02 October 2009

Air Mobility

Operations

Joint Publication 3-17
PREFACE 

1. Scope 

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

mobility operations across the range of military operations. 

2. Purpose 

This publication has been prepared under the direction of the Chairman of the Joint 

Chiefs of Staff. It sets forth joint doctrine to govern the activities and performance of the 

Armed Forces of the United States in joint operations and provides the doctrinal basis for 

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

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

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

education, and training. It provides military guidance for use by the Armed Forces in 

preparing their appropriate plans. It is not the intent of this publication to restrict the 

authority of the JFC from organizing the force and executing the mission in a manner the 

JFC deems most appropriate to ensure unity of effort in the accomplishment of the 

overall objective. 

3. Application 

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

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

components of these commands, and the Services. 

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

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

dictate otherwise. If conflicts arise between the contents of this publication and the 

contents of Service publications, this publication will take precedence unless the 

Chairman of the Joint Chiefs of Staff, normally in coordination with the other members 

of the Joint Chiefs of Staff, has provided more current and specific guidance. 

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Preface 

ii JP 3-17 

Commanders of forces operating as part of a multinational (alliance or coalition) military 

command should follow multinational doctrine and procedures ratified by the United 

States. For doctrine and procedures not ratified by the United States, commanders should 

evaluate and follow the multinational command’s doctrine and procedures, where 

applicable and consistent with US law, regulations, and doctrine. 

 For the Chairman of the Joint Chiefs of Staff: 

 LLOYD J. AUSTIN III 

 Lieutenant General, USA 

 Director, Joint Staff 
SUMMARY OF CHANGES 

JOINT PUBLICATION 3-17

DATED 14 AUGUST 2002 

CHANGE 1, 14 APRIL 2006 

iii 

 Eliminates 18th Air Force and incorporates Air Mobility Command 618th 

Tanker Airlift Control Center as the direct reporting unit responsible for 

tasking and controlling operational missions for all activities involving forces 

supporting US Transportation Command’s global air mobility mission 

 Modifies publication to incorporate asset visibility, include mission funding 

considerations, and include sustainment planning for air mobility missions 

 Adds information to address the use of Civil Reserve Air Fleet in a 

contaminated environment 

 Updates aeromedical evacuation procedures 

 Clarifies the function of the single port manager 

 Expands discussion on the roles and functions of the senior airfield authority 

 Provides additional detail and information regarding air mobility operations 

in multinational environments 

 Includes new capabilities and enhancements such as the joint precision 

airdrop system, and the joint task force - port opening capability 

 Incorporates/clarifies the role of the joint force air component commander, 

the joint deployment and distribution operations center, and the joint air 

operations center 

 Updates air mobility operations command relationships 

 Modifies description of a mobile aeromedical staging facility 

 Modifies/includes the following definitions: channel airlift, senior airfield 

authority, air mobility division, combat control team, mobility air forces, 

operational support airlift, Service organic transportation assets, and single 

port manager 
Summary of Changes 

iv JP 3-17 

Intentionally Blank 
TABLE OF CONTENTS

PAGE 

EXECUTIVE SUMMARY ............................................................................................... ix 

CHAPTER I 

 GENERAL OVERVIEW 

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

 Movement and Maneuver ...........................................................................................I-1 

 Sustainment.................................................................................................................I-2

 Deployment.................................................................................................................I-2 

 Air Mobility Forces Employment Missions ...............................................................I-3 

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

 National Air Mobility System.....................................................................................I-8 

CHAPTER II 

 COMMAND AND CONTROL OF AIR MOBILITY OPERATIONS 

 General...................................................................................................................... II-1

 Command Relationships ........................................................................................... II-2 

 Command and Control.............................................................................................. II-2 

 Command and Control Structures............................................................................. II-5 

 Command and Control of Airfields During Contingency Operations.................... II-13 

CHAPTER III 

 PLANNING AIR MOBILITY OPERATIONS 

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

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

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

 Other Considerations ............................................................................................... III-8 

 Communications Systems...................................................................................... III-11 

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

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

 Multinational Planning Considerations.................................................................. III-15 

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

CHAPTER IV 

 AIRLIFT 

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

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

 Airlift Missions ........................................................................................................IV-4 

 Airland Delivery ....................................................................................................IV-13 

 Airdrop Delivery....................................................................................................IV-20 

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Table of Contents 

 Planning Considerations for Airborne Assaults and Follow-on Airland 

 Operations..............................................................................................................IV-29 

CHAPTER V 

 AIR REFUELING 

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

 Air Refueling Operations ......................................................................................... V-3 

 Air Refueling Missions ............................................................................................ V-5 

 Planning Air Refueling Operations.......................................................................... V-9 

CHAPTER VI 

 AIR MOBILITY SUPPORT 

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

 Air Mobility Command Affiliated Contingency Load Planning Program ..............VI-1 

 Core Functions of Air Mobility Support..................................................................VI-2 

 Global Air Mobility Support System Elements.......................................................VI-5 

 Airfield Opening and Global Air Mobility Support System ..................................VI-8 

APPENDIX 

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

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

GLOSSARY 

Part I - Abbreviations and Acronyms ...........................................................................GL-1 

Part II - Terms and Definitions .....................................................................................GL-6 

FIGURE 

II-1 Routine Command Relationships for Air Mobility Forces6.................................. II-6 

II-2 Command Relationships for Air Mobility Forces 

 Attached to a Joint Task Force............................................................................... II-7 

II-3 The Joint Air Operations Center and 

 Command Relationships for Air Mobility Forces ................................................. II-9 

III-1 Factors Affecting Selection of Marshalling Areas and 

 Departure Airfields ............................................................................................... III-3 

III-2 Departure Airfield Operations.............................................................................. III-5 

III-3 Arrival Airfield Operations .................................................................................. III-7 

IV-1 Basic Airlift Missions...........................................................................................IV-5 

IV-2 Illustration of Hub and Spoke and Direct Delivery............................................IV-16 

IV-3 Illustration of Lily Pad Operations.....................................................................IV-17 

IV-4 Illustration of Air Bridge Operations .................................................................IV-17 

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Table of Contents 

IV-5 Potential Landing Zone Considerations .............................................................IV-20 

IV-6 Area Drop Zone..................................................................................................IV-25 

IV-7 Circular Drop Zone ............................................................................................IV-26 

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

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Table of Contents 

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Intentionally Blank 
EXECUTIVE SUMMARY 

COMMANDER’S OVERVIEW 

ix 

• Discusses the National Air Mobility System 

• Addresses Command and Control of Air Mobility Operations 

• Outlines Some Overarching Air Mobility Planning 

• Explains Airlift Operations, Including Aeromedical Evacuation 

• Discusses Air Mobility Refueling Operations 

• Discusses Air Mobility Support Operations 

General Overview

Air mobility operations are 

a rapid means to project 

and sustain power across 

the globe in support of 

United States (US) national 

interests and a critical 

enabler to the US National 

Military Strategy. 

Air mobility is a network of systems that combines airlift, 

airdrop, aeromedical evacuation (AE), air refueling (AR), 

and air mobility support assets, processes, and procedures 

into an integrated whole to support the transport of 

personnel and materiel. The Secretary of Defense (SecDef) 

directs the assignment of air mobility forces to the 

Commander, United States Transportation Command 

(CDRUSTRANSCOM) and other combatant commanders 

(CCDRs). To deter threats against, or to assist in the defense 

or pursuit of United States (US) national interests, the 

Department of Defense maintains forces, organizations, and 

processes necessary to conduct air mobility operations. The 

National Air Mobility System (NAMS) is a broad and 

comprehensive system that provides the President, SecDef, and 

CCDRs with rapid global mobility. The mobility air forces 

(MAF) are those forces assigned to combatant commands 

that provide rapid global mobility and conduct air mobility 

operations. The MAF’s four core functions are airlift, AR, 

air mobility support, and AE. NAMS consists of forces that 

perform intertheater, intratheater, and organic mobility 

operations. US Transportation Command (USTRANSCOM) 

and the geographic combatant commands (GCCs) possess air 

mobility assets that are capable of performing both 

intertheater and intratheater operations. A unique aspect of 

these operations is their reliance on Global Air Mobility 

Support System (GAMSS) and the worldwide command and 

control (C2) capabilities of the Air Mobility Command 618th 
Executive Summary 

Tanker Airlift Control Center (618th TACC). The GAMSS 

is comprised of a limited number of permanent en route 

support locations plus mobile forces that deploy under the 

global reach laydown strategy. Permanent en route support 

locations are manned to handle day-to-day peacetime 

operations. Deployable GAMSS forces can be tailored to 

augment permanent locations during large-scale contingencies 

or to establish en route support at new locations where this 

support does not exist. GAMSS forces enable 

USTRANSCOM to establish a network of support 

locations (terminals) linked together by air lines of 

communications to create an air bridge. GAMSS forces, by 

augmenting permanent terminals or establishing new ones, 

enable airlift aircraft to move personnel, equipment, and 

supplies to the desired location. The 618th TACC is the C2 

node for most intertheater operations. 

National Air Mobility 

System Components. 

The NAMS draws its forces and capabilities from both 

the civil and military air mobility components. Forces 

and capabilities apportioned to USTRANSCOM, GCCs, and 

the Services are determined by each organization’s 

requirements for the specialized contributions of each NAMS 

component. The civil component of the NAMS is 

increasingly called upon to accomplish various air 

mobility operations. The civil component is comprised of 

civilian airlift carriers who have signed up as members of the 

Civil Reserve Air Fleet (CRAF). The CRAF is a voluntary 

contractual program where civil carriers agree to augment 

military airlift during a crisis in exchange for peacetime 

defense business. The military component of the NAMS is 

subdivided into active Air Force component, Air Force 

Reserve, and Air National Guard (ANG) portions. Active 

Air Force component forces conduct routine and contingency 

missions in support of all common-user requirements. Air 

Force Reserve Command (AFRC) and the ANG provide vital 

airlift, AR, and air mobility support capabilities to Defense 

Transportation System. 

Command and Control of Air Mobility Operations

Centralized control and 

decentralized execution of 

air mobility missions are 

the keys to effective and 

efficient air mobility 

operations. 

Centralized control allows commanders to focus on those 

priorities that lead to victory, while decentralized execution 

fosters initiative, situational responsiveness, and tactical 

flexibility. Separate but integrated command structures 

exercise centralized control over USTRANSCOM-assigned 

and theater-assigned and attached air mobility forces. This 

x JP 3-17 
Executive Summary 

arrangement ensures a smooth interaction of the intertheater 

and intratheater forces. MAF operate as an integrated system of 

assets, and satisfy the supported CCDR’s mobility 

requirements through common procedures that bridge the 

command structures of theater and continental United States 

(CONUS)-based forces. 

A critical element of this partnership is linking centralized 

control agencies such as the CONUS-based forces’ 

USTRANSCOM Deployment and Distribution Operations 

Center and 618th TACC to the theaters’ joint deployment 

distribution centers (JDDOCs) and air operation centers 

(AOCs). These MAF partners exercise centralized control to 

ensure the joint force commander (JFC) is supported with 

responsive, capable, and seamless air mobility. Air mobility 

commanders practice decentralized execution by delegating 

execution authority to subordinate commanders. Theater 

air control system (TACS) is the US Air Force (USAF) 

mechanism for commanding and controlling theater air 

power for the commander, Air Force forces (COMAFFOR). 

The Air Force air and space operations center (AOC) is the 

senior C2 element of TACS and includes personnel and 

equipment of the necessary disciplines to ensure effective 

control of air operations (e.g., communications, operations, 

intelligence). 

There are three 

independent command 

and control (C2) 

structures that, when 

integrated, constitute the 

global air mobility C2 

system. They are the 

intertheater, intratheater, 

and joint task force 

systems.

Intertheater air mobility operations are generally global in 

nature and service the CONUS-to-theater air mobility needs of 

the supported commander. Air mobility assets, assigned to 

CDRUSTRANSCOM, execute the majority of intertheater 

airlift missions; C2 of these assets is normally exercised 

through 618th TACC. The 618th TACC is the primary 

worldwide planning and execution agency for activities 

involving air mobility forces operating to fulfill 

CDRUSTRANSCOM-directed requirements. Exceptions to 

this are the C2 of CONUS operational support airlift (OSA) 

missions, which are directed by USTRANSCOM Joint 

Operational Support Airlift Center and special distinguished 

visitor missions flown and controlled by the 89th Airlift Wing 

(Presidential support). 

Intratheater air mobility operations are defined by 

geographic boundaries. Air mobility forces assigned or 

attached to that GCC normally conduct these operations. 

Intratheater common-user air mobility assets are normally 

scheduled and controlled by the theater AOC or joint air 

xi 
Executive Summary 

operations center (JAOC) if established. The ability to identify 

and coordinate movement requirements (visible in Joint 

Deployment and Distribution Enterprise-common systems) is 

critical to providing theater reachback support from the 618th 

TACC. When intratheater air mobility requirements exceed 

the capability of assigned or attached forces, other mobility 

forces can support intratheater airlift using a support 

relationship. 

Joint Task Force (JTF) Air Mobility Operations. During 

joint operations, it may be necessary to establish a JTF 

within a GCC’s AOR. This allows the GCC to maintain a 

theaterwide focus and at the same time respond to a regional 

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

be designated and forces made available for this operation. 

The COMAFFOR will normally be delegated operational 

control of Air Force assets, and if designated the joint force 

air component commander (JFACC), will typically exercise 

tactical control of air mobility forces made available to the 

JFACC. If the JTF requires additional air mobility forces 

beyond those already made available for tasking, additional 

augmentation may be requested. The COMAFFOR may 

appoint a director of mobility forces (DIRMOBFOR) to 

function as coordinating authority for air mobility with 

all commands and agencies, both internal and external to 

the JTF, including the JAOC, the 618th TACC, and the 

JDDOC and/or the joint movement center (JMC). The 

DIRMOBFOR will ensure the effective integration of 

intertheater and intratheater air mobility operations, and 

facilitate intratheater air mobility operations on behalf of the 

COMAFFOR. The DIRMOBFOR provides guidance to the 

air mobility division (AMD) on air mobility matters, but 

such guidance must be responsive to the timing and tempo of 

operations managed by the JAOC director. 

The air mobility C2 system 

relies on consistent 

processes and the ability to 

rapidly expand to meet the 

specific needs of the task 

at hand. This facilitates 

rapid transition from 

peacetime to contingency 

or wartime operations.

The COMAFFOR executes the C2 of USAF air operations in 

the theater or AOR through the AOC. One of the AOC 

divisions, AMD, usually oversees intratheater air mobility 

operations. The AMD is made up of an air mobility control 

team, airlift control team, AR control team, and aeromedical 

evacuation control team. The AMD will integrate and direct 

the execution of theater assigned or attached Service organic 

mobility forces operating in the AOR or joint operations area 

in support of JFC objectives. 

xii JP 3-17 
Executive Summary 

Planning Air Mobility Operations

Air Mobility Planning 

Considerations. 

Mobility aircraft can accomplish a variety of missions. 

Therefore, mission planning must include an intelligent 

application of sound tactical concepts learned from previous 

conflicts, operational evaluations, training exercises, tactics 

development programs, and threat analysis. 

