 

(JP 1-02. SOURCE: JP 3-17) 

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. 

(Approved for incorporation into JP 1-02.) 

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. (Approved for incorporation in 

JP 1-02.) 

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. (Approved for 

incorporation into JP 1-02.) 

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. (Approved for incorporation into JP 1-02.) 

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. (Approved for replacement of 

“cross-loading (personnel)” and its definition in JP 1-02.) 

departure airfield. An airfield on which troops and/or materiel are enplaned for flight. 

(JP 1-02. SOURCE: JP 3-17)

departure point. A navigational check point used by aircraft as a marker for setting course. 

(Approved for incorporation into JP 1-02.) 

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 618 Air 

Operations Center (Tanker Airlift Control Center), and the joint deployment and 
Glossary 

GL-9 

distribution operation center or joint movement center, in order to expedite the 

resolution of air mobility issues. Also called DIRMOBFOR. (Approved for 

incorporation into JP 1-02.) 

dispersion. 1. The spreading or separating of troops, materiel, establishments, or activities, 

which are usually concentrated in limited areas to reduce vulnerability. (JP 5-0) 2. In 

chemical and biological operations, the dissemination of agents in liquid or aerosol 

form. (JP 3-41) 3. In airdrop operations, the scatter of personnel and/or cargo on the 

drop zone. (JP 3-17) 4. In naval control of shipping, the reberthing of a ship in the 

periphery of the port area or in the vicinity of the port for its own protection in order to 

minimize the risk of damage from attack. (JP 4-01.2) (Approved for incorporation into 

JP 1-02.) 

drop altitude. The altitude above mean sea level at which airdrop is executed. (JP 1-02. 

SOURCE: JP 3-17) 

drop height. None. (Approved for removal from JP 1-02.)

drop zone. A specific area upon which airborne troops, equipment, or supplies are 

airdropped. Also called DZ. (JP 1-02. SOURCE: JP 3-17) 

dual-role tanker. An aircraft that carry support personnel, supplies, and equipment for the 

deploying force while escorting and/or refueling combat aircraft to the area of 

responsibility. (Approved for incorporation into JP 1-02.) 

free drop. The dropping of equipment or supplies from an aircraft without the use of 

parachutes. (JP 1-02. 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. (JP 1-02. 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. (JP 1-02. 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. (Approved for incorporation into JP 1-02.) 

heavy drop. None. (Approved for removal from JP 1-02.) 

high-altitude low-opening parachute technique. None. (Approved for removal from 

JP 1-02.) 
Glossary 

GL-10 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. (Approved for incorporation into JP 1-02.) 

intertheater. None. (Approved for removal from JP 1-02.) 

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 JP 1-02.)

intratheater. None. (Approved for removal from JP 1-02) 

intratheater airlift. Airlift conducted within a theater with assets assigned to a geographic 

combatant commander or attached to a subordinate joint force commander. (Approved 

for incorporation into JP 1-02.) 

jumpmaster. The assigned airborne qualified individual who controls paratroops from the 

time they enter the aircraft until they exit. (JP 1-02. SOURCE: JP 3-17) 

landing zone. Any specified zone used for the landing of aircraft. Also called LZ. 

(JP 1-02. SOURCE: JP 3-17) 

loadmaster. None. (Approved for removal from JP 1-02.) 

low velocity drop. A drop procedure in which the drop velocity does not exceed 30 feet per 

second. (JP 1-02. SOURCE: JP 3-17) 

marshalling. 1. The process by which units participating in an amphibious or airborne 

operation group together or assemble when feasible or move to temporary camps in the 

vicinity of embarkation points, complete preparations for combat, or prepare for 

loading. 2. The process of assembling, holding, and organizing supplies and/or 

equipment, especially vehicles of transportation, for onward movement. (JP 1-02. 

SOURCE: JP 3-17) 

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. (JP 1-02. 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. 

(Approved for incorporation into JP 1-02.) 

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. Also called MPRS. (Approved for replacement of “multi-point 

refueling system” and its definition in JP 1-02.) 

