AFDD Template Guide 

20 September 2002

.

Air Mobility 

Operations 

Air Force Doctrine Document 2-6 

1 March 2006 

This document complements related discussion found in Joint Publication 3-17, 

Joint Doctrine and Joint Tactics, Techniques and Procedures for Air Mobility 

Operations.
BY ORDER OF THE AIR FORCE DOCTRINE DOCUMENT 2-6 

SECRETARY OF THE AIR FORCE 1 MARCH 2006 

SUMMARY OF REVISIONS 

 This document is substantially revised. It updates the previous edition and 

incorporates information formerly included in Air Force Doctrine Documents 2-6.1, Airlift 

Operations; 2-6.2, Air Refueling; and 2-6.3, Air Mobility Support; which are superseded 

by this document. This revision includes lessons learned from the many operations that 

have been conducted since this document was initially developed. Command and 

Control and force presentation have been updated in chapter two to reflect the evolution 

of air mobility and expeditionary practices. It also clarifies the command relationships of 

director of mobility forces and the air mobility division. The aeromedical evacuation 

segment has been completely revised and a new chapter has been added reflecting 

changes to current practice. The discussion of global air mobility support has been 

greatly expanded to address lessons learned since publishing the previous version, and 

a new chapter has been added to address common planning practices. Finally, there 

have been a number of terminology changes; most significantly, the DIRMOBFOR has 

been changed to DIRMOBFOR-AIR, and the legacy term “TALCE” has been redefined 

as a Contingency Response Element (CRE) to clarify its status as an element of a 

Contingency Response Group (CRG). 

Supersedes: AFDD 2-6, 25 Jun 99, AFDD 2-6.1 13 Nov 99, AFDD 2-6.2 19 Jul 99, AFDD 2-6.3 10 Nov 99 

OPR: HQ AFDC/DR (Lt Col Richard Surdel) 

Certified by: AFDC/CC (Maj Gen Bentley B. Rayburn) 

Pages: 122 

Distribution: F 

Approved by: T. MICHAEL MOSELEY, General, USAF 

 Chief of Staff 
FOREWORD 

The US Air Force provides unique warfighting capabilities that are essential to 

joint operations. Foremost among these capabilities is the ability to rapidly focus 

American combat power and life saving resources anywhere on the planet. Frequently, 

and especially in the opening stages of a conflict, air and space power may be the main 

manifestation of combat power we bring to bear against an adversary. 

 Of these capabilities, the Air Force provides a very singular form of power: the 

ability to rapidly position and sustain forces at places and times of our choosing. This 

pivotal capability—air mobility—is the essential ingredient for modern US expeditionary 

operations and supports joint force commander-desired effects to deter, dissuade, or 

destroy the enemy. Force projection provides for presence, mass and maneuver, 

surprise, security and economy. It is the sum of an impressive fleet of transport and 

aerial refueling aircraft, underpinned by a flexible support system, and operated by a 

specialized cadre of active duty Air Force, Air Force Reserve, Air National Guard, and 

Air Force civilian personnel. While other forms of American military power have some 

degree of inherent mobility, the scale of flexibility and responsiveness of the Air Force’s 

air mobility forces is singular in the history of world conflict. 

We must understand and apply our doctrine in order to succeed in current and 

future challenges. To do this smoothly and consistently, our planning and employment 

must be clearly understood and, most importantly, repeatable. To make that happen, 

we have captured our best practices in doctrine documents such as this one. We must 

learn and practice our own doctrine. We must understand what it means to be an 

Airman and be able to articulate what air and space power, and especially air mobility, 

can bring to the joint fight. Every Airman should read, discuss, and practice doctrine, 

and to ensure that it adapts as necessary to remain applicable in our changing 

environment. 

T. MICHAEL MOSELEY 

General, USAF 

Chief of Staff
iii

TABLE OF CONTENTS 

INTRODUCTION............................................................................................................vii 

FOUNDATIONAL DOCTRINE STATEMENTS ...............................................................ix 

CHAPTER ONE—An Introduction to Air Mobility ............................................................ 1 

General........................................................................................................................ 1 

The Air Mobility Force.................................................................................................. 2 

Active Duty Forces................................................................................................... 2 

Air Reserve Component........................................................................................... 3 

Civil Reserve Air Fleet.............................................................................................. 3 

Air Mobility and the Principles of War................................................................4 

Mass ........................................................................................................................ 4 

Maneuver................................................................................................................. 5 

Economy of Force.................................................................................................... 5 

Security and Surprise............................................................................................... 6 

Air Mobility and Tenets of Air and Space Power.......................................................... 6 

Centralized Control and Decentralized Execution.................................................... 6 

Flexibility and Versatility........................................................................................... 7 

Synergistic Effects.................................................................................................... 7 

Concentration........................................................................................................... 7 

Priority...................................................................................................................... 8

Intertheater and Intratheater Operations ..................................................................... 8 

Intertheater............................................................................................................... 8 

Intratheater............................................................................................................... 9 

Agile Combat Support and Air Mobility Operations...................................................... 9 

CHAPTER TWO—Organization and Command & Control (C2).................................... 11 

General...................................................................................................................... 11

Global/Functional Organization and Control.............................................................. 11 

United States Transportation Command ................................................................ 13 

Air Mobility Command ............................................................................................ 14 

18th Air Force......................................................................................................... 14 

Tanker Airlift Control Center................................................................................... 15 

Regional Organization and Control............................................................................ 17 

Commander of Air Force Forces............................................................................ 19 

Director of Air Mobility Forces ................................................................................ 19 

Joint Movement Center .......................................................................................... 20 

Deployment and Distribution Operations Center.................................................... 21 

Air Mobility Operations Control Center................................................................... 22 

Air and Space Operations Center .......................................................................... 22 

Air Mobility Division................................................................................................ 23 

Air Mobility Control Team ................................................................................... 24 

Airlift Control Team............................................................................................. 24 

Air Refueling Control Team ................................................................................ 24 

Aeromedical Evacuation Control Team .............................................................. 25 

Administrative Control of Forces................................................................................ 25 
iv

Homeland Security Operations.................................................................................. 26 

Air Reserve Component C2 Considerations .............................................................. 26 

Air Force Reserve Command ............................................................................. 26 

Air National Guard/Air National Guard of the United States ............................... 27 

CHAPTER THREE—Airlift ............................................................................................ 28 

General...................................................................................................................... 28

Airlift Operations ........................................................................................................ 28 

Passenger and Cargo Movement........................................................................... 30 

Combat Employment and Sustainment.................................................................. 30 

Deployment and Sustainment in Nonlinear Operations...................................... 33 

Aeromedical Evacuation ........................................................................................ 34 

Special Operations Support ................................................................................... 35 

Mission Tasking Categories....................................................................................... 35 

Channel.................................................................................................................. 36 

Special Assignment Airlift Mission.......................................................................... 36 

Exercise and Contingency Support........................................................................ 36 

Special Air Mission................................................................................................. 37 

Joint Airborne/Air Transportability Training ............................................................ 37 

Delivery Concepts ..................................................................................................... 37 

Airland.................................................................................................................... 37 

Airdrop ................................................................................................................... 39 

Airlift Employment Concepts...................................................................................... 42 

Direct Delivery........................................................................................................ 42 

Hub and Spoke ...................................................................................................... 43 

CHAPTER FOUR—Air Refueling.................................................................................. 44 

General...................................................................................................................... 44

Effects of Air Refueling .............................................................................................. 44 

Air Refueling Operations............................................................................................ 46 

Nuclear Operations Support................................................................................... 46 

Global Strike Support............................................................................................. 46 

Air Bridge Support.................................................................................................. 47 

Aircraft Deployment Support .................................................................................. 48 

Theater Support ..................................................................................................... 48 

Special Operations Support ................................................................................... 49 

Additional Tanker Roles............................................................................................. 49 

Emergency Air Refueling........................................................................................... 50 

Air Refueling Planning ............................................................................................... 51 

Planning Factors .................................................................................................... 51 

Boom Versus Drogue Refueling ......................................................................... 51 

Total Offload Versus Booms in the Air................................................................ 52 

Special Operations ............................................................................................. 52 

Employment Concepts........................................................................................... 52 

Joint and Multinational Operations ..................................................................... 52 

Air Refueling Airspace ........................................................................................ 52 

Altitude Reservation (ALTRV)............................................................................. 53 

Tracks................................................................................................................. 53 
v

Anchors .............................................................................................................. 53 

Rendezvous Types............................................................................................. 54 

CHAPTER FIVE—Air Mobility Support.......................................................................... 56 

General...................................................................................................................... 56

Core Functions of Air Mobility Support ...................................................................... 57 

Command and Control........................................................................................... 57 

Aerial Port .............................................................................................................. 58 

Maintenance .......................................................................................................... 58 

Global Air Mobility Support System (GAMSS) Elements ........................................... 59 

Expeditionary Mobility Task Force ......................................................................... 59 

Air Mobility Operations Group ................................................................................ 59 

Contingency Response Wings ............................................................................... 60 

Additional GAMSS Elements ................................................................................. 62 

Command and Control of GAMSS Forces................................................................. 63 

Base Opening and GAMSS....................................................................................... 64 

Air Mobility Support Planning..................................................................................... 64 

Fundamental Considerations ................................................................................. 65 

Primary Planning Factors ................................................................................... 66 

Secondary Planning Factors .............................................................................. 68 

Other Planning Considerations........................................................................... 68 

CHAPTER SIX—Air Mobility Planning .......................................................................... 70 

General...................................................................................................................... 70

Global Planning ......................................................................................................... 70 

The AMC Mobility Tasking Message...................................................................... 71 

Air Mobility Force Allocation................................................................................... 72 

Asset Swing ........................................................................................................... 72 

Air Reserve Component Participation .................................................................... 73 

Civil Reserve Air Fleet Activation ........................................................................... 73 

Expansion of the Air Mobility Support System and Base Opening......................... 74 

Regional Planning ..................................................................................................... 74 

Joint Strategic Capabilities Plan Air Mobility Force Apportionment........................ 75 

Crisis Action Planning ............................................................................................ 75 

Operational Planning Considerations..................................................................... 77 

Access................................................................................................................ 77 

Basing ................................................................................................................ 77 

Host-Nation Support ........................................................................................... 78 

Airfield Suitability ................................................................................................ 78 

Airspace Control................................................................................................. 79 

Maximum on Ground .......................................................................................... 79 

Communications................................................................................................. 79 

Emissions Control............................................................................................... 80 

Force Protection ................................................................................................. 80 

Intelligence ......................................................................................................... 81 

Operations in a Chemical, Biological, Radiological, Nuclear, and High-Yield 

Explosive Environment ....................................................................................... 81 

Threat Management ........................................................................................... 81 
vi

Weather.............................................................................................................. 82 

Additional Planning Factors....................................................................................... 83 

Tasking Process..................................................................................................... 83 

Airlift Planning Considerations ............................................................................... 84 

Categories of Cargo ........................................................................................... 84 

Movement Planning............................................................................................ 84 

Air Refueling Support ......................................................................................... 85 

Off-Load Options ................................................................................................ 85 

CHAPTER SEVEN—Aeromedical Evacuation (AE)...................................................... 86 

General...................................................................................................................... 86

Aeromedical Evacuation Concepts............................................................................ 86 

Defense Support of Civil Authorities....................................................................... 87 

AE Interface with Special Operations and Combat Search and Rescue Forces .... 88 

Detainee Missions and AE ..................................................................................... 88 

Inter-fly Agreements with Major Commands, Service, and Coalition AE Support .. 89 

C2 of AE .................................................................................................................... 89 

Steady-State/Peacetime ........................................................................................ 89 

Contingency AE Structure...................................................................................... 89 

Intertheater AE C2 ................................................................................................. 90 

Planning Considerations............................................................................................ 90 

Laydown (Operations Phasing and Force Sequencing) ............................................ 91 

AE Unit Type Codes .................................................................................................. 91 

AE Aircraft Considerations......................................................................................... 94 

AE Mission Support Equipment.............................................................................. 94 

Medical Emergency in Flight...................................................................................... 94 

AE of Contaminated/Contagious Casualties.............................................................. 95 

Suggested Readings..................................................................................................... 96 

Glossary........................................................................................................................ 98 

 
vii

INTRODUCTION 

PURPOSE

 This Air Force Doctrine Document (AFDD) 2-6, Air Mobility Operations, has been 

prepared under the direction of the Chief of Staff of the Air Force. This document 

establishes doctrinal guidance for the application of the air mobility forces and is 

consistent with, and complementary to, capstone doctrine contained in AFDD 1, Air 

Force Basic Doctrine, and AFDD 2, Operations and Organization. AFDD 2-6 serves as 

the keystone doctrine document for employing airlift, air refueling, and air mobility 

support elements as an integrated system of operations. 

APPLICATION 

 This AFDD applies to the Total Force: all Air Force military and civilian personnel, 

including regular, Air Force Reserve Command, and Air National Guard units and 

members. 

 The doctrine in this document is authoritative but not directive. Therefore, 

commanders need to consider the contents of this AFDD and the particular situation 

when accomplishing their missions. Airmen should read it, discuss it, and practice it. 

SCOPE 

 This document discusses air mobility as an integral part of air and space power, 

as employed throughout the range of military operations. It describes air mobility 

organizations, command relationships, and operational elements to include airlift, air 

refueling, and air mobility support assets. It also describes how air mobility forces 

should be employed across the range of air and space operations within joint 

operations. 
viii

COMAFFOR / JFACC / CFACC 

A note on terminology 

One of the cornerstones of Air Force doctrine is that “the US Air 

Force prefers - and in fact, plans and trains - to employ through a 

commander, Air Force forces (COMAFFOR) who is also dual-hatted as a 

joint force air and space component commander (JFACC).” (AFDD 1) 

To simplify the use of nomenclature, Air Force doctrine documents 

will assume the COMAFFOR is dual-hatted as the JFACC unless 

specifically stated otherwise. The term “COMAFFOR” refers to the Air 

Force Service component commander while the term ”JFACC” refers to 

the joint component-level operational commander. 

While both joint and Air Force doctrine state that one individual will 

normally be dual-hatted as COMAFFOR and JFACC, the two 

responsibilities are different, and should be executed through different 

staffs. 

Normally, the COMAFFOR function executes operational control/ 

administrative control of assigned and attached Air Force forces through 

a Service A-staff while the JFACC function executes tactical control of 

joint air and space component forces through an air and space operations 

center (AOC).

When multinational operations are involved, the JFACC becomes 

a combined force air and space component commander (CFACC). 

Likewise, the air and space operations center, though commonly referred 

to as an AOC, in joint or combined operations is correctly known as a 

JAOC or CAOC. 
ix

FOUNDATIONAL DOCTRINE STATEMENTS 

 Foundational doctrine statements are the basic principles and beliefs upon which 

Air Force Doctrine Document (AFDD) 2-6 was built. Other information in AFDD 2-6 

expands on or supports these statements. 

 Air mobility forces provide global reach, power, and vigilance necessary to achieve 

US national objectives. (Page 1) 

 Effective integration of intertheater and intratheater air mobility operations is critical 

to efficient and timely air mobility support to the warfighter. (Page 2) 

 The success of worldwide air mobility operations depends on the combined efforts of 

regular forces, Air National Guard forces, Air Force Reserve Command forces, Air 

Force civilians, and civil air transportation partners. (Page 2) 

 Air mobility enables joint force maneuver. (Page 5) 

 Air mobility enables commanders to simultaneously exploit mass, maneuver, and 

surprise (flexibility), thereby influencing effects at the strategic, operational, or 

tactical levels of war (versatility), often at the same time. (Page 7) 

 For air mobility forces performing primarily intertheater operations the preferred 

command relationship between global/functional and regional/geographic 

organizations is support. (Page 12) 

 Because of air mobility's global responsibility, multiple competing common users, 

and the necessity to prioritize and apportion limited resources, centralized control is 

crucial. (Page 13) 

 The director of air mobility forces (DIRMOBFOR-Air) is the commander, Air Force 

forces (COMAFFOR) designated coordinating authority with all agencies affecting 

the command’s air mobility operations. The DIRMOBFOR-Air is also the advisor on 

how best to effectively and efficiently use air mobility assets. He or she is normally 

assigned or attached to the joint force air and space component commander’s 

(JFACC’s) special staff to assist air mobility operations and should be given 

appropriate liaison authority. (Page 19) 

 The DIRMOBFOR-Air provides, on behalf of the COMAFFOR, guidance to the air 

mobility division (AMD) on air mobility matters, but such guidance should be 

responsive to the timing and tempo of operations managed by the air and space 

operations center (AOC) director. The AOC AMD remains under the control of the 

AOC director who manages the execution of operations for the COMAFFOR. (Page 

19) 

 The DIRMOBFOR-Air should be collocated in the AOC to facilitate their close 

working relationship with the AMD. (Page 23) 
x

 Airland delivery, as opposed to airdrop, is the preferred method of delivery when 

conditions permit, because it is the more efficient, safer, and less expensive way to 

deliver personnel and cargo. (Page 37) 

 Air refueling significantly expands the force options available to a commander by 

increasing the range, payload, persistence, and flexibility of other aircraft. (Page 44) 

 Command and control of air mobility aircraft performing multiple role missions on the 

same sortie must be vested in one authority, normally the COMAFFOR. (Page 49) 

 Successful employment of the airlift and air refueling force is contingent upon 

establishing and maintaining an air mobility support force enabled by the master 

capabilities provided by agile combat support. (Page 56) 

 The prepositioning of the global air mobility support system (GAMSS) forces whether 

at fixed locations with robust infrastructure or at en route locations with little 

infrastructure, supporting sustained airlift or aerial refueling operations, must be 

accomplished ahead of any combat force deployment (whether Air Force or sister 

Service). (Page 56) 

 The core functions provided by GAMSS are command and control, aerial port, and 

maintenance. While these fixed and deployable capabilities are robust, they are 

designed to be temporary in nature, with a planned redeployment or replacement in 

30-45 days. (Page 57) 
1

If you look at the mobility mission from a simplistic 

standpoint...our mission is three-fold: A, to take the troops 

to the fight; B, to support them while they are at the fight; 

C, to bring them home when the fight is over. 

―General Charles T. Robertson 

 Commander, US Transportation Command, 

1998-2001 

CHAPTER ONE 

AN INTRODUCTION TO AIR MOBILITY 

GENERAL 

Air mobility forces provide global reach, power, and vigilance necessary to 

achieve US national objectives. The US military is an expeditionary force, called 

upon by national leaders to perform their functions around the globe either directly 

accomplishing national objectives or supporting other agencies in that pursuit. All 

Services and many other government agencies rely upon Air Force air mobility forces to 

deploy, sustain, and redeploy them in these endeavors. Air mobility is the fastest and 

most flexible of the transportation modes, and is therefore in high demand. Quick and 

decisive responses can defuse crises before they escalate, deter aggression, and in 

some cases defeat an adversary before he can solidify his gains. Rapid global mobility 

is the key to maintaining global presence and a timely response capability. The 

synergistic combination of airlift, air refueling, and air mobility support represents one of 

the great characteristics differentiating the Air Force from the air arms of other Services 

and from the capabilities of any other nations’ air forces. This capability was founded 

on the principles of war and tenets of air and space power, lending credibility and 

strength to its development. Rapid global mobility, especially air mobility, is the 

backbone of expeditionary operations. It enables the prompt application of combat 

power and plays a crucial role in supporting US national strategies. Collectively, the air 

mobility force represents a capability unmatched anywhere in the world. 

 Air mobility doctrine represents an accumulation of best practices from World 

War II through the most recent conflicts, including Operation IRAQI FREEDOM. This 

doctrine embodies the growth of air mobility operations into a seamless, integrated 

whole encompassing a global functional role, daily supporting all the geographic 

combatant commands; as well as the more focused support to regional joint and 

combined commands engaged in high intensity operations. The components of the air 

mobility force—airlift, air refueling, and air mobility support—work synergistically with 

each other and with other combat forces to enable and enhance the capability of the Air 

Force and the US military. Air mobility forces are employed across the range of military 
2

operations. They are drawn from three sources: active duty, air reserve components 

(ARC), and civilian augmentation. These forces are organized and commanded 

through two integrated command and control systems: one globally oriented to support 

all combatant commanders and another system tailored to the demands of each 

combatant commander and associated commander, Air Force forces (COMAFFOR) or 

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

designated the JFACC. Airlift (including aeromedical evacuation), air refueling, and air 

mobility support forces each bring their own unique contributions to the Air Force and 

the joint environment. Commanders and planners need to understand the unique 

capabilities of these forces to employ them effectively and efficiently. Effective 

integration of intertheater and intratheater air mobility operations is critical to 

efficient and timely air mobility support to the warfighter. Together, these air 

mobility elements comprise a truly unique capability for the Air Force. 

THE AIR MOBILITY FORCE 

 Airlift and air refueling are two of the Air Force’s 17 operational air and space 

power functions. When airlift and air refueling are combined with the global air mobility 

support system (GAMSS), they form a composite, synergistic power projection 

capability for the United States. The Air Force achieves maximum effectiveness and 

efficiency through sound blending and leveraging of all three of these components. Air 

mobility support provides the foundation. Airlift and air refueling can operate 

independently of one another but often enhance each other’s capabilities, though 

neither can operate without the global air mobility support element. 

The success of worldwide air mobility operations depends on the 

combined efforts of regular forces, Air National Guard (ANG) forces, Air Force 

Reserve Command (AFRC) forces, Air Force civilians, and civil air transportation 

partners. Collectively, they support operations across the spectrum, from humanitarian 

and disaster relief missions to conventional, and, if necessary, nuclear war. Major 

portions of the nation’s total air mobility capability lies outside the active duty Air Force. 

Consequently, air mobility operations depend significantly on Guard, Reserve, and Civil 

Reserve Air Fleet (CRAF) assets to meet both peace and wartime taskings. Although 

Air Mobility Command (AMC) is assigned and controls the majority of air mobility forces, 

US Air Forces in Europe (USAFE), Pacific Air Forces (PACAF) and US Central 

Command Air Forces (USCENTAF) are also assigned some air mobility forces. 

Active Duty Forces 

 The active duty forces comprise approximately half of the capability of the air 

mobility force. These aircraft, aircrews, support personnel, and equipment respond 

rapidly to the needs of the Air Force and the nation. The active duty force responds 

rapidly to meet the needs of the geographic combatant commanders in support of 

national objectives. They are usually the first units to begin moving in any contingency 

or disaster since mobility forces must position initially to enable the deployment of the 

responding forces. In times of greater need the active duty Air Force calls on the Air 

Reserve Component for augmentation. 
3

ARC assets comprise 

approximately half of the 

air mobility force

Air Reserve Component (ARC) 

 The Air Force Reserve Command and the Air 

National Guard together comprise the Air Reserve 

Component. Their air mobility forces form an integral part 

of the air mobility force and conduct operations supporting 

national taskings every day. Peacetime access to ARC 

forces is provided through a mechanism of volunteerism. 

ARC individuals volunteer to serve during contingencies to 

supplement active duty forces for a specified period of 

time. During crises, volunteers and activated ARC units 

augment the active duty force, providing approximately half 

of the Air Force’s air refueling, airlift, and air mobility 

support forces, and over eighty percent of aeromedical 

evacuation forces. When air mobility requirements exceed 

capability available through volunteerism, activation of 

ARC units may be required. 

Civil Reserve Air Fleet 

 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, major exercises, and regional contingencies, CRAF carriers are 

contracted to fly scheduled passenger, patient/casualty, cargo channel missions, 

special assignment airlift missions (SAAMs), and charter missions. A number of CRAF 

aircraft are specifically modified to support aeromedical evacuation missions. This 

overall support gives AMC the capacity to meet both routine scheduled and surge 

commitments flexibly and simultaneously. 

 The commander, United States Transportation Command (CDRUSTRANSCOM), 

with approval of the Secretary of Defense (SecDef), is the activation authority for each 

stage of CRAF. Airframes pledged to the CRAF are activated in three progressive 

stages with each stage providing additional lift capacity: 

 Stage I—Committed Expansion. Used for a minor regional contingency or other 

situation when AMC organic airlift resources cannot meet both deployment and other 

airlift requirements simultaneously. 

 Stage II—Defense Airlift Emergency. Supports a single major theater war or other 

major contingency. 

 Stage III—National Emergency. Used for multiple major theater wars or other 

national emergencies requiring mobilization of all Department of Defense (DOD) 

resources and utilizing the total CRAF airlift capability as required to support US 

military forces worldwide. 
4

 The DOD tasks the minimum percentage of assets in each stage necessary to 

fulfill national transportation objectives. During activation, the air carriers continue to 

operate and maintain the aircraft and support the crew with organic resources while 

AMC, through the 18th Air Force (18 AF) tanker airlift control center (18 AF TACC), 

exercises control of the missions. Upon activation, USTRANSCOM and the 

18AF/TACC work with the CRAF to ensure integration with military airlift operations. 

AIR MOBILITY AND THE PRINCIPLES OF WAR 

 Air mobility’s strength lies in its application of five principles of war—mass, 

maneuver, economy of force, security and surprise —to the application of air and space 

power for the United States. It exploits and enhances the speed, range, and flexibility 

inherent in all air and space power. Additionally, the fundamental tenets of centralized 

control and decentralized execution, flexibility and versatility, synergistic effects, 

concentration, and priority have a unique impact on air mobility. Together, the 

principles of war and basic tenets help translate doctrinal beliefs into successful 

operational concepts. 

Mass 

 Air mobility concentrates the effects of combat power, both direct and indirect, at 

the most advantageous place and time. Rapid global mobility (as provided by the air 

assets of the Defense Transportation System [DTS]) also ensures that US forces can 

have superiority of materiel when executing operations. Air mobility operations allow 

During the early phases of Operation 

DESERT SHIELD, it became apparent that the 

Air Force would need additional aircraft to meet 

the growing airlift requirements. On 17 August 

1990, United States Transportation Command 

activated stage I of the CRAF guaranteeing 

USTRANSCOM the use of 38 additional aircraft. 

These assets were used to preposition cargo 

overseas. Supporting the President’s call for 

 additional forces just prior to hostilities and to help ensure a steady stream of 

resupply, Secretary of Defense Richard B. Cheney activated CRAF stage II on 

17 January 1991. The Stage II activation yielded a total of 76 passenger and 40 

cargo aircraft. Collectively, the CRAF accounted for one fourth of all the 

passengers and cargo airlifted during the Gulf War thus proving the value of this 

unique civil-military partnership. 

 AMC Historian 

CRAF in Operations DESERT SHIELD and STORM
5

Principle of war (mass) operationalized

cargo and passengers to be delivered precisely where and when they are needed, 

thereby increasing the concentration of military effects. The ability to deploy even the 

Army’s heaviest mechanized units and helicopters to the combat zone via airlift aircraft 

provides combatant commanders with an edge in mass over their opponent. Air 

refueling contributes to mass by allowing larger strike packages, launched from multiple 

bases, to marshal and then push forward with full fuel tanks. This enables longer 

ranges as well. These same packages have the capability to mass but also have the 

ability to loiter and maintain a presence, or provide the capability of persistence, for a far 

greater time then ever before. 

Maneuver 

 Air mobility enables joint force 

maneuver. For example, the ability to 

airdrop a brigade of troops anywhere in the 

world to seize an objective is unmatched 

by any other nation. The robust air mobility 

force keeps potential enemies off balance 

through its ability to rapidly reposition 

forces, thereby allowing US forces to 

leverage its maneuver advantage. Air 

mobility is also the key to exploiting 

successes and preserving freedom of 

action by adjusting lines of supply as 

necessary. As an example, during Operation DESERT STORM the ground 

component's line of supply shifted repeatedly to support the advance of the "left hook" 

forces, and air mobility assets facilitated and supported that shifting logistical tail. 

Similarly, the rapid advance of US and allied ground forces in Operation IRAQI 

FREEDOM (OIF) were facilitated by continuous, flexible, shifting resupply of those 

forces through the use of opportune austere airfields along the route of advance. Air 

refueling allows maneuver, as well, by allowing combat aircraft the ability to shift targets 

to the demand of battle. By enabling maneuver with air refueling the US is now able to 

exploit weaknesses or take advantage of opportunities presented. 

Economy of Force 

 The unique mix of air mobility assets, and the synergistic combination of airlift 

and air refueling aircraft, combines to allow the tailoring of mobility forces to respond 

quickly and efficiently to the diverse needs of geographic combatant commanders and 

US government agencies. The widely varied capabilities of air mobility aircraft (i.e., 

outsized airland delivery, boom or drogue refueling, or even CRAF transports) and air 

mobility support offer planners the chance to create efficient operations. Effectiveness, 

however, should not be sacrificed for efficiency. Joint commanders should get what 

they need when they need it. Air Force Doctrine Document (AFDD) 1, Air Force Basic 

Doctrine, describes the application of economy of force as allocating minimum essential 

resources to secondary efforts. Commanders at the operational level must not degrade 
6

airlift effects through inefficient use of essential airlift resources. Continuous operational 

assessment that links operational objectives to airlift tactical tasks is the key to ensuring 

economy of force. Nevertheless, economy of force in air mobility has a global impact. 

USTRANSCOM and its air component support all Services’ and government agencies’ 

operational requirements simultaneously with a finite force. For this reason economy of 

force in planning and execution is an essential consideration. 

Security and Surprise 

 Security may be obtained by staying beyond the enemy’s reach. Air and space 

forces are uniquely suited to capitalize on this through their global capabilities. Not only 

can they reach and strike at extended range, but they also can distribute data and 

analysis as well as command and control across a worldwide span. 

 Air and space forces can enhance and empower surface forces to achieve 

surprise. The rapid global reach of airpower also allows surface forces to reach foreign 

destinations quickly, thus seizing the initiative through surprise. 

AIR MOBILITY AND TENETS OF AIR AND SPACE POWER 

Centralized Control and Decentralized Execution 

 Centralized control allows commanders to concentrate on those priorities that 

lead to victory while decentralized execution maximizes initiative, situational 

responsiveness, and tactical flexibility. As with all other forms of air and space power, 

centralized control and decentralized execution of air mobility operations are essential 

to success. 

 For global operations, the 18 AF commander (18 AF/CC) executes centralized 

control of AMC-assigned or attached forces through the 18 AF TACC. The 18 AF/CC 

responds to air mobility requirements handed down from USTRANSCOM. Below that 

level, commanders at the wing, group, squadron, mission, and aircraft levels are vested 

with the authority to execute their assigned tasks. This ensures appropriate span of 

control and allows lower level commanders to swiftly seize opportunities or react to 

challenges at their level, thereby improving the effectiveness and efficiency of the entire 

force. 