Air mobility aircraft typically require preferred altitudes 

and routing to avoid or mitigate threats. Congested 

airspace and potential fratricide are also major concerns. In 

addition, air mobility planning considers international, host 

nation, and military airspace control plans and procedures. 

Airlift operations often require secure air corridors or 

operating areas. These may be shared with other air 

missions. Regardless, the use of a corridor requires close 

coordination between the joint force airspace control 

authority, area air defense commander, JAOC, all other joint 

force component ground and aviation elements. 

Marshalling includes the 

preparations required to 

plan, document, and load 

equipment and personnel 

aboard the aircraft. 

The marshalling plan provides the administrative and logistic 

procedures to accomplish these tasks. The marshalling 

area is usually located near departure camps and 

airfields to conserve resources and reduce the opportunity 

for observation. The Air Force component’s portion of 

the marshalling operation is developed during air 

movement planning and consists of instructions regulating 

aircraft movement and the parking plan. 

Air mobility planning must 

begin with threat analysis 

and threat avoidance. 

Normally, mobility assets operate in a permissive to lowthreat environment. If required to operate in a medium to 

high threat environment, significant integration must occur 

with joint/coalition air and ground combat forces to mitigate 

the threat and increase survivability. The unique aspects of 

airborne, ground, electronic warfare, chemical, biological, 

radiological, and nuclear, and pandemic disease threats must 

be addressed. 

Assessments must be 

conducted prior to and 

during air mobility 

operations. 

Prior to executing air mobility operations, consideration 

must be given to the following planning factors: capabilities 

and limitations and airland facilities available in the departure 

and arrival areas; hours of operation, climatology, weather 

services, flight planning support, airfield lighting systems, 

xiii 
Executive Summary 

airfield navigational aids, communications, marshalling/storage 

areas, and road networks; host nation support; and availability 

of fuel. During air mobility operations, assessors must 

ensure that the user’s requirement is being met in 

accordance with established priorities and air mobility forces 

are being used efficiently and adapting to changes in the 

operations tempo or focus. 

Airlift 

Airlift supports the US 

National Military Strategy 

by rapidly transporting 

personnel and materiel to 

and from or within a 

theater. 

Airlift operations transport and deliver forces and 

materiel through the air in support of strategic, 

operational, and/or tactical objectives. Airlift offers its 

customers a high degree of speed, range, and flexibility. 

Airlift enables commanders to respond and operate in a wide 

variety of circumstances and time frames that would be 

impractical through other modes of transportation. Airlift is a 

cornerstone of global force projection. 

The vast majority of the 

air mobility force is 

capable of accomplishing 

any classification of airlift.

Airlift operations are defined by the nature of the mission 

rather than the airframe used. The basic mission of airlift is 

passenger and cargo movement. This includes combat 

employment and sustainment, AE, special operations 

support, and operational support airlift. Combat 

employment missions allow a commander to insert surface 

forces directly and quickly into battle and to sustain combat 

operations. Combat sustainment missions may consist of 

reinforcement of front-line forces engaged with the 

adversary. AE specifically refers to USAF provided fixedwing movement of regulated casualties using organic and/or 

contracted mobility airframes with AE aircrew trained 

explicitly for this mission. During special operations 

support missions, specified airlift forces provide unique 

airland and airdrop support to SOF. OSA is a special 

classification of airlift operations that moves high-priority 

passengers and cargo with time, place, or timesensitive/ 

mission-capable requirements. 

Air Refueling

Air refueling (AR) permits 

aircraft to operate beyond 

their unrefueled ranges 

and permits larger takeoff 

payloads and added 

endurance. By enabling 

AR allows air assets to rapidly reach any trouble spot around 

the world with less dependence on forward staging bases. 

Furthermore, AR significantly expands the force options 

available to a commander by increasing the range, 

payload, loiter time, and flexibility of other aircraft. AR is 

a critical force multiplier across the full range of global and 

xiv JP 3-17 
Executive Summary 

their payload to be 

maximized, the combat 

potential of receiver 

aircraft is significantly 

increased. 

theater employment scenarios. AR missions (i.e., global 

strike support, air bridge support, aircraft deployment support, 

theater support to combat air forces, and special operations 

support) represent the broad, fundamental, and continuing 

activities of the AR system. Force extension is the AR of 

one tanker by another and is the most efficient means to 

provide deployment support, given a limited number of 

tanker aircraft. This capability can be used whenever the 

fuel requirements of the escorting tanker and its receivers 

exceed the tanker’s takeoff fuel capacity. 

Air Mobility Support

Successful employment of 

the airlift and AR force is 

contingent upon 

establishing and 

maintaining a Global Air 

Mobility Support System 

force that enables aerial 

deployment, employment, 

sustainment, and 

redeployment of US forces 

throughout the range of 

military operations. 

Air mobility support forces provide the responsive, 

worldwide foundation for airlift and AR operations. This 

force is divided between USTRANSCOM, which controls the 

majority of assets in its global/functional role, and the 

geographic combatant commands that control sufficient assets 

to meet their specific regional needs. GAMSS forces are 

drawn from active duty, Air Force Reserve, and ANG 

components. The core functions provided by GAMSS are 

C2, aerial port, and maintenance. GAMSS forces 

provide their own unique C2 to accurately plan, flow, and 

track air movements and provide in-transit visibility of 

equipment and passengers. An aerial port is an operating 

location, usually an established airfield, which has been 

designated for the sustained air movement of personnel and 

materiel. 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. GAMSS maintenance support is based on 

resources of people, parts, and equipment leveraged from 

CONUS and outside the continental US units. 

CONCLUSION 

This publication provides joint doctrine for planning, 

employing, and assessing air mobility operations across the 

range of military operations. 

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Executive Summary 

xvi JP 3-17 

Intentionally Blank 
CHAPTER I 

GENERAL OVERVIEW 

1. Introduction 

“As the global war on terror[ism] continues, our forces are in distant 

countries fighting organized terrorists who seek to destroy our nation and 

destabilize the world. Military operations in these austere places are 

challenged by the need to deploy and supply troops over great distances. 

Airlift is a precious lifeline that keeps them fed and equipped, brings the 

wounded home, and eventually, brings our forces home.” 

Congressman Jim Saxton, 4 April 2005

 Air mobility is a network of systems that combines airlift, airdrop, aeromedical 

evacuation (AE), air refueling (AR), and air mobility support assets, processes, and 

procedures into an integrated whole to support the transport of personnel and materiel. 

Air mobility operations are a rapid means to project and sustain power across the globe in 

support of US national interests and a critical enabler to the US National Military 

Strategy. The Secretary of Defense (SecDef) directs the assignment of air mobility forces 

to the Commander, US Transportation Command (CDRUSTRANSCOM) and other 

combatant commanders (CCDRs). To deter threats against, or to assist in the defense or 

pursuit of US national interests, the Department of Defense (DOD) maintains forces, 

organizations, and processes necessary to conduct air mobility operations. The Air Force 

programs for air mobility forces which are assigned to US Transportation Command 

(USTRANSCOM) as owner of the Defense Transportation System (DTS) and the Joint 

Deployment and Distribution Enterprise (JDDE). Rapid global mobility is the timely 

movement, positioning, and sustainment of military forces and capabilities across 

the range of military operations. Air mobility enables commanders to simultaneously 

execute the joint functions of movement, maneuver, and sustainment at the strategic, 

operational, and tactical levels of war. 

2. Movement and Maneuver 

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

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

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

maneuverability. Airlift allows deployment of critical early entry force packages over 

strategic distances without delays caused by terrain or obstacles. AR extends the range 

and expedites the arrival of self-deploying aircraft, precluding the need for intermediate 

staging bases. Airlift and airdrop capabilities allow shifting, regrouping, or movement of 

joint forces in a theater to attain operational reach and positional advantage. 

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

units, and materiel from deployed positions within or between an area of 

responsibility (AOR) and joint operations area (JOA). 

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

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

I-1 
Chapter I 

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

of forces to new operating locations. These operations generally are planned to 

accomplish a movement with the minimum expenditure of air mobility resources. 

However, in higher threat situations it may also be necessary to preserve the combat 

capabilities of departing units for as long as possible at the departure terminal, while 

building them up as rapidly as possible at the arrival terminal. In such cases, operational 

requirements may be more important than the efficient use of allowable cabin loads 

(ACLs). In the latter stages of a complete extraction of friendly forces from a combat 

area, commanders should provide suitable operational assets to protect both the forces 

being extracted and the air mobility forces engaged in their movement. 

3. Sustainment 

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

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

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

nonmilitary organizations involved in humanitarian relief operations. These operations 

normally deliver the user’s requirements with the minimum expenditure of air mobility 

resources. Routine sustainment planning usually assumes user requirements and the 

general air and ground security situation allow some flexibility in the actual delivery 

times of specific loads. Flight schedules and load plans are made to maximize 

throughput from available ACLs and support resources. However, when sustainment 

channels are operated as part of an integrated, end-to-end distribution process, time 

definite delivery (TDD) and interoperable load configurations may drive schedules and 

load plans. When practical, routine sustainment should be planned to utilize backhaul 

capacity. Depending on theater and user priorities, typical backhaul loads might include 

other friendly evacuees, enemy prisoners of war, excess or repairable weapons, and 

materiel of moderate to high value. In some cases, retrograde movements of repairable 

items must be planned and executed with the same TDD discipline as sustainment 

movements to ensure timely return of items to repair facilities. 

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

materiel, and personnel to reinforce or resupply units already engaged in combat. 

Combat sustainment planning usually assumes requirements and threat situations limit 

flexibility of delivery times, locations, and configurations of specific loads. Flight 

schedules and load plans are usually driven by combat requirements rather than to 

maximize utilization of ACLs. 

4. Deployment 

 Deployment is the movement of forces within operational areas or the relocation of 

forces and materiel to desired operational areas. Deployment encompasses all activities 

from origin or home station through destination, specifically including intra-continental 

United States, intertheater, and intratheater movement legs, staging, and holding areas. If 

these operations must occur in a higher threat environment, tactics, escort requirements, 

and objective area support requirements could reduce the throughput of the overall air 

I-2 JP 3-17 
General Overview 

mobility system and limit airlift capacity or AR offload amounts. Commanders should 

also consider the backhaul capacity of the air mobility forces. Using this capacity for 

rearward movement of personnel, patients, materiel, and reparable items or the 

repositioning or redeployment of units can save additional missions from being scheduled 

or diverted. 

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

Deployment and Redeployment Operations. 

5. Air Mobility Forces Employment Missions 

 Air mobility forces conduct employment missions when they airlift units, cargo, or 

personnel, offload fuel in ground operations, or refuel aircraft during combat operations. 

Airlift forces can move combat-loaded units to maximize their readiness for immediate 

combat operations. Given the assumption of immediate combat, user requirements 

should dictate scheduling and load planning. However, the threat or peculiarities of 

large-scale operations may dictate adjustments to the user’s plans or operations to 

accommodate the ACL limitations, tactical procedures, and defensive support 

requirements of the airlift force. AR missions also primarily serve combat air assets 

directly engaging in combat operations. Fuel loads, flight profiles, and orbits should be 

determined by combat aircraft requirements. However, threats may dictate modifications 

to the optimum plan in order to protect these limited resources. All air mobility forces 

can support surge employment operations during the initial stages of a conflict or when 

required. Commanders should consider the impact that surge operations would have on 

sustainment and force extraction missions. Backhaul is difficult during this type of 

mission, as the situation typically limits ground and loiter times and should be limited 

except for the rearward movement of essential personnel, wounded personnel, or other 

friendly evacuees. 

6. Air Mobility Fundamentals 

 a. Airlift Delivery Methods. There are two basic modes of airlift: airland and 

airdrop. The delivery method is based on user requirements; type of environment; 

availability; adequacy; security of airfields, landing zones (LZs), and drop zones (DZs) 

near the objective area; and aircraft capability. 

 (1) Airland is the most frequently used airlift delivery method. It permits 

delivery of larger loads with less risk of cargo loss or damage than the airdrop method. 

Airland encompasses all situations where personnel and cargo are offloaded while the 

aircraft is on the ground or, in the case of vertical takeoff and landing aircraft, after it has 

entered a hover. Although crews normally accomplish offloading from a stationary 

aircraft with engines shut down, procedures exist to offload with engines running when 

necessary to reduce ground time. In a higher threat environment, or when sufficient 

materials handling equipment (MHE) is not available, procedures exist to “combat 

offload” from a moving aircraft. 

I-3 
Chapter I 

 (2) Airdrop is the unloading of personnel or materiel from aircraft in flight and 

includes all methods of delivering personnel, equipment, and supplies from an 

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

suitable or secure airfields. Airdrops are an excellent alternative when using an 

uncontaminated aircraft delivering mission critical cargo into a chemical, biological, 

radiological, or nuclear (CBRN) environment. Airdrop enables commanders to capitalize 

on the element of surprise because of the speed of delivery and the vast number of 

potential objective areas where forces can be employed. However, the additional weight 

and space required for parachute rigging and cushioning material reduces the amount of 

cargo or personnel each aircraft can deliver. The most common means of rigging 

equipment and supplies for airdrop are the heavy equipment method, container delivery 

system (CDS), and door bundles. Precision guided rigging equipment should be 

considered for combat troops operating in austere locations. 

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

method are discussed in Chapter IV, “Airlift.”

 b. AR. AR is an integral part of US airpower. It significantly expands deployment, 

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

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

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

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

offloaded, where the refueling will take place, and when the rendezvous will occur. The 

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

allowable maneuvering during the refueling. 

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

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

anchors is contained in Chapter V, “Air Refueling.” 

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

 (a) Most United States Air Force (USAF) and some allied aircraft use 

boom refueling. In boom refueling, the tanker aircraft inserts its AR boom into the 

receiver aircraft’s AR receptacle. Boom refueling allows for the rapid transfer of fuel 

under high pressure to the receiver. This is especially important when passing large 

quantities of fuel to either large receiver aircraft or multiple fighter-type aircraft. Most 

USAF tanker aircraft are boom equipped. 

 (b) United States Navy (USN), United States Marine Corps (USMC), 

refuelable USAF rotary-wing aircraft, and most allied aircraft use drogue refueling. In 

drogue refueling, a hose and basket system is reeled into the air by the tanker aircraft. 

Receiver aircraft then “plug” the basket with an external probe. Due to hose limitations, 

fuel transfer during drogue refueling is slower than boom refueling. For most KC-135 

tanker aircraft, the drogue assembly must be externally mounted on the boom prior to 

flight. Therefore, once airborne, most KC-135s can only perform one type of refueling at 

I-4 JP 3-17 
General Overview 

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

a time. KC-10 refueling aircraft are equipped with a centerline drogue and an AR boom. 

They can also be equipped with wingtip AR pods to expand their drogue refueling 

capability. They can refuel via both methods on the same mission although they cannot 

do this simultaneously. Additionally, there are a limited number of KC-135 aircraft, in 

the inventory that can be equipped with external wing-mounted pods to conduct drogue 

AR, while still maintaining boom AR capability on the same mission. As noted above, 

this cannot be accomplished simultaneously. This dual refueling capability makes KC10s and KC-135s with multi-point refueling systems ideal for use as ground alert aircraft. 