National Air Mobility System. None. (Approved for removal from JP 1-02.) 
Glossary 

GL-11 

Navy-unique fleet essential aircraft. Combatant commander-controlled airlift assets 

deemed essential for providing air transportation in support of naval operations’ 

transportation requirements. Also called NUFEA. (Approved for incorporation into 

JP 1-02.) 

node. 1. A location in a mobility system where a movement requirement is originated, 

processed for onward movement, or terminated. (JP 3-17) 2. In communications and 

computer systems, the physical location that provides terminating, switching, and 

gateway access services to support information exchange. (JP 6-0) 3. An element of a 

system that represents a person, place, or physical thing. (JP 1-02. SOURCE: JP 3-0) 

operational support airlift. Airlift movements of high-priority passengers and cargo with 

time, place, or mission-sensitive requirements. Also called OSA. (Approved for 

incorporation into JP 1-02.) 

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 JP 1-02.) 

rapid global mobility. The timely movement, positioning, and sustainment of military 

forces and capabilities across the range of military operations. (JP 1-02. SOURCE: 

JP 3-17) 

senior airfield authority. An individual designated by the joint force commander to be 

responsible for the control, operation, and maintenance of an airfield to include the 

runways, associated taxiways, parking ramps, land, and facilities whose proximity 

directly affects airfield operations. Also called SAA. (JP 1-02. SOURCE: JP 3-17)

618th Tanker Airlift Control Center. None. (Approved for removal from JP 1-02.) 

staged crews. None. (Approved for removal from JP 1-02.) 

station time. In air transport operations, the time at which crews, passengers, and cargo are 

to be on board and ready for the flight. (JP 1-02. SOURCE: JP 3-17) 

stick commander (air transport). None. (Approved for removal from JP 1-02.) 

strategic air transport. None. (Approved for removal from JP 1-02.) 

supply by air. None. (Approved for removal from JP 1-02.) 

unit aircraft. Those aircraft provided an aircraft unit for the performance of a flying 

mission. (Approved for incorporation into JP 1-02 with JP 3-17 as the source JP.) 
Glossary 

GL-12 JP 3-17 

withdrawal operation. A planned retrograde operation in which a force in contact 

disengages from an enemy force and moves in a direction away from the enemy. 

(Approved for incorporation into JP 1-02 with JP 3-17 as the source JP.) 
Maintenance

Approval Development

Initiation

JOINT

DOCTRINE

PUBLICATION

ENHANCED

JOINT

WARFIGHTING

CAPABILITY

STEP #3 - Approval STEP #2 - Development









JSDS delivers adjudicated matrix to JS J-7

JS J-7 prepares publication for signature

JSDS prepares JS staffing package

JSDS staffs the publication via JSAP for

signature













LA selects primary review authority (PRA) to develop the first

draft (FD)

PRA develops FD for staffing with JDDC

FD comment matrix adjudication

JS J-7 produces the final coordination (FC) draft, staffs to

JDDC and JS via Joint Staff Action Processing (JSAP) system

J adjudicates FC comment

matrix

FC joint working group

oint Staff doctrine sponsor (JSDS)

STEP #4 - Maintenance









JP published and continuously

assessed by users

Formal assessment begins

24-27 months following

publication

Revision begins 3.5 years

after publication

Each JP revision is completed

no later than 5 years after

signature

STEP #1 - Initiation













Joint doctrine development

community (JDDC) submission to fill

extant operational void

Joint Staff (JS) J-7 conducts frontend analysis

Joint Doctrine Planning Conference

validation

Program directive (PD) development

and staffing/joint working group

PD includes scope, references,

outline, milestones, and draft

authorship

JS J-7 approves and releases PD to

lead agent (LA) (Service, combatant

command, JS directorate)

JOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT

DOCTRINE

JP 1

LOGISTICS COMMUNICATIONS PERSONNEL INTELLIGENCE OPERATIONS PLANS SYSTEM

JP 1-0 JP 2-0 JP 3-0 JP 4-0 JP 5-0 JP 6-0

OPERATIONS

JP 3-0

All joint publications are organized into a comprehensive hierarchy as shown in the chart above.

is in the series of joint doctrine publications. The diagram below

illustrates an overview of the development process:

Joint

Publication (JP) 3-17 Operations