 For a geographic combatant command, the theater COMAFFOR/JFACC 

exercises control of all assigned or attached air mobility forces through the air mobility 

operations control center (AMOCC), if one exists, or a designated air and space 

operations center (AOC). A C/JFACC would use a combined or joint air and space 

operations center (C/JAOC). Below the COMAFFOR/JFACC the commanders at the 

wing, group, squadron, mission, and aircraft levels decentralize the execution process. 

 Global and regional air mobility command and control (C2) systems are 

integrated to facilitate the control and execution of intertheater (between theaters) and 
7

intratheater (within a theater) operations. Separate yet integrated command structures 

exercise centralized control over CONUS-assigned and theater assigned/attached air 

mobility forces. Forces from one command structure sometimes assist in the 

performance of the other’s tasks. The challenge to air mobility commanders is to 

ensure the effective integration of intertheater and intratheater operations, with both 

contributing to the achievement of the desired objectives. 

 

Flexibility and Versatility 

Air mobility enables commanders to simultaneously exploit mass, 

maneuver, and surprise (flexibility), thereby influencing effects at the strategic, 

operational, or tactical levels of war (versatility), often at the same time. Air 

mobility allows commanders to quickly position, concentrate, or reposition forces 

wherever and whenever needed. Air mobility forces are critical enablers to creating 

effects of deterrence, dissuasion, and destruction. The flexibility and versatility of air 

mobility forces allow the concentration of desired effects at the right time and the right 

place, and then permit rapid shift of forces when capabilities are needed elsewhere. 

For example, in a multiple theater scenario, tanker forces might provide primary combat 

support to strike and intelligence, surveillance, and reconnaissance (ISR) aircraft in one 

theater, while airlift aircraft are primarily deploying medical units to the second in 

support of a humanitarian relief operation (HUMRO). When the operations in the first 

theater are complete the tankers could quickly reposition to perform evacuation flights 

from the second theater to the continental United States (CONUS). 

Synergistic Effects 

Air mobility forces, when properly coordinated with other military and civilian 

activities, produce effects that exceed the contributions of forces employed individually. 

For example, coordinating a global air mobility support system (GAMSS) base opening 

team with responsive airlift into an austere region and timely insertion of an air 

expeditionary wing creates a forward force presence to carry the fight to the enemy. Air 

mobility synergy with sister-Service and coalition forces was realized during OIF through 

the Air Force refueling of US Navy and allied fighters and the C-17 airdrop of Army 

airborne troops to open the northern front. The synergistic application of air mobility 

and combat forces is unique in its ability to dictate the tempo and direction of the entire 

effort. The net effect of nearly every air mobility operation is synergy. A robust system 

is essential for the Air Force to maintain an asymmetric air mobility advantage that 

produces synergistic effects in Air Force, joint, and combined operations. 

Concentration 

 Concentration allows Airmen to maximize air mobility effects while, at the same 

time, reduce their exposure to risk. Air mobility forces engaged in intertheater and 

intratheater combat support missions are the key to employing overwhelming air and 

space power at the right place and at the right time. Airlift, air refueling, and the 

accompanying air mobility support forces concentrated on achieving the purposes of the 

joint force commander (JFC) and COMAFFOR will affect a seamless delivery system for 

personnel, materiel, and combat power. 
8

Priority 

 Air mobility forces are a finite but crucial resource to the Air Force and the nation. 

Consequently, the majority of those assets are centrally controlled by one command 

(AMC) that can quickly shift those resources wherever the combatant commanders or 

other government agencies need them most. The competing requirements of each are 

“racked and stacked” to determine priority and level of effort, and then tasked to support 

those requirements. Because one of the priorities is often very rapid reaction requiring 

airlift or refueling, a small portion of those assets is assigned to the theaters. At times 

the Chairman of the Joint Chiefs of Staff (CJCS) is called upon to decide the relative 

prioritization among competing geographic command requirements. This senior 

decision maker involvement ensures air mobility forces are employed against the most 

critical national objectives. For those forces assigned or attached within a theater, the 

geographic combatant commander or joint task force commander (JTF/CC) prioritizes 

the requirements. These commanders must ensure a dynamic process is in place to 

communicate their logistical priorities to the theater C2 nodes. 

INTERTHEATER AND INTRATHEATER OPERATIONS 

Intertheater 

 Intertheater air mobility involves forces operating between the CONUS and a 

geographic combatant command (theater) or between two geographic combatant 

commands. These operations require the close coordination between AMC and the 

theater air components. Intertheater airlift operations are generally global in scope and 

serve the CONUS-to-theater air transportation needs of the geographic combatant 

commander. AMC airlift aircraft execute the vast majority of intertheater airlift missions, 

often with air refueling assistance. Air refueling of bombers from the CONUS to targets 

around the world (global strike) is another way air mobility contributes to intertheater 

operations. Command and control of these air mobility assets is normally exercised by 

18 AF through the 18 AF TACC. The 18 AF TACC plans, coordinates, schedules, 

tasks, and executes airlift missions worldwide. The 18 AF TACC is the single tasking 

and execution agency for all activities involving AMC assets and AMC gained assets 

operating to fulfill CDRUSTRANSCOM-directed requirements. 

 In most cases, USTRANSCOM-assigned mobility forces perform intertheater 

operations between two theaters (e.g., a movement from Europe to Southwest Asia, 

involving movement from the US European Command theater to the US Central 

Command theater). However, in some situations, theater-assigned air mobility assets 

are employed by one geographic combatant commander in support of another. 

Normally, operational control (OPCON) of the air mobility forces involved in intertheater 

operations is not transferred. 

 
9

Intratheater 

 The term "intratheater operations" covers two types of operations, those of a 

single geographic combatant commander during peacetime or when a joint operational 

area (JOA) has not been established, and those operations inside a JOA. In both of 

these situations, operations are normally conducted using forces assigned or attached 

or made available for tasking to the JFC. The differences are that the intratheater air 

mobility for a non-JOA command is planned, tasked, scheduled, and executed by a 

theater air component commander who exists as a permanent entity, and executes 

through an AMOCC or standing AOC, much like the 18 AF TACC. The AMOCC or 

AOC schedules and tasks validated airlift, air refueling, and support requirements. Also 

like the 18 AF TACC, it must integrate its aircraft into the air and space planning 

execution process for missions which enter a JOA or another theater, but also runs 

many missions which may not enter a JOA or adjoining theater. Its C2 is separate from 

that of the JOA apparatus. Intratheater operations within a JOA are planned, tasked, 

scheduled, and executed for a COMAFFOR, JFACC, or combined force air and space 

component commander (CFACC) who has OPCON (COMAFFOR only) or TACON of 

assets provided. Its operations are contingency based and normally does not use the 

joint operation planning and execution system (JOPES) to plan its missions. These 

missions are planned daily as part of the air and space planning and execution process 

by the AOC AMD, and result in an air tasking order (ATO). An example of these types 

of intratheater operations was in Operation ALLIED FORCE. USAFE’s AMOCC in 

Germany continued to provide mobility C2 for the USAFE commander, while an AMD in 

Italy was established within the AOC to focus on mobility within the JOA for the JTF/CC. 

When theater air mobility requirements exceed the capability of the assigned or 

attached forces, the geographic combatant commander may request augmentation 

from, or the establishment of, a “supported/supporting” relationship with, either 

USTRANSCOM or another geographic combatant commander. Similarly, a JTF/CC 

would first request augmentation from the geographic combatant commander who may 

pass that request along as described above. 

AGILE COMBAT SUPPORT AND AIR MOBILITY OPERATIONS 

 The development of new operational and support concepts is evolving in 

response to unprecedented reform of military roles and missions. The Agile Combat 

Support (ACS) concept is evolving to ensure support for more adaptive and faster 

moving forces involved in joint operations while adjusting to the realities of fewer 

resources and less permanent forward basing. 

 ACS is the ability to create, protect, and sustain air and space forces across the 

full range of military operations. It is the foundational and crosscutting United States Air 

Force system of support that enables Air Force operational concepts and the 

capabilities that distinguish air and space power-speed, flexibility, and global 

perspective. Foundational means that ACS supports all operations in the Air Force and 

is crosscutting because it synergistically combines previously stovepiped communities 

into an integrated effort.
10

 Expeditionary combat support (ECS) is a subset of ACS that responds quickly, is 

highly mobile, technologically superior, robust, flexible, and fully integrated with 

operations. ECS is the deployed ACS capability to provide persistent and effective 

support for the applications of Air and Space power on a global basis. The ECS aspect 

of ACS specifically supports air and space expeditionary task force (AETF) operations. 

ECS includes the essential capabilities, functions, activities and tasks necessary to 

employ all elements of air, space and land operational forces in deployed locations, to 

include redeployment and reconstitution. 

ECS provides essential support while minimizing the forward footprint. The

combination of operational mission, environment, and resource availability, criticality, 

and risk management determine the components of support capability provided. 

Therefore, right-sized ECS requires aggressive planning to produce effective support. 

This enables leaders and planners at every level to assess preparation, training, 

movement, support and sustainment in a disciplined routine. ECS planners must 

analyze and assess mission requirements, the operating environment, aircraft and 

munitions configurations, and other sustainment requirements essential to determining 

minimum assets to be deployed forward. For additional information, see AFDD 1, Air 

Force Basic Doctrine, and AFDD 2-4, Combat Support. 

 
11

We simply had to decentralize, I realized; we 

had to have some form of organization by which 

routine decisions could be made at a lower level 

instead of piling up in Washington 

―Lieutenant General William H. Tunner, 

 Over the Hump 

CHAPTER TWO 

ORGANIZATION AND COMMAND & CONTROL (C2) 

 

 GENERAL 

Air and space power operates worldwide, however it is not monolithic. Because 

it encompasses a wide range of capabilities and operating environments, it defies a 

single, general model for organization, planning, and employment. A partnership exists 

between the regionally focused geographic combatant commands and the globally 

focused functional combatant commands. Some air mobility assets are assigned to the 

geographic combatant commanders to efficiently and effectively execute intratheater 

missions, while the balance is retained by AMC and USTRANSCOM as the 

global/functional commands supporting all the combatant commanders. In times of 

need, some of the global air mobility assets can be transferred temporarily from 

USTRANSCOM/AMC to the supported combatant command, while some forces are 

retained to enable the flexible continuation of support to all the regional commanders. 

Separate but integrated command structures exercise centralized control over global 

and regional air mobility forces and are essential to the operation of a worldwide air 

mobility system which is efficient on the global scale yet responsive to the needs of 

regional commanders. The components of this C2 system are mobile and deployable 

which lend confidence to the centrally controlled, whether at the theater or global level, 

functional model for air mobility. The collective capabilities of air mobility are therefore 

placed in the hands of a single Airman, one at the theater and one at the global level, 

empowered with command relationships, a focused expeditionary organization, 

reachback, and the forward deployment of specialized talent to support the theater 

organizations. Effective and efficient use of air mobility forces depends on ensuring 

commanders have the appropriate level of control over forces needed to execute their 

mission. 

GLOBAL/FUNCTIONAL ORGANIZATION AND CONTROL 

 Some air and space forces are required to concurrently serve more than one 

geographic combatant commander or other government agency at a time and thus 

require optimization above the regional, theater level. Therefore, not all air and space 
12

GEOGRAPHIC 

COMBATANT 

COMMANDER

CDRUSTRANSCOM

Theater 

COMAFFOR 

18 AF/CC 

AMC/CC 

CSAF 

AMOCC or 

AOC/AMD 

Assigned & 

Attached Air 

Mobility Forces 

TACC 

Assigned Air Mobility 

Forces 

*

*

 * AF C2 Node ADCON OPCON SUPPORT

Note: * C2 nodes do not command; they execute control for the designated commander. 

EMTFs

forces employed in an operation will be attached forward to a regional commander. Air 

mobility, along with space and special operations forces, are organized under functional 

combatant commanders who normally retain control of the forces assigned to them by 

the SecDef (see Fig 2.1 below). For air mobility forces performing primarily 

intertheater operations the preferred command relationship between 

global/functional and regional/geographic organizations is support. Within a 

theater, this support relationship is facilitated by the designated director of air mobility 

forces (DIRMOBFOR-Air) attached to the air and space expeditionary task force 

(AETF). When forces are attached to a theater, Joint Publication (JP) 0-2, Unified 

Action Armed Forces, states that “the combatant commander normally exercises 

OPCON over forces attached.” See AFDD 2, Organization and Employment, for a 

detailed discussion of recommended command relationships for non-assigned forces. 

Figure 2.1. Peacetime command and control of air mobility forces

 

 CONUS-based active duty air mobility forces, as well as some overseas 

deployed expeditionary mobility task force (EMTF) air mobility support forces are 

assigned to USTRANSCOM and CDRUSTRANSCOM exercises combatant command 

(COCOM). OPCON of these forces has been delegated to the commander of AMC, 
13

USTRANSCOM's Air Force component commander, who further delegates the day-today execution authority to the commander, 18 AF. AFDD 1 and AFDD 2 discuss 

command authorities and command relationships. 

Because of air mobility’s global responsibility, multiple competing common 

users, and the necessity to prioritize and apportion limited resources, centralized 

control of air mobility is crucial. The 18 AF/CC exercises centralized control through 

the AMC air and space operations center known as the 18AF/TACC. The 18AF/TACC 

performs its global operations daily, coordinating and directing flights and air mobility 

support operations through air mobility wings and the EMTFs. See Chapter 5 for more 

information on EMTFs. When USTRANSCOM air mobility forces are deployed for 

extended durations in supporting operations, they are normally organized as 

expeditionary units. Because these forces are located within geographic theater 

boundaries, an administrative control (ADCON) relationship is normally established with 

the Air Force host command to ensure that force reporting and support requirements 

are met. Command-to-command agreements are the best method for detailing these 

arrangements. 

United States Transportation Command (USTRANSCOM) 

 USTRANSCOM provides the air, land, and sea transportation for the DOD, as 

well as other government agencies when needed. The commander of USTRANSCOM 

serves as the single manager of the Defense Transportation System (DTS) and has 

been designated by the SecDef as the distribution process owner. The DTS includes 

USTRANSCOM’s three Service components: Military Sealift Command (MSC), Surface 

Deployment and Distribution Command (SDDC), and AMC. USTRANSCOM and some 

geographic combatant commands provide common-user airlift for the DOD. Common 

users are military Services, and other DOD or non-DOD agencies that request airlift and 

are provided airlift service through USTRANSCOM or the geographic combatant 

commands. Use of these common user assets is on a fee-for-use basis designed to 

add discipline to the utilization of these limited resources. Common users pay for this 

airlift through the DOD transportation working capital fund (TWCF), which was 

established to provide common-user and exclusive-use airlift and aeromedical 

evacuation services to deploy, employ, sustain, and redeploy US forces worldwide on a 

business management basis. More information on funding of airlift is included in 

Chapter 3. Organic airlift is primarily a Service responsibility and is funded through the 

Service’s operation and maintenance budget. It provides specialized lift to specific 

users, usually between terminals within a theater. See Chapter 3 for more information 

on the airlift mission tasking categories. 

 When USTRANSCOM receives a requirement from a regional commander or 

government agency in its operations center, it first validates the requirement and then 

decides which mode of transportation would best meet the need. Those requirements 

identified as air mobility are assigned a DOD transportation priority code and passed to 

the 18 AF TACC for planning and execution. The information concerning the tasking, 

from initiation through completion, is tracked in the global transportation network (GTN) 
14

into which a number of other information, planning, and execution programs feed. Any 

user or operator can access this system to follow the status of the tasking. 

 During peacetime USTRANSCOM planners assist geographic combatant 

commands with the development of their contingency plans. This work includes time 

phased force deployment data (TPFDD) creation, with transportation mode 

recommendations, port development suggestions, and identification of transportation 

shortfalls and limitations. 

Air Mobility Command 

 AMC is the Air Force major command primarily responsible for providing airlift, air 

refueling, air mobility support, and aeromedical evacuation capability. AMC organizes, 

trains, equips, and operates its assigned air mobility forces to meet worldwide air 

mobility requirements. As the air component to USTRANSCOM, AMC prepares those 

forces to meet the assigned intertheater air mobility taskings. Additionally, through 

established DOD procedures, AMC forces may be made available to fulfill intratheater 

air mobility requirements. 

 AMC plans, coordinates, and manages the CRAF program that provides a pool 

of civil airlift capability made available to the DOD in times of crises. When the CRAF is 

activated, the 18 AF/CC is vested with mission control of these assets, which is 

exercised through the 18 AF TACC. The individual commercial carriers retain control of 

crews, aircraft, and support. 

 AMC works closely with theater air component commands of each combatant 

command to establish appropriate standards enabling a smooth transition to 

contingency operations. AMC is the designated lead agent for Air Force air mobility 

issues. In this capacity, AMC is responsible for developing weapon system standards 

and integrated command and control processes for the entire air mobility force. Global 

standardization of air mobility processes is crucial to ensure these forces are effectively 

and efficiently combined from any source. AMC’s global presence of fixed operating 

sites, deployable support, liaison teams, and worldwide forces operating continuously 

are the mainstay of Air Force global mobility. 

18th Air Force 

 18 AF is AMC’s numbered Air Force (NAF). The commander exercises OPCON 

of the air mobility wings and CRGs assigned to USTRANSCOM and delegated to AMC. 

The 18 AF/CC also exercises OPCON of the AMC GAMSS assets around the world 

through the two expeditionary mobility task forces (15 and 21 EMTF) and their 

respective air mobility operations groups (AMOGs). See Chapter 5 for more information 

on EMTFs. The 18 AF/CC manages activities through the 18 AF TACC, the command’s 

primary C2 node. 
15

Tanker Airlift Control Center 

 The 18 AF TACC, as 18 AF's fixed AOC, plans, coordinates, schedules, tasks, 

and controls air mobility missions worldwide. The 18 AF/CC exercises centralized 

control for all activities involving AMC-assigned forces through the 18 AF TACC. 

 A critical enabling feature of the 18 AF TACC is its robust, global command and 

control system. This organization includes fixed mission support forces supported by 

deployable en route units from the EMTFs. The 18 AF TACC is able to track the status 

and location of personnel and cargo, otherwise referred to as in-transit visibility (ITV). 

 The 18 AF TACC consists of a senior director, liaison officers, ten divisions, and 

an information operations (IO) flight with the following breakdown of functions: 

 Director of Operations. The director of operations provides immediate oversight 

and decision making in the day-to-day activities of AMC, and serves as the 

command’s representative to the joint staff, Air Force operations center, National 

Military Command Center, USTRANSCOM, DOD, and other agencies. 

 Air Force Reserve Command and Air National Guard Advisors. Provide advice 

and guidance on ARC matters. Promote maximum participation of ARC aircrews, 

both unit equipped and associate. 

 Resources. Manages 18 AF TACC’s budget, manpower, facilities, and security 

programs. 

 Mobility Management. Tasks units to support intertheater/intratheater airlift and 

tanker requirements. Coordinates with AFRC and ANG on their availability to 

support worldwide mobility taskings. Manages the joint airborne/air transportability 

training (JA/ATT) and air refueling allocation process. 

 Command and Control. Assumes mission control 24 hours prior to mission 

origination. 

 Current Operations. Plans and schedules SAAMs, CORONET (fighter movement) 

air refueling missions, dual role air refueling missions, and airlift/tanker missions 

supporting DOD special operations forces. 

 Global Readiness. Focal point for all CJCS TPFDD-based exercises and 

contingencies. Responsible for the development of concept of operations 

(CONOPS), aircrew brochures, airlift airflows, and coordinating AMC-provided 

ground support and CRE packages. Also maintains management oversight of the 

air mobility tasking (AMT) message, AMC’s single integrated tasking process for all 

AMC mobility taskings. 

 Global Channel Operations. Directs worldwide intertheater channel airlift 

operations for passenger and cargo movement and aeromedical evacuation in the 

DTS. Develops route structures, schedules airlift and aeromedical evacuation 
16

missions, and provides oversight on channel system performance. Works with AMC 

aerial ports, patient movement requirement centers and en route locations to meet 

sustainment movement requirements. 

 Operations Management. Develops synergy across all 18 AF TACC directorates 

especially in cross-functional issues both internal and external to the 18 AF TACC. 

 15th Operational Weather Squadron. Provides direct mission planning/execution 

products/services for the 18 AF TACC, intertheater airlift/tanker crews operating 

worldwide, and Air Force/Army Guard/Reserve flying units. Provides weather 

intelligence for planning and execution of intertheater airlift and air refueling 

missions. 

 Intelligence. Delivers operational intelligence, threat analysis, terrorist threat 

products, and operational plans. Monitors all-source current and operational 

intelligence to support AMC worldwide air mobility operations. 

 Logistics. Assists with any aircraft maintenance problems management and 

direction of aerial port execution planning and the validation, sizing, sourcing, 

tasking, and rotating of command resources. 

 The AMC Information Warfare Flight. Responsible for providing/coordinating realtime information operations (IO) capabilities, centralized planning and control of the 

mobility Air Forces (MAF) IO objectives, and decentralized execution of IO 

capabilities. This flight also provides a representative to the AMC threat working 

group to identify threats, vulnerabilities, and recommend countermeasures for 

ongoing MAF operations. 

 The 18 AF TACC uses a continuous planning and execution cycle driven by a 

constantly updated list of prioritized missions. When a tasking is received from 

USTRANSCOM the type of support is determined and then assigned to a wing or EMTF 

to execute. For channel missions, SAAMs, and operational support airlift (OSA) 

missions, partial mission planning (e.g., airfield survey or diplomatic clearances) usually 

takes place at the 18 AF TACC who then forwards the information to the executing 

force, which completes the planning. CJCS exercise and contingency missions are built 

and pushed into global decision support system (GDSS) by the 18 AF TACC (or 

AMOCC as appropriate). Once assigned to a unit the mission is placed in the GDSS for 

further development and tracking. GDSS, along with other supporting programs, feeds 

its information into GTN to increase global visibility. See Chapter 6 for more information 

on planning. Execution tracking and control is performed by the local command post, 

wing operations center, or other C2 node, as well as direct contact with the 18 AF TACC 

if needed in geographically remote areas. 
17

REGIONAL ORGANIZATION AND CONTROL 

 A geographic combatant commander exercises COCOM authority over theaterassigned forces, including air mobility forces. The geographic combatant commander 

normally delegates OPCON of assigned and attached air mobility forces to the theater 

COMAFFOR. For example, the commander, US Air Forces Europe (COMUSAFE) is 

the COMAFFOR to the commander, US European Command (CDRUSEUCOM). 

 The geographic combatant commands have both a normal peacetime 

organization as well as a contingency organization. In peacetime or when events 

requiring operations in theater do not warrant the establishment of a joint task force, the 

geographic combatant commander will direct operations, and usually delegates OPCON 

or TACON of air operations to the Service components. The COMAFFOR executes the 

command and control of Air Force air operations in the theater or area of responsibility 

(AOR) through the AOC. One of the AOC divisions, the air mobility division (AMD), 

usually oversees intratheater air mobility operations. However, some theaters have 

established a dedicated unit for air mobility C2 called an AMOCC, not necessarily 

collocated with an AOC. Either the AMOCC or AOC coordinates intertheater air mobility 

support operations with the 18 AF TACC directly. A theater may establish a standing 

DIRMOBFOR-Air to assist the COMAFFOR with air mobility operations during 

peacetime operations as well as contingencies. 

All Air Force forces assigned or attached to a joint force, or established as a 

single-Service task force, should be organized and presented as an AETF. Similarly, 

when air mobility forces are attached to a JTF, they become part of that AETF 

commanded by the COMAFFOR. See Figure 2.2 below. 

The JFC may elect to establish functional component commands when forces 

from two or more military Services must operate in the same dimension or medium or 

there is a need to accomplish a distinct aspect of the assigned mission. Functional 

component commanders, such as the JFACC, are not mandatory, however JP 3-30, 

Command and Control for Joint Air Operations, states that joint air operations are 

normally conducted by a JFACC. When functional components are established, the 

Service component commander with the preponderance of forces to be tasked, and with 

the requisite ability to provide command and control, normally will be designated as that 

functional component commander. Functional component commanders normally 

exercise TACON of forces made available for tasking. Thus, for air and space forces, 

the COMAFFOR may be dual-hatted as the JFACC. The Air Force prefers—and in fact, 

plans and trains—to employ through a COMAFFOR who is also dual-hatted as a 

JFACC. In the unusual case where the COMAFFOR is not also the JFACC, the 

COMAFFOR may be tasked to provide DIRMOBFOR-Air and AMD support to the 

JFACC. The COMAFFOR would normally provide these services in a supporting role, 

and the JFACC would be the supported commander. However, if reachback or other 

support mechanisms are not desired or sufficient, and a suitable facility is provided, 

TACON of the DIRMOBFOR-Air and/or AMD may be transferred to the JFACC. 

 The Air Force is organized around the idea of deploying a constantly ready but 

rotating group of forces to augment a geographic combatant command in times of 
18

GEOGRAPHIC 

COMBATANT 

COMMANDER

CDRUSTRANSCOM

Theater 

COMAFFOR 

18 AF/CC 

AMC/CC 

OPCON SUPPORT 

JTF/CC

JFACC COMAFFOR 

Assigned & 

Attached 

Theater Air 

Mobility 

Forces 

Air Mobility 

Forces 

Attached to 

JTF (normally 

Tankers, 

Intratheater

Lift) 

Assigned 

GAMSS 

Forces 

Supporting 

JTF (Some 

Deployed, 

Some fixed en 

route) 

Assigned Air 

Mobility 

Forces 

(Mostly 

Intertheater 

Operations, 

Some 

Intratherater)

crisis—the air and space expeditionary force (AEF) concept. These rotating force pools 

provide tailorable modules of trained operational and support forces ready for 

deployment worldwide as part of an AETF. A portion of AMC and theater air mobility 

support forces contributes to the expeditionary combat support (ECS) forces within the 

AEF, but the majority of AMC and theater air mobility assets (aircraft and aircrews) are 

designated “enablers,” and not assigned against any particular AEF rotation so they can 

be used at any time to support any combatant commander’s needs (or those of other 

government agencies). Commanders should exercise caution in using these forces as, 

unlike the AEF-assigned forces, there is no built-in recovery, training, and reconstitution 

period. 

Figure 2.2. C2 of air mobility forces when a JTF is established

 As discussed in the global/functional section above, global air mobility forces 

normally operate in support of geographic commands despite their deployed location or 

transit through an AOR while those with intratheater effects are normally transferred. 

This “support” can be more beneficial than “ownership” or OPCON because the entire 

force of the supporting command (USTRANSCOM), rather than the likely smaller, and 

therefore less capable, force that might be transferred; is available to meet the regional 

commander’s needs. However, in some cases the geographic combatant commander 

may have a compelling reason for requesting attachment of global/functional forces to 
19

his/her command. The decision process as to whether to transfer those forces or not is 

made by the SecDef and should follow guidance in AFDD 2. Commanders are 

reminded that they bear the responsibility to maintain any forces assigned or attached 

to their command. 

 

Commander of Air Force Forces 

 The COMAFFOR provides unity of command, one of the most widely recognized 

principles of war. The COMAFFOR is an Air Force officer designated as commander of 

the Air Force component assigned to a JFC at the unified, sub-unified, or JTF level. 

Although the JFC has great latitude in determining command relationships, he or she 

normally delegates OPCON over all assigned and attached Air Force forces to the 

COMAFFOR. 

Director of Air Mobility Forces 

 The DIRMOBFOR-Air is a senior Air Force officer familiar with the AOR who 

possesses an extensive background in air mobility operations. At the discretion of the 

theater, JFC, or COMAFFOR, the DIRMOBFOR-Air may be sourced from the theater’s 

organization or USTRANSCOM. AMC may offer either of the EMTF commanders 

(EMTF/CC), a pre-designated wing commander, or another trained air mobility officer as 

the DIRMOBFOR-Air. The DIRMOBFOR-Air is the COMAFFOR’s designated 

coordinating authority with all agencies affecting air mobility operations. The 

DIRMOBFOR-Air is also the advisor on how best to effectively and efficiently use 

air mobility assets. He or she is normally assigned or attached to the 

COMAFFOR’s special staff to assist in planning and conducting air mobility 

operations and should be given appropriate liaison authority. The Air Force has 

an established training program to prepare designated officers to fulfill DIRMOBFOR-Air 

duties, and maintains a pre-designated list of trained personnel for each theater to fulfill 

those responsibilities when contingencies arise. 

 The DIRMOBFOR-Air normally exercises coordinating authority between the 

AOC, the 18 AF TACC, the AMOCC (or appropriate theater C2 node), and the joint 

movement center or theater deployment and distribution operations center 

(JMC/DDOC) (if established), to expedite the resolution of air mobility issues. They 

normally have direct liaison authority (DIRLAUTH) with other organizations as well. 

Additionally, the DIRMOBFOR-Air ensures the effective integration of intertheater and 

intratheater air mobility operations, and facilitates the conduct of intratheater air mobility 

operations. Figure 2.3 (page 21) presents the relationships of the DIRMOBFOR-Air and 

the AMD within the AOC. The DIRMOBFOR-Air provides, on behalf of the 

COMAFFOR, guidance to the AMD on air mobility matters, but such guidance 

should be responsive to the timing and tempo of operations managed by the AOC 

director. The AOC AMD remains under the control of the AOC director who 

manages the execution of operations for the COMAFFOR. The DIRMOBFOR-Air is 

the primary interface for other air mobility operations occurring in theater. The 

DIRMOBFOR-Air should be collocated with the AOC AMD to maximize effectiveness. 
20

 When circumstances dictate, the COMAFFOR may reorganize the AOC as 

required to accomplish the mission. This may include placing the entire AMD under the 

direct control/supervision of the DIRMOBFOR-Air. Organization authority is included 

under OPCON. 

 The DIRMOBFOR-Air also has distinct responsibilities in relation to JFC staffs. 

Air mobility requirements originate at the component level and are validated by either 

the JMC/DDOC, when established, or by the JFC’s J-staff. The DIRMOBFOR-Air 

facilitates the air mobility interface between the AOC and the JFC’s J-staff and 

JMC/DDOC to ensure appropriate prioritization of air mobility capability. 

 Specific duties of the DIRMOBFOR-Air include the following: 

 Coordinate the integration of intertheater air mobility capability provided by 

USTRANSCOM. 

 In concert with the AOC Director, facilitate the tasking and effective and efficient 

employment of air mobility forces attached or assigned to the JFC. 

 Coordinate with the AOC director and AMD Chief to ensure that all air mobility 

operations supporting the JFC are integrated into the air assessment, planning, and 

execution process, and deconflicted with other air operations. 

 Coordinate with the 18 AF TACC and 18 AF to ensure the joint force air mobility 

support requirements are met. 

 Assist in the integration and coordination of the multinational air mobility plan. 