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

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

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

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

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

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

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

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

CCDR requests intertheater airlift in support of deployment, sustainment, and 

redeployment operations through the Joint Operation Planning and Execution System 

(JOPES) process. The supported commander, in coordination with supporting 

commanders and Services, establishes movement requirements and develops time-phased 

force and deployment data (TPFDD) in JOPES. USTRANSCOM, in turn, extracts the 

movement requirements from the TPFDD, validates the mode of transportation, and 

forwards the tasking to its components for movement. Intertheater airlift sustainment 

involves movement of replacement supplies, equipment, and personnel. 

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

I-5 
Chapter I 

US Marine F-18 receiver aircraft using drogue air refueling procedures. 

 d. Air Mobility Mission Categories. The various types of missions flown by 

NAMS are: 

 (1) AE missions provide the rapid intertheater and intratheater 

transportation of sick or injured personnel under medical supervision to 

appropriate medical care. Movement of patients normally requires specially qualified 

aeromedical crewmembers to accompany the patient, special air traffic control 

considerations to comply with patient driven altitude and pressurization restrictions, and 

special aircraft systems medical equipment. 

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

scheduled basis between two or more predesignated points. Channel airlift missions 

support passengers and cargo moving over established worldwide routes (CCDR or 

Service-validated) that are served by scheduled DOD aircraft under Air Mobility 

Command (AMC) control or commercial aircraft contracted and scheduled by AMC. The 

vast majority of airlift sustainment will move on channel missions of which there are two 

types: requirements and frequency. Requirements channels fly on a recurring basis with 

schedules determined by the amount of traffic generated and considering efficient use of 

aircraft while frequency channels offer geographic combatant commanders (GCCs) a 

regular and predictable cargo and passenger schedule. Both types of channel users 

reimburse Transportation Working Capital Fund (TWCF) based on weight/cube of cargo. 

In many cases, channel missions operate as part of an integrated or linked set of 

movements from point of origin to point of need to consistently deliver requested 

logistics support when and where the customer requires and meet TDD goals and 

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

USTRANSCOM, in collaboration with supported CCDRs, establish TDD parameters that 

may drive channel performance. 

JP 4-01, Joint Doctrine for the Defense Transportation System (DTS), provides further 

details on channel airlift. 

I-6 JP 3-17 
General Overview 

 (3) Special assignment airlift missions (SAAMs) are airlift missions that 

require special consideration due to the number of passengers involved, weight or 

size of cargo, urgency of movement, sensitivity, or other valid factors that preclude the 

use of channel airlift. SAAMs support DOD users as well as other government agencies 

such as the United States Secret Service, Federal Bureau of Investigation, and Drug 

Enforcement Agency. 

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

(OPORD), disaster, or emergency. These movement requirements will be identified in 

a TPFDD listing within JOPES. 

A "Cornet mission" is a contingency mission in which a tanker escorts 

fighter aircraft as they deploy between bases. The tanker provides air 

refueling support, eliminating the need for the fighters to make 

numerous fuel stopovers. Tankers may also aid in weather avoidance, 

oceanic navigation, communication, and command and control of the 

mission. 

 (5) Chairman of the Joint Chiefs of Staff (CJCS) exercise missions operate 

in support of CJCS-directed or sponsored exercises. These movement requirements are 

also identified in a TPFDD. 

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

military sales, aircraft transfers, and unit moves. 

 (7) Training missions are flown for crew currency and proficiency for airlift 

and AR. Joint airborne and air transportability training (JA/ATT) missions are part of a 

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

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

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

 (8) Intratheater common-user airlift missions are flown on theater airlift 

aircraft under the operational control (OPCON) of the GCC to support common-user 

theater movement requirements. 

 (9) Service organic air mobility missions are flown by assets organic to a 

particular Service to meet their own requirements.. Examples of Service organic air 

mobility include Navy airlift aircraft conducting resupply missions from aerial ports of 

debarkation (APODs) to forward logistics sites and delivery to ships; Army aviation 

aircraft moving troops and supplies on the battlefield; and Marine Corps tankers refueling 

USMC aircraft. 

I-7 
Chapter I 

7. National Air Mobility System 

 a. The NAMS is a broad and comprehensive system that provides the President, 

SecDef, and CCDRs with rapid global mobility. In recognition of the long-term strategic 

priorities of the President and SecDef and functions assigned under the US Code (USC), 

the DOD has organized NAMS elements under its control as intertheater (strategic), 

intratheater (theater), and organic forces by drawing upon specialized contributions of its 

civil and military components. Together, these functions, forces, and components 

provide the President and SecDef and CCDRs with the ability to conduct air mobility 

operations in support of US national interests. 

 b. Because air mobility forces are vital both to the global effectiveness of the JDDE 

and the operational success of a supported commander’s campaign, joint force 

commanders (JFCs) emphasize integration of air mobility forces and unity of effort to 

meet validated demands or requirements. Commanders can only integrate these forces 

when each subordinate component commander and supporting combatant commander 

clearly identifies air mobility forces available for tasking. These identified forces may be 

assigned or attached to a joint force, be made available for tasking by other combatant 

commanders or Service component commanders, or be accessible through a supportedsupporting relationship. Regardless of their source, proper use of these air mobility 

forces is the responsibility of the supported CCDR, the commander, Air Force forces 

(COMAFFOR), or CDRUSTRANSCOM. Both combatant and component commanders 

must integrate the air mobility flow within and between theaters to produce synergistic 

results. To effectively employ air mobility assets, commanders, planners, and all users of 

air mobility forces must understand JDDE, DTS, and NAMS. 

The DTS is discussed in detail in JP 4-01, Joint Doctrine for the Defense Transportation 

System. The JDDE is described in JP 4-0, Joint Logistics. 

 c. National Air Mobility System Functions. The mobility air forces (MAF) are 

those forces assigned to combatant commands that provide rapid global mobility and 

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

mobility support, and AE. 

 (1) Airlift forces conduct operations through the air to transport personnel and 

materiel in support of strategic, operational, and tactical objectives and to deliver these 

personnel and materiel via airland or airdrop methods. 

 (2) AR forces conduct operations through the air to transport and transfer fuel 

to designated receivers in support of strategic, operational, and tactical objectives. 

 (3) Air mobility support forces comprise a GAMSS that provides responsive, 

worldwide support to airlift and AR operations. This system consists of a limited number 

of permanent en route support locations and deployable forces capable of augmenting the 

fixed en route locations or establishing new en route locations. 

I-8 JP 3-17 
General Overview 

 (4) AE forces conduct intertheater and intratheater patient evacuation 

supporting strategic, operational, and tactical objectives. Patients are airlifted on AMC 

assigned or commercial contracted aircraft. 

AE is further illustrated in JP 4-02, Health Service Support. 

 d. National Air Mobility System Forces. NAMS consists of forces that perform 

intertheater, intratheater, and organic mobility operations. USTRANSCOM and the 

GCCs possess air mobility assets that are capable of performing both intertheater and 

intratheater operations. Each of the Services also possess some organic air mobility 

capability. 

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

(COCOM) of either CDRUSTRANSCOM or the GCCs provide common-user assets to 

conduct operations between or within theaters. 

 (2) The bulk of intertheater air mobility operations are conducted in 

response to requests from the combatant commands and Services in accordance with 

(IAW) guidelines set by the President and SecDef. AMC, as the USAF component of 

USTRANSCOM, is capable of conducting and controlling intertheater air mobility 

operations across the globe. A unique aspect of these operations is their reliance on 

GAMSS and the worldwide command and control (C2) capabilities of the AMC 618th 

Tanker Airlift Control Center (618th TACC). 

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

support locations plus mobile forces that deploy under the global reach laydown strategy. 

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

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

during large-scale contingencies or to establish en route support at new locations where 

this support does not exist. GAMSS forces enable USTRANSCOM to establish a 

network of support locations (terminals) linked together by air lines of communications 

(ALOCs) to create an air bridge. GAMSS forces, by augmenting permanent terminals or 

establishing new ones, enable airlift aircraft to move personnel, equipment, and supplies 

to the desired location. Airlift, AR, and GAMSS forces are limited assets; therefore, their 

use requires detailed and coordinated planning in order to meet validated requirements. 

 (b) The 618th TACC is the C2 node for most intertheater operations. As 

the sole C2 node capable of directing and providing oversight for MAF anywhere around 

the globe, it provides essential services required by these forces to operate. Specifically, 

the 618th TACC is able to receive validated common-user requests from the 

USTRANSCOM Deployment and Distribution Operations Center (DDOC), task the 

appropriate unit, plan the mission, and provide continuous communications connectivity 

between intertheater forces, the common-user, and supporting GAMSS forces. 

 (3) Intratheater air mobility forces, normally under the COCOM of 

designated GCCs or the OPCON or tactical control (TACON) of designated subordinate 

I-9 
Chapter I 

commanders, provide two types of support. General support is provided through a 

common-user airlift service to conduct operations within the theater or JOA in response 

to JFC’s movement priorities. Direct support is normally provided with Service-organic 

transportation assets in a combat zone in accordance with the Service component 

commander’s priorities. However, one Service component may be tasked to provide 

direct support to another Service component commander or subordinate commander. 

Intratheater air mobility operations are conducted in response to taskings from a CCDR 

or designated subordinate commander and primarily fill theater operational and tactical 

requirements. Effective and efficient movement and delivery of personnel, materiel, and 

fuel depend on in-transit visibility (ITV) of assets moving between theaters and extensive 

coordination between intertheater and intratheater forces. Each GCC has also established 

a joint deployment distribution center (JDDOC) which is patterned after the 

USTRANSCOM DDOC. The JDDOC is focused on the GCC’s AOR and synchronizes 

and optimizes the intertheater and intratheater distribution aspects of deployment and 

multi-modal transfer of resources to integrate the proper mix of flow of forces, materiel, 

and other forms of sustainment in support of the GCC’s missions. This crucial 

interaction is fostered by specific C2 arrangements and MAF apportionment both prior to 

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

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

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

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

In US European Command (USEUCOM), US Central Command, US Southern 

Command, and US Pacific Command, this node is an air mobility division (AMD) within 

the Air Force air and space operations center (AOC). The AMD functions are similar to 

those of the 618th TACC. The AMD’s theater focus is critical in teaming with the 

JDDOC or joint movement center (JMC) to coordinate and prioritize the phasing of 

intertheater and intratheater airlift requirements. The AMD has vast theater expertise and 

familiarity and is best able to assess theater requirements, allocate forces to meet those 

requirements, and when needed, seek USTRANSCOM augmentation. Intertheater 

missions are typically flown to major airfields (terminals) often referred to as “hubs.” 

From these hubs, transported personnel or cargo is distributed by intratheater forces to 

other terminals, referred to as “spokes” within the JFC’s operational area. 

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

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

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

AOC’s AMD, and 618th TACC. The JTF-specific C2 node could be a joint, combined, 

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

of mobility forces (DIRMOBFOR) must ensure the 618th TACC, AOC’s AMD, and JTFspecified C2 node are working closely to meet all JDDOC/JMC validated intratheater 

requirements. 

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

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

I-10 JP 3-17 
General Overview 

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

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

making air mobility capabilities available as a supporting CCDR. Regardless of the 

source, intratheater, common-user air mobility forces assigned, attached, or made 

available to a subordinate joint force should be organized under a COMAFFOR as 

appropriate and directed by DIRMOBFOR through an AOC for optimum allocation, 

efficiency, and effectiveness. The COMAFFOR, joint force air component commander 

(JFACC) (if designated), and DIRMOBFOR must ensure intratheater air mobility forces 

are organized to properly interact with other intratheater and intertheater forces. 

 (4) Organic air mobility forces primarily provide specialized airlift and AR to 

Service users. Normally, these forces exist as elements of Service or functional 

component aviation arms and are assigned directly to their primary user organizations. 

These forces, if assigned to a combatant command, operate under the COCOM of that 

CCDR. While these forces are not under the control of the Air Force component 

commander (AFCC), their capabilities and resources should be identified, and operations 

visible to the 618th TACC, AMD and, for a GCC, the JDDOC or a JMC which may be 

established at a subordinate unified or JTF level to support the concept of operations 

(CONOPS), COMAFFOR, and DIRMOBFOR. In special circumstances under the latter 

case, these forces may be utilized to augment intratheater forces and accomplish tasks on 

behalf of their Service or made available for common-user tasking. 

 e. National Air Mobility System Components. The NAMS draws its forces and 

capabilities from both the civil and military air mobility components. Forces and 

capabilities apportioned to USTRANSCOM, GCCs, and the Services are determined by 

each organization’s requirements for the specialized contributions of each NAMS 

component. Each component contributes unique capabilities, such as airlifting outsized 

or oversized cargo or AR other aircraft, or contributes greater efficiencies, such as 

passenger or small cargo express delivery, that collectively give the NAMS its overall 

ability to meet the Nation’s needs. 

 (1) The civil component of the NAMS is increasingly called upon to 

accomplish various air mobility operations. It is therefore prudent for all DOD 

components of NAMS to maximize their ability to accommodate civil components within 

the system. The civil component is comprised of civilian airlift carriers who have signed 

up as members of the Civil Reserve Air Fleet (CRAF). The CRAF is a voluntary 

contractual program where civil carriers agree to augment military airlift during a crisis 

in exchange for peacetime defense business. During peacetime, regional contingencies, 

and major exercises, CRAF carriers voluntarily contract to fulfill personnel and cargo 

movement requirements. CRAF carriers are contracted daily to fly various categories of 

airlift, to include channel airlift, SAAMs, exercise support, contingency support, and 

charter airlift. This augmentation is crucial to all common-users since it allows 

USTRANSCOM to continue to meet routine scheduled and surge commitments 

simultaneously. If needed during a large-scale contingency, airframes pledged to the 

CRAF are activated in three progressive stages with each stage providing additional 

airlift capacity. These stages include, Stage I — Committed Expansion (Regional Crisis 

I-11 
Chapter I 

or Small-Scale Contingency), Stage II — Defense Airlift Emergency (Major Theater 

War), and Stage III — National Emergency (Multiple Theater Wars and National 

Mobilization). CDRUSTRANSCOM, with SecDef approval, is the activation 

authority for each stage of the CRAF. The DOD tasks the minimum percentage of 

assets in each stage necessary to augment military airlift to meet crisis requirements. 

During activation, USTRANSCOM, in coordination with the civil carriers, exercises 

mission control over the civil aircraft. CRAF are generally not subject to the same hostnation diplomatic clearance procedures as DOD military aircraft. When necessary and 

authorized, foreign flag carriers may augment US air carriers. 

 (2) Commanders and their staffs should be aware that CRAF may be employed 

in a CBRN high and medium threat areas; however, they will not conduct operations into 

an airbase that is under attack or contaminated at the time of arrival. Some CRAF 

aircraft may also be damaged or destroyed if exposed to electromagnetic pulse (EMP) 

following a high altitude nuclear detonation. CRAF aircraft are not specifically hardened 

to EMP. As a precautionary measure, AMC will issue chemical defense ground 

ensembles and masks to CRAF carrier personnel for personal protection; however, 

commercial aircrews are neither trained nor equipped for flight operations in 

contaminated environments (commercial aircraft are not modified to connect 

communications and oxygen systems to the aircrew chemical defense ensemble). Upon 

warning of impending CBRN attack, every effort will be made to divert arriving CRAF 

aircraft and launch those on the ground. Civilian crewmembers on the ground during a 

CBRN attack will don ground ensembles and take shelter, as directed by local authorities. 