Joint Movement Center (JMC) 

The JMC is a J-4 staff agency usually tasked to plan, apportion, allocate, 

coordinate, and deconflict transportation.1

 The JMC develops the theater movement 

plan meshing intertheater movements with their reception and onward transportation to 

the final destination. Apportionment for intratheater airlift means the JMC validates 

component requests for airlift when organic or supporting land or sea transportation is 

inappropriate or not available. If there is no JMC established, the JFC delegates the 

allocation process to the Service components (an AMD function). With a JMC in place, 

the Service components (the AMD and DIRMOBFOR-Air) work with the JMC to 

optimize daily movements based on transportation assets available. The JMC validates 

requests, sets movement priorities and the AOC’s air mobility division plans the most 

effective use of aircraft to meet the validated air movements. The JMC monitors the 

transportation system's performance, coordinates needed adjustments, and initiates 

action to meet unfulfilled requirements. A current development in some theaters is to 

embed the JMC within the DDOC. 

 

 

1

 JP 4-01.3, Joint Tactics, Techniques, and Procedures for Movement Control, Page III-3 
21

GEOGRAPHIC 

COMBATANT 

COMMANDER

CDRUSTRANSCOM

J4 JTF/CC

JAOC Director 

COMAFFOR JFACC

JMC/ 

DDOC

AMC/CC 

18 AF/CC 

Air 

Mobility 

Division

ISR 

Division 

Combat 

Ops 

Division 

Strategy 

Division

Combat 

Plans 

Division 

DIRMOBFOR-Air 

JAOC 

Note: Although the DIRMOBFOR-Air is normally physically located in the 

AOC to facilitate coordination, he/she is not a member of the AOC staff. 

SUPPORT OPCON Directs 

DIRLAUTH and/or Coordinating Authority 

Figure 2.3. The DIRMOBFOR-Air in the C2 structure 

Deployment and Distribution Operations Center 

A still evolving concept, the theater DDOC is a multi-modal organization, 

normally assigned or attached to a geographic combatant command with specification 

of OPCON. It is normally collocated with the JMC and provides the bridge of ITV and 

expertise necessary for the J-4 to manage the reception, staging, onward movement 
22

and integration (RSOI) of incoming forces and equipment by facilitating the movement 

of materiel from the intertheater system to the intratheater distribution systems. The 

DDOC links sustainment, distribution, and movement requirements. 

A DDOC is normally comprised of expertise from USTRANSCOM, US Joint 

Forces Command (USJFCOM), the Defense Logistics Agency, Army Materiel 

Command, Joint Munitions Command, Army Field Service Command, Air Force 

Materiel Command and representatives from all of the services. The DDOC fuses data 

from all the systems and services and provides decision quality information to the 

DDOC Director. 

Air Mobility Operations Control Center 

 The AMOCC is the theater air component commander’s single command and 

control node responsible for intratheater air mobility operations. It provides centralized 

planning, tasking, scheduling, coordination, and C2 for assigned and attached air 

mobility forces operating in the AOR. The AMOCC integrates intertheater and 

intratheater air mobility operations to efficiently and effectively accomplish the theater 

air mobility task and enhance the goal of seamless global mobility. If a JTF is 

established within the theater, the AMOCC coordinates missions planned into the JOA 

with the COMAFFOR’s AOC AMD. 

Air and Space Operations Center 

The COMAFFOR normally establishes an AOC to execute the air and space 

portion of the JFC’s mission. When the COMAFFOR is dual-hatted as the JFACC or 

CFACC, the AOC becomes, with proper joint or coalition augmentation, the joint or 

combined air and space operations center (JAOC or CAOC). The AOC is the operations 

center and focal point for the command and control of Air Force air and space forces. 

The fundamental principle of this organization is centralized control by the 

COMAFFOR/JFACC through the AOC, with decentralized execution by subordinate 

organizations and elements. The AOC structure is used whenever the COMAFFOR 

has been designated as the JFACC or when no JFACC is designated. In most cases, a 

senior Air Force air mobility officer, designated the DIRMOBFOR-Air, is assigned to the 

COMAFFOR/JFACC’s staff to assist with air mobility operations. The DIRMOBFOR-Air 

is normally collocated in the AOC to facilitate this assistance. 

 Each contingency is unique, and the C2 structure is specifically tailored to 

manage the forces employed. When operations involve predominantly air mobility 

forces, an air mobility expert may be assigned as COMAFFOR, and possibly the JFACC 

as well. In this case a DIRMOBFOR-Air might not be designated since the respective 

functions are inherent within the COMAFFOR. In these circumstances, the AOC would 

likely consist primarily of an AMD and sufficient other expertise to control air and space 

operations within the JOA. Figure 2.3 depicts the C2 mechanisms of the air mobility 

force. 
23

Air Mobility Division 

The air mobility division of the AOC plans, coordinates, tasks, and executes air 

mobility operations for the COMAFFOR/JFACC. As one of the five divisions of the AOC 

under the AOC Director, the AMD provides integration and support of all JOA air 

mobility missions. The chief of the AMD ensures the division effectively participates in 

the AOC planning and execution process. The AOC director provides policy and 

guidance to the AMD regarding the air and space planning and execution process. The 

AMD tasks intratheater air mobility forces through wing and unit command posts when 

those forces operate from home bases, and through applicable forward C2 nodes such 

as wing operations centers otherwise. The AMD usually consists of the following four 

teams: the air mobility control team (AMCT), the airlift control team (ALCT), the air 

refueling control team (ARCT), and the aeromedical evacuation control team (AECT). 

The DIRMOBFOR-Air should be collocated in the AOC to facilitate their close 

working relationship with the AMD. See AFI 13-1AOCv3, Operational Procedures—

Air and Space Operations Center, AFDD 2, AFOTTP 2-3.2. Air and Space Operations 

Center, and JP 3-30, Command and Control for Joint Air Operations for details of AOC 

and JAOC operations. 

 The AMD has the following responsibilities: 

 Integrate the execution of theater and USTRANSCOM-assigned air mobility forces 

operating in the AOR/JOA in support of the JFC requirements/objectives. 

 Manage the flow of theater and USTRANSCOM-assigned air mobility assets in 

support of JFC objectives. 

 Coordinate air mobility support for air mobility requirements identified and validated 

by the requirements and control authority. 

 Participate in the air and space strategy creation, planning, and execution process 

and coordinate with the combat plans division to ensure air mobility operations are 

incorporated in the ATO. 

 Ensure air mobility operations are visible in the AMC standard C2 structure and 

reflected in the ATO/airspace control order (ACO) within OPSEC constraints. 

 Monitor the current threat situation and ensure intratheater and intertheater missions 

are appropriately briefed. 

 Identify ISR requirements in support of air mobility operations. 

 Identify IO requirements to support the air mobility mission. 

 Maintain information exchange with the 18 AF TACC and AMOCC (if established) to 

support air mobility operations into the AOR/JOA to include the passage of special 
24

instructions (SPINS) and other mission critical planning information to prepare 

intertheater mission aircrews. 

 Integrate and direct the execution of combat support air refueling operating in the 

AOR/JOA and in support of the JFACC requirements/objectives. 

 Assist the in-transit visibility (ITV) and total asset visibility effort. 

 Coordinate with the 18 AF TACC to ensure applicable safe passage procedures for 

aircraft entering the AOR/JOA are transmitted. 

Air Mobility Control Team 

The AMCT serves as the centralized source for air mobility command, control, 

and communications during execution of air mobility operations. The chief of the AMD 

uses the AMCT to direct or redirect, as required, air mobility forces in concert with other 

air forces to respond to requirement changes, higher priorities, or immediate execution 

limitations. The AMCT deconflicts all air mobility operations into, out of, and within the 

AOR/JOA. The AMCT maintains the execution process and communications 

connectivity for tasking, coordinating, and flight following of air mobility operations in 

conjunction with the AOC combat operations division, subordinate air mobility units, and 

air mobility forces. The optimal working relationship between the AMD and the combat 

operations division occurs when air mobility control personnel are working side-by-side 

with AOC combat operations division personnel to integrate and deconflict air mobility 

operations with other operations. This side by side working relationship ensures all air 

assets are integrated, mutually supportive, and contribute to the same objectives and 

goals. To be most effective, air mobility control personnel should have the same 

security clearances as other controllers in the combat operations division. 

Airlift Control Team 

 The ALCT is the source of intratheater airlift expertise within the AMD. The 

ALCT brings intratheater airlift functional expertise to plan, task, and coordinate 

intratheater airlift operations for the COMAFFOR. The ALCT has three responsibilities: 

planning, tactics development, and long-range requirement determination. They work 

closely with the other AOC planners, the J-4, and the joint movement center (JMC) if 

established, to fulfill these tasks. Airlift planners are normally integrated with the 

strategy and combat plans divisions of the AOC to ensure airlift mission are fully 

integrated into and deconflicted with other air operations. To be most effective, airlift 

planners should have the same security clearances as others in those divisions. 

Air Refueling Control Team 

 The ARCT is the source of air refueling expertise within the AMD. The ARCT 

coordinates air refueling planning, tasking, and scheduling to support all intratheater air 

refueling for combat airpower, as well as air bridge operations to satisfy COMAFFOR or 

JFACC requirements. Most ARCT members are normally integrated with the strategy, 

combat plans, and combat operations divisions of the AOC to ensure air refueling 
25

assets are completely integrated into the air and space operations plan (AOP). To be 

most effective, tanker planners should have the same security clearances as other 

planners in those divisions. 

Aeromedical Evacuation Control Team 

 The AECT is responsible for aeromedical evacuation (AE) operational planning, 

scheduling, tasking, and assisting the AMCT with operations execution and monitoring. 

The AECT coordinates airlift support and evaluates available air mobility airframes 

assigned to or transiting the theater to meet theater AE requirements. The AECT 

coordinates with J-4/JMC and the patient movement requirements center (PMRC) on 

patient movement requirements and priorities. It also works closely with the ALCT for 

preplanned (channel) intratheater airlift, the AMCT for immediate intratheater airlift, and 

AMD for intertheater airlift requests. The team provides advice concerning all theater or 

JTF AE issues including force support requirements and laydown of AE forces. 

ADMINISTRATIVE CONTROL (ADCON) OF FORCES 

 ADCON is a broad Service responsibility covering administration (discipline, 

awards, personnel actions) and support (beans and bullets) of forces. For functional 

forces that remain under the OPCON of parent command, most ADCON responsibilities 

remain with the parent unit. However, when these forces transit or perform operations 

in a geographic combatant commander’s AOR, the host air component command is 

typically responsible for force protection, reporting, lodging, and food services for those 

air mobility forces. This would also apply to any theater assigned or attached air 

mobility units that cross AOR boundaries into another AOR in transit or to perform an 

intertheater mission. This arrangement may be modified by command-to-command 

agreements between the participating air component commands. Typically airlift 

aircraft, air bridge tankers, and deployed GAMSS, i.e., CRE personnel would be 

affected in this way. 

 For AMC forces attached with specification of OPCON or TACON to a 

geographic combatant command, the receiving air component command is normally 

given ADCON authorities for those forces until they are returned to their parent 

command/unit. These responsibilities also apply to air mobility forces assigned to one 

geographic combatant command that have OPCON or TACON transferred to another 

geographic combatant command. This situation will likely affect C-130 and tanker units, 

AOC augmentees, and personnel involved in base opening efforts. A last scenario 

would involve forces assigned to one combatant command, attached to another, and 

bed-down/operating from a third command. In this case, the ADCON arrangement 

between the parent MAJCOM and gaining theater must be clearly specified. This 

agreement should be reflected and published in both theater orders and supporting 

MAJCOMs' deployment orders (DEPORD). 

 Many Air Force air mobility forces operate within regional MAJCOMs without 

being formally "attached." These forces are considered to be "transient forces" in JP 0-

2 and are subject to the area (regional) commander's orders in some instances (e.g., for 

coordination of emergency defense, force protection, or allocation of local facilities). 
26

However, transient forces are not part of the regional commander's command and the 

regional commander is not in their normal chain of command. 

HOMELAND SECURITY OPERATIONS 

 The command and control of air mobility forces during homeland security 

operations is similar to the global and regional operations discussed earlier, but there 

are some significant variances. During homeland contingencies, United States Northern 

Command (USNORTHCOM) is the geographic combatant commander, except for 

Hawaii and other Pacific territories that fall to United States Pacific Command 

(USPACOM). The commander, USNORTHCOM (CDRUSNORTHCOM), appoints a 

defense coordinating officer (DCO) who will be the immediate interface with the 

principle federal official (PFO), a civilian appointed to head the operation. An Air Force 

emergency preparedness liaison officer (EPLO), normally a Reservist or Guardsman 

filling a state billet will usually augment the DCO. EPLOs are trained and controlled by 

the Air Force National Security Emergency Preparedness (AFNSEP) organization under 

the HQ USAF deputy chief of staff, air and space operations (AF/XO). 1 AF/CC is the 

COMAFFOR for USNORTHCOM homeland operations. If the contingency is large 

enough, CDRUSNORTHCOM will establish a JTF with all the normal elements, and the 

DCO will become part of the JTF staff. 

 Requests for assistance from USTRANSCOM forces would come from 

USNORTHCOM and be handled normally, though homeland security operations impose 

some new rules on the use of military assets (military is the last choice; use contract 

services first). The DCO or the JTF/CC would generate those requirements on behalf of 

the PFO. If an AOC is established, air mobility expertise and operations in the form of 

the DIRMOBFOR-Air, AMD, and 18 AF TACC would be utilized. If an AOC is not 

established, the air mobility expertise would be plugged into the 1 AF AOC, the DCO or 

JTF staff, or sometimes the air component coordination element (ACCE) established at 

a ground component headquarters. In any case, nearly every contingency will need 

some form of air mobility support to ensure effective operations. 

AIR RESERVE COMPONENT C2 CONSIDERATIONS 

 Under volunteerism and either selective or partial mobilization, ARC units and 

individuals have unique OPCON and ADCON relationships as specified below. After 

full mobilization, ARC forces’ OPCON and ADCON relationships are equal to active 

duty forces. 

Air Force Reserve Command (AFRC) 

 Until full mobilization, the Commander of AMC exercises OPCON over Air Force 

Reserve Command (AFRC) air mobility resources; however, ADCON responsibility still 

runs through the AFRC headquarters and the respective Reserve NAF for personnel, 

administrative support, and discipline. A local commander at a deployed location would 

still have specified ADCON. To clarify, until full mobilization, even though an AFRC unit 

or individual mobilization augmentee (IMA) may be activated, AFRC/CC exercises those 

ADCON authorities not specified to a forward commander. 
27

Air National Guard/Air National Guard of the United States (ANG/ANGUS) 

 Special considerations exist in determining the command relationships when 

dealing with the Air National Guard and the Air National Guard of the United States 

(when federalized). AMC/CC exercises OPCON of applicable Air National Guard units 

and members when they are federalized and in Title 10 status. ADCON for discipline, 

personnel support, and administration for these federalized units is retained by the ANG 

Readiness Center, or if full mobilization has occurred, is given to the gaining command. 

ANG units operating outside of the US must be in Title 10 status. When ANG are 

involved in training for the federal mission (Title 32 status), AMC/CC may exercise 

training and readiness oversight, but not command. Command remains with the state 

authorities. Title 32 status Guard members fall under the command authority of the 

adjutant general (TAG) of their state and therefore their governor. If Guard members 

operate, in Title 32 status, outside of their state but within the United States, command 

authority will remain with the TAG but will be subject to any coordinating authority, or 

state to state agreements. If no pre-negotiated agreement exists, responsibilities such 

as support and force protection should be coordinated between applicable 

commanders. 

The Air National Guard 

Air National Guard assets can be classified into three categories within the law 

and, with the exception of one limited situation under 32 U.S.C. Section 325 

requiring approval of the President, can only be in one status at a time. The first 

is Title 10 where forces are under the authority of the President as Commander in 

Chief. The second category is “state active duty” for Air Guard forces, under the 

authority of the state governor through the respective state's adjutant general 

(TAG), and funded by the state. The third category is Title 32 status: they are 

under the authority of the state governor for training purposes but funding is from 

the federal government. The ANG and Air Force have agreed that the joint 

definition of ‘coordinating authority’ allows the state governor who orders Air 

Guard forces to state active duty or Title 32 status to have those forces respond to 

direction of a Title 10 commander. The forces are still under the command 

authority of the governor but for unity of effort the active duty (Title 10) 

commander, other Title 32 commander, or other commander can direct their 

actions. The “training and readiness oversight” (TRO) exercised by the combatant 

commander and, if delegated, by AMC/CC is not command authority, but rather 

more in the nature of a type of “coordinating authority.” TRO is defined in JP 0-2, 

chapter III, section A, paragraph 10. 

 ―ANG/JA Derived from titles 10 and 32, U.S.C.
28

CHAPTER THREE 

AIRLIFT 

GENERAL 

 Airlift is the ability to transport personnel (including casualties) and materiel 

through the air. As one of the Air Force’s operational air and space power functions, 

airlift provides the core of the Air Force’s ability to deploy and sustain itself as well as 

the other Services and government agencies worldwide. Air Force transport aircraft as 

well as most air refueling aircraft perform airlift operations. 

Airlift forces can be employed across the full range of military operations. While 

air and space forces have enormous potential to deliver lethal effects against an 

adversary, airlift forces can also provide equally important non-lethal effects. United 

States leaders rely upon the Air Force’s air mobility capability to reduce human suffering 

by transporting essential medical supplies, food, shelters, water, and other materiel. 

Performing noncombatant evacuation operations also demands air mobility to remove 

personnel from threatening situations. This focused support to theaters, along with the 

vast global movement of personnel and cargo on a daily basis, further emphasizes the 

importance and flexibility of airlift. 

 Airlift forces are vital instruments of national power. Airlift plays a key role in 

meeting National Military Strategy requirements. Airlift can bring a constructive force to 

a crisis, but it can also exert destructive force against an opponent in the form of forcible 

entry operations in concert with ground units, conducting combat delivery operations to 

establish a lodgment. Whatever the situation, airlift moves the assets to resolve the 

contingency according to the security interests of the United States or its allies. 

AIRLIFT OPERATIONS 

 The demands placed on the nation’s airlift forces are numerous, global, and often 

unpredictable. To help ensure efficient use of all airlift assets, validated operational 

requests for airlift are supported in accordance with a DOD priority classification. 

I have traveled around the world and talked to people 

in different countries. I can tell you that when that big “T” 

tail aircraft lands, with the American flag on the tail, they 

not only represent America—they are America. 

―General Ronald R. Fogleman, CSAF 1995-1997 
29

Operation VITTLES 

In February 1948, a Soviet backed coup seized power in Czechoslovakia 

tightening communism’s grip on Eastern Europe. West Berlin remained as a lone 

democratic holdout in the communist sea. In June of that year Soviet forces 

closed all overland routes into West Berlin, isolating the city from the outside 

world. This development led to the first humanitarian airlift of the Cold War, and 

the largest in history. “We are going to stay, period” remarked President Truman. 

The US would sustain the city through the air. 

Before the blockade, the city imported 15,500 tons of materiel daily to meet its 

needs. Minimum requirement for survival was estimated at 4,000 tons a day. C47s and C-54s were only able to airlift 80 tons of supplies on the first day of the 

operation. However, once maintenance inefficiencies, turn-around delays and air 

traffic flows were ironed out, tonnage airlifted increased. With the help of airlifters 

from the Royal Air Force, the daily tonnage to Berlin climbed to nearly 13,000. 

Operation VITTLES would eventually bring over 1.5 million tons of food, medicine, 

coal, and other supplies into West Berlin. For 462 days, the allies provided an 

airborne lifeline to West Berlin. By September 1949 the Soviets conceded that its 

blockade had failed, and reopened the roadways into Berlin. 

Operation VITTLES preserved West Berlin, a democratic foothold in East 

Germany. This historic effort proved that joint and combined airlift capability could 

be massed under a single airlift task force commander to sustain an isolated citysized population through only three airfields. Besides demonstrating US political 

commitment, the airlift proved the impetus for an expanded long-range heavy airlift 

fleet. 

 ―Airlift Doctrine 

 Charles E. Miller, Lt Col, 

USAF, 1988

Prioritized movement requirements along with a common standard of operation allow 

airlift forces, regardless of the aircraft type or assigned location, to perform in a 

comparable and complementary fashion. Normally, movement requirements are 

fulfilled through regularly scheduled missions over fixed route structures with 

personnel/patient/cargo capacity available to all common users. However, when a 

contingency occurs, airlift forces typically surge to meet the supported combatant 

commander’s validated and prioritized movement requirements. 

 Airlift has four basic operations: Passenger and cargo movement including 

operational support airlift, combat employment and sustainment, aeromedical 

evacuation, and special operations support. Air Force airlift forces perform these 

operations to achieve strategic, operational, and tactical level effects or support national 

objectives across the spectrum of conflict. 
30

C-21 OSA aircraft 

Passenger and Cargo Movement 

 Cargo airlift is the movement of supplies, vehicles, and other equipment through 

the air because it cannot wait for surface transportation. This includes hazardous 

material, equipment too large for normal civilian aircraft, and time-critical equipment and 

supplies that must be available to the warfighter before the first ships arrive. Air cargo 

is categorized as bulk, oversize, outsize, rolling stock, and special. More detail on cargo 

types can be found in chapter six. 

 Passenger airlift transports DOD and other government personnel from one 

location to another. This move may support unit rotations, contingency deployments, or 

routine administrative movements. During contingencies, troop movements should be 

carefully synchronized to arrive in theater with their equipment whether it has been 

prepositioned or moved previously by air or sea. 

 Additionally there is a specialized category of passenger movement provided to 

the US government. Special airlift missions (SAM) move senior federal government 

leaders around the world to meet their requirements. These flights are monitored by the 

18 AF TACC but are not controlled by it. Any type aircraft may be used to support a 

SAM flight. More information on SAM flights is contained in the mission tasking 

categories subsection later in this chapter. 

Operational Support Airlift (OSA). OSA 

operations supplement the joint use airlift 

system and use dedicated light transport 

aircraft. In most cases, these airframes are 

permanently assigned to the Service 

component of combatant commands or a major 

command (MAJCOM). Outside of the CONUS, 

OSA assets are assigned to and are for the 

timely movement of limited numbers of priority 

personnel and cargo. OSA flights are 

predominantly used to meet the geographic 

combatant commander’s or service component 

commander’s needs. CONUS-based OSA assets are assigned to the Services but are 

centrally controlled by the joint operational support airlift center at HQ USTRANSCOM 

to serve the needs of approved DOD users. OSA provides the commander another 

means of airlift for high-priority passengers and cargo with time, place, or missionsensitive requirements. The assets that are normally used for peacetime OSA, smallersized business type airframes, do not have defensive systems and their use in hostile 

environments should be subjected to risk analysis. 

Combat Employment and Sustainment 

 Combat employment airlift moves combat-loaded units to maximize their 

readiness for immediate engagement in combat operations within a theater, while 
31

Operation SWIFT FREEDOM 

Operation SWIFT FREEDOM, the US Marine seizure of a forward operating 

base in Southern Afghanistan, witnessed the first combat employment of the C17 in an airland operation using night vision goggles (NVGs). From 28 

November to 6 December 2001, C-17s from the 437th Airlift Wing at Charleston 

Air Force Base, South Carolina, and in-theater C-130s conducted the combat 

insertion of Task Force 58—the 15th and 26th Marine Expeditionary Units, a 

Seabee Battalion, and a contingent of Australian special operations forces. 

Task Force (TF) 58 was airlifted by C-17 from Pasni, Pakistan, into Camp Rhino 

Landing Zone, a 6,840-foot, semi-prepared dirt strip located 75 miles southwest 

of Kandahar, Afghanistan. The TF-58 mission was to disrupt Taliban control in 

southern Afghanistan, gather intelligence, and prevent the escape of Taliban 

and al-Qaeda fleeing the fall of Kandahar. Air Mobility Command retained 

operational control (OPCON) of the airlift force. Theater direction and 

integration was exercised through the Operation ENDURING FREEDOM 

DIRMOBFOR-Air at Prince Sultan Air Base, Saudi Arabia. 

To mitigate the threat from surface-to-air missiles, anti-aircraft artillery, and 

small arms, missions into Camp Rhino were conducted only at night, under 

blacked out conditions with the aircrew using NVGs. The C-17s approached 

Camp Rhino at an altitude of 24,000 feet and entered a tight spiraling descent to 

roll out at 500 feet on one mile final. The Marines established a 5-mile safe 

zone around the field with patrols going out to 30 miles. These actions 

minimized the aircraft visual and noise signature to the point that even on NVGs 

the Rhino air traffic controllers could not see or hear the aircraft until it rolled out 

on final. Aircrews conducted engine-running offloads to minimize ground time, 

and when required, performed the more rapid combat offload procedure—all on 

NVGs. In one instance, a C-17 combat offloaded 14 pallets—87,000 pounds—

with only three minutes between touchdown and the “ready to takeoff” call. 

By all measures, Operation SWIFT FREEDOM was a complete success. 

Over an 8-day period the C-17s flew 64 sorties into Camp Rhino, delivering 481 

troops and 1450 tons of equipment and supplies. The C-17s maintained 100 

percent mission reliability while executing the deepest combat insertion in the 

227-year history of the US Marine Corps. 

―Commander, Task Force 58 

Operation ENDURING FREEDOM

combat sustainment airlift ensures those forces are kept supplied under hostile 

conditions. Combat employment and sustainment missions allow a JFC to insert 

surface forces directly and quickly into hostile situations and to sustain combat forces in 

the field, especially while engaged. These types of operations can cover a range of 

options, from noncombatant evacuations to large scale air assault/air drop missions that 

may lead to base opening and force lodgment. Combat employment and sustainment 

usually accounts for a small percentage of total airlift sorties, nevertheless its 

importance and effectiveness are far greater than the number of sorties indicates. This 

is a capability that in most circumstances cannot be accomplished by other means. 
32

 Combat employment and sustainment operations require detailed joint planning 

and involve the highest risk to aircraft, aircrew, and users. Given the assumption that 

the cargo and passengers must be ready for immediate combat, effectiveness versus 

efficiency of the airlift must receive the highest priority. Threat analysis, aircraft 

limitations, tactical procedures, and defensive support requirements will also affect the 

offload available to the user. Airlift forces should have the flexibility to temporarily surge 

to meet requirements that exceed routine demands for passenger and cargo movement. 

 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 target area, an inserted force may be totally 

dependent upon subsequent airlift operations for sustainment, movement, withdrawal, 

redeployment, or aeromedical evacuation 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 

load plans. Operational effectiveness is the primary objective and the efficient use of 

aircraft and support resources is secondary. Combat sustainment employs both airland 

and airdrop delivery methods, but is usually associated with airdrop. 

Deployment and Sustainment in Nonlinear Operations 

In nonlinear operations, 

forces orient on objectives 

without geographic reference to 

adjacent forces (Figure 3.1). 

Nonlinear operations typically 

focus on creating specific 

effects on multiple critical 

points. Unlike linear operations, 

where emphasis is placed on 

maintaining the position of 

friendly forces in relation to 

other friendly forces, nonlinear 

operations emphasize simultaneous operations along 

multiple lines of operations from 

selected bases. Simultaneity 

overwhelms opposing C2 and 

retains the initiative, but these 

operations require significant 

airlift/aerial delivery support for 

each deployment and continued 

sustainment. Swift maneuver 

against several decisive points 

supported by precise, conFigure 3.1. Linear vs Nonlinear Operations 

Linear and nonlinear operations are not mutually 

exclusive. Joint operations can include linear and 

nonlinear operations or alternate between the two. 
33

centrated fire can induce paralysis and shock among enemy troops and commanders. 

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. 

Operation JUST CAUSE 

In the closing days of 1989, the United States engaged in the largest 

American combat operation since Viet Nam, Operation JUST CAUSE. At the 

center of the controversy was Panamanian dictator, General Manuel Noriega. 

After enduring several years of illegal and corrupt activity by General Noriega, a 

number of trigger events occurred in mid-December 1989 that forced President 

Bush to order the US military into action. First, General Noriega announced on 15 

December 1989 that a state of war existed between the United States and 

Panama. On the following day, Panamanian Defense Forces (PDF) killed an offduty US Marine, First Lieutenant Robert Paz. Witnessing the murder, a Navy 

lieutenant and his wife were arrested, threatened, and abused. 

 The plan for Operation JUST CAUSE rested on five objectives by the 

President/SecDef: (1) safeguard American citizens in Panama, (2) restore a 

democratic form of government, (3) ensure the uninterrupted operation of the 

Panama Canal, (4) neutralize the PDF and, (5) remove General Noriega from 

power. Planners immediately recognized that airlift would play a lead role in 

achieving these objectives. 

Showcasing a classic example of nonlinear operations, Operation JUST 

CAUSE was put into action. In the early hours of 19 December, a massive 

airborne assault composed of Army Rangers from Forts Lewis and Stewart as well 

as airborne troops from Fort Bragg was directed against key strategic targets in 

Panama. Spearheading the attack, 25 C-130 and 80 C-141 aircraft from Military 

Airlift Command (MAC) successfully airdropped these troops and their equipment 

as planned. However, the aerial insertion did not come without cost. Security 

breaches, due in part to media leaks, tipped off the PDF that an airlift invasion 

was imminent and robbed US forces of tactical surprise. Fourteen MAC airlift 

sustained battle damage and 23 US servicemen lost their lives. 

In the final analysis, Operation JUST CAUSE was an enormous success and 

showcased the speed, range, flexibility, and versatility of airlift and its ability to 

operate in a forcible entry environment supporting nonlinear operations. Shortly 

after the invasion, General Manuel Noriega surrendered himself to US authorities 

and was flown by C-130 to the United States where he faced charges and 

eventual imprisonment for drug trafficking. 

—Various Sources
34

Aeromedical evacuation during Bosnia 

operations 

[An] essentially untold story [in Operation IRAQI FREEDOM] is

aeromedical evacuation. We’ve transported more than 11,000

patients, about 1,500 of them wounded in battle. Without missing a 

beat for every patient in our care, we provided incredible medical

capability on the ground up close to the battle, all the way through 

the AE system, to safe and secure hospitals for continued treatment. 

It’s a remarkable story that continues today. 

―General John W. Handy,

Commander, USTRANSCOM and AMC 

Airlift Tanker Quarterly, Fall 2003

Aeromedical Evacuation (AE) 

 Air Force AE operations 

provide airlift of sick or injured 

personnel to locations offering 

appropriate levels of medical care. 

These patients normally require 

supervision by aeromedical 

evacuation crewmembers (AECM). In 

contingencies, AE can operate as far 

forward as fixed-wing aircraft are able 

to conduct airland operations. The 

highly lethal environment of today’s 

battlefield and the reduced theater 

medical footprint have made AE 

operations more critical than in the 

past. 

 The AE system provides support for casualties both in flight and on the ground. 