Contaminated CRAF aircraft will be removed from the airflow until clearance 

decontamination can be accomplished. Contaminated CRAF assets, however, will not be 

used, even if decontaminated to negligible levels. To continue the TPFDD flow, en route 

transload of cargo and passengers from CRAF to military aircraft or other transports for 

onward movement into threatened or contaminated airfields may be necessary. In 

accordance with policy, CRAF will not operate in a chemically/biologically contaminated 

environment. Specific guidance on CRAF operations in a CBRN environment is 

contained in MCM 0026-02, Chemical Warfare (CW) Agent Exposure Planning 

Guidance and the Air Mobility Ccommand Counter-Chemical, Biological, Radiological, 

and Nuclear Concept of Operations (AMC C-CBRN CONOPS). Further information 

regarding joint operations under CBRN threat conditions is available in JP 3-11, 

Operations in Chemical, Biological, Radiological, and Nuclear (CBRN) Environments. 

 (3) The Military Component of the NAMS. This component is subdivided 

into active Air Force component, Air Force Reserve, and Air National Guard (ANG) 

portions. 

 (a) Active Air Force component forces conduct routine and 

contingency missions in support of all common-user requirements. Commanders 

have full access to these forces, and they are continuously available for immediate 

worldwide tasking. Most continental United States (CONUS)-based active duty air 

mobility forces are under COCOM of Commander, USTRANSCOM, and in turn, 

OPCON of CDRUSTRANSCOM’s Air Force component, AMC. A small number of air 

I-12 JP 3-17 
General Overview 

mobility forces in CONUS are under COCOM of Commander, US Joint Forces 

Command (USJFCOM). Similarly, theater-based active duty air mobility forces are 

under COCOM of their GCC (e.g., Commander, USEUCOM) and, in turn, under 

OPCON of their respective Air Force component (e.g., Commander, United States Air 

Forces, Europe). 

 (b) Air Force Reserve Command (AFRC) and the ANG provide vital 

airlift, AR, and air mobility support capabilities to DTS. Their forces possess the 

same capabilities as active duty forces, and in some cases, unique capabilities not found 

in the active force (e.g., LC-130). They complement active duty forces during peacetime 

through a volunteer system. During contingencies or other national emergencies, where 

requirements exceed the capability gained by volunteerism, these forces may be brought 

to active duty status either by federalizing guard forces or activating reserve forces. 

Approximately 50 percent of the air mobility capabilities are resident in AFRC and ANG. 

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

their active duty counterparts. 

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

 f. Air Mobility Operations Considerations 

 (1) Air mobility is a valuable force multiplier and should be employed with 

great care. Its flexibility and vulnerability make it a responsive, but potentially costly, 

asset to use. The flexibility of the NAMS may, however, be constrained by its logistic 

support requirements and its dependence on ground equipment for some operations 

(which may not be available in desired locations or configurations). Properly organized, 

trained, and equipped air mobility forces can usually be shifted rapidly between missions 

and terminals. For example, planes and crews dispersed on sustainment missions 

throughout an AOR can be concentrated for a large formation employment mission. 

Modern aircraft offer increased mission flexibility because they can be quickly

reconfigured for a variety of loads (palletized and unpalletized cargo, rolling stock, 

passengers, AE, and airdrop loads) or different types of in-flight refueling missions. 

 (a) Operating the air mobility force at its optimal capacity each day 

should not undermine its timely reaction to unforeseen emergencies or the shifting 

priorities of an operation or campaign. Attempts to bank air mobility forces for later 

missions are usually ill advised because holding them in reserve entails the certain loss of 

irrecoverable daily transportation productivity. 

 (b) Air mobility aircraft are vulnerable to air and surface attacks. 

Similarly, GAMSS units and command elements are organized to provide only for their 

local security. These vulnerabilities usually mean that optimal air mobility operations are 

most effective in a low-threat environment. Ideally, friendly air defense forces should 

protect large-scale or high frequency operations. Air mobility forces can operate in 

higher threat environments by using aircraft equipped with defensive systems, by using 

other assets to protect them, or by accepting a possible combination of operational 

penalties, higher loss rates, and reduced efficiency. 

I-13 
Chapter I 

Further information regarding local security is available in JP 3-10, Joint Security 

Operations In Theater. 

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

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

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

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

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

from the contaminated APOD to continue TPFDD deliveries. EZ minimizes the number 

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

aircraft when APODs have been contaminated. Further information regarding EZ is 

found in AMC C-CBRN CONOPS, Section VII. 

 (d) Split mission-oriented protective posture (MOPP) is a contamination 

avoidance measure. Air mobility planners use split MOPP to divide an APOD into clean 

and dirty sectors, allowing a MOPP reduction in the uncontaminated sectors. If airlift 

operations must continue into a contaminated airfield, look for clean sections of the 

runway and/or ramp (upwind of the contaminated sectors) for the conduct of on/offload 

activities. The contingency response element (CRE) officer in charge at the 

contaminated airfield should direct the aircrew to clean sectors during ground operations. 

 (e) CBRN decontamination helps sustain military operations in CBRN 

environments by preventing or minimizing mission performance degradation, casualties, 

or loss of resources. Further information regarding split MOPP and decontamination is 

available in AMC C-CBRN CONOPS, and JP 3-11, Operations in Chemical, Biological, 

Radiological, and Nuclear (CBRN) Environments, and JP 3-41, Chemical, Biological, 

Radiological, Nuclear, and High-Yield Explosives Consequence Management.

 (2) The AMC Phoenix Raven (PR) program is designed to ensure adequate 

protection for AMC aircraft transiting airfields where security is unknown or 

deemed inadequate to counter local threats. PR teams will deter, detect, and counter 

threats to AMC personnel and aircraft by performing close-in aircraft security; advising 

aircrews on force protection measures, accomplishing airfield assessments to document 

existing security measures and vulnerabilities and assist aircrew members in the 

performance of their duties when not performing PR duties. PR teams should be 

considered for all AMC missions that transit high-risk areas. It should be noted that these 

are limited resources. Therefore, a fly-away security team may be an alternative option. 

 (3) Limited air mobility forces may not be able to fill all demands placed on 

them. The scarcity of air mobility assets is a consequence of both their high cost 

(particularly of aircraft) and of limitations on the dimensions and weight of cargo that 

individual aircraft or ground support units can handle. Effective and well-coordinated 

allocation of these assets requires careful prioritization, especially in the face of changing 

mission requirements. This becomes crucial when distances are long or in the absence of 

a well-developed surface infrastructure. When time is critical, airlift may be the only 

choice to ensure the success of high-priority missions. The central problem of theater 

I-14 JP 3-17 
General Overview 

planning is maximizing air mobility operations for immediate requirements, while also 

maximizing their contribution to the long-term requirements of the overall operation or 

campaign. Planners and operators should weigh the immediate needs of the user against 

the overall requirements and priorities of the JFC. As a general guideline, airlift forces 

should not be tasked for movements when surface assets meet shipment 

requirements. 

 (4) The operational and logistic characteristics of air mobility forces 

require the commanders to: 

 (a) Establish priorities for the air mobility effort that reflect national 

priorities and the CONOPS and intent of the commanders they support. 

 (b) Monitor and assess air mobility capacity, usually expressed in tons or 

sorties, on a continual basis. 

 (c) Specifically task, properly support, and control air mobility forces to 

achieve desired objectives. 

 (d) Require air mobility forces to plan their specific missions and transmit 

required statistical data through the logistics and operational systems. 

 g. Force Visibility. Force visibility shows the current and accurate status of forces 

at the strategic and operational level; their current mission; future missions; location; 

mission priority and readiness status. Force visibility provides information on the 

location, operational tempo, assets and sustainment requirements of a force as part of an 

overall capability for a CCDR. Force visibility integrates operations and logistics 

information and facilitates global force management, and enhances the capability of the 

entire joint planning and execution community (JPEC) to adapt rapidly to unforeseen 

events, to respond and ensure capability delivery. Force visibility enhances situational 

awareness and is required to support force sourcing, allocation, assignment of forces; 

force position; sustainment forecasting and delivery; and forecasting for future force 

requirements. It is the responsibility of the JPEC. 

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

AV provides the capability to determine the identity, location and status of equipment, 

and supplies by class of supply, nomenclature, and unit. It includes the ability to 

determine the status of personnel and patients. It provides visibility over equipment 

maintenance and retrograde actions. It also includes the capability to act upon that 

information to improve the overall performance of the DOD logistic practices supporting 

operations. AV is the foundation upon which DOD-wide AV is based, requiring 

horizontal integration of supply and transportation activities and one-time data capture. 

AV includes in-process, in-storage, and in-transit visibility. The function of performing 

AV is a shared responsibility among deploying forces, supporting commands and 

agencies, USTRANSCOM, and the supported CCDR. Defense Logistics Agency, as 

Executive Agent for Integrated Data Environment AV and USTRANSCOM with Global 

I-15 
Chapter I 

Transportation Network (GTN), work collaboratively to ensure supply and in-transit data 

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

 (2) In-transit visibility. ITV refers to the capability to track the identity, 

status, and location of DOD units, and non-unit cargo (excluding bulk petroleum, oils, 

and lubricants), and passengers; medical patients; and personal property from origin to 

consignee or destination across the range of military operations as part of AV. 

For more information on force visibility, AV and ITV see JP 3-35, Deployment and 

Redeployment Operations. 

 h. Planning Considerations. Common users directly benefit from understanding 

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

categories. Choosing the correct method of delivery, correctly determining whether their 

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

the funding implications associated with each choice influences the type of support 

received by the requesting user and also has an impact on the entire NAMS. Therefore 

users, when submitting their requests, must not only make their choices on an objective 

analysis of their exact needs, but must also remain flexible as their desires must be 

balanced against the CJCS priority system and other common-user needs. 

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

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

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

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

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

category. 

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

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

aerial port of embarkation (APOE) to APOD. 

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

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

depositioning (APOD to originating station) legs. 

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

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

OPORD, disaster, or emergency. 

 (d) JCS exercise missions. Users reimburse TWCF based on mission 

flying time to include positioning and depositioning. 

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

unit pays for the fuel transferred. 

I-16 JP 3-17 
General Overview 

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

Service O&M funds. 

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

allocated for joint training. 

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

aircraft are paid from USAF O&M funds 

 (i) Service organic missions. Missions flown by Service-assigned assets 

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

requirements are paid from Service/MAJCOM O&M funding. 

 (2) Air mobility infrastructure. Each type of infrastructure has unique 

advantages and disadvantages that must be considered when planning air mobility 

operations. 

 (a) ALOCs and Air Terminals. Establishing ALOCs between air 

terminals is the key to rapid global mobility. ALOCs are air routings connecting a 

military force with a base of operations that maximize load and fuel efficiencies for 

airlift, AR, and receiver aircraft while providing a structure to the airflow. An effective 

ALOCs structure rests on the proper mix of stage and air bridge operations. “Lily pad” 

operations are typified as missions that originate from a CONUS terminal, delay en route 

at an intermediate location for refueling, crew stage, and/or crew rest, and terminate at an 

outside the continental United States (OCONUS) terminal. Air bridge operations are 

defined as flights between theaters and AORs where the receiver aircraft’s range is 

augmented by in-flight refueling on designated AR tracks. These established routings, air 

terminals, and AR tracks allow commanders to effectively and efficiently move and 

position aircraft, cargo, or personnel. Terminals serving ALOCs include ground-based 

locations where personnel and materiel are either loaded or offloaded. AR tracks are a 

series of specified points (usually along a receiver’s route of flight) where refueling and 

receiver aircraft conduct in-flight refueling operations. This applies to tankers refueling 

cargo aircraft, refueling bombers, or assisting in the movement of fighters as part of a 

deployment. 

 (b) Aerial Port. An aerial port is an airfield that has been designated for 

the sustained air movement of personnel and materiel as well as an authorized port for 

entrance into or departure from the country where located. An airfield is an area prepared 

to accommodate transiting aircraft, (to include any buildings, installations, and 

equipment). Some air mobility aircraft are capable of operating on unimproved surfaces, 

but for large operations it is more effective to establish APODs and APOEs on prepared 

airfields. Prepared airfields are usually preexisting facilities, with hard-surface runways, 

extensive ground operations areas (for taxiing, parking, cargo handling, and other 

appropriate uses), and support infrastructure required for sustained operations. These 

attributes usually make prepared airfields the best available locations for air mobility 

main bases and the best available terminal for deployment, redeployment, and large-scale 

I-17 
Chapter I 

I-18 JP 3-17 

employment operations. These attributes limit the number and location of these types of 

terminals. As a result, commanders should expect these terminals to be targeted by 

adversary forces. 

 (c) LZ. An LZ is any specified zone used for the landing of aircraft. 

LZs are usually less sophisticated than airfields, with facilities meeting only the 

minimum requirements of anticipated operations by specific aircraft. They may vary 

from isolated dirt strips with no off-runway aircraft-handling areas to hard surface 

airfields with limited support infrastructure. The main advantage of LZs is that in many 

cases it is possible to find or construct them near the operating area of supported forces. 

A close-by, but less sophisticated LZ may offer fewer delays in providing airland 

resupply to forward-deployed troops or assistance to humanitarian operations. Due to 

their isolation and possible proximity to threats, operating at these terminals requires 

significant planning. 

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

equipment, or supplies are airdropped. Although DZs are normally on relatively open, 

flat terrain, they may be situated on almost any site (including water) suited in size and 

shape for intact delivery and recovery of airdropped personnel and materiel. The main 

advantage of a DZ is the ability to deliver forces or materiel when an LZ or airfield 

cannot be constructed or used because of expense, time constraints, security risks, 

political sensitivities, or terrain. Similar to LZs, their isolation and possible proximity to 

threats makes security more difficult. Operations at DZs require significant planning 

because of limited on-ground support and likely threats to the aircraft and support 

personnel. 

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

“Planning Air Mobility Operations.” 
CHAPTER II 

COMMAND AND CONTROL OF AIR MOBILITY OPERATIONS 

II-1 

1. General 

 The value of air mobility forces lies in their ability to exploit and enhance the 

speed, range, flexibility, and versatility inherent in air power. Centralized control and 

decentralized execution of air mobility missions are the keys to effective and efficient air 

mobility operations. Centralized control allows commanders to focus on those priorities 

that lead to victory, while decentralized execution fosters initiative, situational 

responsiveness, and tactical flexibility. Although it is not necessary for a single global 

organization to centrally control all air mobility forces, all commanders should envision 

air mobility as a global system capable of simultaneously performing intertheater and 

intratheater missions. Separate but integrated command structures exercise centralized 

control over USTRANSCOM-assigned and theater-assigned and attached air mobility 

forces. This arrangement ensures a smooth interaction of the intertheater and intratheater 

forces. MAF operate as an integrated system of assets, and satisfy the supported CCDR’s 

mobility requirements through common procedures that bridge the command structures 

of theater and CONUS-based forces. 