Forces consist of AE crews providing inflight care to patients supported by flight 

surgeons (FS) and critical care air transport teams (CCATTs), as required, to care for 

critical patients. When appropriate, a mobile aeromedical staging facility (MASF) is 

usually placed at or near air bases for the care of casualties entering or en route 

through AE medical care, or transitioning to the normal military medical care system. 

 Nearly all mobility aircraft can be configured to support AE operations provided 

trained AE personnel are available. AE-specific CRAF aircraft may also be used, once 

activated, during contingency operations. AE CRAF aircraft are configured, using 

special shipsets, with all the required systems to perform casualty evacuation. When 

aircraft are used exclusively for dedicated AE missions they should be marked with the 

Red Cross. Planners and crew must be aware of legal constraints and protections 

inherent with the use of this symbol. 
35

Special Operations Support 

 Specific airlift forces provide unique airland and airdrop support to special 

operations forces (SOF) for joint/multinational training, contingencies, stability 

operations, and other missions as directed. Since relatively few airlift assets, such as 

the MC-130E/H Combat Talon I/II and MH-53 J/M Pave Low helicopters are dedicated 

to this operation due to specialized training and equipment, the principle of economy of 

force is particularly applicable. When performing special operations support, specially 

trained airlift crews perform as integral members of a larger joint package. Because 

these airlift operations are routinely conducted under adverse conditions in a hostile 

environment, extensive planning, coordination, and training are required to minimize 

risk. Airlift used in a special operations role provides commanders the capability to 

achieve specific objectives that may not be attainable through more conventional airlift 

practices. When airlift is needed, SOF units usually request support through the joint 

force special operations component commander (JFSOCC) and the special operations 

liaison element (SOLE) in the AOC. When SOF units require intratheater airlift in 

excess of available assets, or their airlift requirements exceed the capacity of assets in 

the theater, the JFSOCC or the SOLE in the AOC will coordinate appropriate support. 

Airlift forces capable of performing specific special operations receive appropriate 

training and equipment to maximize SOF integration. Airlift forces may be attached to 

the joint special operations task force (JSOTF) or JFC for specific operations. 

MISSION TASKING CATEGORIES 

 

 Normally, movement requirements are fulfilled through regularly scheduled 

missions over fixed route structures with personnel/cargo capacity available to all 

common users. These regularly scheduled taskings, known as channel missions, are 

validated through the appropriate Service organization to USTRANSCOM. During a 

contingency, an air mobility express (AMX) channel may be established to move “war 

stopper” items rapidly to an AOR. Depending on user requirements, requests not 

supportable through the channel structure can be fulfilled through the use of other 

mission categories such as special air missions (SAM) or special assignment airlift 

missions (SAAM). For joint force training, joint airborne/air transportability training 

(JA/ATT) missions are used to exercise the joint force using airlift aircraft. Finally, 

exercise and contingency missions cover the wide variety of operations used to 

exercise the Air Force and joint force, as well as respond to global crises. Requests 

that cannot be satisfied by any of the above missions may be referred to other 

transportation modes of the DTS. The categories below are listed first by the common 

user/TWCF-funded missions (channel, SAAM, exercise and contingency) followed by 

the non-common user missions (SAM, JA/ATT). Airlift missions are subject to fee for 

use. SAAMs, exercise, and contingency missions are based on actual cost billed in 

flying hour increments. Channel missions (including contingency channels) are 

commercially competitive but are billed in pound/mile vice flying hour increments. 
36

Channel 

 Channel missions, as mentioned above, are regularly scheduled taskings flown 

over fixed routes and AMC uses two types of channel missions to meet operational 

requirements: requirement-based and frequency-based. A requirement-based channel 

is established when a specified amount of passengers, patients, or cargo destined for 

one location warrants movement. A frequency-based channel is established to serve 

locations with high activity levels or regular sustainment needs. These channels can 

serve intertheater or intratheater needs. The majority of airlifted sustainment moves on 

channel missions. Both channel types use DOD transportation movement priority 

classifications. 

Air Mobility Express (AMX). At the request of the supported combatant commander, 

the Commander of USTRANSCOM can establish a special channel mission called Air 

Mobility Express to move critically needed items rapidly to an AOR. The supported 

combatant commander may apportion part of his or her CJCS-allocated lift on AMX by 

pallet positions to each component. For AMX missions to be effective, the supported 

combatant commander should establish a theater distribution system to deliver express 

cargo from aerial port of debarkation (APOD) to final destination. 

Special Assignment Airlift Mission (SAAM) 

 SAAMs are operated to satisfy unique operational requirements for pickup and 

delivery at locations other than those established within the established channel 

structure. SAAM movements may be driven by constraints on the user, time, 

geographic location, passenger or patient requirements, or type of cargo. SAAMs are 

prioritized through the DOD transportation movement priority system. 

Exercise and Contingency Support 

 Exercise and contingency missions involve deployment, sustainment, and 

redeployment via intertheater or intratheater airlift. Geographic combatant commanders 

normally develop an operation plan (OPLAN) or operation order (OPORD) with specific 

logistical requirements for operations directed by the President, the SecDef, or the JCS. 

 Deployment and redeployment transportation requirements are planned using 

the JOPES. Supported commanders validate their requirements to USTRANSCOM 

through the TPFDD. The TPFDD details the combatant commander’s 

deployment/redeployment priorities that enable AMC planners to build air movement 

plans. AMC plans and moves sustainment requirements through the channel system by 

establishing frequency or requirements channels. Regardless of the method used to 

identify the requirement, the 18 AF TACC and AMOCC schedule assigned airframes, 

missions and support necessary to manage the air mobility flow. 
37

Special Airlift Mission (SAM) 

 SAMs support the White House and other government entities normally through 

operations of the 89th Airlift Wing (AW). SAMs constitute a small percentage of AMC 

missions and are not available to combatant commanders for support, but are 

discussed here for clarification purposes. SAM operations are outside the normal 

command authority of AMC’s C2 structure; however, the 18 AF TACC is responsible for 

flight following and providing support as needed. Special airlift missions normally use 

specially configured aircraft with extensive air-to-ground communications to support the 

President and Vice President of the United States, cabinet and congressional 

delegations, and other senior statesmen. These missions are time-critical, often 

classified, and frequently require operations at civilian airports. 

Joint Airborne/Air Transportability Training (JA/ATT) 

 These airlift missions are CJCS-directed to provide continuation and proficiency 

training to airlift aircrews, support personnel, and Service common users. The 18 AF 

TACC or AMOCC coordinates with users to provide airland, airdrop, aircraft load, and 

Service school training and support. 

DELIVERY CONCEPTS 

 Payloads are delivered via two methods: airland or airdrop. Each concept has 

its distinct advantages and disadvantages. A number of tactics, techniques, and 

procedures are associated with each delivery type to account for the JFC’s objectives, 

user requirements, airfield capabilities, available drop zones, weather, terrain, enemy 

threats, and aircraft capability. A planner should look at those factors to determine 

which method is more appropriate. 

 Aerial delivery normally requires air superiority. Emerging capabilities such as 

GPS-guided airdrop will allow the Air Force to combine the precise delivery of airland 

with the reduced threat exposure of airdrop. Currently the Air Force is more capable of 

suppressing the air-to-air and medium altitude surface-to-air threat than the low altitude, 

small arms, anti-aircraft artillery and infrared surface-to-air missile threat. Long range, 

low altitude operations over adversary controlled territory are likely to remain risky for air 

mobility aircraft for some time. 

 

Airland 

 Airland delivery occurs when a transport or tanker aircraft lands and unloads its 

cargo. Airland delivery, as opposed to airdrop, is the preferred method of aerial 

delivery when conditions permit, because it is the most efficient, safest, and least 

expensive way to deliver personnel and cargo. It minimizes the risk of injury to 

personnel and damage to equipment, eliminates payload dispersal, and offers an 

increased availability of resources. This delivery method can be conducted at a variety 
38

Operation DESERT STORM’s Left Hook 

From 18–28 January 1991, C–130s airlifted elements of the 

XVIII Airborne Corps from King Fahd International Airport to 

Rafha, in northern Saudi Arabia, near the Iraqi border. This 

intense airlift supported General H. Norman Schwarzkopf’s 

flanking maneuver to the west, which he described as a “Hail 

Mary Pass.” C–130s flew mission corridors at 10-minute 

intervals in radio silence. During the airlift, C–130 sorties 

increased from 200 to more than 300 daily and peaked at more than 350 sorties 

in one 24-hour period. Nearly 14,000 troops and over 9,300 tons of cargo were 

moved. General Schwarzkopf said of this fast-paced demonstration of air 

mobility: “I can’t recall any time in the annals of military history when this number 

of forces has moved over this distance to put themselves in a position to attack.” 

 ―AMC Historian

of landing destinations from well-established airbases to tactical deliveries on 

unimproved, dirt strip assault landing zones (ALZs). Extended airland operations 

require secure, suitable, and conveniently located airfields with appropriate air mobility 

support assets to facilitate offload. Several variations in the ground operations of 

airland operations exist. Sound operational procedures, well planned airbase defense, 

and rapid offloading and onloading techniques associated with various airlift aircraft can 

minimize some of the constraints below. Commanders should view airland delivery as 

the method of choice for most air movements. See Chapter 6, Air Mobility Planning, for 

details. 

Advantages of Airland: 

 Allows a greater degree of unit integrity and permits units to rapidly deploy after 

landing. 

 Carries the least risk of injuring personnel and damaging loads. 

 Requires minimal specialized training and equipment for transported personnel. 

 Requires less special rigging and packaging of materiel than airdrop. 

 Permits the maximum utilization of allowable cabin loads (ACLs) by eliminating the 

volume and weight penalties of preparing loads for airdrop deliveries. 

 Maximizes the opportunity to backhaul cargo and evacuate personnel. 
39

Personnel airdrop 

Constraints of Airland: 

 Requires suitable airfields or ALZs that are moderately level, unobstructed, able to 

sustain the aircraft’s weight, and available for the anticipated operation. 

 Increases intervals between aircraft deliveries depending on an airfield’s 

infrastructure and support capability. 

 Requires mission support such as ground-handling equipment, transportation 

assets, and onward movement and distribution networks. 

 Prolongs exposure to air or ground attacks. 

Airdrop 

Airdrop is the delivery of 

personnel and materiel from an aircraft 

in flight to a drop zone (DZ). Most 

airdrop procedures use parachutes to 

deliver loads to the ground, such as 

heavy equipment, container delivery 

systems, and personnel. Another airdrop 

procedure is free fall delivery. This 

involves dropping relatively small items, 

such as packaged meals or unbreakable 

objects like hay bales without the use of 

a parachute. Airdrop allows commanders to project and sustain combat power into 

areas where a suitable ALZ or a ground transportation network may not be available. 

This delivery method allows rapid insertion of combat forces to numerous target areas. 

Advantages of Airdrop: 

 Uses principle of surprise in supporting combat operations. 

 Minimizes aircraft and personnel exposure to threats at the target area. 

 Permits sustainment deliveries to units operating away from airfields and ALZs. 

 Permits the delivery of combat forces and materiel, concentrated and in mass, in 

minimal space and time. 

 Permits the delivery of personnel and materiel in conditions that would prevent 

airland operations. 

 Eliminates the need for airlift ground support infrastructure and personnel. 

Constraints of Airdrop: 

 Carries an increased risk of injury to personnel or damage to cargo. 
40

The Siege at Khe Sanh 

In mid-December 1967, North Vietnamese units began encircling two US 

Marine infantry battalions and an artillery battalion at Khe Sanh, South 

Vietnam, near the demilitarized zone. By January 1968, some 15,000 

Communist troops had cut off all ground supply. Khe Sanh would have to 

rely on an air bridge to survive. Air Force C–130s airlanded another infantry 

battalion to reinforce the base, bringing the total number of defenders to 

6,000. The Marines had enough food, fuel, and ammunition to last 30 days, 

a level of sustainment secured by 15 daily C–130 missions. 

Soon, North Vietnamese forces began to increase the volume and 

frequency of their mortar, rocket, and artillery fire onto the base. On 21 

January, the main ammunition dump was hit, prompting a request for an 

emergency aerial resupply. C–123 and C–130 aircraft responded by 

airlanding over 2,500 tons of supplies over the following eight days to the 

besieged Americans. In response to the Marines’ obvious reliance on the air 

bridge, the well dug in and hidden North Vietnamese set up automatic 

weapons and antiaircraft fire to disrupt the airlift effort. 

Due to poor weather conditions and intense ground fire, airlift aircraft 

changed their tactics. Relying less on airland as a delivery method, airdrop 

allowed delivery of supplies in less favorable weather and reduced the time 

aircrews and aircraft were exposed to enemy fire. Utilizing airdrop techniques 

like the container delivery system to drop ammunition, food, and construction 

materiel, airlift enabled the Marines to stay the course. Between the end of 

January and early April 1968, intratheater airlift delivered 12,430 tons of 

cargo to the defenders of Khe Sanh. Despite the loss of three C–123s and 

damage to numerous C–130 and C–123 aircraft, the air bridge enabled the 

US Marines to withstand the assault. According to one historian, “Airlift made 

possible the allied victory. The defenders of this post were exclusively 

resupplied by air and withstood the attacks of four Vietnamese regiments.” 

―Anything, Anywhere, Anytime: An Illustrated History 

of the Military Airlift Command, 1941–1991 

 Requires special training for riggers, transported personnel, and the aircrews. 

 Limits cargo loads because additional rigging is required for airdropped materiel. 

 May decrease aircraft range due to low-level ingress/egress and formation tactics 

employed. 

 Increases mission planning time and complexity, requires additional intelligence 

preparation. 
41

Operation ENDURING FREEDOM—HUMRO 

As the first bombs struck targets in Afghanistan in October 2001, two AMC 

C-17s, under fighter escort, were executing humanitarian relief operations 

(HUMRO)—combat airdrops of humanitarian relief supplies to the Afghan 

people. Before the campaign began, the people of Afghanistan faced a crisis 

of epic proportions, with an estimated 1.5 million Afghan people in imminent 

danger of starvation as winter approached. Taliban rule had severely 

damaged what little remained of the Afghan economy. Because they had cut 

off foreign humanitarian assistance, the only way to reach the Afghan people 

was through a massive airdrop of food and supplies. 

On 28 September 2001, two C-17s deployed to Ramstein Air Base, 

Germany as part of the 437th Expeditionary Airlift Squadron (EAS). The next 

eight days were spent determining routing, fuel requirements, mapping threats, 

and integrating missions into the OEF air tasking order (ATO). They 

conducted night vision goggle training and developed high-altitude airdrop 

procedures that would be tested for the first time under actual combat 

conditions. 

 Planners chose the C-17 Globemaster III for the HUMRO airdrops 

because of its range (extendable by aerial refueling), speed, cargo capacity, 

and ability to airdrop humanitarian daily rations (HDRs) from a high altitude. 

From Ramstein it was over 5,000 miles to the proposed drop zones in northern 

Afghanistan. In a 20+ hour, double aerial refueling (AR) mission, each C-17 

would deliver nearly 17,000 HDRs to the Afghan people. They also chose to 

employ the tri-wall aerial delivery system (TRIADS) to drop the HDRs. First 

employed by C-130s over the Balkans but new to the C-17, TRIADS consists 

of a tri-walled cardboard box filled with 420 HDRs. Each box opened when 

exiting the aircraft, dispersing HDRs over a large area. Each C-17 carried 42 

TRIADS boxes that delivered over 17,600 meals. The effort to build, fill, and 

load TRIADS boxes was a success story unto itself for US Air Force, US Army, 

and German Army riggers who built up to 400 TRIADS containers a day. 

 On 7 October, the C-17s dropped the first of the over 2.4 million HDRs 

delivered between 7 October and 21 December 2001. Over the next 76 days, 

the 437 EAS flew 200 missions, 132 TRIADS missions and 68 other airdrops 

of wheat, blankets, cold weather gear, and even dates to mark the end of the 

Muslim holiday of Ramadan. Without question, the C-17 HUMRO airdrops 

over Afghanistan were a diplomatic, political, and military victory. 

―AMC Historian

Ultimately, the decision to use airdrop is based on the operational environment 

and the supported commander’s requirements. This method is expensive and exposes 

the aircraft, aircrew, and airdropped troops and materiel to potential damage not 

encountered in airland operations. In addition, specialized aircrew training and risk 

management assessment is required. If airland delivery is not practical, or surprise is a 
42

consideration, airdrop allows commanders to maneuver forces and materiel directly into 

otherwise unreachable areas including those behind enemy lines. 

AIRLIFT EMPLOYMENT CONCEPTS 

 Intertheater airland 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. Another employment concept, direct 

delivery, involves airlifting personnel and materiel from ports of embarkation to forward 

operating locations in the theater. Direct delivery may employ airland or airdrop delivery 

methods. For example, personnel can be airlifted from CONUS and delivered directly to 

the theater by either landing at a forward operating location or airdropping them. A 

number of planning factors and the JFC’s objectives determine which method, hub and 

spoke or direct delivery, is more appropriate. 

Direct Delivery 

 Direct delivery is normally an intertheater flight that bypasses en route stops by 

airlifting personnel and materiel from the aerial port of embarkation (APOE) directly to 

forward operating bases (FOBs) within a theater. Direct delivery shortens in-transit 

time, reduces congestion at main operating bases, and enhances the sustainment of 

forward bases. The advantages of direct delivery are quicker arrival and an avoidance 

of en route stops, which lend themselves to unscheduled aircraft maintenance and 

lodging problems for large passenger loads. On the other hand, FOBs normally have 

more limited aircraft maintenance, cargo and passenger handling, parking, and fuel 

servicing capability than a hub airfield, which may complicate mission planning. Direct 

delivery may also include increased threat to aircraft and necessitate longer, less 

flexible flight profiles, which can reduce payload capability or require air refueling and 

augmented airlift aircrews, thereby increasing resource requirements. Direct delivery is 

the method of choice for timely, effective delivery of cargo and passengers. However, 

there is a planning, flexibility, and resource bill to pay for this effectiveness. 

Direct delivery intertheater air mobility missions are coordinated between the 

AOC’s AMD and the DDOC, if one exists, and tasked by the 18 AF TACC. 18 AF/CC 

on behalf of AMC normally maintains OPCON of direct delivery missions during 

execution, though TACON may be granted to the COMAFFOR for combat airdrop or 

other special missions. 
43

For the first time in the history of war, this country 

has fought in a land-locked area [Afghanistan] where 

every single thing going in and coming out has gone 

by air. Food, water, ammunition, troops were all 

transported by air, and that’s really incredible. 

—James G. Roche, Secretary of the Air Force,

11 April 2002

APO

APOD/FO

APOD/FO

APOD/FO

APOD/Hub

Direct Delivery Hub & Spoke 

Employment Concepts 

Figure 3.2. Illustration of Hub & Spoke and Direct Delivery

Hub and Spoke 

 Hub and spoke operations integrate both intertheater and intratheater airlift 

operations. Starting from APOEs, the movement of cargo and personnel progresses 

through one or more en route staging bases to arrive at a main operations base (the 

hub) or APOD within a theater. The hub is the focal point for follow-on intratheater airlift 

missions. Cargo and personnel are processed and readied for transshipment by 

intratheater assets to FOBs—the spokes, throughout the theater. Hub and spoke 

optimizes air mobility operations when supporting multiple operational commanders and 

operations. 
44

 As the air commander for both OEF [Operation ENDURING 

FREEDOM] and OIF [Operation IRAQI FREEDOM], I can tell 

you that the tankers were the backbone for the joint and 

combined effort. 

—General T. Michael Moseley 

CFACC, Operation ENDURING FREEDOM 

CHAPTER FOUR 

AIR REFUELING 

GENERAL 

 Air refueling is the passing of fuel from an airborne tanker aircraft to a receiver 

aircraft. This Air Force function supports the national military strategy across the range 

of military operations. Air refueling allows air assets to rapidly reach any trouble spot 

around the world with less dependence on forward staging bases. Furthermore, air 

refueling significantly expands the force options available to a commander by 

increasing the range, payload, persistence, and flexibility of other aircraft

performing missions like combat air patrol or intelligence, surveillance, and 

reconnaissance operations. 

 Air refueling is an integral part of global air mobility and brings added capability to 

combat, combat support, and air mobility for all airpower operations. It is equally 

applicable to all stages of a contingency: deployment, employment/sustainment, and 

redeployment. Air refueling enhances the unique qualities of airpower across the full 

range of military operations. It enables operations and multiplies the effects of 

operations at the tactical, operational, and strategic levels of war, and will continue to 

play an important role into the future. 

EFFECTS OF AIR REFUELING 

 The ability of air refueling to range the force and provide presence and 

persistence occurs through its force enabling, force multiplier, and force extension 

capabilities. These provide the JFC the ability to maneuver and mass forces, using 

surprise and economy of force, at a time and location where the enemy is least 

prepared, to deter, dissuade, or destroy. 

 Air refueling is a force enabler permitting aircraft to operate beyond their 

unrefueled ranges. It is a crucial part of global strike and global mobility operations. 

Positioning forces outside the enemy’s reach permits a greater portion of combat assets 

to concentrate on offensive rather than defensive action, thereby enhancing initiative 
45

Both Afghanistan and Iraq were air mobility wars. Every 

single flight into these areas of operation needed some kind of 

air refueling– fighters, bombers, lifters and even other tankers 

needed air refueling. Navy carrier-based fighters needed 

dramatic air refueling to get them the “legs” they needed. 

—General John W. Handy, 

 Commander, USTRANSCOM and AMC 

Airlift/Tanker Quarterly Fall 2003

Preparing a KC-135 for refueling 

a probe equipped receiver 

Multinational refueling with 

tanker capable of both boom and 

drogue refueling 

and force protection and again enhancing economy of force. It is also a force multiplier

permitting larger takeoff payloads for receivers and added endurance, by enabling 

payload to be maximized. 

Force extension is the air refueling of one tanker by another. 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, tankers operating in the “dual role” of airlifter and tanker may require 

force extension. A number of tanker aircraft are equipped as receivers and therefore 

can be force extended. Force extension provides the benefit of extending the 

deployment range of receiver packages by ensuring the supporting tankers do not have 

to make en route fuel stops. 

 Although other Services and nations maintain some organic air refueling 

capability, the US Air Force possesses the overwhelming preponderance of commonuser air refueling assets. These assets, if configured, are capable of refueling most Air 

Force, Navy, and Marine aircraft and can accommodate many foreign aircraft. 
46

AIR REFUELING OPERATIONS 

Air refueling creates options for the use of other aircraft in operations. Whether 

keeping surveillance aircraft on station to observe adversaries, refueling airlifters flying 

long direct delivery missions, or enabling sustained strike operations, the tanker is a 

valuable addition to the Air Force capability. 

The following six operations capture the tanker function: 

 

 Nuclear operations support. 

 Global strike support. 

 Air bridge support. 

 Aircraft deployment support. 

 Theater support. 

 Special operations support. 

Nuclear Operations Support 

 Air refueling assets are incorporated into nuclear operations to support the 

bomber leg of the nuclear triad. Air refueling provides the nuclear-equipped bomber 

force the ability to deliver their payload to any location in the world and recover to a 

suitable reconstitution base. Through air refueling, the range and endurance of bomber 

aircraft is significantly increased, further enhancing their flexibility to strike at distant 

targets. Bombers may be launched during periods of increased tension and proceed to 

orbit areas well beyond the range of enemy missiles or attack aircraft. Through air 

refueling the bombers can maintain this orbiting status until they are directed to fulfill 

their mission or are recalled. Despite the stringent command and control requirements 

for air refueling assets supporting nuclear operations, OPCON of tankers should remain 

with CDRUSTRANSCOM. 

 

 In the same manner, the nearly unlimited flight endurance provided by tanker 

assets is an indispensable component of the strategic airborne command post concept. 

It provides the President and Secretary of Defense the ability to continue to direct 

military action from an airborne platform regardless of the situation. 

Global Strike Support 

 Air refueling assets are employed to give strike platforms the ability to reach any 

target globally without relying on intermediate basing locations. This provides the ability 

to rapidly strike targets in distant locations and recover to safe areas. The ability to 

perform long-range strike operations from CONUS is particularly crucial in supporting 
47

Operation DESERT STRIKE 

During August 1996, Iraqi forces violated United Nations resolutions by 

entering northern Iraq to intervene in a civil war among Kurdish factions. The 

United States retaliated with an attack on Iraqi air defenses. Operating in 

conjunction with the US Navy, the Air Force portion of the strike was conducted 

by two B–52s which flew a 15-hour, non-stop prepositioning leg to Anderson Air 

Base, Guam. In addition, a C–5 aircraft airlifted 100 maintenance and mission 

support personnel from CONUS to Andersen AFB. From Guam, the bombers 

flew to the Persian Gulf region, released 13 air-launched cruise missiles 

(ALCM), and returned to Guam on a grueling 34-hour, 14,000-mile mission. Both 

legs of the bomber mission were dependent on air refueling provided by active 

duty, Air National Guard, and Air Force Reserve KC–10s and KC–135s. Overall, 

14 tankers supplied close to a million pounds of fuel for the prepositioning leg to 

Anderson AB while 17 tankers deployed to Guam offloaded nearly 1.5 million 

pounds of fuel for the airstrike. 

Operation DESERT STRIKE demonstrated the synergy that results when 

global attack assets are coupled with air refueling forces. Striking at targets 

situated halfway around the world, air refueling allowed the B–52s to accomplish 

this operation with maximum flexibility in minimum time. Without overflight 

clearances, mission planners had to rely on the flexibility offered by air refueling 

to accommodate for the increased flight distances to ALCM release points in 

Southwest Asia. In addition, time requirements were greatly compressed. The 

deployment order arrived on 31 August, at which point tankers began moving 

into position. The attack launched on 2 September and was completed by the 

next day. Air refueling is a tremendous force enabler and clearly played a 

significant role in the success of Operation DESERT STRIKE. 

―AMC Historian 

national objectives. Air refueling assets supporting global strike operations should 

normally operate in support, with OPCON retained by AMC. Air refueling provides 

CONUS-based airpower forces a global presence without having to rely on an in-theater 

presence. 

Air Bridge Support 

 An air bridge creates an air line of communication linking the CONUS and a 

theater, or any two theaters. Air refueling makes possible accelerated air bridge 

operations since en route refueling stops are reduced or eliminated. It reduces the 

number of aircraft on the ground at forward staging bases, minimizes potential en route 

maintenance delays, and enables airlift assets to maximize their payloads. This 

significantly increases the efficiency and effectiveness of airlift operations by making 
48

Force extension supporting air 

bridge operations

Theater Support of F-15s 

possible the direct delivery of personnel and 

materiel. It is an effective method for closing 

forces in the initial days of a conflict; 

however, the level of effort required is 

significantly increased, and such operations 

may reduce the number of tankers available 

for other potential missions like combat 

support. 

Aircraft Deployment Support 

Air refueling assets extend the range 

of deploying combat and combat support 

aircraft, often allowing them to fly with few or 

no stops en route to an AOR. Air refueling increases the deterrent effect of CONUSbased forces and allows rapid response to regional crises. The capability of aircraft to 

fly non-stop to a theater may eliminate the need to obtain landing rights from countries 

remaining neutral in a conflict. Successful execution of the AETF concept is dependent 

on deployment support. The deployment support operation is considered a separate 

and distinct operation because the coordination, communication, and search and rescue 

responsibilities differ based on receiver capabilities. Normally, this operation is 

associated with the movement of fighter aircraft between theaters in the form of 

missions named "Coronets." Deployments of heavy aircraft (bombers, airlifters) 

normally use an air bridge operation to support the deployment. 

Coronets move fighter aircraft in support of contingencies, rotations, exercises, or 

aircraft movements for logistics purposes. These flights often include a cargo and 

passenger carrying element as well as the refueling. They normally have long lead 

times for planning, tasking, and execution, and the tanker portion of the flight is normally 

planned by the 18 AF TACC. Coronet 

operations usually have a higher priority 

than routine training operations. Depending 

on operational requirements, the 18 AF 

TACC may position tanker aircraft and 

crews in preparation for deployment and 

may coordinate with the theater AMOCC or 

AOC for air refueling support, if required. 

Typically the tanker aircraft accompanies 

the receivers for the majority of the flight, 

especially during an oceanic crossing. 

Theater Support 

 During a combat operation, the highest priority for intratheater air refueling forces 

is normally supporting combat and combat support aircraft executing the air portion of 

the JFC’s campaign. This is especially true during the initial phases of a conflict. 
49

Tanker support to special ops airlift

Combat aircraft may be based well outside enemy threats to protect them from hostile 

attack, and may need tankers to give them the range needed to engage their targets. 

Air refueling increases the endurance of air combat support assets. Airborne C2, battle 

management, and reconnaissance aircraft are used to manage, direct, conduct, and 

assess air combat operations. Without in-flight refueling, these assets have limited 

endurance and require extensive 

regeneration periods between sorties. 

 Tankers allocated for theater 

support may occasionally be called upon 

to provide support to air bridge 

operations, especially supporting direct 

delivery missions. The DIRMOBFOR-Air 

judges the capabilities of and 

requirements of tankers assigned or 

attached to the theater to determine their 

ability to provide air bridge support and 

recommend proper allocation to the 

COMAFFOR. 

When tanker requirements for theater support operations exceed availability, the 

COMAFFOR or JFACC, with the assistance of the DIRMOBFOR-Air, may request 

further augmentation from the JFC or higher authority, or consider the JFC’s overall 

campaign objectives and decide how to allocate existing tanker resources. 

Special Operations Support 

 Air refueling enables SOF to maintain a long-range operating capability. The Air 

Force maintains air refueling crews who are trained to air refuel fixed and rotary-wing 

special operations aircraft. Successful operations require specialized equipment, crew 

training, and operational procedures. When assigned or attached to a JTF, these forces 

may fall under a special operations functional component commander who reports 

directly to the JFC. 

 ADDITIONAL TANKER ROLES 

 All tanker aircraft are capable of performing additional roles such as passenger 

lift, cargo movement, and aeromedical evacuation when modified. Some are modified 

to act as a communications link facilitating C2 and ISR. When tankers transport a 

combination of passengers or cargo while performing air refueling, it is specifically 

called “dual role.” Command and control of air mobility aircraft performing 

multiple role missions on the same sortie must be vested in one authority, 

normally the COMAFFOR. 
50

EMERGENCY AIR REFUELING 

 Due to the critical contributions of AR to combat operations, a plan for 

emergency AR should be developed. Fuel emergencies can result from missed 

refuelings, en route weather, battle damage, or excessive time engaged with enemy 

aircraft or targets. While dedicated ground alert aircraft normally meet emergency air 

refueling requirements, excess fuel capacity of airborne tankers can provide at least a 

partial emergency air refueling capability. 

Emergency AR—Intertheater Operations. Whenever possible, intertheater 

missions should be planned in close proximity to existing air bridge routes. This allows 

tankers positioned for air bridge support to also provide emergency air refueling 

support. When intertheater missions cannot be planned along air bridge routes and the 

operation is deemed important enough to provide emergency air refueling support, 

planners should use a combination of ground and airborne spare aircraft. Ground spare 

aircraft are maintained in various stages of readiness depending on operational 

requirements. Airborne spare aircraft consist of one or more tankers that accompany 

the air refueling formation, but do not participate in any air refuelings unless required to 

do so. No matter which option is used the concepts should be adequately delineated in 

mission directives so tankers, receivers, and participating command and control 

elements are thoroughly familiar with the procedures to be used in a fuel emergency. 

Emergency AR—Intratheater Operations. The dynamic environment of 

intratheater operations provides a more pressing need for emergency air refueling 

support and less time to react. Intratheater operations are characterized by shorter 

distances and more assets available to respond to requests for emergency air refueling 

support. Leadership needs to prepare for a variety of contingencies due to the 

unpredictability and requirement for rapid response. Often the nearest airborne tanker 

may be required to offload fuel, with reallocation of scheduled offloads distributed to 

other aircraft or a ground spare once it reaches the refueling areas. 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. Ground alert 

tankers and crews may be dedicated solely to this function. Because of airspace 

limitations in an AOR/JOA the best means of providing an airborne emergency air 

refueling capability is through a “reliability tanker.” 

 Reliability Tanker. 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 air refueling, reliability tankers should be used when assets are available. If a 

reliability tanker can also accept fuel the capability is leveraged through extended 

endurance. 

 Spare Aircraft. When scheduling aircraft and aircrews, planners may be tasked 

to provide for spares in the schedule. Using the rolling spare concept (each aircrew and 
51

aircraft sparing the sortie immediately ahead of it in the schedule), no additional aircraft 

or crews are required, but the additional time required to accomplish this decreases the 

number of sorties each aircraft and crew can fly in a given period of time. With a 

dedicated spare, only one aircraft and crew are used at a time, but they cannot be used 

for any other duty. Receiver requirements may dictate the need for multiple spare 

aircraft and aircrews as well as multiple (drogue/boom) configurations. 

AIR REFUELING PLANNING 

Planning Factors 

 To optimize the use of tanker assets, several fundamental planning factors 

should be considered. Thoroughly understanding these issues allows efficient and 

effective operations and minimizes unfilled user requests or the cascading effects of 

missed refuelings. The prime tenet to remember is that air refueling supports missions 

across the broad spectrum from theater to national objectives. 

Receiver Requirements. Receiver requirements dictate how much fuel will be 

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

The receiver aircraft’s performance characteristics dictate air refueling speed, altitude, 

rendezvous type, and allowable maneuvering during the refueling. The receiver’s 

operation may also dictate special tactics, emission control (EMCON) requirements, or 

specialized equipment to achieve desired effects. When possible, the tanker aircrew 

should know receivers’ requirements prior to takeoff to ensure success of the operation. 

Formation Refueling. Tanker formation refueling allows for the maximum 

number of aircraft within a given airspace optimizing air refueling capabilities and 

maximizing capacity. Planners should consider tanker formation as a way of enhancing 

capabilities when constrained by mission requirements and/or airspace. 

 Once receiver requirements are known, planners can match air refueling assets 

against those requirements. Allocation of tanker assets should be based on 

capabilities/requirements and not sheer numbers or specific types of platform. Different 

tanker weapon systems possess different capabilities. Within a weapon system, 

modifications installed on a few aircraft may dictate a particular force mix, which 

includes that model airframe. Key factors for planners to consider in building the tanker 

schedule are: 

Boom Versus Drogue Refueling 

 A small portion of the tanker fleet can perform both boom (most Air Force 

aircraft) and drogue refueling (most Navy/Marine Corps and foreign aircraft) on the 

same mission. When missions require both capabilities, planners should consider using 

these aircraft, if available. Even with the ability to refuel both types of receivers, it is 

impossible to refuel them both at the same time. Planners should include time to 

reconfigure the tanker when establishing control times. Additionally, for safety 
52

purposes, mixed formations of receivers should not join on the tanker at the same time. 

Additional information is found in applicable tactics, techniques, and procedures (TTP) 

and Air Force instructions. 

Total Offload Versus Booms in the Air 

 During combat operations, effectiveness of air refueling operations may outweigh 

efficiency of using the fewest aircraft to supply the requested offload. An example 

would be refueling a strike package—the more efficient method is to send only as many 

tankers as needed to fulfill the total offload requirement. However, because of the 

necessity to have all strike aircraft push to the objective at the same time it is effective 

to have more refueling aircraft ("booms in the air") than required by total offload. 

Special Operations 

 While not all SOF missions require the use of specific configurations or specially 

trained crews, it is the planners’ responsibility to determine exact requirements. Thus for 

most instances, planners should ensure the availability of special operations configured 

aircraft and properly trained aircrews prior to assigning missions to subordinate units. 

Employment Concepts 

Joint and Multinational Operations

 Joint and multinational operations require unity of effort. When working with 

other Services and nations, there is danger in differences in procedures and 

terminology. Therefore, tactics, terminology, and procedures should be standardized 

when working in joint or multinational operations. For example, Allied Tactical 

Publication (ATP) 56, (under consideration to be renamed ATP 3.3.4.2), Air to Air 

Refueling, was published for North Atlantic Treaty Organization (NATO) members. 

While detailed procedures depend on aircraft type, mode of employment, and national 

requirements, most allies should achieve sufficient commonality. Commanders of 

multinational forces should determine a common set of doctrine, tactics, and procedures 

for operations. Because airspace availability is a limitation in refueling operations, 

standardizing multinational formation procedures allows assets to operate in 

compressed airspace. Standardization is most important when refueling multiple 

receivers or multiple formations. Exercises should be used when feasible to foster 

common understanding. 

Air Refueling Airspace 

Most intratheater air refueling is conducted in airspace specifically designated for 

air refueling. In peacetime, air refueling information, i.e., airspace boundaries, altitudes, 

and communication data, is published in flight information publications. During a 

contingency, air refueling airspace close to the enemy changes frequently to avoid 

predictability as well as responds to the changing tactical situation; additionally, routing 

to and from the air refueling airspace may change in response to air operations and 
53

enemy threats. Altitudes and communications frequencies are usually classified. 

Applicable air refueling information is published in the daily and weekly SPINS and 

ACO, and should be followed carefully to avoid conflicts with other intratheater 

operations. To avoid midair collisions this information should be explicit, to include 

rendezvous procedures, when forces operate from different bases, or when joint or 

multinational missions are tasked. 

 There are generally two types of refueling areas, tracks and anchors. The choice 

of track or anchor depends on several factors such as number of tankers, offload 

required, receiver number/type, weather, time available to accomplish rendezvous and 

refueling, and availability of airspace. At times multiple types may be used to facilitate 

the same operation. For example, pre-strike refueling may be accomplished in an 

anchor to facilitate package formation, and post strike refueling may be accomplished 

along a track to facilitate recovery of receiver aircraft. In addition, special purpose air 

refueling areas may be established through the use of an altitude reservation. 

Altitude Reservation (ALTRV) 

Most intertheater air refueling operations require an ALTRV to reserve air 

refueling airspace. ALTRVs are submitted in accordance with international aviation 

airspace and host nation rules when conducted over territorial airspace. Aircrews 

ensure that ALTRV approval is received prior to conducting air refueling operations. 

ALTRVs do not relieve aircrews of the requirement to obtain diplomatic clearances or 

to file flight plans. 

Tracks 

 Air refueling along a designated air refueling track is the preferred method for 

intertheater refueling. Normally tracks have a designated air refueling initial point 

(ARIP), air refueling contact point (ARCP), and a designated air refueling exit point 

(AREX). Tracks need not be straight but multiple turns are discouraged because it 

increases the difficulty and risk of the operation. Tracks are also used when receiver 

aircraft are required to maintain a predetermined aspect to an objective area. Finally, 

air refueling tracks are best when either tanker or receiver performance would be 

impacted by multiple turns. 

Anchors 

 In anchor areas the tanker flies a racetrack pattern within a defined airspace 

while waiting for receiver aircraft to arrive. Once joined the tanker flies an expanded 

racetrack while refueling occurs. Anchor refueling is normally used for intratheater 

operations where airspace is confined or where receivers need to operate from a central 

location. Anchor areas are best suited for small, highly maneuverable aircraft, 

especially in marginal weather. 
54

Contact Point Exit Point Initial Point

Figure 4.2. Point-Parallel Rendezvous 

Initial Point

Contact Point

Exit Point

Figure 4.1. En Route Rendezvous 

Rendezvous Types 

 While there are several different rendezvous types available to join tankers and 

receivers, the following organizes the four methods by conditions when they are "best 

case." Consult applicable TTP publications for definitions. 

 

 En route/on course techniques should be used when refueling space is limited or 

when follow-on refueling formations are separated by time. It is also the most 

efficient method for supporting air bridge missions. See figure 4.1. 

 Point parallel techniques are best used in the absence of radar control and with 

receivers that do not have equipment to determine tanker relative position and 

altitude during the rendezvous. See figure 4.2. 
55

 Radar directed rendezvous are used when neither the tanker nor receiver has 

sufficient equipment to safely conduct the rendezvous. They may be used when 

there are multiple refuelings and multiple receiver sets simultaneously. 

 Receiver directed rendezvous are used when the receiver has sufficient onboard 

equipment to safely join on the tanker. These should be used during restrictive 

emission control conditions. 
56

Modern warfare is a war for airbases; the bulldozer 

must accompany the plane.... One of the elements of 

victory in North Africa was the speed with which our 

aviation engineers constructed airfields behind the front 

lines and pressed the attack. 

—General Hap Arnold 

CHAPTER FIVE 

AIR MOBILITY SUPPORT 

GENERAL 

Successful employment of the airlift and air refueling force is contingent 

upon establishing and maintaining an air mobility support force enabled by the 

master capabilities provided by agile combat support (ACS). The eight top-level 

ACS capabilities are Command and Control, Create Forces, Establish Operating 

Locations, Posture Responsive Forces, Support the Mission - Forces and Infrastructure, 

Sustain the Mission - Forces and Infrastructure, Generate the Mission, and Protect the 

Forces (for additional information, see AFDD 2-4, Combat Support). Specifically, air 

mobility support forces provide the responsive, worldwide foundation for airlift and air 

refueling operations. This force is divided between AMC, which controls the majority of 

assets in its global/functional role, and the geographic combatant commands 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 

the 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 exists. These 

deployable forces are stationed both in CONUS and at select overseas bases, and are 

controlled by either AMC or one of the geographic combatant commands. The 

prepositioning of GAMSS forces, whether at fixed locations with robust 

infrastructure or at en route locations with little infrastructure, supporting 

sustained airlift or aerial refueling operations, must be accomplished ahead of 

any combat force (whether Air Force or sister Service) deployment.

 The reduction in forward deployed forces following the end of the Cold War 

resulted in an increased dependence on air mobility to project US military presence 

throughout the world. In turn there grew an increased dependence on the GAMSS to 

provide rapid global air mobility. The mobile forces of the GAMSS enable the en route 

system to expand or contract as necessary, providing worldwide coverage and lending 

direct support to the rapid global air mobility concept. 

GAMSS forces are drawn from active duty, Air Force Reserve, and Air National 

Guard components. Collectively, these components provide the forces that make up 

the fixed CONUS and overseas GAMSS organizations as well as the deployable forces 
57

stationed primarily in CONUS. These components support operations throughout the 

range of military operations. 

CORE FUNCTIONS OF AIR MOBILITY SUPPORT 

The core functions provided by GAMSS are C2, aerial port, and 

maintenance. While these fixed and deployable functions are robust, the 

deployable assets are designed to be temporary in nature, with a planned 

redeployment or replacement in 30-45 days. En route locations normally are tasked 

to provide these services, however, these 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 redeployment of GAMSS forces. 

Command and Control 

 Whether OPCON is maintained by AMC or a regional COMAFFOR, the GAMSS 

forces usually provide initial communications to higher headquarters for deploying 

forces through organic, deployable communications equipment. In addition, they set up 

stand-alone command and control operations for airlift operations. GAMSS forces 

provide their own unique C2 systems to accurately plan, flow, and track air movements 

and provide ITV of equipment and passengers. It is imperative that GAMSS personnel 

be trained in setting up and operating all communications supporting operations since 

base opening and deployed operations rely upon it. Communication requirements may 

include the various radio and satellite communications 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 18 AF 

TACC, while theater-assigned support forces normally report to their theater AMOCC or 

AOC. 

 In addition to communications, a variety of other support functions contribute to 

C2. One of the most important features of the 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 the GAMSS relies significantly on the integration of C2 data into a 

comprehensive ITV picture. Without such integration, the ability to achieve rapid global 

mobility is compromised. (NOTE: In selected cases, AFSOC special tactics teams can 

provide a limited initial C2 capability, both traffic control and aircraft reporting.) 
58

Deployed aerial port operations 

GAMSS maintenance 

at a forward location

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. 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 GTN, to include the movement 

manifests and ITV data provided electronically by the moving unit. The 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. 

Maintenance 

Deployable GAMSS forces are often the first Air 

Force personnel to arrive at a given operating location 

and are limited in what they can bring, to include aircraft 

maintenance capability. Planners and units receiving 

maintenance augmentation from GAMSS forces should 

consider supplementing maintenance capability as soon 

as practical to ensure continued operations. Designed 

primarily to support mobility aircraft operations, GAMSS 

maintenance units are not intended to provide sustained 

maintenance. 

 GAMSS maintenance capability is contained in 

two deployable organizations, the contingency response 

element (CRE) and the maintenance recovery team 

(MRT). The CRE maintenance capability is more robust 

than that found in an MRT and consists mostly of crossfunctional maintenance specialties designed to provide 

aircraft marshalling, parking, refueling, and limited aircraft 
59

troubleshooting and repair capability. If specific aircraft repair capability is required at a 

forward location, an MRT is normally deployed with appropriate specialists, equipment, 

and parts to accomplish the repair. 

GLOBAL AIR MOBILITY SUPPORT SYSTEM ELEMENTS 

 Several Air Force major commands possess GAMSS elements. AMC divides its 

forces into two expeditionary mobility task forces, each controlling assets in fixed 

overseas locations, as well as CONUS-based deployable assets. PACAF and USAFE 

are assigned their own GAMSS forces of deployable assets consolidated into CRGs. 

Not all GAMSS assets are at Air Force bases; many are at sister Service bases and 

even civilian air terminals. The deployable elements are kept in varying stages of 

readiness with at least one element able to deploy within 12 hours. 

Expeditionary Mobility Task Force (EMTF) 

 The two EMTF commanders (15th and 21st), located on each coast of the 

CONUS, report to the 18 AF/CC. Each EMTF exercises ADCON, as delegated by 18 

AF, of their respective fixed and deployable GAMSS elements, within their assigned 

areas of responsibility. 15 EMTF supports PACOM, NORTHCOM, and SOUTHCOM, 

while 21 EMTF supports CENTCOM, EUCOM, and JFCOM. Some EMTF forces are 

based at Air Force and Navy-sponsored commercial contractor terminals. All EMTF 

fixed locations are sized, manned, and equipped to support peacetime common-user air 

mobility operations. The deployable elements of the GAMSS are used to establish air 

mobility presence and infrastructure where none exists or to expand the fixed portion of 

the en route system. They include the mission support team (MST), the larger CRE, 

and the most capable deployable CRG. The EMTF subordinate units are theater air 

mobility operations groups (AMOG), CONUS air mobility operations squadrons (AMOS), 

and contingency response wings (CRW), each with subordinate CRGs. The 21 EMTF 

is also assigned a Combat Camera squadron. 

 Air Mobility Operations Squadron. The AMOS is the organization that trains and 

equips personnel to fill AMD positions. It provides personnel to manage assigned 

mobility forces in support of contingency operations, humanitarian efforts, and 

unilateral, joint, and combined exercises. 

 Combat Camera Squadron. A Combat Camera squadron provides visual 

information documentation covering air, sea, and ground actions of the Armed 

Forces of the US in combat or combat support operations and in related peacetime 

training activities such as exercises, wargames, and operations. 

Air Mobility Operations Groups 

The overseas AMOGs (715th and 721st) are composed of air mobility squadrons 

(AMS) and normally provide the fixed en route support of the air mobility force. AMOGs 

formulate plans, establish procedures, and direct the administration of their subordinate 
60

AMS, operating locations (OL), and detached units in support of operations. The 

AMOG provides logistics, intelligence, and air transportation planning to meet 

operational requirements. 

 Air Mobility Squadron. AMSs are situated at key overseas en route locations to 

operate air terminal facilities in support of the defense transportation system (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 (AMCC), which serves as the C2 conduit to the 18 AF TACC 

for air mobility mission tracking. 

Contingency Response Wings (CRW) 

 AMC has two contingency response wings, the 615th and 621st. CRWs are 

organized, trained, and equipped to produce three deployable CRGs each. The CRW 

as an organization does not deploy, however it provides the resources for and 

coordinates the deployment of its subordinate units to provide those deployable 

elements of the GAMSS providing selected ACS mission elements. Additionally, air 

mobility liaison officers (AMLO) are normally assigned to the CRWs, though they are 

attached and move with their associated ground units. CRW elements are designed for 

a decreased transportation and logistic footprint and are not designed as long term 

assets. These deployable modules are normally planned for reconstitution in 

approximately 30-45 days or less, and should hand off all responsibilities to the 

receiving organization and redeploy for reconstitution in accordance with timing 

specified in the deployment order. If it is necessary to extend deployment of these 

assets beyond the 30-45 day design limits, the air component command where the 

assets are operating should coordinate with the command holding OPCON and if 

necessary request the SecDef extend the deployment timelines. Applicable planners 

should coordinate with the using command to ensure smooth transition of all CRW 

forces and equipment. 

 As discussed in Chapter 2, the C2 of GAMSS elements follows the normal C2 

pattern of air mobility forces. In accordance with AFDD 2, GAMSS forces either remain 

under their own combatant commander’s air component or, if they cross theater 

boundaries, are presented either in support or are attached, at the discretion of the 

common superior commander, the SecDef. 

 CRW subordinate units include the CRGs and in AMC, global support squadrons 

(GSS) which are the administrative and support functions for the CRW. A CRW may, 

dependent upon task, threat, and available support, deploy a CRG or CRE. 

 Contingency Response Group. The CRG is an organization tasked to deploy in 

order to secure after seizure, assess, open, and initially operate airbases for the Air 

Force component of their combatant command. The CRG may initially represent the 

senior Air Force 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 selection of all forces needed after 

seizure, or handoff from seizure forces, to assess and maintain security of an 
61

OPERATION ENDURING FREEDOM 

In December 2001, Mazar e-Sharif was one of the first airfields opened in 

Afghanistan. Shortly after the city was seized from hostile Taliban and al Qaeda 

forces, the coalition moved to establish a mobility hub for force introduction and aerial 

resupply. The airfield supported a Jordanian military hospital, French Marine forces, 

U.S. Special Forces, and a US Army brigade. 

When the 20-member CRE arrived to open and operate the airfield, they found a 

war-torn area devoid of water, plumbing, electricity, communications, and only a 

primitive transportation infrastructure. The airfield was littered with derelict Soviet-era 

military aircraft, debris, and unexploded ordnance. The runway and taxiways were 

cratered from the recent bombing effort, and the airfield terminal was abandoned and 

considered of limited use to US forces. 

The CRE stepped off the C-130 and went right to work under the most austere of 

conditions. They cleared the ramp, established their work areas, and began the 

airfield survey. US Special Operation Forces found quarters for the CRE in an 

abandoned school, and for the next several months they subsisted on MREs and 

bottled water. Despite the challenges, the AMC CRE responded superbly. As the 

lead agent for all airfield operations, the CRE managed not only the AMC airflow, but 

also special operations flights, coalition aircraft (French, German, Spanish, etc.), 

international commercial carriers (Iran, Turkmenistan, Kyrgyzstan, etc.), and 

international aid agencies. Under CRE management, Mazar e-Sharif became an 

important strategic hub for US and coalition forces in the Global War on Terrorism. 

―AMC Historian 

airfield, establish initial air mobility C2, and operate the flow of air mobility into and 

out of that airfield. CRGs may open an airfield for the Air Force, another Service or 

even a coalition partner. A deployed CRG contains two squadrons, a global mobility 

squadron (GMS) and a global mobility readiness squadron (GMRS). The GMS 

includes the operational and combat support mission elements of the aerial port, C2, 

and transient maintenance, while the GMRS includes selected mission elements of 

ACS. To ensure continuity of operations, CRGs should coordinate planning and 

agreements with the theater COMAFFOR/JFACC staff. 

 Contingency Response Element. A CRE is a mobile C2 force responsible for 

providing continuous onsite air mobility operations management. It is a temporary 

organization commanded by a commissioned officer that deploys to provide air 

mobility mission support when command and control, mission reporting, and/or other 

support functions at the destination do not meet operational requirements. Normally 

a CRE is the smallest GAMSS unit able to enter into an agreement with the host 

unit. In addition to providing command, control, and communications capability, 

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. 
62

 Mission Support Team. An MST is a mobile C2 force that performs the same 

functions as a CRE—aerial port, maintenance and command and control, but on a 

smaller scale. MSTs are normally led by a noncommissioned officer and provide a 

level of command and control, aerial port, and maintenance services capable of 

supporting a “maximum on ground” (MOG) of one aircraft. 

Additional GAMSS Elements 

 Aerial Port Squadron/Flight (APS/APF) (ANG/AFRC). The units deployed from 

the APS’ and the APFs provide the fixed structure, CRE, or MSTs core aerial port 

functions. 

 Airfield Survey Team (AST). Each AMOG and CRG possesses an airfield survey 

team as part of their capability. 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. 

 Air Mobility Liaison Officer (AMLO). An officer specially trained to implement the 

theater air control system and to control airlift assets engaging in combat tactics 

such as airdrop. AMLOs are highly qualified, rated air mobility officers with 

experience in combat tactics and assigned duties supporting US Army and Marine 

Corps units. 

 Airlift Control Flight (ALCF) (ANG/AFRC). ALCFs are part of the GAMSS that are 

gained by AMC upon mobilization. The personnel deployed from the ALCFs perform 

the CRE or MST core C2 functions. Any additional capability beyond these core 

functions is sourced and tasked elsewhere (typically from the CRWs or various 

mobility wings) by 18 AF TACC and deployed as purpose-specific units. 

 Mobile Aeromedical Staging Facility (MASF). The MASF is a rapid response 

patient staging facility utilized across the spectrum of conflict. The MASF provides 

the ability to receive, process, and support patients awaiting AE. The MASF has 

flight-qualified personnel that may provide an emergent evacuation capability when 

tasked; however, staging capability will be degraded until personnel return. The 

MASF is located at or near airbases capable of supporting mobility airlift and is 

designed to provide forward support with the smallest footprint. The communications 

capability assigned to the MASF may be integrated into the CRE or airlift operations 

cell. An aeromedical evacuation liaison team (AELT) may be identified to work with 

the aerial port element on the flight line to coordinate AE load planning, 

configuration, and operational support. The MASF may be augmented with 

additional personnel and equipment to increase casualty staging capability as 

needed. The MASF augmentation package includes both personnel and equipment 

packages. See Chapter 7 for more aeromedical evacuation information. 

 PHOENIX RAVEN. Air mobility aircraft operate through areas where a threat may 

exist. To mitigate these threats, Air Mobility Command maintains specially trained 
63

PHOENIX RAVEN team 

member on duty 

Security Forces who deploy with the aircraft. 

These PHOENIX RAVEN teams are comprised 

of individuals trained and equipped to provide 

protection of the aircraft when transiting highrisk areas. The decision to task a PHOENIX 

RAVEN team is vested in the AMC threat 

working group, which conducts an operational 

risk management (ORM) assessment of 

airfields for a given operation and makes a 

force protection recommendation. One of the 

options may be the tasking of a PHOENIX 

RAVEN team to augment all or part of a 

mission. These forces may be part of a base 

opening effort, but do not normally provide 

primary air base security. 

COMMAND AND CONTROL OF GAMSS FORCES 

 Air mobility support operations encompass both global/functional support as well 

as focused regional support. In meeting the requirements of both AMC and the 

geographic combatant commanders, air mobility forces performing intratheater and 

intertheater missions coordinate with one another to provide seamless service to the 

supported commander. When GAMSS forces deploy to a geographic commander’s 

AOR, command and supported/supporting relationships should be specified, 

coordinated, and concluded 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. For example, if a CRE deploys from AMC’s 21 

EMTF to operate in support of a base in USEUCOM, the orders ought to reflect this, as 

well as designate the host USAFE AETF, NAF, or other organization that will provide 

direction and ADCON support on behalf of the USAFE COMAFFOR to that CRE. An 

agreement stipulating the desired flow of operational information between AMC and 

theater GAMSS forces and appropriate C2 agencies and commanders is also desired. 

These agreements are best codified in command-to-command agreements between the 

affected MAJCOM or air component commanders that provide Air Force forces and the 

geographic combatant commander’s COMAFFOR. As another example, if an AMC 

CRE were to attach to a theater COMAFFOR with specification of OPCON or TACON to 

perform a base opening, the orders should specify the complete command chain of that 

transferring unit, as well as the expected redeployment date with transfer back to AMC. 

Normally OPCON of theater assigned CRGs, CREs, or other GAMSS forces is 

exercised through the respective COMAFFOR. If those forces attach to another theater, 

the receiving COMAFFOR is usually delegated OPCON. 18 AF/CC normally retains 

OPCON of USTRANSCOM-assigned GAMSS forces, but TACON of those forces may 

sometimes be transferred, with SecDef approval, to the theater COMAFFOR or JFACC. 
64

Tent city—a base opening fundamental

BASE OPENING AND GAMSS 

 GAMSS forces will likely be the first Air Force presence on an expeditionary 

airbase regardless of how the base is gained (e.g., base seizure or acceptance from a 

host nation) or which follow-on US entity will operate the base. These forces play a 

critical role in the “open the base” force module, but will eventually be replaced by 

follow-on “operate the base” forces. When opening a base, GAMSS forces normally 

coordinate actions with theater command elements to ensure theater-specific 

responsibilities such as force protection meet requirements. Command relationships of 

GAMSS units to host bases will be situationally dependent but follow normal guidance 

for OPCON, TACON, and ADCON. Normally only units led by a commissioned officer 

will enter into support relationships with non-Air Force organizations. Usually deployed 

AMC units remain under the ADCON 

of AMC but receive specified 

elements of ADCON support from the 

host unit or host air component 

command. Other MAJCOM GAMSS 

forces are subject to command 

agreements in place or in published 

OPORDs. All deployed GAMSS 

forces should integrate with the host 

organization to the maximum extent 

possible for force protection and 

communications. Defined areas of 

operations and responsibilities for 

GAMSS personnel should be specified during planning of seizure/base opening 

operations. 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, 

CRG/GAMSS element to follow-on unit, and redeployment and reconstitution of the 

CRG/GAMSS units once other expeditionary support forces are in place (normally not 

later than D+45). AFDD 2-4 and its sub-publications specifically address combat 

support. 

AIR MOBILITY SUPPORT PLANNING 

 Successful deployment and employment of US forces and materiel depend upon 

the timely and accurate planning of all US support systems. The 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 the successful accomplishment of 

air mobility operations hinges upon this support. 

 These forward-deployed forces manage the deployment of intertheater and 

intratheater assets for AMC and/or the supported combatant commanders and, when a 

contingency is complete, the redeployment of US 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 geographic combatant commander’s 
65

requirements and objectives are achieved. All these factors are interrelated 

and therefore should not be considered in isolation. To ensure adequate support, 

coordination between GAMSS forces and theater planners should occur. The following 

planning factors are not all-inclusive for every operation, but they give commanders the 

parameters involved in the proper use of GAMSS forces. 

Fundamental Considerations 

There are four fundamental mobility support planning considerations: task, threat, 

core capabilities, and timing. 

 The operational tasks and purpose of the GAMSS remain constant, although 

specific circumstances and deployed locations are never 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 DOD 

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, the GAMSS forces are the backbone of this 

power projection. 

 The geographic combatant commander should always be alert to the possible 

threats facing GAMSS forces. This includes non-combat 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, and in-country 

diplomatic and defense liaison personnel. 

 A provision for force protection is a natural corollary to threat assessment. A 

high threat requires increased force protection. It also 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 the objectives of the JFC. 

Although GAMSS forces are trained to protect themselves against both 

conventional weapons and weapons of mass destruction (WMD), they should be 

augmented by a dedicated force protection element whenever the assessed threat 

affects operational success. 

 The capabilities of the trained GAMSS forces are a third 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 
66

commanders to carefully manage their allocation against prioritized requirements. 

GAMSS provides command and control, aerial port, and maintenance capabilities. 

 Finally, the time and the timing of force movement are the 

fundamental considerations that need the most attention. GAMSS forces usually 

preposition upon receipt of the CJCS warning/alert order. With expectations of a 

Presidential directive and approval by the18 AF/CC, the EMTF commander may 

preposition assets in anticipation of a warning/alert order depending on the nature of the 

contingency. This early positioning is critical to enabling effective airlift and aerial 

refueling operations.

 If GAMSS forces are not prepositioned, it is crucial they be sourced early in the 

TPFDD or DEPORD planning. For large-scale mobility operations, this early integration 

in the deployment flow ensures the APODs are prepared to receive cargo and 

passengers, and the success of the mission is not endangered. 

Primary Planning Factors 

 Global air mobility support is a structure dependent on a variety of resources and 

processes. The throughput of forces and materiel and the timeliness of its arrival are 

the measures of the effectiveness and efficiency of this system. There are a number of 

specific planning factors having varying degrees of influence on the ultimate success of 

the air mobility force. Some planning factors are resources regarded as “throughput 

critical”—key factors in the successful throughput of forces and materiel at any given 

location. Included in this category are manpower, materials handling equipment (MHE), 

airfield capability, and petroleum, oils, and lubricants (POL). These factors are critical 

because they determine the maximum number of aircraft and amount of cargo or 

passengers that can be handled at a location. Coordination by planning staff should be 

inclusive of all ACS related capabilities to ensure installations are capable of supporting 

mission elements. 

Manpower: During the deployment and redeployment phases of any 

operation, manpower requirements are normally predictable for GAMSS. These 

requirements normally are identified in the TPFDD associated with a particular OPLAN, 

or identified as precursor movements if a DEPORD is used. Force modules determine 

initial manpower allocations for TPFDDs or DEPORDs. GAMSS forces are constructed 

into five different force modules: 1) onload, 2) contingency tanker task force, 3) stage/en 

route, 4) hub/transload, and 5) spoke/offload. Each force module is comprised of the 

unit type codes (UTCs) of personnel and equipment to sustain bare base operations. 