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

theater and CONUS-based forces form a global partnership. This partnership must 

operate as an integrated force with interoperable planning, tasking, scheduling, and C2 

systems. A critical element of this partnership is linking centralized control agencies 

such as the CONUS-based forces’ USTRANSCOM DDOC and 618th TACC to the 

theaters’ JDDOCs and AOCs. These MAF partners exercise centralized control to ensure 

the JFC is supported with responsive, capable, and seamless air mobility. Air mobility 

commanders practice decentralized execution by delegating execution authority to 

subordinate commanders. Commanders at the wing, group, squadron, mission, and 

aircraft levels are vested with the appropriate authority necessary for an effective span of 

control while fostering initiative, situational responsiveness, and tactical flexibility. 

 b. The ultimate goal of air mobility C2 is to present a seamless system to 

commanders, customers, and air mobility operators across the range of military 

operations. This chapter provides the doctrinal foundation for command, control, and 

integration of air mobility forces. 

 c. Theater air control system (TACS). TACS is the USAF mechanism for 

commanding and controlling theater air power for the COMAFFOR. The AOC is the 

senior C2 element of TACS and includes personnel and equipment of the necessary 

disciplines to ensure effective control of air operations (e.g., communications, operations, 

intelligence). 

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

off in new directions. But adjusting supply plans to the altered tactical 

scheme is far more difficult.” 

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

Further details concerning the structure, functions, processes, and personnel within the 

AOC can be found in Air Force Tactics, Techniques, and Procedures (AFTTP) 3-3, AOC,

Operational Employment- Air and Space Operations Center, and Air Force Instruction 

13-1AOC series publications.

2. Command Relationships 

 Effective and efficient employment of air mobility forces requires a clear 

understanding of the associated command relationships and control processes affecting 

the application of these forces. Because they may operate simultaneously across three 

environments; intertheater, intratheater, and within a JTF’s JOA, C2 of air mobility 

forces can be a particularly complex task. 

3. Command and Control 

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

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

systems. 

 a. Intertheater Air Mobility Operations. Intertheater air mobility operations are 

generally global in nature and service the CONUS-to-theater air mobility needs of the 

supported commander. Air mobility assets, assigned to CDRUSTRANSCOM, execute 

the majority of intertheater airlift missions; C2 of these assets is normally exercised 

through 618th TACC. The 618th TACC is the primary worldwide planning and 

execution agency for activities involving air mobility forces operating to fulfill 

CDRUSTRANSCOM-directed requirements. Exceptions to this are the C2 of CONUS 

operational support airlift (OSA) missions, which are directed by USTRANSCOM Joint 

Operational Support Airlift Center and special distinguished visitor missions flown and 

controlled by the 89th Airlift Wing (Presidential support). Intertheater operations may 

also include movements between CONUS and one or more theaters, or between two 

GCCs’ theaters (e.g., C-17 airdrop of 173rd Airborne Brigade into Northern Iraq early in 

Operation IRAQI FREEDOM [OIF]). In most cases, assets assigned or attached to 

CDRUSTRANSCOM will perform these movements. However, in the case of the 

movement between two theaters, where theater-assigned air mobility assets are 

employed, the GCC who owns the forces retains OPCON. Specific command 

relationships for air mobility forces should be established in a manner that best supports 

the joint tasking and circumstances of the operation. 

 (1) The Deployment Order (DEPORD). A DEPORD is defined as a planning 

directive from SecDef, issued by the CJCS, that authorizes and directs the transfer of 

forces between combatant commands by reassignment or attachment. A deployment 

order normally specifies the authority that the gaining CCDR will exercise over the 

transferred forces. Other orders created during the planning process, such as warning 

order, alert order, and planning order, may also specify or shape command relationships, 

but they do not transfer forces. Other CJCS orders created during the planning process, 

and approved by the SecDef (e.g., an execution order and fragmentary order) may direct 

II-2 JP 3-17 
Command and Control of Air Mobility Operations 

A typical joint air operations center. 

subordinate force providing commands to transfer forces, and require the force providing 

command to publish a DEPORD to effect the directed, SecDef approved, transfer. The 

CCDR establishes command relationships within a combatant command. Service and 

component commanders help tailor command relationships by working through their 

chain of command to shape the details of orders being drafted by the Joint Staff for 

SecDef signature. 

 (2) Functional Combatant Commands. Functional combatant commands 

(such as USTRANSCOM and US Strategic Command) satisfy mission requirements 

across multiple AORs and are thus best centrally controlled. The functional CCDR will 

normally retain OPCON of assigned forces and, upon SecDef order, relinquish TACON 

or provide support to the supported CCDR. For air mobility forces performing primarily 

intertheater operations the preferred command relationship between global/functional and 

regional/geographic organizations is support. In some cases these forces, with SecDef 

approval, may be attached to the supported CCDR if that CCDR will fully employ them 

and has requisite C2 ability. As an example, tankers are deployed forward in support of a 

regional operation. If the tankers are totally committed to that operation and are 

unavailable to perform any other mission, the supported CCDR should have OPCON 

over these tankers. If, on the other hand, the tankers are only partially employed in that 

operation, and thus are available for other missions, CDRUSTRANSCOM should retain 

OPCON to optimize overall tanker utilization. When the supporting commander cannot 

fulfill the needs of the supported commander, JP 1, Doctrine for the Armed Forces of the 

United States, states the establishing authority will be notified by either the supported or 

the supporting commander. The establishing authority is responsible for determining a 

solution. 

II-3 
Chapter II 

 (3) Transient Forces Outside the United States. Transient forces, i.e., forces 

merely transiting an AOR, are not normally assigned or attached to the GCCs, however, 

they are subject to local force protection and administrative reporting requirements. 

CCDRs with geographic responsibilities shall exercise TACON (for force protection) 

over all DOD personnel (including their dependents), except for those for whom the chief 

of mission retains security responsibility. GCCs exercise of TACON (for force 

protection) applies to all DOD personnel assigned to, temporarily assigned to, transiting 

through, or training in the GCC’s AOR. TACON (for force protection) enables GCCs to 

change, modify, prescribe, and enforce force protection measures for covered forces. Per 

JP 1, Doctrine for the Armed Forces of the United States, “Transient forces do not come 

under the chain of command of the area commander solely by their movement across 

operational area boundaries, except when the CCDR is exercising TACON for the 

purpose of force protection. Unless otherwise specified by the SecDef, and with the 

exception of the United States Northern Command AOR, a CCDR has TACON for 

exercise purposes whenever forces not assigned to that CCDR undertake exercises in that 

CCDR's AOR.” 

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

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

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

are normally scheduled and controlled by the theater AOC or joint air operations center 

(JAOC) if established. The ability to identify and coordinate movement requirements 

(visible in JDDE-common systems) is critical to providing theater reachback support 

from the 618th TACC. When intratheater air mobility requirements exceed the capability 

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

a support relationship. The supported commander may also request augmentation from 

SecDef through the request for forces process. 

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

3122.01A, Joint Operation Planning and Execution System Volume I: (Planning Policies 

and Procedures). 

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

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

focus and at the same time respond to a regional requirement within the theater. When 

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

COMAFFOR will normally be delegated OPCON of Air Force assets, and if designated 

the JFACC, will typically exercise TACON of air mobility forces made available to the 

JFACC. If the JTF requires additional air mobility forces beyond those already made 

available for tasking, additional augmentation may be requested. 

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

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

the JTF, including the JAOC, the 618th TACC, and the JDDOC and/or the JMC. 

 (a) The DIRMOBFOR is normally a senior officer who is familiar with the 

II-4 JP 3-17 
Command and Control of Air Mobility Operations 

AOR or JOA and possesses an extensive background in air mobility operations. The 

DIRMOBFOR serves as the designated agent for all air mobility issues in the AOR or 

JOA, and for other duties as directed. At the discretion of the JFC, the DIRMOBFOR 

may be sourced from the theater’s organizations or USTRANSCOM. The DIRMOBFOR 

should be collocated with the JAOC AMD to maximize effectiveness. 

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

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

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

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

operations managed by the JAOC director. 

 (2) DIRMOBFOR also has distinct responsibilities in relation to JFC staffs. 

Air mobility requirements do not originate in the AOC. They originate at the component 

level and are validated by either the theater JMC/DDOC (when established) or by the 

CCDR’s operation directorate of a joint staff (J-3) in coordination with the logistics 

directorate of a joint staff (J-4). This may vary slightly in different theaters. 

Consequently, an essential role for DIRMOBFOR is to serve as the principal 

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

appropriate prioritization of air mobility tasks while balancing requirements and air 

mobility capability. 

 (3) Specific duties of DIRMOBFOR include the following: 

 (a) Coordinate integration of intertheater air mobility capability provided 

by USTRANSCOM. 

 (b) In concert with the AOC director/commander, facilitate the tasking and 

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

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

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

execution process, and deconflicted with other air operations. 

 (d) Coordinate with the 618th TACC and Air Force Transportation 

Component of USTRANSCOM (AFTRANS) to ensure the joint force air mobility 

support requirements are met. 

 (e) Assist in the integration and coordination of the multinational air 

mobility plan. 

4. Command and Control Structures 

 The air mobility C2 system relies on consistent processes and the ability to rapidly 

expand to meet the specific needs of the task at hand. This facilitates rapid transition 

from peacetime to contingency or wartime operations. 

II-5 
Chapter II 

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

GCCs has a USTRANSCOM transportation liaison officer. GCCs with assigned air 

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

those forces through Service component commanders. The COMAFFOR executes the 

C2 of USAF air operations in the theater or AOR through the AOC. One of the AOC 

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

illustrates these routine, day-to-day command relationships for controlling air mobility 

forces. 

 b. Establishing a Joint Task Force. When a contingency arises, the supported 

CCDR may elect to establish a JTF and appoint the JFC. The JFC is authorized to 

exercise command authority over a joint force to accomplish an assigned mission and 

will determine appropriate military objectives and set priorities for the joint task force. 

ROUTINE COMMAND RELATIONSHIPS

FOR AIR MOBILITY FORCES

LEGEND

AF Air Force 

AFTRANS Air Force Transportation 

Component

AMC Air Mobility Command

AOC air and space operations 

center (USAF)

CC component commander

COCOM combatant command (command 

authority)

COMAFFOR commander, Air Force forces

COORD coordination authority

OPCON operational control

618th TACC Tanker/Airlift Control Center

USTRANSCOM US Transportation Command

SECRETARY OF DEFENSE

Numbered 

AF/CC

 AOC 618th TACC

AFTRANS/CC

Theater Assigned 

Air Mobility Forces

Attached

Air Mobility Forces

USTRANSCOM

Assigned

Air Mobility Forces

GEOGRAPHIC

COMBATANT 

COMMANDER

COMAFFOR 

USTRANSCOM

AMC/CC

COMMAND COCOM OPCON AS DESIGNATED COORD

Figure II-1. Routine Command Relationships for Air Mobility Forces 

II-6 JP 3-17 
Command and Control of Air Mobility Operations 

The JFC has great latitude in determining command relationships. Service components 

provide unity of command and normally exercise OPCON over all assigned and attached 

forces. The JFC will normally assign JFACC responsibilities to the component 

commander having the preponderance of air assets and the capability to effectively plan, 

task, and control joint air operations. If a GCC requires OPCON and/or TACON of air 

mobility forces, the request must be processed through the Joint Staff for SecDef 

approval. Figure II-2 depicts these relationships. 

II-7 

LEGEND

AF Air Force

AFTRANS Air Force Transportation 

Component

AMC Air Mobility Command

AOC air and space operations 

center (UASF)

CC component commander

COCOM combatant command 

(command authority)

COORD coordination authority

JAOC joint air operations center

JFACC joint force air component 

commander

JFC joint force commander

JTF joint task force

OPCON operational control

618th TACC Tanker/Airlift Control Center

USTRANSCOM US Transportation Command

COMMAND RELATIONSHIPS FOR

AIR MOBILITY FORCES ATTACHED TO

A JOINT TASK FORCE

SECRETARY OF DEFENSE

618th TACC

AFTRANS/CC

USTRANSCOM

AMC/CC

JFACC

Air Forces

of the

JTF

USTRANSCOM

Assigned

Air Mobility 

Forces

USTRANSCOM

Air Mobility 

Forces 

Supporting JTF

JFC

Numbered 

AF/CC

 AOC

Theater Assigned 

Air Mobility Forces

Attached

Air Mobility Forces

GEOGRAPHIC

COMBATANT 

COMMANDER

COMAFFOR 

COMMAND COCOM OPCON AS DESIGNATED COORD

Figure II-2. Command Relationships for Air Mobility Forces Attached to a Joint Task 

Force
Chapter II 

 c. Establishment of a JAOC and Associated Air Mobility Command 

Relationships. The JFACC requires a C2 organization appropriately sized and tailored 

to support JTF or subordinate command-related air operations. The JAOC is the air 

planning and execution focal point for the JTF (or other subordinate command). 

Centralized planning, direction, and coordination of air mobility operations occur in the 

AMD. 

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

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

for these forces will normally be exercised through the JFACC/COMAFFOR. The JAOC 

director is charged with the effectiveness of joint air operations and focuses on planning, 

coordinating, allocating, tasking, executing, and assessing air operations in the 

operational area based on JFACC guidance and DIRMOBFOR coordination. 

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

AR control team, and aeromedical evacuation control team. The AMD will integrate and 

direct the execution of theater assigned or attached Service organic mobility forces 

operating in the AOR or JOA in support of JFC objectives. OPCON of USTRANSCOMassigned air mobility forces supporting, but not attached to, the JTF or subordinate 

command will remain with AMC. This expansion of C2 systems requires the AMD to 

interface with the 618th TACC, other AMDs if required, and the JAOC combat 

operations and combat plans divisions to ensure air mobility missions are included in the 

air tasking order (ATO). Figure II-3 illustrates the arrangement of the JAOC and 

associated command relationships with respect to air mobility operations. 

 d. Additional C2 Structures. These consist of fixed and mobile units and facilities 

that provide the JAOC with the information and communications required to monitor the 

ongoing air operation and control Air Force aircraft in theater air operations. The broad 

organization and functions of these units and facilities are discussed here in their 

relationship to intratheater air mobility. 

 (1) Control and Reporting Center (CRC). The CRC is directly subordinate 

to the JAOC and is charged with broad air defense, surveillance, and control functions. 

The CRC provides the means to flight-follow, direct, and coordinate the support 

and defense of theater air mobility aircraft operating in the operational area. 

 (2) Tactical Air Control Party (TACP). TACPs consist of personnel 

equipped and trained to assist US ground commanders to plan and request tactical air 

support. 

 (3) Emergency Operating Center (EOC). As the C2 facility of wings, EOCs 

provide control and communications facilities to link wing commanders to the JAOC 

and enable them to command their forces. To facilitate joint operations, Army ground 

liaison officers or other component representatives may be assigned to an EOC. 