These UTCs can be tailored to meet specific task requirements when the deployment is 

not aligned with an OPLAN. The manner in which forces are organized directly affects 

GAMSS responsiveness and versatility. As the requirements and the tempo of 

operations change, so does the GAMSS force structure. The result of this arrangement 

is an en route support system that can rapidly expand during contingencies or 

periods of intensive air mobility operations to meet the increased demand of airlift and 

air refueling aircraft. When the increased level of air mobility operations subsides, the 
67

en route support system shrinks back to levels that are based upon peacetime 

requirements. 

Material Handling Equipment: A second key resource critical to throughput of 

cargo and personnel is the material handling equipment. MHE includes all ground 

equipment necessary for cargo loading and unloading, a capability that should be 

analyzed during both the contingency and crisis action planning processes. Direct 

coordination between planners and the tasked GAMSS force commander ensures 

tasked GAMSS forces arrive with the proper MHE to support the operation. Likewise, 

the GAMSS force commander should pare and tailor the deployable equipment to meet 

each tasking. Not only should MHE be a planning factor, it needs to be properly 

identified for insertion in the TPFDD for early deployment in the air mobility flow. When 

war reserve materiel (WRM) is being planned for use, MHE should be fully operational, 

tasked for sufficient quantity, and of the correct type. An assessment of host-nation 

MHE capability is a key factor to consider. MHE available at a forward location should 

lessen airlift requirements. 

Airfield Capability: Airfield capability is a third primary factor. The air mobility 

planners should consider runway length and width, as well as taxiway and 

ramp dimensions and hot cargo handling sites. The planners should also consider 

operating surface conditions, load bearing capacity, and other factors that impact 

maximum aircraft on ground (MOG). Working MOG identifies the number of aircraft that 

can, based on services available, cycle through an airfield in a given time period. If a 

regional air movement control center (RAMCC) is established, its mission is 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 

overflights. Arrival slot time coordination between the RAMCC and ALCT ensures the 

maximum 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. 

The TPFDD or DEPORD may not efficiently flow if mobility aircraft are unable to land at 

the destination airfield. An airfield’s infrastructure also impacts the support GAMSS 

forces can provide the air mobility flow. The hours of operation, climatology, weather 

service, flight planning support, airfield lighting systems, airfield navigational aids, and 

communications are all requirements that need consideration during planning phases. 

Augmentation by GAMSS forces can alleviate these limitations if the host nation allows 

it. 

Petroleum, Oils, and Lubricants (POL): POL planning/requirements should 

include the amount needed for aircraft and ground equipment. Deliberate/crisis action 

planners should consider POL storage capacity, fueling system condition and type, 

dispense rates, as well as POL acquisition, either from the host nation 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. 
68

Secondary Planning Factors

 A second tier of resources contributes to throughput but is not considered critical 

to operations. Although they are not considered critical to mobility operations, significant 

shortages can dramatically impact airflow. 

Aerospace Ground Equipment (AGE): AGE, both powered and unpowered, is 

necessary to support maintenance and ground operation of aircraft systems. An 

analysis is normally completed prior to deployments to ensure sufficient quantity and 

operational status of the airfield’s AGE. Augmentation of the existing capability may 

be necessary if the required equipment is unavailable or non-operational. However, 

due to the high multi-Service competition for airlift resources during the early phases of 

deployment and the Air Force objective of minimizing the deployed footprint, logistic 

planners should, whenever possible, minimize or delay forward deployment of 

equipment. Also, when possible, planners should consider “reaching back” to main 

support bases for specific pieces of equipment if and when required, rather than forward 

deploying any equipment that “might” be required. 

Aircraft Spares: Aircraft spares are parts needed for repairs. Typically, GAMSS 

forces deploy with readiness spares packages sufficient to support the expected airflow 

for a given amount of time. However, for operations that start with a high operations 

tempo soon after arrival of combat forces and then continue for an extended duration, 

time-definite delivery of replacement spares should be established early in the 

deployment sequence. Non-availability of spare parts can cause an aircraft to become 

non-mission capable (NMC). NMC aircraft occupy valuable ramp space and negatively 

impact throughput. 

Specialized Support Equipment: Specialized support equipment or other 

resources unique to a particular circumstance or location can also impact throughput. 

For example, a lack of snow removal equipment at a cold-weather airfield during 

operations can cause a bottleneck. Items such as these should be accounted for on a 

case-by-case basis. 

Other Planning Considerations 

 There are additional planning considerations impacting throughput and affecting 

campaign objectives. 

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 impact 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 host 

nation may limit the number of foreign personnel on its soil, making the need for 

reachback support even more crucial. Paring forces based on the in-
69

place infrastructure can also reduce the footprint. The complementary outcome is the 

reduction in airlift required to deploy the GAMSS force. This reduction allows airlift 

assets to be reassigned for other priority taskings. 

Base Operating Support (BOS): After the GAMSS force is deployed, BOS 

should be provided by the Air Force component command in whose territory the 

GAMSS forces are deployed or by the designated component as defined by the 

geographic combatant commander. Although GAMSS forces do not plan to deploy with 

BOS assets, they can fill these requirements when tasked. If tasked to augment 

theater-assigned BOS personnel, the GAMSS force commander can plan for and 

deploy with additional support personnel. However, GAMSS UTCs do not include the 

capability to support such additional force taskings. These additional tasks negatively 

impact operational success. Along with the ability to support BOS requirements, 

GAMSS forces also deploy with command and control communications capability. The 

integration of this capability into the theater’s infrastructure is necessary for 

the efficiency of the GAMSS forces and for effective ITV. 

Host-Nation Support (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 host-nation support are normally overcome through additional supply 

efforts. If this assessment is not accurate, forces will not have adequate support to 

conduct operations, or valuable transportation capacity will be wasted on cargo 

already available at the deployed location. The use of HNS agreements can be an 

effective force enabler and force multiplier. Obtaining local labor support from the host 

nation 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 host 

nation services and support are maximized. To comply with congressional oversight, 

HNS should be tracked and reported to the applicable command element. 

Diplomatic Clearances: Diplomatic clearances are crucial planning 

considerations as they can make or break an operation from the start. These types of 

clearances include aircraft overflight and landing rights, communications connection 

approval, personnel visas and other entry requirements. No TPFDD or DEPORD flow 

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. 
70

Power is increasingly defined, not by 

mass or size, but by mobility and 

swiftness. 

—President George W. Bush 

Commander-In-Chief

CHAPTER SIX 

AIR MOBILITY PLANNING 

 

GENERAL 

Air mobility operations, whether performed in war, contingencies, or peacetime 

efforts, rely on good planning to be effective and efficient. Planning ensures the orderly 

deployment, employment, and redeployment of air mobility forces, integrating their 

operations with those of other Air Force, JTF, or governmental agency operations. 

Air mobility planners participate in day-to-day global/functional intertheater 

operations planning at 18 AF TACC, as well as geographic combatant commanders’ 

intratheater operations planning. The bridge between the two is the air mobility portion 

of contingency planning, which contributes to the creation of standing theater OPLANs 

that normally form the basis of contingency operations. 

 As these various planning tasks are conducted, the air mobility planner must 

consider a variety of impacts on intended operations, from availability of basing and 

resources, to execution challenges like weather, threats, and force protection. While 

AMC and theater planners have different commanders and different planning 

processes, many of their concerns are the same. 

GLOBAL PLANNING 

For missions where forces remain under OPCON of AMC, planners in the 18 AF 

TACC receive taskings from USTRANSCOM daily and build plans to fulfill the 

requirements of the requesting commands or agencies. The 18 AF TACC, on behalf of 

18 AF/CC, uses a modified crisis action planning process to balance global 

requirements from its variety of government users against the availability and location of 

resources. This streamlined planning process focuses on a continuous, prioritized, 

frequently user-adjusted schedule rather than strategy creation and enemy analysis. 

For non-contingency situations, those taskings are rank ordered by priority and time 

received, then planned and executed. The limits on the level of support provided are 

aircraft and crew availability. Missions that “miss the cut” are returned to the requestor. 

For day-to-day global functional operations, 18 AF TACC planners work the myriad 

details involved in intertheater air mobility operations, from airfield access and 
71

suitability, to diplomatic clearances, host nation support, and so on. Although they 

interface with the supported air and space component’s planners, the majority of 

planning detail is generated by the 18 AF TACC and the tasked wing or EMTF. This 

planning detail is fed into appropriate C2 systems, which then transmit into GTN where 

all users and operators can view the data. Once planned, the 18 AF TACC issues a 

daily air mobility tasking message for wings or other organizations to execute their 

assigned operations. 

In major contingencies (or other times when large-scale movement of forces is 

required) simply cutting off lower priority missions may not be feasible or desirable. In 

such situations, the JCS, in consultation with the supported and supporting combatant 

commands’ senior leadership, decides how air mobility forces will be allocated to 

balance large-scale contingency needs with the other competing global requirements, 

how and when to “swing” assets from one theater to another, and whether to expand 

the air mobility force through the use of ARC mobilization, CRAF activation, and 

deployment of air mobility support resources. 

 During normal execution of intertheater missions, the 18 AF TACC coordinates 

with theater AMOCCs or the AOC AMD tasked to handle air mobility matters for the 

COMAFFOR. These theater organizations normally support the intertheater missions 

with aircrew lodging, food services, mission reporting, and mission planning facilities. 

The overseas fixed air mobility support squadrons provide en route support to flights 

through their locations, while deployed AMC personnel from the CRWs would support 

the locations not supported by the fixed AMS’ or contracts with host nation support 

services. 18 AF TACC planners arrange this type of support during preparatory mission 

planning. 

The AMC Mobility Tasking (AMT) Message 

The AMT message is the primary tasking instrument that ties together all the 

planning and deployment information AMC units need to deploy and execute their 

global reach mission. The AMT is used to task all AMC-assigned mission support and 

AMC-provided theater augmentation manpower, equipment, and materiel support as 

well as intertheater air bridge assets. The AMT is published on the worldwide web as 

unclassified with classified supplements, if required. The AMT tasks all AMC mission 

support requirements for AMC-assigned and scheduled missions, airfield surveys, Joint 

Readiness Training Center (JRTC) schedules, AMC-provided theater augmentation 

support requirements identified in theater plans, theater and Service exercises, TPFDD, 

aviation packages, manning assistance, and all AEF taskings. In some cases, the AMT 

may be the only document a mobility unit receives that puts together what the unit is 

tasked to support, where they are going, when they must be there, how they will get 

there, how long they will be gone, what equipment they need to take, and for whom they 

are working. This information is fed into GTN, which tracks all aspects of movement of 

personnel and cargo, and is accessible to all Service customers. 
72

Air Mobility Force Allocation 

 In a general sense, allocation is the distribution of limited resources among 

competing requirements for employment. In air mobility terms, allocation means the 

distribution by designated authority of available transport capability to users. Normally, 

to support the distribution of air mobility capability, the DOD transportation movement 

priority system, which assigns a priority code based on the user and the effect the air 

mobility assets are intended to have, serves as the mechanism for prioritizing the 

allocation of air mobility resources. However, during contingencies air mobility forces 

often reach the limit of their capability, since many taskings have very high priority, and 

planners need assistance deciding where to place the weight of effort. The 18 AF/CC, 

on behalf of AMC, may ask theater air component commanders with assigned or 

attached air mobility forces to provide airlift and/or air refueling support to those 

missions within the component commander’s theater. If that is still insufficient, 

CDRUSTRANSCOM may request that the CJCS convene a joint transportation board to 

adjudicate the situation and allocate a percentage of available resources to the 

supported combatant commander(s). This allocation can be modified as the situation 

changes. Planners then use this allocation percentage to assign missions against the 

specifically supported geographic combatant command(s), while retaining the normal 

prioritizations system for other sorties. 

 Planners will further break down the total air refueling and airlift capability 

allocated to a given contingency; some are allocated to the deployment effort and 

others to the employment effort. The portion allocated to the deployment effort normally 

remains under the OPCON of AMC/CC to provide air bridge and deployment support. 

The portion of tankers allocated to the employment effort is normally attached to the 

appropriate AETF, with OPCON transferring to the combatant commander. Some airlift 

assets may also be so attached, but it is usually limited to shorter range, smaller aircraft 

that would not play a significant role in intertheater lift. The final consideration in making 

allocation decisions is the number and type of assets to be used. This entails matching 

the right capabilities against accurately forecasted airlift and air refueling requirements. 

 Once theater requirements are known, planners can match air refueling and airlift 

assets against those requirements. The most important consideration is to ensure that 

allocations are based on capabilities and not sheer numbers. Different airlift and tanker 

weapon systems possess different capabilities (ground turnaround times differ, outsize 

and oversize cargo capacities differ, the ability to pass or receive fuel differs, tankers 

can be probe or drogue, etc.). Within a weapon system, modifications installed on a few 

aircraft may dictate a particular force mix. 

Asset Swing 

 If more than one major combat operation occurs simultaneously, there will not be 

enough tankers or airlift aircraft in the Air Force inventory to support a total air effort in 

both theaters for the entire length of a conflict. Most war plans call for mobility assets to 

“swing” from one theater to the other based on the most pressing needs, but typically 
73

focusing on one theater with lesser support for the other(s). Airlift requirements usually 

peak during the deployment and redeployment phases, while air refueling 

requirements peak during the transition from deployment to employment. As the first 

supported conflict transitions through the deployment, employment, and redeployment 

phases, excess air refueling and airlift capabilities can swing to the other theater(s). 

While this concept is premised on more than one major combat operation, it can apply 

whenever air mobility assets are more limited, e.g., when ARC or CRAF assets are not 

mobilized. 

Air Reserve Component (ARC) Participation 

 The ARC comprises over 50 percent of overall air mobility capability. Peacetime 

access to ARC forces is provided through volunteerism. Volunteers supplement regular 

component forces for a specified period of time. See AFI 10-402, Mobilization Planning, 

for more information on use of volunteers. During crises, volunteers or members 

activated by UTCs assigned to ARC units augment the regular component force, 

providing a substantial increase in mobility capability. Normally, CDRUSTRANSCOM 

makes a recommendation to the SecDef and President regarding ARC mobilization 

based on planner inputs. Planners should be aware of differences in Reserve and 

Guard capability and schedule missions accordingly. Ideally, representatives from the 

AFRC and ANG would augment the AMC planning staff to ensure planning and 

operational success. Because of manpower limitations imposed by part-time 

participation of some members, planners should coordinate with AFRC and ANG units 

to anticipate and provide for replacement of aircrews or other ARC personnel should 

missions be delayed beyond scheduled return. 

Civil Reserve Air Fleet (CRAF) Activation 

 The CRAF is a voluntary contractual program where civil carriers agree to 

augment military airlift during a crisis in exchange for peacetime defense business. 

Some CRAF aircraft are specifically modified to support aeromedical evacuation 

missions. CDRUSTRANSCOM, with approval of the SecDef, is the activation authority 

for each stage of CRAF. Airframes pledged to the CRAF are activated in three 

progressive stages with each stage providing additional lift capacity. Stage I—

committed airlift expansion; Stage II—defense airlift emergency; Stage III—national 

emergency. 

 Upon activation, airlift planners work with participating CRAF companies to 

ensure integration with military airlift operations. In addition to general planning 

considerations, special attention should be given to security clearance, intelligence, 

chemical/biological protection procedures, and support requirements peculiar to 

commercial operations. CRAF assets cannot be used in areas contaminated by 

chemical/biological agents or other hostile areas that pose too great a risk for the 

civilian partners. 
74

Expansion of the Air Mobility Support System and Base Opening 

 Successful global air mobility operations depend on a network of fixed and 

deployable support forces. The deployable piece of GAMSS is significant in size, and 

while the bulk of it resides in AMC, other commands (PACAF, USAFE, and ACC) also 

are assigned air mobility support forces that can be deployed to expand or extend the 

air mobility network to accommodate operations anywhere in the world. Whether it is 

command and control, force protection, maintenance, or aerial port functions that are 

needed, GAMSS forces can be deployed to augment key locations or establish new en 

route facilities, as necessary. For AMC, the 18 AF/CC, through the 18 AF TACC, tasks 

the desired units to deploy the necessary forces. This deployment will necessitate 

coordination between 18 AF TACC planners and the planners in the supported theater 

to beddown and receive support from the deployed GAMSS forces. Similarly, if GAMSS 

forces from one theater deploy to another, the planners of both COMAFFORS will need 

to coordinate their actions. Within a theater, the COMAFFOR can deploy assigned or 

attached air mobility assets as desired. Air Force planners, especially at the beginning 

of a major contingency, are cautioned to ensure the TPFDD or other intertheater force 

flow plan should include GAMSS forces at the beginning to enable the remainder of the 

deployment. 

 

 A significant part of expanding the mobility support network is base opening. 

AMC and several other MAJCOMs possess base opening forces with a standardized 

force module called a contingency response group. These CRGs include airfield 

assessment teams, force protectors, communications, aerial port, weather, medical, 

supply, maintenance, contracting, and other key functions to open a new airbase for 

operations. At times these forces will be tasked to open an airbase in a geographic 

commander’s AOR. Planners should ensure appropriate command relationships are 

specified in deployment orders, command hand-offs are designated, and follow-on 

“base operation” forces are designated so high-value, short duration CRG forces can 

redeploy no later than D+45 and reconstitute for use elsewhere. 

REGIONAL PLANNING 

 Regional planning in each geographic combatant command takes on three 

forms. The first is peacetime planning to receive and prepare for shipment the 

intertheater support from AMC routinely passing through a theater. This short term 

planning encompasses movement, scheduling, and processing of personnel and cargo 

and supporting transient AMC forces. This planning is performed by the AMOCC, CRE, 

or the AOC AMD tasked to support air mobility operations for that theater. They are 

responsible for loading mission information into theater mission planning and tracking 

software and ensuring it gets entered into GTN. Most of the operational planning factors 

do not apply to this type of planning, which is most affected by availability of transport. 

Channel airlift is the usual method for movement. The second type of planning is 

contingency planning whereby standing OPLANs and TPFDDs are created for use in 

the event of a contingency. Contingency planning is affected by the joint strategic 

capabilities plan (JSCP) apportionment of air mobility forces for planning purposes. 
75

Many of the geographically related planning factors below are used in this planning 

process. The third planning form is the joint or coalition crisis action planning that 

results in an air tasking cycle to plan operations when a contingency actually occurs. 

The AMOCC or designated AOC receives taskings from the geographic combatant 

commander daily and builds plans to fulfill the validated requirements of the theater. 

AMOCC processes are similar to those employed by 18 AF TACC as AMC is the lead 

command for air mobility. 

JSCP Air Mobility Force Apportionment 

As the air component for USTRANSCOM, AMC participates in the contingency 

planning process of the geographic combatant commands, advising them on 

capabilities and the feasibility of air mobility-related plan particulars and TPFDD 

development. USAFE, PACAF, and several NAFs also have air mobility experts 

assigned to their theaters to assist in this process. This formal process develops 

responses to potential crises, determines forces required to achieve objectives, 

prepares deployment plans, and continuously evaluates selected courses of action 

(COAs). This lengthy process results in a series of formal plans within each theater, and 

contains lists of apportioned forces and may include TPFDDs. These forces and 

detailed deployment schedules may provide the basis for plans needed in crisis action 

planning. 

 To facilitate the geographic combatant commander contingency planning 

responsibilities directed in the JSCP, the CJCS apportions air mobility forces among the 

combatant commanders for planning purposes only. Apportioning forces does not 

provide the designated combatant commander any command authority over these 

forces but represents the forces to use for planning. The SecDef will determine actual 

forces made available for operations, after consultation by the combatant commanders 

involved. 

Crisis Action Planning 

Crisis action planning is used in time-sensitive situations to plan for military 

action. No later than receipt of the warning order, the geographic combatant 

commander convenes his battle staff and, if required, starts structuring a JTF. The 

Service and functional component commanders assist the staff in developing COAs as 

recommended military responses to the developing crisis. Air mobility planners will 

provide recommendations to the COMAFFOR who will incorporate them into his own 

recommendations to the JFC. After a COA is selected and the commander’s intent 

explained, plan development will begin, either modifying an existing OPLAN or 

developing a new plan. In either case, the COMAFFOR’s input will contribute to the 

development of the joint air operations plan (JAOP). The current software interface for 

deliberate or crisis action planning is the JOPES. 

Once the joint force commander is tasked with a mission, the Service component 

commanders will assist the JFC in creating an estimate of the current situation, 
76

formulating a course of action, and establishing objectives (both for the JFC and then 

the components themselves) needed to complete the mission. Once these are 

approved they become the concept of operations--expressing what, where, and how 

joint air operations will affect the adversary or current situation. In addition, forces will be 

made available for use by the joint force. From this point the JFACC directs the 

development of the JAOP and any supporting plans. The JFACC’s daily guidance to 

the Service air components ensures that joint air operations effectively support the joint 

force objectives while retaining enough flexibility to adjust to the dynamics of military 

operations. This process drives not only the combat planning but the non-combat 

operations as well. At each step in this process air mobility capabilities must be 

represented by the COMAFFOR. Toward that end the DIRMOBFOR-Air and the 

planners in the air mobility division of the AOC will serve as the COMAFFOR’s advisors 

and assistants. 

Once the JAOP process begins, a variety of considerations will affect the 

planning, ranging from basing availability and threat assessment, to fuels availability, 

reachback capability, and climate. In addition to laying out the complete deployment, 

beddown, and employment of air and space forces (including air mobility aircraft and 

support forces), the completed JAOP should also include considerations for conflict 

termination and redeployment of forces. 

Once employment begins, the JFACC commences a new phase of the joint air 

tasking cycle. The cycle is used to provide for the efficient and effective employment of 

the joint air capabilities/forces made available. It provides a repetitive process for the 

planning, coordination, allocation, and tasking of joint air missions/sorties that

accommodates changing tactical situations and new JFC guidance or requests for 

support from other component commanders. Much of the day-to-day joint air tasking 

cycle is conducted through an interrelated series of information exchanges and active 

involvement in plan development, target development, and air execution, which provide 

a means of requesting and scheduling joint air missions; the end result is the ATO. The 

ATO articulates the tasking for joint air operation for a specific time period, normally 24 

hours. Detailed planning normally begins 48 hours in advance of the execution period to 

enable the integration of all component requirements, thus creating an overall 72-hour 

ATO cycle. The net result of this planning effort is that there are usually three ATOs in 

various stages of progress at any time. 

(1) ATO currently being executed 

(2) ATO being developed/produced 

(3) ATO in planning 

 It is the job of the AMD to ensure all intratheater and intertheater air mobility 

sorties are integrated into the ATO. If intertheater air mobility missions are not in the 

ATO, they must be deconflicted and synchronized with ATO operations. The AMD and 

the DIRMOBFOR-Air will also coordinate this effort with the joint movement center 

(JMC) that normally has overall responsibility for supporting the J-4’s logistics plan in 

support of JFC objectives. 
77

OPERATIONAL PLANNING CONSIDERATIONS 

 The first operational planning consideration for airlift, air refueling, and AE 

support is to determine what military and CRAF resources are available to support the 

mission. All other planning considerations will be based on the airlift assets to be 

utilized. 

Access 

 A successful air mobility operation depends on a network of facilities, diplomatic 

clearances and usable destinations, which include airfields and drop zones. Access to 

theater airspace and airfields throughout the world presents a major limiting factor to air 

mobility operations. In underdeveloped regions of the world, aircraft often use austere 

airfields. These unsophisticated airfields are limited in one or more of the following: 

runway condition and size, taxiway systems, ramp space, fuel (resupply, storage, 

quality, and handling capabilities), security, MHE, marshalling/storage capability, aircraft 

servicing, maintenance, navigation aids, weather observing sensors, and 

communications. Additional factors a commander or planner should consider include 

routing restrictions, flow control, terminal instrument procedure restrictions, host-base 

support, and other airfields’ infrastructure. If access to airfields is denied, or if other 

airfield planning factors become insurmountable, then an alternate plan for supply of the 

base is developed or the base should be eliminated from consideration as a logistics 

base. 

Basing 

 There are several considerations when choosing air mobility bases during either 

contingency or crisis action planning. Because of the specific needs of air mobility 

aircraft, such as runway and taxiway width, runway length, ramp considerations, 

marshalling yards, pavement weight bearing requirements, and fuel availability, 

identification of mobility bases should be considered as well as those for combat 

aircraft. Another consideration for mobility operations is trans-shipment availability. 

Local infrastructure, such as availability of roads, railroads and waterways can play a 

large part in getting supplies to their final destination. A more robust perimeter security 

may also have to be in place to allow heavy aircraft a final approach corridor. 

 En route and destination airfields should be able to support the flow of air mobility 

aircraft. The COMAFFOR’s staff, in consultation with the DIRMOBFOR-Air, if identified, 

should consider runway length, width, as well as taxiway and ramp dimensions, runway 

surface conditions and load bearing capacity. Factors that impact MOG, marshalling 

yard capabilities for airlift, and fuel capacity and distribution for air refueling aircraft are 

other considerations. Site surveys of most major airfields are readily available, and 

should be frequently updated. MOG identifies the number of aircraft that can cycle 

through an airfield in a given time frame, while marshalling yards determine the amount 

of cargo that can be downloaded and distributed. Additionally, preplanned aircraft 

arrival slot times should be used to decrease ramp congestion and may be required in 
78

certain areas. Adequate fuel supply and distribution capability should either exist, or the 

capability to augment the fuel system should exist, for airfields to be considered 

adequate air refueling bases. 

 Overall, the base opening planning for a tanker operating base has significant 

additional considerations from other base opening efforts, and should receive 

appropriate attention prior to execution. Normally tankers operate from fully functional 

bases or civilian airfields to accommodate the large fuel requirements to service multiple 

receivers. The mature infrastructure allows rapid refueling of multiple aircraft at the 

same time, thereby facilitating rapid reconstitution of the tanker force. Additionally, a 

robust fuel storage and distribution network should be planned to provide for tanker and 

receiver fuel needs. This can be a challenge at smaller austere airfields and should be 

considered during planning. Significant considerations are ramp space, load bearing 

capacity, runway length, and temperature considerations. The ramp should allow the 

movement of multiple aircraft and should have multiple approaches and departure 

areas. Load bearing capacity should meet or exceed planned operations parameters. 

Host-Nation Support 

 Support from the countries involved in any air mobility effort is essential, since 

deployed air operations rely on host nation support. Legal advisors should be consulted 

to determine what agreements already exist and whether status of forces agreements 

(SOFAs) or acquisition and support agreements (ACSA) are in effect. SOFAs normally 

include status of personnel, as well as operating rights and responsibilities and may 

include waivers of landing fees, duties, taxes, or personnel entry requirements. Failure 

to adequately ascertain host nation support and provide for any required augmentation 

can result in failure. Additionally, if agreements are not understood or adhered to by 

personnel, mission failure is possible. First and foremost, the ability to obtain diplomatic 

clearance for both overflight and landing is paramount. Past conflicts have 

demonstrated the ability, or lack thereof, to obtain diplomatic clearances has farreaching impacts on every air mobility effort. Host nation support cannot be 

underestimated. This support is also crucial with regard to POL availability due to high 

consumption rates. 

Airfield Suitability 

 Intertheater and intratheater planners must have current information concerning 

the suitability of all proposed airfields to create effective plans for operations. Data 

should include runway length and width, taxiway and ramp dimensions, fuel capability 

and availability, runway surface conditions and load bearing capacity, contingency and 

working MOG, aircraft servicing and loading equipment, and many other factors. AMC, 

on behalf of USTRANSCOM, maintains a continuously updated global database of 

airfield survey information, and theater planning shops do the same for theater bases. 

This database should be updated as a part of the expeditionary site survey planning 

(ESSP) process to ensure airfield information is captured as part of the adaptive 

planning process. 
79

FACTORS INFLUENCING MOG 

AIRFIELD SERVICES 

1. POL Storage and 

Delivery 

2. Maintenance 

3. Customs and 

Agriculture 

4. Aerial Port 

BASE SUPPORT 

SERVICES 

1. Force Protection 

2. Food Services 

3. Communications 

4. Fire Protection 

5. Transportation 

6. Lodging 

AIRFIELD 

1. Parking Ramp 

2. Runway 

3. Taxiway 

4. Airfield Restrictions 

5. Navaids/Approaches 

6. Ops Buildings 

7. Air Traffic Control 

8. Airfield Lighting

 Figure 6.1. Factors Influencing MOG 

Airspace Control 

 The use of air mobility in any theater should be integrated into the airspace 

control plan and any civilian or international airway control system. Air mobility planners 

should coordinate with the airspace control authority’s (ACA) staff or RAMCC, if 

established, and obtain diplomatic clearances to ensure airlift complies with all routes 

and procedures through any area they may transit. The nature and intensity of the air 

operation may require the establishment of specific airlift corridors. The corridor routing 

is coordinated among the ACA, the various planning and execution functions of the 

AOC to include the RAMCC, if established, the AMD and the DIRMOBFOR-Air. These 

individuals and organizations should take into account all other theater operations and 

any threats to the air mobility forces. The AMCT or theater equivalents provide 

deconfliction of daily airlift and air refueling intratheater operations in the JOA. The 

AMD provides the coordination of intertheater assets entering the AOR/JOA. It is the 

responsibility of the ACA to ensure airspace management of airlift operations is 

sufficient to provide effective and safe operations. 

Maximum on Ground (MOG) 

There are a variety of MOG definitions, but planners are most concerned with 

“working MOG,” the highest number of specific type aircraft able to operate in and out of 

an airfield or allowed on the ground during a given span of time, based on simultaneous 

support. Figure 6.1 lists some of the individual factors that can determine MOG. This is 

different from the contingency MOG which is the most aircraft that can fit on the ramp. 

The limiting factor on this chart becomes the determining factor for an airfield’s MOG. 

Many of these limitations, however, can be overcome or mitigated through 

augmentation by aerial port, communication, and maintenance forces, or by deployed 

unit, theater command or AMC actions. 

Communications 

 Because of their extended loiter capacity, airborne tankers and airlifters can be 

redirected whenever their primary mission is canceled or changed. To accomplish this, 
80

C2 elements normally maintain accurate flight following of air mobility aircraft to be able 

to contact them. This should normally be accomplished by the AMD in the theater or 

AMC outside the theater, though operational requirements and communication 

capabilities may dictate that another airborne or ground C2 element relay a new tasking. 

Communications security (COMSEC) procedures, and in particular EMCON 

requirements, may make it difficult for control elements to maintain contact with 

individual tankers. Retasking procedures and frequencies should be 

thoroughly explained in the SPINS portion of the ATO or the ACO to ensure 

coordination between aircrews and command personnel. For intertheater missions, the 

18 AF TACC will be responsible for passing the information required to the aircrews and 

integrating any changes with the receiving theater. 

Emissions Control (EMCON) 

 

 Air mobility operations are dependent on both air-to-air and air-to-ground 

communications. Throughout operations, tankers and airlifters often need to 

simultaneously communicate with receivers, air traffic control (local and/or military), and 

other tankers. Combat or politically sensitive missions often require air mobility aircraft 

and air refueling receivers to use EMCON procedures. These procedures minimize an 

aircraft’s transmission of electronic signals reducing the amount of information enemy 

forces gather. Restricted EMCONs degrade communication and navigation capability 

and may adversely affect operational success. Success under restricted EMCON 

conditions requires standardized procedures and regular practice. Both tankers and 

receivers should regularly exercise EMCON procedures. 

Force Protection 

 Incidents such as the Khobar Towers bombing in Saudi Arabia have shown that 

potential opponents can be unpredictable and United States assets are at risk 

worldwide. Additionally, there has been an increase in the availability of high 

technology weapons and weapons of mass destruction available to adversaries. 

Together, these factors have multiplied the threat to forces on the ground and the need 

for enhanced force protection measures. Commanders are responsible for protecting 

their people and the resources necessary to win any type of conflict. For more 

information on force protection, see AFDD 2-4.1, Force Protection. 

 A threat/risk/vulnerability assessment of an airfield and its environment should be 

a high priority prior to use. Threat assessments enable commanders to develop 

countermeasures in deployed areas and allow them to adjust operations accordingly. 

All echelons should plan for airbase defense, which may include protection against 

conventional air-to-surface munitions; chemical, biological, radiological, nuclear, and 

high yield explosive (CBRNE) weapons; and unconventional warfare forces. Likewise, 

security forces should be able to detect and respond to a wide variety of threats ranging 

from unauthorized entry to an overt attack. For missions transiting non-Air Forcesupported airfields, use of PHOENIX RAVEN teams for security should be considered. 
81

Intelligence 

 Timely and accurate intelligence reduces vulnerabilities and is essential to air 

mobility mission planning. Intelligence personnel provide information about enemy 

composition, vulnerabilities, capabilities, intentions, and probable courses of action for 

air movement operations. Critical information should include: 

 Latest enemy order of battle data. 

 Enemy integrated air defense system capabilities. 

 Enemy information operations capabilities. 

 Airfield, DZ, or ALZ information for the area of operations. 

 Maps, charts, and imagery to support airlift mission planning and execution. 

 Location of friendly air corridors. 

 CBRNE threats. 

 Vulnerabilities to information and information systems that support planning of airlift 

operations. 

Operations in a CBRNE Environment 

 CBRNE threats pose substantial, but not insurmountable, barriers to airlift 

operations. The threat of a terrorist group or other organization using nuclear material 

or biological/chemical weapons has increased. Commanders and the intelligence 

community routinely assess enemy capabilities, intent, available force protection, and 

the US ability to detect, respond to, and defend against CBRNE attacks, when 

developing plans for airlift operations in a CBRNE environment. Operations in a high 

threat CBRNE environment may make it necessary for crews to fly in individual 

protective garments and comply with specialized directives for aircraft operations 

survival to accomplish the assigned task. Planners should consider decontamination 

requirements, aircrew stress, ground support, and implications for CRAF when 

determining whether a mission should be scheduled to or continue to a contaminated 

location or to clean alternate destination. 

Threat Management 

 Both friendly and enemy forces view air mobility platforms as a high value asset. 

When they are lost, damaged, or contaminated, the ability to support operations is 

degraded. US air mobility forces are increasingly tasked to perform missions 

in hazardous situations, both in war and contingency operations. Given the varied 

contingencies air mobility aircraft are involved in, and the wide range of anti-aircraft 

weapons available, planners cannot guarantee aircraft will operate in low threat 

environments. In Operation DESERT STORM and OIF, US tankers and airlifters 
82

operated over Iraqi territory where ground-based threats could affect them. Most 

mobility aircraft depend upon combat air patrol and suppression of enemy air defense 

assets for protection, and are reliant on the C2ISR network for threat warning. While 

some airlift aircraft possess warning and defensive systems, tankers usually do not. All 

mobility aircraft can reduce risk through threat-avoidance tactics, but commanders 

should consider the lack of defensive countermeasures and perform proper ORM prior 

to operating air mobility aircraft in non-permissive environments. This restriction 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. 

 The primary threat to flight operations is surface-to-air threats encountered within 

airfield terminal areas and during the ingress and egress phases to/from objective 

areas. Planners need to consider threat analysis, airfield environment, and routes to 

and from operating areas. Locations should be chosen to allow security forces the 

capability to easily defend approach and departure corridors. 

At altitude, aircraft may be vulnerable to enemy aircraft, surface-to-air missiles, 

and anti-aircraft fire. Air refueling tracks and air mobility routes should be 

positioned outside the effective range of enemy air defense forces. 

Operational considerations may dictate that aircraft operate within this range, 

but defensive tactics and friendly defensive aircraft should be pre-planned, along with 

preferred escape procedures. Close coordination with airborne C2 elements as well as 

surface and airborne threat sensors provides crews with real-time changes in 

threat status and threat warnings. 

 As with all military operations, a good operations security (OPSEC) plan is 

critical. The releasability of information from planners to executing agencies and units 

must be considered with regard to the threat. When possible, where surprise is 

necessary, planners of large operations should attempt to minimize the number of 

aircraft having to "check in" with multiple traffic control agencies as this can be used by 

adversaries to determine force size. 

Weather 

 Accurate and timely weather information is essential in all phases of air mobility 

operations. The climatology for an area is an important consideration during the 

planning of airlift and air refueling operations. Historic measurements of temperature, 

precipitation, ceiling, visibility, etc., impact equipment or supply requirements (e.g., 

navigation aids, deicing or snow removal equipment) that should be programmed into 

the operations plan. During planning and execution of air mobility missions, the 

integration of accurate and timely weather information identifies potential operationslimiting or -enhancing weather conditions. This information provides planners and 

operators the opportunity to adjust aircraft flow, loads, and timing to ensure effective, 

efficient, and safe task accomplishment. Additionally, space and atmospheric weather 

conditions have a significant impact on communications for command and control. 
83

Anticipating space and atmospheric weather impacts and creating alternate plans when 

necessary enhance air mobility operations. 

ADDITIONAL PLANNING FACTORS 

Tasking Process

 Once airlift forces are allocated and apportioned, airlift planners can assign 

airframes based on the commander’s priorities. It is important that both planners and 

commanders understand the distinct phases of the tasking process. 

 Combatant commanders request airlift based on the tasks to be performed. 

Deployments are normally managed via a TPFDD or DEPORD, with passengers and 

cargo normally moved by contingency airlift, while channel missions normally move 

sustainment. The supported commander, in coordination with supporting commanders 

and Services, establishes movement requirements. Requirements for JCS exercises or 

contingencies are scheduled through the joint planning process and a TPFDD or 

DEPORD is developed. The combatant commander validates the TPFDD or DEPORD 

transportation requirements prior to movement. USTRANSCOM evaluates the 

supported command’s validated requirements then passes this requirement on to its air 

component (AMC), which identifies and schedules intertheater airlift requirements. The 

geographic combatant commanders use their air component command to plan and 

execute intratheater requirements. Commanders and planners should use the following 

steps to request and task airlift. 

 Identify Requirements. The first step in the process is for the user to identify the 

need to move personnel and/or materiel. This requirement identification is a Service 

responsibility. 

 Prioritize. The validating authority (normally the supported combatant commander) 

should prioritize movements using the DOD transportation movement priority 

system. This ensures the proper precedence is placed on each request. 

 Validate. Combatant command components, supporting combatant commanders, 

and providing organizations confirm movement requirements to the supported 

commander and USTRANSCOM. Part of the validation process is determining the 

best mode of transportation: air, ground, or sea. 

 Allocate. Planners determine the number and type of aircraft required based on the 

validated requirements passed to the Service air components. 

 Task. Once the proper number and type of airlift assets are identified, the tasked 

unit is determined. Tasking may be accomplished through message or by the ATO. 

 Coordinate. Coordination between the user, unit, and planners should occur to 

effectively move the validated/prioritized cargo or passengers. 
84

 Schedule. Many variables affect the scheduling of cargo and passenger movement. 

These include unit constraints, user restrictions, airfield infrastructure, and diplomatic 

clearances. 

Airlift Planning Considerations 

 There are numerous planning factors considered for any airlift flight. Most were 

discussed in the planning chapter, but some items are airlift specific and discussed 

below. 

Categories of Cargo 

 Bulk: General cargo, typically loaded on 463L pallets (108" by 88", usable space 

104" by 84"x96") or containers; and transportable by common cargo aircraft. 

 Oversize: Cargo exceeding usable dimensions of 463L pallet but is less than or 

equal to 1090" length x 117" width x 105" height. 

 Outsize: Exceeds oversize dimensions. 

 Rolling Stock: Equipment that can be driven or rolled directly into the aircraft cargo 

compartment. 

 Special: Items requiring specialized planning/preparation and handling procedures, 

such as mail, satellites, hazardous cargo, or nuclear weapons.

Movement Planning 

 For movement planning purposes, airlift aircraft are either administrative- or 

combat-loaded. Movement planners, working with users, should select the load method 

optimizing airframe utilization while meeting user demands. The main purpose of 

administrative loading is to maximize aircraft passenger and cargo capacities and cost 

efficiency. This maximizes the use of weight and volume, allowable cabin load, and 

capacities of airlift assets. Equipment and supplies must be unloaded and sorted before 

they can be used. Airland is the typical method of delivery. Combat loading arranges 

personnel and materiel to arrive at the intended destination in an order and condition 

ready for immediate use maximizing the combat readiness of the organizations and 

equipment being moved. Combat loading stresses effectiveness, usually resulting in 

less efficient loading; thereby reducing the amount of cargo and passengers carried. 
85

Air Refueling Support 

 The amount of cargo, distances involved, and availability of intermediate fueling 

locations in intertheater airlift operations may make air refueling necessary. Air 

refueling may reduce the aircraft’s initial fuel requirement, allow for heavier cargo loads, 

increase aircraft range, and reduce the requirement for ground refueling at the APOD. 

Air refueling enables aircraft to overfly bases with limited capability and recover at more 

suitable airfields. Planners should plan for the impact of adding air refueling to the 

basing and other support needs attendant with added air refueling support. 

Offload Options 

 Aircraft offload time plays a significant role with airlift planning, especially when 

MOG is a limitation. One variation of the airland delivery procedure is the "engine 

running offload and onload." This procedure significantly reduces an aircraft’s ground 

time, however, ground personnel are subject to increased risks. Another expeditious 

procedure is the "combat offload method." This procedure entails offloading cargo while 

taxiing, further reducing the aircraft ground time and reducing the requirement for MHE 

at the air terminal. This procedure cannot be accomplished by all aircraft types and 

subjects cargo and taxiways to possible damage. In addition, for those aircraft 

accomplishing both types of offloads, the combat offload entails more risk due to the 

dynamic nature of the operation.
86

CHAPTER SEVEN 

AEROMEDICAL EVACUATION 

GENERAL 

 The Air Force aeromedical evacuation (AE) system provides fixed-wing 

movement of patients requiring supervision by qualified AE crewmembers to locations 

offering appropriate levels of medical care. AE forces can operate as far forward as 

fixed-wing aircraft are able to conduct airland operations. AE forces may be tasked 

across the spectrum of military operations. In certain occasions, AE forces may also be 

tasked to evacuate injured/ill host nation personnel, enemy prisoners of war, detainees, 

and coalition forces. Finally, during and after operations, AE includes transportation of 

patients to and redistribution within CONUS. 

AE CONCEPTS 

 AE improves casualty recovery rates by providing timely and effective 

transportation of sick and wounded to medical facilities offering appropriate levels of 

care. AE provides: a) integrated control of casualty movement by air, b) clinical and 

operational support personnel including critical care air transport teams (CCATT), c) 

equipment for in-flight care and ground support operations, d) facilities on or in the 

vicinity of airfields for the administrative processing and care of casualties entering, en 

route through, or leaving the AE system, e) C2 of all AETF AE forces and AE 

operations, and f) support to the communication network between airlift C2 agencies. 

 AMC, as the lead Air Force command for AE, is charged with the responsibility to 

operate the common-user Air Force fixed-wing AE force, to procure and execute 

commercial augmentation, and administer and execute the CRAF-AE. AMC manages 

and operates the intertheater and AE sub-systems, and provides AE elements and 

planning assistance to the theater of operations, in intermediate supporting theaters, or 

in CONUS. USAFE and PACAF are responsible for their theater-assigned AE units and 

associated airlift units. During contingencies where requirements exceed theater AE 

capabilities, AMC normally provides operation-specific augmentation forces to support 

increased theater requirements and expands or establishes the intertheater capability to 

support movement between theaters of operation, or to CONUS, as required. 

 Theater AMOCCs (or AOC AMD) and the 18 AF TACC execute AE operations by 

optimizing the use of available multi-mission aircraft. This optimization may include 

mixing cargo and AE on the same air mobility flight, as well as integrating AE 

requirements into cargo channel routes. Airlift for urgent and priority patients is 

normally tasked from alert aircrews, diversion of in-system select aircraft, or contracting 

with a civilian air ambulance (CAA). To enhance responsiveness, AE crews and 

CCATTs should be strategically positioned based on airlift and key patient originating 

locations. 
87

 Theaters validate patient requirements through the existing theater unified 

command cargo/passenger annual validation process. If absolutely necessary, patients 

requiring in-flight medical care, but not supported by the organic AE system, may be 

moved by other Service assets or CAA. Outpatients and eligible beneficiaries needing 

air transportation, but not requiring in-flight care, can be moved by commercial airline 

travel, contract airlift, duty passenger travel, or in a patient temporary duty status in the 

DTS. 

 CAA should only be used in order to save life, limb or eyesight when the 

requirement cannot be filled organically. Contract approval review board (CARB) 

approval is normally required on all commercial conveyances contracted by the military 

to move patients. For guidance on CARB processes, see DOD Directive 4500.53. 

Defense Support of Civil Authorities (DSCA) 

 Those activities and measures taken by DOD components to foster mutual 

assistance and support between DOD and any civil government agency in planning or 

preparing for, or in the application of resources for response to, the consequences of 

civil emergencies or attacks, including national security emergencies. 

 Most homeland security operations/DSCA situations are managed within the 

state. Civil authorities, through the Federal Emergency Management Agency (FEMA) 

structure orchestrate local support. In a natural disaster the state governor must 

declare the situation is beyond the state’s capability and then request support through 

the State Emergency Management Agency (SEMA) to FEMA (See National Response 

Plan emergency support function number 8 [NRP ESF #8]). 

 It is anticipated most FEMA-requested patient evacuations will be accomplished 

by the Air Force AE force. USTRANSCOM is the authority that validates the 

requirement to support civilian authorities with USJFCOM, USNORTHCOM, Joint 

Director of Military Support (JDOMS), Federal Emergency Medical System (FEMS), and 

the National Defense Medical System (NDMS). Once validated, AMC and 18 AF TACC 

are the lead operational authority (LOA) for AE planning, coordinating, and, when 

directed, executing DSCA support. AMC also provides trained AE coordinating officers 

and coordinating elements for DSCA from existing active and reserve component forces 

in execution of the NRP ESF#8 in the continental United States. AE assets required 

depend on the size and scope dictated by the disaster or contingency and may be 

supported by in-place AE infrastructure or the deployment of AE assets to the disaster 

area. 

 AMC plays a key role in response efforts with its experienced AE personnel, 

planners, and support staff, who may provide professional insight to responding 

tactically, clinically, and technologically to homeland security. No specific table of 

organization and equipment medical unit is designed to operate specifically in support of 
88

homeland security but may be pulled from expeditionary combat elements, the 

preponderance of which are in the ARC force structure. Requirements can be met in a 

number of ways, depending on the situation. With proper authorization, AE personnel 

may be used to support local efforts at command and control centers, staging at existing 

airports, and/or AE liaisons at medical treatment facilities preparing patients for in-flight 

care. 

AE Interface with SOF and CSAR 

 Some special mission operations and expeditionary forward deployed operations, 

such as special operations forces (SOF), marine expeditionary forces, and combat 

search and rescue (CSAR) do not possess organic conventional AE capability and 

should identify requirements for, and obtain conventional AE support at forward 

airbases. 

 Evacuation of casualties within the joint special mission arena can be a 

particularly complex issue since these forces often operate in small, widely dispersed 

teams, and in locations not easily accessible. Flexibility and sensitivity to the particular 

needs of the special mission community is important to consider in determining how to 

best support their AE requirements. The special mission forces are responsible for care 

and evacuation of casualties from the forward location to the secure airfield where AE 

forces may be prepositioned to support the operation. The special mission teams 

conduct the evacuation of patients with their organic vehicles. At the secured airfield 

AE/CCATT assets assume responsibility for the casualties, freeing special mission 

medical assets to return to forward locations. AE assets provide the support required to 

AE patients to reach definitive care. 

 AE training to support forward special missions is critical. Normally, the interface 

point with special operations is the mobile aeromedical staging facility (MASF) or the 

contingency aeromedical staging facility (CASF). MASF personnel have contingency 

operations training and, in forward locations, should be ready to perform AE missions as 

well as provide limited holding for patients having been provided resuscitation and 

surgical intervention. AE missions originating at secure forward airfields may require 

AE operations in low light conditions. When supporting these forces, AE crewmembers 

(AECMs) and CCATTs need to be trained in low light/low noise, weapons, and 

operations in austere locations to meet special mission requirements. 

Detainee Missions and AE 

 Strict adherence to detainee handling guidelines is required. Providing medical 

support for detainee transport missions is a medical requirement and AE personnel are 

not normally used for this purpose unless an inflight medical care requirement exists. 

Flight qualified nurses and technicians are operational personnel designed to move 

patients (including prisoners/enemy prisoners of war [EPWs] or detainees in a patient 

status) on AE missions. Security of detainees is not a responsibility of medical or AE 

personnel. 
89

Inter-fly Agreements with MAJCOMs, Service, and Coalition AE 

Support 

 The Air Force employs fixed-wing aircraft for the movement of patients and 

utilizes AE crewmembers to provide in-flight patient care. Other Services and coalition 

forces use various ground transport, and rotary and fixed-wing aircraft for patient 

movement. Air Force AE aircrew members may perform appropriate duties in non-Air 

Force aircraft if it is in the interest of the US government and approved by the assigned 

Air Force MAJCOM, the affected geographic combatant commander, and the controlling 

aircraft authority. Conversely, coalition forces may also integrate with Air Force AE 

forces. Canadian personnel, for example, have trained in the US and are familiar with 

C-130 aircraft. AE planners normally identify the potential need, and through the 

operations center work inter-fly agreements through the line of the Air Force. In 

peacetime, MAJCOMs may require inter-fly agreements to be processed before AE 

crews from one command can fly with others. 

C2 OF AE 

Steady-State/Peacetime 

 Great strides have been made to standardize the AE system to ensure 

peacetime processes mirror wartime processes. This allows AE forces to exercise their 

wartime infrastructure in peacetime and enhances wartime training. C2 of AE assets, to 

include tasking authority for AE and air mobility forces, resides with the normal airlift and 

air mobility C2 structure. Field and air expeditionary squadron (AES) operations are 

conducted through operational wing C2 channels. The 18 AF TACC, AMOCC, or 

theater C2 node, provides C2 for tasking and execution for air mobility assets used to 

accomplish AE missions within their respective areas of operation. AE cells should be 

established within each of those organizations to provide the critical link between C2 of 

airlift operations and medical/joint interface. The theater validation flight surgeon(s) 

(VFS) and patient movement requirements center (PMRC) provide clinical and 

administrative oversight of patients requiring AE; once validated, these movement 

requirements are sent to the appropriate C2 agency for obtaining space on AE airlift 

missions. 

Contingency AE Structure 

 Deployed expeditionary air and space forces are organized to ensure unity of 

command. AE forces deployed are organized within an AETF and are tailored based on 

the size and scope of the operation. C2 of theater AE forces in contingency operations 

should be defined in the warning/execution/operations order. Air Force AE assets are 

normally under the OPCON of the COMAFFOR, who supports the JFC as required. 

Direct liaison authorized (DIRLAUTH) with the joint forces surgeon (JFS) is normally 

authorized. Deployed AE units normally operate under the direction of an air 
90

expeditionary wing commander (AEW/CC) whether co-located or geographically 

separated. 

Intertheater AE C2 

 Intertheater AE assets normally are not attached to an AETF but remain under the 

OPCON and ADCON of USTRANSCOM and AMC, respectively. Coordination of airlift, 

patient movement items, and asset requirements to support AE is requested through 

the AMD of the theater AOC. The 18 AF TACC and AMD may coordinate the use of 

theater AE assets to support AMC or intertheater missions. For these missions, theater 

AE assets tasked to support AMC intertheater missions normally falls under the TACON 

of 18 AF TACC during execution and repositioning back to the theater. When theater 

AE assets are used to support intertheater AE missions, provisions should be made for 

expeditious return of these assets.

PLANNING CONSIDERATIONS 

 AE planning requires the integration of joint- and Service-specific capabilities into 

the JFC's concept of operations. Health service support considerations include the 

tactical operation and situation, enemy and friendly capabilities, threat assessment, and 

the theater evacuation policy. AE planners are an integral part of the airlift planning 

team and should build appropriate AE support into the en route structure. The AE 

planner should interface with medical planners to ensure appropriate medical capability 

along airlift routes. 

 AE planners consider many factors when selecting the most appropriate means 

of executing AE operations. Airlift routes should be identified to establish potential AE 

plans. Theater evacuation policy, airframe considerations, airfield capability, potential 

hostile or terrorist location, PHOENIX RAVEN security forces, BOS, communications, 

crew support and interface with special mission forces are just a few of the factors 

considered when planning AE missions. 

 An AE planner is incorporated into the AOC to outline, develop, and coordinate 

AE theater plans along airlift routes, including number and location of AE assets needed 

to support operational requirements. Additional support may be requested from the 

AMC director of operations utilized in a reachback status to support the operation. AE 

planners also assist geographic and component commands, as required. 

 An AE senior office with extensive AE experience and knowledge of plans and 

operations should be considered for the chief of the aeromedical evacuation control 

team (AECT) in the AMD. This individual would direct the actions of the AECT and offer 

AE planning and execution guidance to the AOC director and DIRMOBFOR-Air. 
91

LAYDOWN (OPERATIONS PHASING AND FORCE SEQUENCING) 

 AE forces provide a rapid, flexible, incremental, mobile response. UTCs are 

employed to provide command, control, communications, patient care, and system 

support. Theater requirements are met based on a building block principle. This allows 

planners to select specific packages required to support steady state and contingency 

operations as well as homeland security/DSCA. 

 The AE force has the capability to move casualties, after minimal stabilization 

(hemorrhage controlled, shock treated, fractures splinted, and airway secured), from 

forward areas. This drives a requirement to provide continuity of care at the patient 

staging point and during transportation. Usually, this means the ability to continue basic 

through advanced life support while en route to further definitive medical care. Patients 

may be moved from forward areas of the combat zones depending on the nature of the 

operation. 

AE UTCs 

 All AE UTCs and ground medical UTCs supporting the AE mission were 

engineered to employ during the early stages of a contingency and to optimize use of 

limited airlift during the initial phases of an operation without sacrificing capability. The 

concept is to employ an immediate, versatile, and flexible AE presence to respond to 

the needs of the deployed forces. After the initial buildup, the planners can supplement 

the deployed teams with manpower and equipment augmentation packages to support 

more intense or ongoing operations. AE UTCs are divided into three major categories: 

command and control, patient care, and support. 

 AE Command Squadron (AECS). The AECS provides command of assigned AE 

forces and may deploy in advance of other AE UTCs to arrange support 

requirements for AE forces. The AECS advises commanders, as well as other 

appropriate agencies, on AE concept of operations, capabilities, and requirements. 

AECS also provides procedural and technical guidance, and management oversight 

for assigned, attached, and transiting AE elements. 

 Aeromedical Evacuation Crewmember (AECM). This team consists of five 

AECMs (two flight nurses and three aeromedical evacuation technicians). The 

AECMs perform in-flight patient care on any fixed-wing aircraft using medical 

equipment that meets airworthiness testing certification standards. Crewmembers 

are knowledgeable about the stresses of flight and effects of altitude on patients, 

medical interventions, and patient safety. AECMs are the primary interface between 

aircrew and the medical system to meet patient care requirements. Crews can also 

augment any ground UTC requiring additional clinical management or mission 

support capability. The basic AECM team may be pared and tailored to support the 

patient needs and requirements by the designated chief nurse. During execution of 

AE operations, AE crews and CCATTs fall under the direct supervision of the AOC 
92

in control of the airlift operation, i.e., AECT/AMOCC for theater or 18 AF TACC for 

intertheater airlift. 

 Critical Care Air Transport Team (CCATT). CCATTs provide intensive care, in 

conjunction with AE crews, to evacuate critical patients requiring advanced care 

during transportation. These teams are medically responsible for their patients and 

function under the in-flight direction of the medical crew director (MCD) and aircraft 

commander. The CCATT physician is clinically responsible for care given to 

CCATT-assigned patients. CCATTs may be staged at crew beddown locations with 

fixed, contingency, or mobile AE staging facilities. Teams positioned in staging 

facilities may augment the patient care capability of that facility. AE missions that 

require CCATT support should be identified by the PMRC/AECT. The theater 

validating flight surgeon, in conjunction with the CCATT director, coordinates 

individual CCATT operational requirements. The CCATT physician determines team 

requirements based on each operation and may pair and tailor as needed; however, 

the CCATT is designed as a clinical team/capability and any adjustments ("splitting 

the team") degrades total capability. 

 Aeromedical Expeditionary Support Equipment Package. When AECMs and 

CCATTs are deployed to forward locations early in an operation or to support global 

mobility task force operations, a BOS equipment packages including tents, 

generators, and a vehicle (when tasked) may be used to support specific location 

requirements. 

 Mobile Aeromedical Staging Facility (MASF). The MASF provides rapid response 

patient staging, limited holding and emergent AE crew support capability. It is 

normally located at or near airfields capable of supporting mobility airlift and is 

designed to provide forward support with the smallest footprint. The MASF is 

normally a fifteen-person team with an embedded flyaway capability, and normally 

includes communications, liaison, and patient care teams. It normally is capable of 

handling 40 (80 if augmented) patients per day and is designed to be self-sustaining 

for 72 hours. When flight-qualified personnel are tasked from the MASF, they 

should be rapidly replaced so not to degrade the MASF holding capability. The 

MASF includes a capability to receive casualties, provide supportive clinical care, 

and meet administrative requirements on the ground while awaiting AE. CCATTs 

may augment forward-based MASFs to enhance rapid evacuation of critical 

casualties. Additionally, the MASF equipment package contains sleeping tents, 

water, and meals-ready-to-eat to provide BOS requirements for deployed personnel. 

An individual may be identified to work with the aerial port element on the flightline to 

coordinate AE load planning, configuration, and operational support. The MASF 

may be augmented with additional personnel and equipment to increase patient 

staging capability as needed. The MASF augmentation package includes both 

personnel and equipment packages. 

 Contingency Aeromedical Staging Facility (CASF). The CASF provides 

manpower and equipment necessary for 24-hour staging operations for patients 

transiting the AE system worldwide. It differs from the MASF in that it is intended to 
93

provide patient staging capability for up to 72 hours at a fixed location, and requires 

the support of a third echelon medical facility. The CASF, like the MASF, 

coordinates and communicates with medical and AE elements to accomplish patient 

care and patient movement, including ground transportation for patients entering, 

transiting, or leaving the AE system. It provides patient reception, supportive care, 

and limited emergent intervention, and ensures patients are medically and 

administratively prepared for flight. The CASF modules allow incremental 

adaptation in size as requirements change and airlift availability allows. 

 AE Liaison Team (AELT). The Air Force AELT provides support between the 

forward user and the AE force in the form of operational and clinical interface. The 

flight nurse on the team provides the interface with patients validated for in-flight 

transport and assists the medical unit in preparing patients for flight. The 

administrative officer is responsible for working with the airlift operations center and 

aerial port element to ensure the aircraft is properly configured and equipment 

pallets, patients, and AE support personnel are properly manifested on the AE flight. 

 Crew Management Cell (CMC). The CMC provides direct supervision and crew 

management for assigned, attached, and transiting AE crews and CCATTs in 

conjunction with the 18 AF TACC, AMOCC, AECT and base operations, as 

applicable. The CMC coordinates requirements to include launch and recovery, life 

support, lodging, food service, transportation and administration for 

AECMs/CCATTs. In addition, the CMC may assist AECMs and CCATTs with 

aircraft configuration. This UTC manages and tracks equipment for AECMs and 

CCATTs. 

 AE Stage Management Team (ASMT). The ASMT manages assigned and 

transiting AECMs/CCATTs, aircraft configuration, and equipment to include CRAF 

support, patient loading interface, and resupply of in-flight kits, medications, and 

patient liquid oxygen. 

 AE Support Cell (AESC). The AESC provides communications, biomedical 

equipment, and aircraft generation equipment (AGE) maintenance support to all 

UTCs assigned to the theater aeromedical evacuation force. The AESC is staged 

with equipment at key locations, normally with the AECS, within the AOR to support 

AE requirements. Communications networks should be integrated with airlift 

operations. 

 AE Patient Movement Items (PMI), Medical Logistics, and AE PMI Biomedical 

Equipment Repair Team. PMI teams are composed of medical logistics teams and 

biomedical equipment repair teams. The logistics teams provide manpower for 

operational management of the PMI center or cells. Duties consist of storage, 

reception, inventory control, issue, palletizing, shipping, and identification of 

equipment requirements. The equipment repair teams provide regional 

maintenance and repair capability for equipment in PMI centers and/or cells. 
94

AE AIRCRAFT CONSIDERATIONS 

 Many considerations are taken into account when selecting appropriate aircraft 

for AE missions. Altitude restrictions and patient load are key factors. At CRAF Stage I 

organic AE capability is considered adequate. Dedicated AE assets are normally 

available at CRAF Stage II. At CRAF Stage III, there are more aircraft available but 

they have the same capacity as those in Stage II. Additionally, aeromedical evacuation 

crewmembers should be provided combat life support equipment on the same basis as 

other aircraft crewmembers. 

AE Mission Support Equipment 

 Patient Support Pallet (PSP). The PSP provides litter capability on the KC-135 

and expands litter capacity on the C-17. The PSP is a modified 463L pallet with litter 

positions and seats and is centrally managed by AMC. It is designed to support 

steady-state theater operational requirements as well as evacuation on opportune 

airlift without integral litter capability. As a result, the PSP increases the number of 

aircraft capable of performing AE missions. 

 SPECTRUM. The SPECTRUM patient care module is routinely used on the C-21 

aircraft to support urgent, single patient requirements (including infants). C-21 

aircraft require modification to accept the SPECTRUM. The base of the 

SPECTRUM contains oxygen, electrical outlets and suction to support patient care. 