II-8 JP 3-17 
Command and Control of Air Mobility Operations 

LEGEND

THE JOINT AIR OPERATIONS CENTER

AND COMMAND RELATIONSHIPS

FOR AIR MOBILITY FORCES

SECRETARY OF DEFENSE

Numbered 

AF/CC

AOC 618th TACC

AFTRANS/CC

Theater 

COMAFFOR

USTRANSCOM

AMC/CC

GEOGRAPHIC

COMBATANT 

COMMANDER

JFACC

JAOC

Director DIRMOBFOR

Theater Assigned

Air Mobility Forces

Attached

Air Mobility Forces

Theater Assigned and 

Attached Service 

Organic Mobility Forces 

Attached to JTF

Air Mobility 

Division

USTRANSCOM

Assigned

Air Mobility 

Forces

USTRANSCOM

Air Mobility Forces 

Supporting JTF

JAOC Division

Combat Plans

Combat Ops

Strategy

ISR

JFC

AF Air Force

AFTRANS Air Force Transportation 

Component

AMC Air Mobility Command

AOC air and space operations 

center (USAF)

CC component commander

COCOM combatant command 

(command authority)

COMAFFOR commander, Air Force forces

COORD coordination authority

DIRMOBFOR director of mobility forces

ISR intelligence, surveillance, and 

reconnaissance

JAOC joint air operations center

JFACC joint force air component 

commander

JFC joint force commander

JTF joint task force

OPCON operational control

618th TACC Tanker/Airlift Control Center

USTRANSCOM US Transportation Command

COMMAND COCOM OPCON AS DESIGNATED COORD

Figure II-3. The Joint Air Operations Center and Command Relationships for Air 

Mobility Forces

 (4) Contingency Response Group (CRG), CRE, Contingency Response 

Team (CRT), and Contingency Load Planning Teams (CLPTs). CRGs include 

contingency support elements that deploy to initiate airbase opening operations. CRG 

capabilities include airfield assessment, C2, aerial port passenger and cargo processing, 

II-9 
Chapter II 

limited aircraft servicing and maintenance, threat assessment, contracting/finance, limited 

force protection, limited fuels/logistics support, limited physical security/defense, and 

limited medical care. CREs are deployable GAMSS forces that support intertheater and 

intratheater air mobility operations; capabilities include C2, aerial port passenger and 

cargo processing, along with limited aircraft servicing maintenance. Smaller than CREs, 

CRTs perform similar functions on a smaller scale. CLPTs provide airlift expertise to 

train airlift users on how to prepare and marshal their initial airlift loads. CLPTs provide 

on-the-spot training and quality control to the deploying organization, and provide 

limited C2 management at locations where airflow is minimal or sparsely scheduled. 

 (5) Special Tactics Team (STT). Commander, United States Special 

Operations Command (USSOCOM) exercises COCOM over all CONUS-based special 

operations forces (SOF), including STTs. STTs are small, rapidly deployable, taskorganized combat control teams (CCTs), pararescue jumper, and combat weather (special 

operations weather team) personnel. They are uniquely organized, trained, and 

equipped to facilitate the air-ground interface during joint special operations and 

sensitive recovery missions. These teams can prepare the operational environment 

for air mobility operations by conducting survey assessments, weather observations, 

and reconnaissance and surveillance of objective airfields and assault zones. STTs 

establish terminal area airspace control (attack, C2, and air traffic services) at remote 

assault (e.g., drop or landing) zones and austere or expeditionary airfields. As SOF, they 

cannot sustain these operations for long periods of time. STTs are a part of the theater 

SOF and are normally under OPCON of the joint force special operations component 

commander (JFSOCC) or the joint special operations task force. When supporting 

theater mobility operations, command authority over STTs should remain in the SOF 

chain of command. Command relationships and authority should be clearly stated and 

Special tactics team. 

II-10 JP 3-17 
Command and Control of Air Mobility Operations 

understood by special operations and air component commanders. STTs are requested 

from the JFSOCC for tasking. 

 (6) An air mobility liaison officer (AMLO) is a rated air mobility officer 

specifically trained to advise the supported Army/Marine Corps unit commander and 

staff on the optimum and safe use of air mobility assets. They support units at the corps, 

division, separate regiment, and selected brigade echelons, but may be aligned with 

echelons above corps as required. Air liaison officers are organized and empowered to 

serve as single authoritative voices representing and advising the ground commanders 

they support. 

 (7) AMC liaison officers (LNOs) are normally assigned to a Marine 

expeditionary force command element. The AMC LNOs perform similar functions as 

the AMLOs, but are not designated as AMLOs. 

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

E-3A Airborne Warning and Control System (AWACS) may perform limited C2 

functions in support of theater air mobility operations. 

 (9) The medical support team provides the personnel and equipment required 

to administer medical care for injuries and illness, and to administer preventive medical 

care reducing the risk of a catastrophic or detrimental event that could impact on mission 

effectiveness. The team also recommends strategies to CRG, CRE, and CRT 

commanders for countermeasures against environmental and physiological stressors, in 

order to enhance mission effectiveness. While they support deployed CRG, CRE, and 

CRT operations, the medical support team will be under the same command relationship 

as the CRG, CRE, and CRT (i.e., if the CRG, CRE, and CRT is OPCON to the JTF, the 

medical support team should be also). 

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

BCDs will be located within the JAOC and will consist of intelligence and operations 

personnel organized into airlift, air defense, fire support, and airspace control 

elements. Overall, the BCD monitors and interprets the land battle situation and 

provides the necessary interface for the exchange of current intelligence and operational 

data. The airlift section is collocated with the AMD and is responsible for monitoring 

movements on joint airlift operations supporting Army forces (ARFOR) and providing 

feedback to ARFOR operations and logistics staff officers. The airlift section is the 

single point of contact within the JAOC for coordinating and monitoring Army airlift 

requests, changes, and cancellations. The other sections coordinate fire and close air 

support for intratheater airlift missions, as appropriate. 

 (11) Army Tactical Operations Centers (TOCs). TOCs are found in Army 

units down to maneuver battalion however, AMLOs will normally be located at the 

division level and above. Intratheater airlift requests will be validated and prioritized by 

the Army service component commander. 

II-11 
Chapter II 

 (12) Ground Liaison Officers (GLOs). Army units may assign GLOs to the 

JAOC/AOC and theater airlift EOCs. In those positions, they monitor and report on the 

current airlift situation to their parent units. They also advise Air Force mission 

commanders and staffs on Army component air movement requirements, priorities, and 

other matters affecting the airlift situation. GLOs assigned to the JAOC/AOC report 

through the BCD. They are also the principal points of contact between the Air Force 

CRGs and Army arrival/departure airfield control groups (A/DACGs) for controlling 

Army theater airlift movements. 

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

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

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

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

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

military units performing aerial port operations. Comprised mainly of personnel and 

resources from theater sustainment units along with elements of the moving unit, the 

A/DACG is task-organized to reflect the type of move and degree of support available at 

the air terminal. Service transportation support at air terminals, assist with the 

deployment, redeployment and sustainment of forces. Normally, an Army, Navy or 

Marine Corps A/DACG assists the mobility forces in processing, loading and off-loading 

deploying and arriving service component personnel and equipment. A/DACGs are 

deploying Service component’s counterpart to a CRG/CRE. When units from more than 

one component will transit a terminal simultaneously, the JFC should direct one 

component to provide the A/DACG. This will normally be the component with the 

largest movement requirement, and augmented, as necessary, by the other components. 

 (14) Army Movement Control Teams (MCTs). MCTs are responsible for 

coordinating the movement of personnel and materiel from air terminals to their 

designated destinations. MCTs operate independently of the A/DACG and are 

responsible for controlling movement on an area basis. 

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

airlift by conducting reconnaissance and surveillance operations of named areas of 

interest around terminal areas. LRSTs, which are organized from long-range 

surveillance detachments and companies, are organic to each Army division. Typically, 

one to six LRSTs support an airborne or air assault operation. If required, LRSTs can 

also mark DZs and LZs and direct fire support for airlift operations. 

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

conjunction with, an Air Force STT, DZSTs provide Army units with limited organic 

capabilities to support airdrop operations. DZSTs direct airdrop operations on DZs 

and consist of at least two personnel, including an airborne jumpmaster- or pathfinderqualified leader. They can support airdrops (up to three aircraft) of personnel, equipment, 

and CDS bundles. Their responsibilities include: 

II-12 JP 3-17 
Command and Control of Air Mobility Operations 

 (a) Evaluating DZs; 

 (b) Evaluating ground hazards; and 

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

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

direct airdrop operations. 

 (17) Army Tactical Aviation Control Teams (TACTs). Composed of air 

traffic control or pathfinder-qualified personnel, TACTs locate, identify, and establish 

DZs and LZs. They install and operate navigational aids and communications around the 

terminal, control air traffic in that vicinity and, to a limited degree, gather and transmit 

weather information. 

 (18) Joint Patient Movement Requirement Center. A joint activity 

established to coordinate the joint patient movement requirements function for a joint 

task force operating within a unified command area of responsibility. It coordinates with 

the theater patient movement requirements center for intratheater patient movement and 

the Global Patient Movement Requirements Center for intertheater patient movement. 

 (19) Joint Task Force – Port Opening (JTF-PO). USTRANSCOM also 

provides a JTF-PO to rapidly open and operate ports of debarkation and initial 

distribution networks for joint distribution operations supporting humanitarian, disaster 

relief, and contingency operations. The JTF-PO (APOD), consists of an air element for 

airfield operations and a surface element for cargo transfer and movement control. The 

surface element operates a forward distribution node for clearance of cargo from the 

APOD. The JTF-PO (APOD) is designed to arrive early at an airfield to establish single 

port management and provide in-transit visibility from the beginning of an operation. 

The JTF-PO deploys under the authority of the CDRUSTRANSCOM, in direct support 

of the CCDR; it is designed to operate for 45-60 days and be relieved by follow-on 

forces. 

 (20) Joint Deployment and Distribution Operations Center. The integration 

of intertheater and intratheater movement control is the responsibility of the supported 

combatant command and USTRANSCOM. Subsequently, each GCC has a JDDOC. The 

JDDOC is a CCDR’s movement control organization designed to synchronize and 

optimize national and theater multimodal resources for deployment, distribution, and 

sustainment. The JDDOC is normally placed under the control and direction of the 

combatant command J-4, but may also be placed under other command or staff 

organizations. 

5. Command and Control of Airfields During Contingency Operations 

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

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

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

military, nongovernmental organizations, and commercial air activities. 

II-13 
Chapter II 

II-14 JP 3-17 

USTRANSCOM, through AMC performs single port manager (SPM) functions 

necessary to support the strategic flow of the deploying forces’ equipment and 

sustainment from the APOE and hand-off to the CCDR in the APOD. The SPM is 

responsible for providing strategic deployment status information to the CCDR and to 

manage workload of the APOD based on the CCDR’s priorities and guidance. 

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

(SAA) responsible for airfield operations. The SAA ensures unity of effort among the 

various commands and other activities operating on the airfield and serves as the 

arbitrator between competing interests on the airfield. Depending on the types of air 

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

one of the following commands; Army aviation battalion/brigade, Air Force tactical 

fighter squadron/wing, Marine aircraft squadron/group, USTRANSCOM’s contingency 

response element/group, air mobility squadron, or AFSOC special tactics squadrons. The 

SAA is responsible for overall effectiveness of the airfield and coordination of all 

requirements for use of the airfield and its facilities. The SAA controls airfield access 

and coordinates for airfield security with the joint security coordinator for the area. 

 (1) In situations where US forces are not the overarching authority for airfield 

operations (e.g., the host nation maintains airfield control, operational civil airfield), the 

SAA maintains oversight for all US/coalition airfield operations and, is the primary 

negotiator with the respective airfield officials for any support required. 

 (2) If dual-hatted as the base commander, the SAA has control and direction 

over base defense activities within the base boundary through the C2 mechanism of the 

base defense operations center (BDOC) (See JP 3-10, Joint Security Operations in 

Theater). The base commander, through the BDOC, addresses threats with attached 

forces within the designated base boundary, coordinates with the designated area 

commander(s) for additional support or forces, and if required, requests joint fires within 

the base boundary. Within this context, clear lines of authority are required to ensure 

resources and personnel are protected from ground-based attacks and standoff attacks 

commensurate with the commander's integrated base defense plan. 
CHAPTER III 

PLANNING AIR MOBILITY OPERATIONS 

III-1 

1. Air Mobility Planning Considerations 

 a. Mobility aircraft can accomplish a variety of missions. Therefore, mission 

planning must include an intelligent application of sound tactical concepts learned from 

previous conflicts, operational evaluations, training exercises, tactics development 

programs, and threat analysis. Prior to specific tasking and detailed mission planning, a 

preliminary study must be done to develop mission profiles and determine the potential 

for mission success. Feasibility studies are usually done at the joint command level but 

may be delegated as low as wing level planners. Planners are responsible for providing 

commanders with accurate assessments during all phases of planning. Most contingency 

operations will involve joint forces and should integrate the user in mission planning. In 

addition, planners should include intelligence, C2, escort, security/defense, combat air 

patrol, suppression of enemy air defenses (SEAD), service LNOs, weather, maintenance, 

AE planner and AE patient movement item medical logistics specialist, cargo handlers 

and inspectors, and airspace controllers. The degree of integration will influence the 

outcome of the mission. Sharing critical information, especially intelligence information, 

between all players will help to clarify objectives, develop alternatives, and assess risk. 

When aircrew, the user, and planners are geographically separated, secure 

communication is imperative. 

 b. Joint Airspace Control. Air mobility planners should be involved in the 

creation of the airspace control plan. Air mobility aircraft typically require preferred 

altitudes and routing to avoid or mitigate threats. Congested airspace and potential 

fratricide are also major concerns. In addition, air mobility planning considers 

international, host nation (HN), and military airspace control plans and procedures. 

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

Joint Airspace Control in the Combat Zone. Further information on terminal airfield air 

traffic control (ATC), see Field Manual (FM) 3-52.3, Marine Corps Reference 

Publication (MCRP) 3-25A, Navy Tactics, Techniques, and Procedures (NTTP) 3-56.3, 

and AFTTP(I) 3-2.23 Multi-Service Procedures for Joint Air Traffic Control. 

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

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

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

coordination between the joint force airspace control authority, area air defense 

commander, JAOC, all other joint force component ground and aviation elements. 

Changing of the corridor system may be required depending on the threat lay down and 

enemy actions. 

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

planning is indispensable.” 

Dwight D. Eisenhower 
Chapter III 

2. Marshalling 

 Marshalling includes the preparations required to plan, document, and load 

equipment and personnel aboard the aircraft. The marshalling plan provides the 

administrative and logistic procedures to accomplish these tasks. The marshalling area 

is usually located near departure camps and airfields to conserve resources and 

reduce the opportunity for observation. When the number of departure airfields is limited 

or when requirements dictate dispersion, loading may be accomplished on a phased 

schedule. The Air Force component’s portion of the marshalling operation is 

developed during air movement planning and consists of instructions regulating 

aircraft movement and the parking plan. These procedures are stipulated in appendix 5 

(Mobility and Transportation) to annex D (Logistics) of the OPORD. 

 a. Preparations 

 (1) Planning. The joint force staff coordinates with administrative and 

logistic agencies for maximum support during marshalling. This support includes 

transportation, communications, and personnel support functions (campsite 

construction, operation, and maintenance; messing; and religious, fitness, recreation, and 

other morale services) and permits the unit to concentrate on preparation for the 

movement. Support may also include local security personnel to supplement normal Air 

Force security at the departure airfield. 

For details on air base ground defense, see JP 3-10, Joint Security Operations in Theater. 

 (2) Logistics. The unit logistics officer normally prepares the marshalling plan. 