 Patient Loading System (PLS). PLS is a piece of equipment, usually located at 

intertheater hubs, that allows patients to be downloaded from high deck aircraft at a 

grade similar to low deck air frames. The PLS is a method for enplaning/deplaning 

patients in the KC-10, KC-135 and CRAF. The PLS is designed for contingency use 

only, not as a primary system for loading patients during peacetime AE missions. 

Additionally, a K-loader or equivalent may be used for patient loading if no PLS is 

available. 

 Life Support for Trauma and Transport (LSTAT). The LSTAT is used to support 

a single critical care patient and includes power outlets, oxygen, suction and 

monitor. 

MEDICAL EMERGENCY INFLIGHT 

 All in-flight occurrences are reported to the controlling airlift operations center 

through the aircraft commander. The AECT or AE cell establishes a phone patch with a 

theater medical authority if clinically applicable. Upon completion of the operation, the 

MCD contacts the AECT or AE Cell to coordinate follow-up actions and requirements. 

 When medical emergencies occur during flight, providers take reasonable and 

necessary action, within their knowledge and experience, to preserve life and health. 

The aircraft commander is notified immediately regarding the gravity and nature of the 
95

situation, and he/she and the MCD take appropriate actions. In critical circumstances, 

the MCD may request the aircraft commander (AC) declare an in-flight medical 

emergency to expedite landing. The MCD and AC coordinate with the appropriate airlift 

controlling agency to ensure potential divert locations have the appropriate medical 

support. 

AE OF CONTAMINATED/CONTAGIOUS CASUALTIES 

 USTRANSCOM/SG maintains a list of bioterrorism (BT) and Centers for Disease 

Control (CDC) critical list (CL) agents. The imminent concern is communicable personto-person agents. Patients with CL contamination should be quarantined and treated inplace and are not recommended for evacuation. 

 Contaminated patients should be decontaminated prior to entering the AE 

system. If decontamination is not possible, the geographic combatant commander and 

CDRUSTRANSCOM decide when aircraft will be used for evacuation. In most 

situations it is recommended that the necessary resources be moved to the geographic 

area rather than moving the contaminated patient. Using aircraft and personnel for this 

purpose may result in complete loss of those assets until decontamination capabilities 

are provided. Evacuation of contaminated and/or potentially contaminated patients 

requires close coordination with the State Department for approval of a destination 

country, overflight privileges, and landing site. 

 Decontamination/isolation and processing procedures should be in place to 

prevent spread or further damage from CBRNE threats. Evacuating 

contaminated/contagious casualties may require AE crews to wear protective gear 

and/or transport patients in isolation units. Removal could expose the patient, crew, 

and airframe to lethal doses of an agent (refer to Air Force Manual 44-156 [I], Treatment 

of Biological Warfare Agent Casualties). Presentation of a large number of patients 

needing decontamination will diminish overall mission capability. It is important 

leadership at all levels evaluate the impact of contaminated/contagious patient 

movement in the context of the overall airlift mission. All aspects of patient movement 

(origination, en route care and diversion, destination facilities, etc), must be evaluated 

prior to beginning movement. 

At the Very Heart of Warfare Lies Doctrine... 
96

SUGGESTED READINGS 

Air Force Publications (Note: All Air Force doctrine documents are available on the Air 

Force Doctrine Center web page at https://www.doctrine.af.mil) 

AFDD 1, Air Force Basic Doctrine 

AFDD 2, Operations and Organization 

AFDD 2-4, Combat Support 

AFDD 2-5, Information Operations 

AFI 13-1AOC13, Operational Procedures—Air Operations Center 

Joint Publications 

JP 0-2, Unified Action Armed Forces (UNAAF)

JP 3-17, Joint Doctrine and Joint Tactics, Techniques, and Procedures for Air Mobility 

Operations 

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

Other Publications 

Vernon B. Byrd, Passing Gas: The History of Inflight Refueling (Chico, CA, Byrd Pub) 

1994. 

Rolanda Burnett, Should the Director of Mobility Forces Command? (SAAS Thesis, AU 

Library website) 2002. http://www.au.af.mil/au/aul/lane.htm. 

Christopher C. S. Cheng, Air Mobility: The Development of A Doctrine (Westport, CT, 

Praeger) 1994. 

Eliot A.Cohen (et al), Gulf War Air Power Survey (Washington D.C., US Government 

Printing Office) 1993. 

Scott W. Conrad, Moving the Force: Desert Storm and Beyond (Washington, D.C., 

National Defense University. Institute for National Strategic Studies). (Series: McNair 

Papers, no 32) 1994. 

D. M. Giangreco and Robert Griffin, Airbridge to Berlin: The Berlin Crisis of 1948—

Origins and Aftermath (Novato, CA, Presidio Press,) 1988. 

Martin Hertz, Smart Tankers: A Theory for Multi-Tasking Aircraft (SAASS Thesis, AU 

Library website) 2003, http://www.au.af.mil/au/aul/lane.htm. 

Keith Hutcheson, Air Mobility: The Evolution of Global Reach (Vienna, VA, Point One 

VII Inc.) 1999. 
97

Robert Jackson, The Berlin Airlift (Wellingborough, UK, Thorsons Publishing Group). 

1988. 

 John Lund, Ruth Berg, and Corrine Replogle, An Assessment of Strategic Airlift 

Operational Efficiency in the Gulf War ( Santa Monica, CA, RAND Publishing, R-4269/4-

AF). 1993. 

James K. Matthews and Cora J. Holt, United States Transportation Command, Office of 

History, So Many, So Far, So Fast: United States Transportation Command And 

Strategic Deployment for Operation DESERT SHIELD/DESERT STORM (Washington 

D.C., Research Center, United States Transportation Command and Joint History 

Office, Office of the Chairman of the Joint Chiefs of Staff). 1996. 

Douglas Menarchik, Powerlift—Getting to Desert Storm: Strategic Transportation and 

Strategy in the New World Order (Westport, CT, Praeger). 1993. 

Charles E. Miller, Airlift Doctrine (Air University Press) 1988. 

Bernard C. Nalty, Air Power and the Fight for Khe Sanh, USAF Special Study (Office of 

Air Force History, Washington D.C.) 1986. 

William G. Pagonis and Jeffrey L. Cruishank, Moving Mountains: Lessons in 

Leadership and Logistics from the Gulf War ( Boston, MA, Harvard Business Scholl 

Press). 1992

John Provan and R.E.G.Davies, Berlin Airlift: The Effort and the Aircraft (McClean VA, 

Paladwr Press) 1998. 

William H. Tunner, Over the Hump (Berlin Airlift 50th Anniversary Commemorative 

Edition) (Air Force History and Museums Program) 1998. 
98

GLOSSARY 

Abbreviations and Acronyms 

AC aircraft commander 

ACA airspace control authority 

ACL allowable cabin loads 

ACO airspace control order 

ACS agile combat support 

ACSA acquisition and support agreements 

ADCON administrative control 

AE aeromedical evacuation 

AEC aeromedical evacuation crew 

AECM aeromedical evacuation crew member 

AECS aeromedical evacuation command squadron 

AECT aeromedical evacuation control team 

AEF air and space expeditionary force 

AEG air expeditionary group 

AELT aeromedical evacuation liaison team 

AES air expeditionary squadron 

AESC aeromedical evacuation support cell 

AETF air and space expeditionary task force 

AEW air expeditionary wing 

AF Air Force 

AFDC Air Force Doctrine Center 

AFDD Air Force doctrine document 

AFNSEP Air Force national security emergency preparedness 

AFRC Air Force Reserve Command 

AGE aerospace ground equipment 

ALCF airlift control flight 

ALCM air launched cruise missile 

ALCT airlift control team 

ALTRV altitude reservation 

ALZ assault landing zones 

AMC Air Mobility Command 

AMCT air mobility control team 

AMD air mobility division 

AMLO air mobility liaison officer 

AMOCC air mobility operations control center 

AMOG air mobility operations group 

AMOS air mobility operations squadron 

AMS air mobility squadron 

AMT air mobility tasking 

AMX air mobility express 

ANG Air National Guard 

ANG/US Air National Guard of the United States 
99

AOC air and space operation center 

AOP air and space operations plan 

AOR area of responsibility 

APOD aerial port of debarkation 

APOE aerial port of embarkation 

APF aerial port flight 

APS aerial port squadron 

AR air refueling 

AREX air refueling exit point 

ARC Air Reserve Component 

ARCP air refueling contact point 

ARCT air refueling control team 

ARIP air refueling initial point 

ARW air refueling wing 

ASMT aeromedical evacuation stage management team 

ATO air tasking order 

ATP allied tactical publication 

AW airlift wing 

AWACS airborne warning and control system 

BOS base operating support 

BT bioterrorism 

C2 command and control 

CAA civilian air ambulance 

CAOC combined air and space operations center 

CARB contract approval review board 

CASF contingency aeromedical staging facility 

CBRNE chemical, biological, radiological, nuclear and high-yield 

explosive 

CCATT critical care air transport teams 

CDC Centers for Disease Control 

CDRUSEUCOM commander, United States European Command 

CDRUSNORTHCOM commander, United States Northern Command 

CDRUSTRANSCOM commander, United States Transportation Command 

CFACC combined force air and space component commander 

CJCS Chairman of the Joint Chiefs of Staff 

CL critical list 

CMC crew management cell 

COA course of action 

COCOM combatant command (COCOM) authority 

COMAFFOR commander of Air Force forces 

COMSEC communications security 

CONUS continental United States 

CRAF Civil Reserve Air Fleet 

CRE contingency response element 
100

CRG contingency response group 

CRS contingency response squadron 

CRW contingency response wing 

CSAF Chief of Staff of the United States Air Force 

CSAR combat search and rescue 

DCO defense coordination officer 

DDOC deployment and distribution operation center 

DEPORD deployment orders 

DIRLAUTH direct liaison authority 

DIRMOBFOR-Air director of air mobility forces 

DOD Department of Defense 

DSCA defense support to civil authorities 

DTS defense transportation system 

DZ drop zone 

EAES expeditionary aeromedical evacuation squadron 

EAS expeditionary airlift squadron 

ECS expeditionary combat support 

EMCON emissions control 

EMTF expeditionary mobility task force 

EPLO emergency preparedness liaison officer 

EPW enemy prisoner of war 

ESF emergency support function 

ESSP expeditionary site survey planning 

FDS foundational doctrine statements 

FEMA Federal Emergency Management Agency 

FEMS Federal Emergency Medical System 

FOB forward operating base 

FS flight surgeon 

GAMSS global air mobility support system 

GPS global positioning system 

GSS global support squadron 

GTN global transportation network 

HLS homeland security 

HNS host-nation support 

HUMRO humanitarian relief operation 

IMA individual mobility augmentee 

IO information operations 

ISR intel, surveillance, and reconnaissance 

ITUD integral tanker unit deployment 

ITV in transit visibility 
101

IW information warfare 

IWST information warfare support team 

JA/ATT joint airborne/air transportability training 

JAOC joint air and space operations center 

JAOP joint air operations plan 

JDOMS joint director of military support 

JFACC joint force air and space component commander 

JFC joint force commander 

JFS joint forces surgeon 

JFSOCC joint force special operations component commander 

JMC joint movement center 

JOA joint operation area 

JOPES Joint Operation Planning And Execution System 

JSCP Joint Strategic Capabilities Plan 

JSOTF joint special operations task force 

JTF joint task force 

LOA lead operational authority 

LSTAT life support for trauma and transportation 

MAF mobility Air Force 

MAJCOM major command 

MASF mobile aeromedical staging facility 

MCD medical crew director 

MHE materials handling equipment 

NMS National Military Strategy 

MOG maximum on ground 

MRT maintenance recovery team 

MSC Military Sealift Command 

MST mission support team 

NAF numbered Air Force 

NATO North Atlantic Treaty Organization 

NDMS National Defense Medical System 

NEO noncombatant evacuation operation 

NMC non-mission capable 

NRP National Response Plan 

NVG night vision goggles 

OCONUS outside the continental United States 

OPCON operational control 

OPLAN operation plan 

OPORD operation order 

OPSEC operations security 

ORM operational risk management 
102

OSA operational support airlift 

PFO principle federal officer 

PLS patient loading system 

PMI patient movement items 

PMRC patient movement requirements center 

POL petroleum, oil, and lubricants 

POTUS President of the United States 

PSP patient support pallet 

RAMCC regional air movement control center 

REF request for forces 

RSOI reception, staging, onward movement, and integration 

SAM special airlift mission 

SAAM special assignment airlift mission 

SAG state adjutant general 

SAM special air mission 

SAR search and rescue 

SDDC Surface Deployment and Distribution Command, formerly known 

as Military Traffic Management Command (MTMC) 

SecDef Secretary of Defense 

SEMA state emergency management agency 

SOF special operations forces 

SOFA status of force agreements 

SOLE special operations liaison element 

SPIN special instruction 

TACC tanker airlift control center 

TACON tactical control 

TAG adjutant general 

TDY temporary duty 

TPFDD time-phased force and deployment data 

TRIADS tri-wall aerial delivery system 

TRO training and readiness oversight 

TTP tactics, techniques, and procedures 

TWCF transportation working capital fund 

US United States 

USAF United States Air Force 

USCENTCOM United States Central Command 

USEUCOM United States European Command 

USJFCOM United States Joint Forces Command 

USNORTHCOM United States Northern Command 

USPACOM United States Pacific Command 

USTRANSCOM United States Transportation Command 
103

UTC unit type code 

VFS validation flight surgeon 

WMD weapon of mass destruction 

WRM war reserve materiel 

Definitions 

administrative control. Direction or exercise of authority over subordinate or 

other organizations in respect to administration and support, including 

organization of Service forces, control of resources and equipment, personnel 

management, unit logistics, individual and unit training, readiness, mobilization, 

demobilization, discipline, and other matters not included in the operational 

missions of the subordinate or other organizations. Also called ADCON. (JP 0-2)

air and space expeditionary force. An organizational structure to provide 

forces and support on a rotational, and thus relatively more predictable basis. 

They are composed of force packages of capabilities that provide rapid and 

responsive aerospace power. Also called AEF. (AFDD 1) 

air and space expeditionary task force. A deployed numbered air force (NAF) 

or command echelon immediately subordinate to a NAF provided as the US Air 

Force component command committed to a joint operation. Also called AETF.

(JP 1-02) [The organizational manifestation of Air Force forces afield. The AETF 

provides a joint force commander with a task-organized, integrated package with 

the appropriate balance of force, sustainment, control, and force protection.] 

(AFDD 1) {Italicized definition in brackets applies only to the Air Force and is 

offered for clarity.} 

air bridge. An air refueling operation that extends the unrefueled range of 

aircraft transiting from Continental United States and a theater, or any two 

theaters. This operation reduces the number of aircraft on the ground at forward 

staging bases, minimizes potential en route maintenance delays, enables airlift 

assets to maximize their payloads, and facilitates rapid transit of combat aircraft 

to area of operations. (AFDD 2-6)

airdrop. The unloading of personnel or materiel from aircraft in flight. (JP 1-02)

airland. Moved by air and disembarked, or unloaded, after the aircraft has 

landed or while a helicopter is hovering. (JP 1-02)

airlift. Operations to transport and deliver forces and materiel through the air in 

support of strategic, operational, or tactical objectives. (AFDD 2-6) 
104

air mobility. The rapid movement of personnel, materiel and forces to and from 

or within a theater by air. This includes both airlift and air refueling. (JP 1-02) 

Air Mobility Command. The Air Force component command of the US 

TransportationCommand. Also called AMC. (JP 1-02)

air mobility control team. A cell within the air operations center and one of the 

core teams in the air mobility division. The air mobility control team is the 

centralized source of air mobility command, control, and communications for the 

director of mobility forces during mission execution. The director of mobility 

forces uses the air mobility control team to direct (or redirect as required) air 

mobility forces in concert with other air and space forces to respond to 

requirement changes, higher priorities, or immediate execution limitations. The 

air mobility control team deconflicts all air mobility operations into, out of, and 

within the area of responsibility or joint operations area. The air mobility control 

team maintains execution process and communications connectivity for tasking, 

coordination, and flight with the air operations center’s combat operations 

division, subordinate air mobility units, and mission forces. Also called AMCT.

(JP 1-02)

air mobility division. Located in the joint air operations center to plan, 

coordinate, task, and execute the air mobility mission. Consists of the air mobility 

control team, airlift control team, aerial refueling control team, and aeromedical 

evacuation control team. Coordinates with the joint force commander’s 

movement requirements and control authority, the theater air mobility operations 

control center, if established, and the Air Mobility Command’s tanker/airlift control 

center, as required. Also called AMD. (JP 1-02)

air mobility express. An express airlift system that is activated when 

Department of Defense requirements dictate. It is comprised of express carrier 

aircraft and related continental United States infrastructure, Air Mobility 

Command airlift, and an in-theater rapid distribution system. Also called AMX.

(JP 1-02)

air movement. Air transport of units, personnel, supplies, and equipment 

including airdrops and air landings. (JP 1-02)

air and space operations center. The senior agency of the Air Force 

component commander that provides command and control of Air Force air and 

space operations and coordinates with other components and Services. Also 

called AOC. (AFDD 2) 

air refueling. The capability to refuel aircraft in flight, which extends presence, 

increases range, and serves as a force multiplier. Also called AR. (JP 1-02) 

air reserve component. The forces of Air National Guard and the Air Force 
105

Reserve Command. Also called ARC. (AFDD 1-2) 

centralized control. The planning, direction, prioritization, allocation, 

synchronization, integration, and deconfliction of air and space capabilities to 

achieve the objectives of the joint force commander. (AFDD 1) 

channel airlift. Common-user airlift service provided on a scheduled basis 

between two points. There are two types of channel airlift. A requirements 

channel serves two or more points on a scheduled basis depending upon the 

volume of traffic; a frequency channel is time-based and serves two or more 

points at regular intervals.

Civil Reserve Air Fleet. 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, those 

carriers are contracted to fly scheduled passenger, patient/casualty, and cargo 

channel missions, special assignment airlift missions and charter missions. This 

support gives AMC the capacity to meet both routine scheduled and surge 

commitments flexibly and simultaneously. Also called CRAF. (AFDD 2-6) 

combatant command. A unified or specified command with a broad continuing 

mission under a single commander established and so designated by the 

President, through the Secretary of Defense and with the advice and assistance 

of the Chairman of the Joint Chiefs of Staff. Combatant commands typically have 

geographic or functional responsibilities. (JP 1-02)

combatant command (command authority). Nontransferable command 

authority established by title 10 (“Armed Forces”), United States Code, section 

164, exercised only by commanders of unified or specified combatant commands 

unless otherwise directed by the President or the Secretary of Defense. 

Combatant command (command authority) cannot be delegated and is the 

authority of a combatant commander to perform those functions of command 

over assigned forces involving organizing and employing commands and forces, 

assigning tasks, designating objectives, and giving authoritative direction over all 

aspects of military operations, joint training, and logistics necessary to 

accomplish the missions assigned to the command. Combatant command 

(command authority) should be exercised through the commanders of 

subordinate organizations. Normally this authority is exercised through 

subordinate joint force commanders and Service and/or functional component 

commanders. Combatant command (command authority) provides full authority 

to organize and employ commands and forces as the combatant commander 

considers necessary to accomplish assigned missions. Operational control is 

inherent in combatant command (command authority). Also called COCOM. (JP 

1–02) 

combat offload. An expeditious procedure for offloading cargo while an aircraft 
106

is taxiing, to reduce the ground time and materials handling equipment at an air 

terminal. This procedure is potentially more hazardous due to the dynamic nature 

of the operation. (AFDD 2-6)

command and control. The exercise of authority and direction by a properly 

designated commander over assigned and attached forces in the 

accomplishment of the mission. Command and control functions are performed 

through an arrangement of personnel, equipment, communications, facilities, and 

procedures employed by a commander in planning, directing, coordinating, and 

controlling forces and operations in the accomplishment of the mission. Also 

called C2. (JP 1-02)

coordination. The necessary action to ensure adequate exchange of 

information to integrate, synchronize, and deconflict operations between 

separate organizations. Coordination is not necessarily a process of gaining 

approval but is most often used for mutual exchange of information. Normally 

used between functions of a supporting staff. Direct authority to liaison 

(DIRLAUTH) is used to coordinate with an organization outside of the immediate 

staff or organization. (AFDD 1)

coronet. Movements of air assets, usually fighter aircraft, in support of 

contingencies, rotations, exercises, or aircraft movements for logistics purposes. 

(AFDD 2-6)

decentralized execution. The delegation of execution authority to responsible 

and capable lower-level commanders to achieve effective span of control and to 

foster disciplined initiative, situational responsiveness, and tactical flexibility. 

(AFDD 1)

direction. Guidance to or management of support staff functions. Inherent within 

command but not a command authority in its own right. In some cases, can be 

considered an explicit instruction or order. Used by commanders and their 

designated subordinates to facilitate, channel, or motivate support staff to 

achieve appropriate action, tempo, or intensity. Used by directors of staff 

agencies on behalf of the commander to provide guidance to their staffs on how 

best to accomplish stated objectives IAW the commander’s intent. (AFDD 1)

direct liaison authorized. That authority granted by a commander (any level) to 

a subordinate to directly consult or coordinate an action with a command or 

agency within or outside of the granting command. Direct liaison authorized is 

more applicable to planning than operations and always carries with it the 

requirement of keeping the commander granting direct liaison authorized 

informed. Direct liaison authorized is a coordination relationship, not an authority 

through which command may be exercised. Also called DIRLAUTH. (JP 1-02) 

doctrine. Fundamental principles by which the military forces or elements 
107

thereof guide their actions in support of national objectives. It is authoritative but 

requires judgment in application. (JP 1–02)

global air mobility support system. Provides responsive, worldwide support to 

airlift and air refueling operations. This system consists of an existing but limited 

set of CONUS and en route locations. Deployable forces capable of augmenting 

the fixed en route locations or establishing en route locations where none exist 

are also an integral part of this system. Also called GAMSS. (AFDD 2-6) 

humanitarian operation. An operation specifically mounted to alleviate human 

suffering where responsible civil actors in an area are unable or unwilling to 

adequately support a population. It may precede, parallel, or complement the 

activity of specialized civil humanitarian organizations. (AFDD 2-6) 

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. The majority of these air mobility assets is assigned to the 

Commander, United States Transportation Command. Because of the 

intertheater ranges usually involved, intertheater airlift is normally conducted by 

the heavy, longer range, intercontinental airlift assets but may be augmented with 

shorter range aircraft when required. Formerly referred to as “strategic airlift.” 

See also intratheater airlift. (JP 1-02) 

in-transit visibility. The ability to track the identity, status, and location of 

Department of Defense units, and non-unit cargo (excluding bulk petroleum, oil, 

and lubricants) and passengers; patients; and personal property from origin to 

consignee or destination across the range of military operations. Also called ITV.

(JP 1-02)

intratheater airlift. Airlift conducted within a theater. Assets assigned to a 

geographic combatant commander or attached to a subordinate joint force 

commander normally conduct intratheater airlift operations. Intratheater airlift 

provides air movement and delivery of personnel and equipment directly into 

objective areas through air landing, airdrop, extraction, or other delivery 

techniques as well as the air logistic support of all theater forces, including those 

engaged in combat operations, to meet specific theater objectives and 

requirements. During large-scale operations, US Transportation Command 

assets may be tasked to augment intratheater airlift operations, and may be 

temporarily attached to a joint force commander. Formerly referred to as theater 

airlift. See also intertheater airlift. (JP 1-02) 

joint force air component commander. The commander within a unified 

command, subordinate unified command, or joint task force responsible to the 

establishing commander for making recommendations on the proper employment 

of assigned, attached, and/or made available for tasking air forces; planning and 

coordinating air operations; or accomplishing such operational missions as may 
108

be assigned. The joint force air component commander is given the authority 

necessary to accomplish missions and tasks assigned by the establishing 

commander. Also called JFACC (JP 1-02) [The joint force air and space 

component commander (JFACC) uses the joint air and space operations center 

to command and control the integrated air and space effort to meet the joint force 

commander’s objectives. This title emphasizes the Air Force position that air 

power and space power together create effects that cannot be achieved through 

air or space power alone.] [AFDD 2] {Italicized definition in brackets applies only 

to the Air Force and is offered for clarity.} 

joint publication. A publication containing joint doctrine and/or joint tactics, 

techniques, and procedures that involves the employment of forces prepared 

under the cognizance of Joint Staff directorates and applicable to the Military 

Departments, combatant commands, and other authorized agencies. It is 

approved by the Chairman of the Joint Chiefs of Staff, in coordination with the 

combatant commands and Services. Also called JP. (JP 1-02) 

line of communications. A route, either land, water, and/or air, that connects 

an operating military force with a base of operations and along which supplies 

and military forces move. Also called LOC. (JP 1-02) 

maneuver. 1. A movement to place ships, aircraft, or land forces in a position of 

advantage over the enemy. 2. A tactical exercise carried out at sea, in the air, on 

the ground, or on a map in imitation of war. 3. The operation of a ship, aircraft, or 

vehicle, to cause it to perform desired movements. 4. Employment of forces in 

the battlespace through movement in combination with fires to achieve a position 

of advantage in respect to the enemy in order to accomplish the mission. (JP 1-

02) 

mission. 1. The task, together with the purpose, that clearly indicates the action 

to be taken and the reason therefore. 2. In common usage, especially when 

applied to lower military units, a duty assigned to an individual or unit; a task. 3. 

The dispatching of one or more aircraft to accomplish one particular task. (JP 1-

02)

mobility Air Forces. The Mobility Air Forces are comprised of those air 

components and Service components that are assigned air mobility forces and/or 

that routinely exercise command authority over their operations. Also called 

MAF. (JP 1-02)

multi-point refueling system. A limited number of KC-135 aircraft can be 

equipped with external wing-mounted pods to conduct drogue air refueling, while 

still maintaining boom air refueling capability on the same mission. This dual 

refueling capability makes KC-135s with multi-point refueling systems ideal for 

use as ground alert aircraft. Also called MPRS. (JP 1-02)
109

operational control. Command authority that may be exercised by 

commanders at any echelon at or below the level of combatant command. 

Operational control is inherent in combatant command (command authority) and 

may be delegated within the command. When forces are transferred between 

combatant commands, the command relationship the gaining commander will 

exercise (and the losing commander will relinquish) over these forces must be 

specified by the Secretary of Defense. Operational control is the authority to 

perform those functions of command over subordinate forces involving 

organizing and employing commands and forces, assigning tasks, designating 

objectives, and giving authoritative direction necessary to accomplish the 

mission. Operational control includes authoritative direction over all aspects of 

military operations and joint training necessary to accomplish missions assigned 

to the command. Operational control should be exercised through the 

commanders of subordinate organizations. Normally this authority is exercised 

through subordinate joint force commanders and Service and/or functional 

component commanders. Operational control normally provides full authority to 

organize commands and forces and to employ those forces as the commander in 

operational control considers necessary to accomplish assigned missions; it does 

not, in and of itself, include authoritative direction for logistics or matters of 

administration, discipline, internal organization, or unit. Also called OPCON. (JP 

1-02)

operational level of war. The level of war at which campaigns and major 

operations are planned, conducted, and sustained to accomplish strategic 

objectives within theaters or areas of operations. Activities at this level link 

tactics and strategy by establishing operational objectives needed to accomplish 

the strategic objectives, sequencing events to achieve the operational objectives, 

initiating actions, and applying resources to bring about and sustain these 

events. These activities imply a broader dimension of time or space than do 

tactics; they ensure the logistic and administrative support of tactical forces, and 

provide the means by which tactical successes are exploited to achieve strategic 

objectives. See also strategic level of war; tactical level of war. (JP 1-02)

PHOENIX RAVEN. Specially trained security forces teams that deploy with the 

air mobility aircraft to mitigate threats. These teams are comprised of individuals 

trained and equipped to provide protection of the aircraft and/or aircrews when 

transiting high-risk areas. (AFDD 2-6)

reachback. The process of obtaining products, services, and applications, or 

forces, or equipment, or material from organizations that are not forward 

deployed. (JP 1-02)

reliability tanker. An air mobility tanker that operates within a given area with 

no scheduled receiver. It acts as a flying spare should another tanker not be 

able to pass fuel. Additionally it can be used in emergencies when aircraft that 

were not programmed to receive fuel require it, i.e. combat disabled aircraft or 
110

those in which flight conditions have caused excess fuel burn. (AFDD 2-6)

strategic level of war. The level of war at which a nation, often as a member of 

a group of nations, determines national or multinational (alliance or coalition) 

security objectives and guidance, and develops and uses national resources to 

accomplish these objectives. Activities at this level establish national and 

multinational military objectives; sequence initiatives; define limits and assess 

risks for the use of military and other instruments of national power; develop 

global plans or theater war plans to achieve these objectives; and provide military 

forces and other capabilities in accordance with strategic plans. (JP 1-02)

support. 1. The action of a force that aids, protects, complements, or sustains 

another force in accordance with a directive requiring such action. 2. A unit that 

helps another unit in battle. 3. An element of a command that assists, protects, or 

supplies other forces in combat. (JP 1-02)

task force. 1. A temporary grouping of units, under one commander, formed for 

the purpose of carrying out a specific operation or mission. 2. A semi-permanent 

organization of units, under one commander, formed for the purpose of carrying 

out a continuing specific task. (JP 1-02)

tactical control. Command authority over assigned or attached forces or 

commands, or military capability or forces made available for tasking, that is 

limited to the detailed direction and control of movements or maneuvers within 

the operational area necessary to accomplish missions or tasks assigned. 

Tactical control is inherent in operational control. Tactical control may be 

delegated to, and exercised at any level at or below the level of combatant 

command. When forces are transferred between combatant commands, the 

command relationship the gaining commander will exercise (and the losing 

commander will relinquish) over these forces must be specified by the Secretary 

of Defense. Tactical control provides sufficient authority for controlling and 

directing the application of force or tactical use of combat support assets within 

the assigned mission or task. Also called TACON. (JP 1-02) 

tactical level of war. The level of war at which battles and engagements are 

planned and executed to accomplish military objectives assigned to tactical units 

or task forces. Activities at this level focus on the ordered arrangement and 

maneuver of combat elements in relation to each other and to the enemy to 

achieve combat objectives. (JP 1-02) 

Tanker Airlift Control Center. The Air Mobility Command direct reporting unit 

responsible for tasking and controlling operational missions for all activities 

involving forces supporting US Transportation Command’s global air mobility 

mission. The 18 AF Tanker Airlift Control Center is comprised of the following 

functions: current operations, command and control, logistic operations, aerial 

port operations, aeromedical evacuation, flight planning, diplomatic clearances, 
111

global readiness, global channel operations, mobility management and weather. 

Also called [18 AF] TACC. (JP 1-02)