The plan is an appendix to the service support annex of the OPORD or an annex to the 

administrative and logistics order of the airlifted force. It should contain procedures for 

cover and deception. The marshalling plan includes procedures for moving units 

from marshalling areas through the alert holding and call forward areas to the ready line. 

Finally, it includes methods for loading troops and equipment into individual aircraft. 

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

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

influenced by several common factors. There is no order of priority among these factors, 

but any one of them could become the basis for final selection. To avoid concentration of 

forces, multiple marshalling areas and departure airfields should be selected. 

Excessive dispersion, however, makes C2 more difficult and may diminish the 

effectiveness of supporting activities. The factors affecting selection of marshalling areas 

and departure airfields are illustrated in Figure III-1. 

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

accomplished quickly. To prepare for marshalling, deploying units are responsible 

for the following. 

 (a) Establish liaison with the DACG. 

III-2 JP 3-17 
Planning Air Mobility Operations 

FACTORS AFFECTING SELECTION OF MARSHALLING 

AREAS AND DEPARTURE AIRFIELDS































Mission to be accomplished

Airfields (number, location, type)

Air support available

Communications

Initial location of participating units

Vulnerability to adversary action

Distance to the objective area

Logistic support required and available

Unit integrity

Adequacy of air defense

Capacity of each airfield to handle sustained operations

Security requirements, to include camouflage, concealment, and 

deception measures

Health hazards and expected weather

Surface lines of communications

Types of airlift aircraft used

Figure III-1. Factors Affecting Selection of Marshalling Areas and Departure Airfields 

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

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

expedite loading operations. 

 (d) Perform final preparation of vehicles and equipment. 

 (e) Ensure adequate shoring and dunnage materials are readily available. 

 (f) Receive parachutes and other airdrop items and prepare airdrop loads in 

coordination with the responsible airdrop support unit. 

 (g) Prepare and certify aircraft load plans (appropriate Air Force officials 

verify and approve load plans), personnel, and equipment manifests (and annotate any 

hazardous materials by class), and submit them through the DACG (or designated CCDR 

agent if no DACG is present) to the supporting airlift elements. As a minimum, manifest 

information should be submitted electronically, either via disk or direct system interface, 

to facilitate movement processing and ITV reporting. En route messing is a deploying 

unit responsibility. 

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

Air Force units and the deploying component units. 

III-3 
Chapter III 

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

 (1) CRG, CRE, or CRT teams are responsible for marshalling the 

deploying unit and associated equipment for airlift. The organization employed 

depends on the size of the unit being deployed and the number of aircraft involved. 

 (2) The A/DACG is the deploying Service component’s counterpart to the 

CRG, CRE, or CRT. This organization is sized to support the unit being deployed. 

 c. Execution 

 (1) The deploying unit assembles, prepares, and documents its cargo and 

personnel for air movement. Discrepancies are identified and corrected prior to air 

movement. There are four separate areas of activity in departure airfield operations. 

Each activity takes place in a designated area and involves specific tasks. Figure III-2 

shows the four separate areas of activity and outlines the major functions of each area. 

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

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

required loading and scheduled station times published in the air movement plan. The 

deploying unit’s installation major command provides transportation to move personnel 

and chalk loads (by chalk number) to aircraft. Whenever possible, movements are made 

at night for operations security (OPSEC) purposes. Personnel in charge of aircraft chalk 

loads should receive mission briefings concerning the route to their respective aircraft. 

Personnel and equipment should arrive at onload airfields IAW prescribed times 

published in the air movement plan. The GAMSS units control airlift movement at the 

departure airfield. Routes to and from loading areas should be clearly marked. Strict 

control of air and ground traffic is maintained on and across runways and strips. 

III-4 JP 3-17 
Planning Air Mobility Operations 

DEPARTURE AIRFIELD OPERATIONS

Dual DACG and CRG/CRE 

area of responsibility. 

Joint inspection and 

discrepancy corrections 

are conducted in this area. 

Chalk loads are moved 

from the call forward area 

and released into the 

CRG/CRE at the ready line.

CRG/CRE area of 

responsibility. 

Receives control of 

chalks from the DACG 

and conducts 

additional briefings 

and inspections as 

required. 

Responsibility for all 

air movement 

operations.

Deploying unit 

responsibility.

Prepare vehicles, 

equipment, 

cargo, and 

personnel into 

chalk loads for 

delivery to the 

DACG alert 

holding area for 

air movement.

DACG area of 

responsibility. The DACG 

ensures the movement of 

vehicles, equipment, and 

cargo from the alert 

holding area to the call 

forward area in orderly 

fashion. The reception of 

aircraft loads and 

conducting preinspections 

are accomplished here.

MARSHALLING

 AREA

ALERT HOLDING 

AREA

CALL FORWARD

 AREA

READY LINE / 

LOADING RAMP 

AREA

In-checks cargo

Prepares personnel 

and cargo manifests

Prepares other 

documentation 

agreed upon during 

the joint planning 

conference

Conducts initial 

inspection of each 

chalk

Releases each chalk 

to the DACG at the 

alert holding area

Establishes aircraft 

parking plan

Receives load at 

ready line, directs to 

aircraft and, in 

conjunction with 

aircraft load master 

or load team chief, 

supervises the 

supported 

component while 

loading and 

restraining cargo 

aboard aircraft

Conducts joint 

inspection

Conducts final briefing 

and performs final 

manifest corrections

Compiles statistical 

data

Provides area for 

correction of 

discrepancies 

identified during the 

joint inspection

Accepts chalk from 

deploying unit

Conducts inspection

Establishes traffic 

flow pattern

Establishes 

communications with 

deploying units and 

other functional 

areas,

provides backup 

communications with 

CRG/CRE

MAJOR 

FUNCTIONS

MAJOR 

FUNCTIONS

MAJOR 

FUNCTIONS

MAJOR 

FUNCTIONS

LEGEND

CRG contingency response group

CRE contingency response element

DACG departure airfield control group

UNIT

AREA

UNIT

AREA

UNIT

AREA

JOINT 

INSPECTIONS

FINAL 

BRIEFING

FINAL 

MANIFEST 

CORRECTIONS

FRUSTRATED 

CARGO AREA

IN-CHECK, 

ASSEMBLY

AND

INSPECTION

Figure III-2. Departure Airfield Operations 

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

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

marshalling of platform loads, the following factors should be anticipated: 

III-5 
Chapter III 

 (a) Additional lead-time may be required; 

 (b) Skilled rigging supervision is needed; 

 (c) MHE required; and 

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

area, should be provided if tactically feasible. 

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

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

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

a few aircraft. Cross-loading does not alter the desirability of keeping ground force 

crews in the same aircraft as their vehicles, weapon systems, or other crew-served 

equipment. 

 (5) Arrival Airfield Operations. Although arrival operations are not part of 

the marshalling process, they are important in air movement. If not orderly, arrival 

operations could adversely affect the mission. Arrival operations take place in three main 

areas: the offloading ramp, the holding area, and unit area and begins the “reception” 

segment of the joint reception, staging, onward movement, and integration (JRSOI) phase 

of deployment operations. JRSOI is the essential process that transitions deploying 

forces, consisting of personnel, equipment, and materiel arriving in theater, into forces 

capable of meeting the CCDR’s operational requirements. Reception operations include 

all those functions required to receive and clear personnel, equipment, and materiel 

through the POD. This process may be modified or streamlined for combat offload 

operations. Figure III-3 shows a typical layout of arrival airfield operations. 

For more information on the JRSOI phase of the deployment process, see JP 3-35, 

Deployment and Redeployment Operations. 

 (6) Unit commanders or team chiefs coordinate with the A/DACG for use of 

available facilities and areas at departure airfields for a command post, communications 

centers, briefing areas, and equipment and supply handling points. 

3. Intelligence 

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

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

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

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

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

planning process from the outset. All available information must be analyzed concerning 

the operational environment pertaining to potential threats, including the full range of 

possible adversary courses of action (COAs). Significant information shortfalls must be 

identified as early as possible, converted into intelligence requirements, and submitted for 

III-6 JP 3-17 
Planning Air Mobility Operations 

ARRIVAL AIRFIELD OPERATIONS

LEGEND

AACG arrival airfield control group

CRE contingency response element

CRG contingency response group

MHE materials handling equipment

USTRANSCOM US Transportation 

Command

CRG/CRE area of responsibility. 

Responsible for air traffic control, 

aircraft parking, supervision of 

offloading operation, and 

releasing planeload to AACG.

Performs base operations and 

other related operational 

functions

Coordinates flight clearances

Maintains aircraft traffic logs and 

operations records

Accomplishes aircraft parking and 

provides parking plan to AACG

Monitors intelligence functions

Establishes communication with 

the AACG

Provides MHE, MHE operators and 

MHE mechanics beyond the 

capability of the user and 

provides and operates any MHE 

that is unique to Commander, 

USTRANSCOM

Assembles chalk and inspects 

for completeness

Provides minor services (gas, 

oil, minor maintenance)

Develops statistical data

Establishes radio and / or land 

lines to the unit area, 

functional areas, and backup 

communication with unloading 

area (CRG/CRE)

Establishes temporary storage 

area

Accepts aircraft loads

Reception segment of 

joint reception, staging, 

onward movement, and 

integration (JRSOI)

MAJOR FUNCTIONS MAJOR FUNCTIONS MAJOR FUNCTIONS

OFF-LOAD RAMP AREA HOLDING AREA UNIT AREA

AACG area of responsibility. 

Receives and processes 

planeloads (chalks) for 

release to the deployed unit.

Deployed unit area of 

responsibility. Unit receives 

planeloads from the AACG 

which terminates the air 

movement.

UNIT

AREA

UNIT

AREA

UNIT

AREA

PROVIDE MINOR 

SERVICES (GAS, 

OIL, MINOR 

MAINTENANCE)

INTRANSIT

HOLDING AREA

ASSEMBLY

AND

INSPECTION

Figure III-3. Arrival Airfield Operations 

collection or production as requests for information. A joint intelligence preparation of 

the operational environment effort should be initiated as early as possible to identify and 

assess possible adversary COAs that could threaten friendly air mobility operations. 

Effective intelligence planning provides commanders at all levels with the intelligence 

they need to apply their available forces wisely, efficiently, and effectively. 

III-7 
Chapter III 

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

intelligence support. 

4. Other Considerations 

 a. Vulnerabilities. Air mobility forces are vulnerable to attack during all phases of 

theater and international flight operations, at home station, APOEs, en route locations, 

APODs, and forward airfields. Mission planning must include a thorough analysis of 

vulnerabilities requirements throughout all phases of flight and ground operations. 

Military and CRAF flights into civilian airfields and off-base billeting of aircrews create 

unique vulnerabilities that must be addressed with local policy authorities. Force 

protection specialists will work to ensure that all air mobility vulnerabilities are 

considered. 

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

protection in a theater of operations. 

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

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

If required to operate in a medium to high threat environment, significant integration 

must occur with joint/coalition air and ground combat forces to mitigate the threat and 

increase survivability. The unique aspects of airborne, ground, electronic warfare (EW), 

CBRN, and pandemic disease threats must be addressed. 

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

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

significant radar signatures, lack maneuverability, fly slower speeds, and many have 

limited or no onboard defensive systems including a lack of protection against EMP, and 

are vulnerable to CBRN contamination. Small fixed wing airlift aircraft and helicopters 

have smaller radar signatures but still have limited or no onboard defensive systems and 

Mobility air force aircraft dispensing flares. 

III-8 JP 3-17 
Planning Air Mobility Operations 

are vulnerable to CBRN contamination. Air mobility’s best tactic is threat avoidance 

when practical. 

 (2) Ground Threats. Air mobility aircraft, aircrews, and support personnel are 

particularly vulnerable during ground activities. On/offload operations offer large, 

stationary targets for adversary direct-fire and stand-off weapons. Commanders and their 

staffs should consider the employment of expedited ground operations (e.g., enginerunning offload and combat offload/onload) to reduce vulnerability to ground threats. 

Perimeter and other security measures should be planned and coordinated with those 

responsible for the area outside the base/airfield compound (e.g., joint security area 

coordinator). 

 (3) EW Threats. Air mobility operations are increasingly threatened by 

emerging EW capabilities. Aircrews must plan to use alternative procedures to overcome 

communications and global positioning system (GPS) jamming capabilities. Adversaries 

may attempt to employ EW through cyberspace to disrupt airfield operations at APODs. 

 (4) CBRN Threat. Adversary use of CBRN weapons against air mobility 

forces represents a significant threat. Although aircrews are trained and equipped to 

operate in a contaminated environment, the contamination of airlift aircraft may limit 

options for the deployment, sustainment, and redeployment of forces. The JFC must take 

every precaution available to prevent the contamination of air mobility aircraft and 

develop plans to decontaminate aircraft which may become compromised. 

 (5) Emergence of Pandemic Disease. Regional endemic diseases, such as 

avian flu and severe acute respiratory syndrome commonly referred to as SARS, are 

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

morbidity. When an endemic disease becomes pandemic, it threatens military readiness 

and imposes significant constraints on global air mobility operations. Although the 

Department of State (DOS) has a shelter-in-place policy for infected overseas areas, civil 

disturbance or political instability may necessitate a noncombatant evacuation operation 

(NEO) of noninfected individuals from areas abroad experiencing outbreaks. DOD will 

support the NEO with USTRANSCOM assets when directed by SecDef to do so. DOD 

movement of contagious patients requires approval of the GCCs, CDRUSTRANSCOM, 

and SecDef in consultation with medical authorities. To prevent the spread of disease, 

the JFC will institute passenger screening measures. Patients with known or suspected 

highly contagious diseases should receive treatment in place. 

 c. Threat Avoidance and Mitigation 

 (1) Mobility aircraft avoid the threat by over-flight, diverting from or delaying 

landing at contaminated APODs or at APODs under CBRN attack, routing, operating at 

night or in adverse weather, or using exchange zone (EZ) operations to segregate clean 

aircraft from chemical, biological, or radiological (CBR) contaminated aircraft. Utilizing 

the most up to date intelligence from the JFC and taking into account counterintelligence 

threats to APODs to identify potential threat locations is key to mission planning. 

III-9 
Chapter III 

 (2) Mobility aircraft mitigate the threat by route and altitude selection, 

operating at night or in adverse weather, and reducing ground time. Other mitigating 

techniques include defensive measures including escort; intelligence, surveillance, and 

reconnaissance; SEAD; and deconfliction with friendly airbase defense. Some mobility 

aircraft employ self defense systems such as missile warning system receivers, radar 

warning receiver, and, large aircraft infrared counter measures. For CBRN threats it may 

not be possible to avoid aircraft contamination, especially if the mission is critical. Some 

measures to mitigate CBRN threats include limiting the retrograde of contaminated cargo 

to “mission critical” cargo, and identification of a theater decontamination strategy for air 

mobility aircraft. Complete decontamination is currently not possible, therefore, 

once an aircraft is contaminated, its utility will be restricted. 

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

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

employing OPSEC procedures to deny knowledge of schedules, routes, departure points 

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

conducting operations in high or unknown threat environments to confuse potential 

adversaries about the route, timing and location of air mobility operations. 

 d. Threat Countermeasures. Active and passive countermeasures to threats 

against airlift aircraft and airfields may be required. 

 (1) Active protective measures include fighter escort, ground support forces 

employing measures that deny potential threats from interdicting air routes, antiaircraft 

defenses, ballistic missile defenses and tactical lasers for airfield defense, and SEAD. 

Self-defense systems may include use of devices such as onboard warning receivers, flare 

dispensers, chaff dispensers, and CBR detection devices. 

 (2) Passive measures include such things as air base defense, route and altitude 

selection, reduced ground times, dispersed aircraft basing, self-defense systems including 

use of devices such as onboard warning receivers, flare dispensers, chaff dispensers, CBR 

detection devices, and operating at night or in adverse weather. CBRN defense principles 

include: 

 (a) Contamination avoidance includes transloading cargo from clean to 

contaminated aircraft for onward transport into contaminated airfields, designating 

alternate APODs, and using airdrop or overland transportation into contaminated 

airfields; this measure is the most cost effective while preserving air mobility capabilities; 

 (b) Protection of personnel and equipment (use of individual and collective 

protection, sheltering/covering assets, use of detection devices, etc.); and 

 (c) Decontamination includes decontaminating air mobility assets and 

preventing the spread of contaminants; this measure consumes the most time and is 

manpower intensive. 

III-10 JP 3-17 
Planning Air Mobility Operations 

5. Communications Systems

 a. Communication planning integrates the communications capabilities of joint 

force components. These plans should include en route communications procedures and 

automated information systems to support movement reporting; call words or call signs, 

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

their delivery; and code words for significant events. 

 b. The staff can recommend which component should have responsibility for the 

following functions: 

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

 (2) Develop and maintain a communications net for early operations in the 

objective area. 

 (3) Develop and maintain a communications net between the departure 

airfield and LZ (or arrival airfield) for airland operations. 

 (4) Establish transition criteria to determine when to shift from assault net 

operations to normal communications nets. 

 (5) Secure rapid and reliable communications from the objective area 

through the communications and computer systems of geographic combatant commands 

and other headquarters immediately upon the arrival of airlift personnel; 

communications from the joint force headquarters to and between component 

commands; and from DOS or other agencies in the objective area. 

 (6) Formulation, publication, and distribution of the communicationselectronics operating instructions and joint communications-electronics operating 

instructions. 

 (7) Relay-type communications for disseminating intelligence or mission 

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

 (8) Jamming operations and coordination to prevent interference with friendly 

C2. 

 c. Various computer and communications systems along with their associated 

databases and peripheral equipment are included as elements of GAMSS and are used 

when planning and executing air mobility operations. Use of these systems for air 

mobility operations is highly encouraged to facilitate the flow of critical information 

between operational components. These include but are not limited to: 

 (1) Joint Operation Planning and Execution System (JOPES). A system of 

joint policies, procedures, and reporting structures, supported by communications and 

computer systems, that is used by the joint planning and execution community to 

III-11 
Chapter III 

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

redeployment, and demobilization activities associated with joint operations. 

 (2) Global Air Transportation Execution System (GATES). GATES is the 

AMC’s aerial port operations and management information system designed to support 

automated cargo and passenger processing, reporting of in transit visibility data to the 

GTN, and billing to AMC’s financial management directorate. 

 (3) Global Command and Control System. Highly mobile, deployable C2 

system supporting forces for joint and multinational operations across the range of 

military operations, any time and anywhere in the world with compatible, interoperable, 

and integrated command, control, communications, computers, and intelligence systems. 

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

provides air mobility mission planners with an integrated view for airlift and air refueling 

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

resources to support peacetime, contingency, humanitarian, and wartime operations. It 

also provides advanced user capabilities for operational planning and allocation 

management for AR missions, SAAMs, and GCC airlift requirements. 

 (5) Global Decision Support System (GDSS). As the primary C2 system for 

Air Mobility Command’s airlift and air refueling missions, GDSS provides aircraft 

schedules, arrival and/or departure, and aircraft status data to support ITV of aircraft and 

aircrews. 

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

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

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

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

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

0, Joint Communications System. 

6. Sustainment 

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

planning process that includes subordinate component commands, supporting commands 

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

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

and retrograde of sustainment cargo. USTRANSCOM develops integrated distribution 

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

all segments of the joint distribution pipeline. 

 a. Historically, demand for items increases faster than the supply system can 

provide, and special management actions might become necessary. Anticipating the 

demand for sustainment movements requires a shared situational awareness and close 

III-12 JP 3-17 
Planning Air Mobility Operations 

collaboration between staffs during development of future plans and future operations 

concepts. Sustainment movements are usually a combination of push and pull resupply 

that requires a flexible means of modulating airlift capacity to respond to varying demand 

patterns and time-definite delivery parameters. 

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

airlift and surface movements. USTRANSCOM supports routine sustainment operations 

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

commercial liner service. Levels of transportation service for sustainment movements 

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

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

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

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

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

 c. Routine sustainment planning usually assumes that user requirements and general 

air and ground security situations allow some flexibility in the actual delivery times of 

specific loads. 

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

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

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

dependent upon subsequent airlift operations for sustainment, movement, withdrawal, 

redeployment, or 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 

determine whether palletized cargo can be handled effectively. Operational effectiveness 

is the primary objective and the efficient use of aircraft and support resources is 

secondary. 

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

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

friendly evacuees, detainees, and excess or repairable material. However, reset and 

reconstitution of military forces may drive scheduled retrograde movements with the 

same operational urgency and TDD objectives as other sustainment movements. 

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

and JP 4-09, Distribution Operations. 

7. Assessment 

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

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

following planning factors: 

III-13 
Chapter III 

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

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

underdeveloped countries where their status may be questionable. A mobility planner 

should consider runway characteristics as well as taxiway, parking, ramp and cargo 

handling areas for operational suitability, and determination of maximum aircraft on 

ground (MOG). Assessment of distribution capabilities and infrastructure for cargo 

throughput off the airfield is also an important consideration to preclude unnecessary 

backlogs. Delay in completing the airfield assessment directly impacts the flow of 

airlifted cargo and passengers into the region. 

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

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

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

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

need consideration during planning phases. 

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

the planning phase. Host nation support can include diplomatic clearances, airspace 

access, lodging, food services, water, communications, labor, local transportation, or 

other types of support. 

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

Petroleum, oils, and lubricants (POL) planning/requirements should include the amount 

needed for aircraft and ground equipment. Planners should consider POL storage 

capacity, fueling system condition and type, dispense rates, as well as POL acquisition, 

either from the 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. 

 b. Assessments must be conducted continuously during air mobility operations. 

Assessors must ensure that the user’s requirement is being met in accordance with 

established priorities and air mobility forces are being used efficiently and adapting to 

changes in the operations tempo or focus. Evaluation tools must include metrics to 

determine on-time delivery amount of cargo/fueled on- or off-loaded and airdrop delivery 

precision. 

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

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

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

the MAF in general support all Services’ and government agencies’ operational 

requirements simultaneously with a finite force to effectively meet the highest priority air 

mobility needs. Effectiveness is paramount, but economy of force in planning and 

execution is an essential consideration. 

Additional information concerning assessment factors associated with air mobility 

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

III-14 JP 3-17 
Planning Air Mobility Operations 

8. Multinational Planning Considerations 

 The joint planner should consider complementary multinational capabilities during 

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

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

theater. Additionally, an integral part of the multinational planning efforts is the concept 

of air operations. The multinational force air component commander is responsible for 

air operations planning and develops a concept for integrating air operations capabilities. 

Both US component commanders and multinational force commanders must provide 

highly trained liaison staffs to ensure integration, coordination, and synchronization of air 

operations. Air planning should also include the use of logistic air assets and airfields. It 

is important to ensure that all planners understand the capabilities and limitations that 

each country brings to the fight. In the event that no established multinational guidance 

is available, planning considerations for multinational air operations should resemble 

those for joint operations. 

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

9. Other Planning Factors 

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

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

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

urgency and length of the primary mission. 

 b. Planning for Detainees. Detainee collection points should be located near air 

terminal facilities to aid in air evacuation, but not so close that they are endangered by 

possible adversary targeting. 

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

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

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

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

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

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

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

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

patients during evacuation. Planners responsible for aeromedical evacuation must ensure 

plans address the requirement to move CBR contaminated patients in accordance with 

DOD and USTRANSCOM policy. 

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

Health Service Support. 

III-15 
Chapter III 

 d. Aeromedical Evacuation 

 (1) Responsibilities. AE specifically refers to USAF provided fixed-wing 

movement of regulated casualties using organic and/or contracted mobility airframes with 

AE aircrew trained explicitly for this mission. Movement within and from forward 

resuscitative care is normally a Service component responsibility; however, operations 

that incorporate use of theater hospitalization capability may require casualty movement 

from forward locations to theater hospitalization capability by the joint AE common-user 

system. 

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

organizations, and C2 procedures is contained in JP 4-02, Health Service Support. 

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

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

USTRANSCOM Regulating and Command and Control Evacuation System 

(TRAC2ES). Normally, patients are evacuated from theater hospitalization to OCONUS 

definitive care facilities and then on to CONUS definitive care facilities. Movement 

within and from forward resuscitative care capability is normally a Service component 

responsibility; however, operations that incorporate use of theater hospitalization 

capability medical treatment facilities may require casualty movement from forward 

resuscitative care capability and evacuation to theater hospitalization capability by the 

joint AE common-user system. However, in selected circumstances, common-user airlift 

can be apportioned to evacuate patients from as far forward in a theater as the aircraft can 

operate. Far forward intratheater and intertheater patient movement operations will be 

coordinated through the JAOC/AOC. 

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

through planning provides invaluable dividends in efficiencies on strategic mobility. 

Incorporation of weather considerations into mission planning is essential to mitigate 

risk, identify opportunity, select ideal environmental conditions, and to optimize routing 

and DZ/LZ selection. Weather planning is accomplished in the AOC at the operational 

level. 

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

should be done IAW the general guidelines for redeployment and extraction airlift 

operations. 

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

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

deception. Such operations should mask these withdrawal movements for as long as 

possible. Clearly, the likelihood of success will be increased by conducting these 

operations early enough to allow for comprehensive planning and organized 

execution. Once the appropriate ground force commander orders an operation and 

establishes movement priorities, load plans, and departure points, the COMAFFOR or 

III-16 JP 3-17 
Planning Air Mobility Operations 

JFACC (if designated) should control the air movement. GAMSS units should be 

placed at the departure points, if possible. 

 (2) The ground force commander should provide trained loading teams at 

the departure points to assist airfield support units in loading and securing equipment, 

with technical assistance and supervision from Air Force personnel. Specific withdrawal 

and equipment destruction procedures are contained in appropriate Service manuals. 

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

any air mobility operation. In general, space-based capabilities such as global positioning 

system (GPS) signals and satellite communications (SATCOM) are readily available for 

use by friendly forces without needing to be requested. However, planners should be 

aware of possible constraints on space-based capabilities and should also assess their 

need for tailored space capabilities which must be requested prior to mission execution. 

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

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

consult their weather office for environmental factors which could cause signal 

interference or anomalies. Additionally, planners should request intelligence assessments 

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

includes enemy jamming of GPS and SATCOM signals. 

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

resources toward mission success. Often times these capabilities require intensive 

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

planning process as possible. 

 h. Information Operations Planning. Information operations (IO) are integral to 

the successful planning and execution of air mobility operations. IO planning in support 

of global air mobility operations is conducted by the AFTRANS staff in support of the 

618th TACC. IO can support both offensive and defensive operations simultaneously, 

but mobility operations focus is primarily on defensive operations while deconflicting 

theater offensive operations planning. IO planning requires early and detailed joint 

intelligence preparation of the operational environment and must be an integral part of, 

not an addition to, the overall planning effort. 

 (1) EW. EW threat planning is critical to airlift operations. The threat of 

lasers, radio frequency weapons, particle beams, infrared, and directed energy to MAF 

operations is increasing in sophistication and effectiveness at an accelerating rate. 

Mobility forces also require enhanced situational awareness, force protection, reduced 

radar cross section, and defensive systems to survive in the electromagnetic environment. 

Effective countermeasures such as flare based defensive systems and large aircraft 

infrared countermeasures reduce the lethality of threats encountered when avoidance is 

not possible or unknown. The MAF generally accepts aircraft arrivals and departures to 

be in the “public domain” and are concerned with probable/likely threat in the vicinity of 

airfields. 

III-17 
Chapter III 

 (2) Computer Network Operations (CNO). Based on mission classification, 

the MAF conducts mission planning on both classified and unclassified C2 systems using 

the SECRET Internet Protocol Router Network (SIPRNET) and Non-Secure Internet 

Protocol Router Network (NIPRNET). Because adversaries attack our knowledge 

sources and information systems at multiple locations simultaneously, computer network 

defense actions are essential. The MAF must plan well-defined boundaries with 

protection mechanisms (e.g. firewalls, cross domain solutions, Data Management Zones, 

and intrusion detection and protection systems) that monitor, analyze, detect, and respond 

to unauthorized internal and external activity. As CNO broadens due to more networked 

computers and supporting information technology infrastructure, new vulnerabilities and 

opportunities for exploitation develop. While there are both opportunities to attack and 

exploit an adversary’s computer system weaknesses, there are also new requirements to 

protect our own network, computers, and infrastructure from similar attack or 

exploitation. 

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

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

intentions, and operations, thereby causing the adversary to take specific actions (or 

inactions) that will contribute to the accomplishment of the mission. 

 (4) Operations Security (OPSEC). OPSEC denies the adversary information 

required to correctly assess friendly capabilities and intentions. AMC’s OPSEC planning 

identifies critical information to determine if air mobility plans can be observed by 

adversary intelligence systems. Once critical information has been identified, (such as 

for protection reasons, such force composition, movement and refueling schedules, troop 

and equipment), then security measures and procedures are executed to eliminate or 

reduce adversary exploitation. Unlike other security programs that seek to protect 

classified information, OPSEC measures identify, control, and protect generally 

unclassified mobility operations mission profiles and signatures associated with sensitive 

operations and activities. 

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

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

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

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

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

real information to an adversary, and prevent correct deduction of friendly plans. OPSEC 

planning in support of the deception plan is just as important as OPSEC of the real plan, 

since compromise of the deception may expose the real plan. MILDEC can directly 

support the OPSEC plan by creating numerous false signatures and indicators. The intent 

is to manipulate indicators which give insight into operations. Signatures should be 

managed and adjusted to produce the planned effect. Air mobility operations must protect 

mission critical information identified by the supported commander for both airlift and air 

refueling operations. Appropriate deception or misinformation plans, developed early in 

the planning stages, may help conceal or divert attention from aircraft and troop 

III-18 JP 3-17 
Planning Air Mobility Operations 

movements. However, these plans should not jeopardize alternate plans or other 

operations within the area. 

See JP 3-13, Information Operations, for more detail regarding information operations 

support of air mobility operations. 

 i. Public Affairs (PA). For air mobility operations, PA planners predict the level of 

public and media interest and develop PA guidance that best meets the information needs 

of the public and supports strategic communication (SC) and operational objectives 

without compromising OPSEC or information security. PA and other SC primary 

supporting capabilities (IO, psychological operations [PSYOP], and visual information) 

can shape and influence theater HN/indigenous population perceptions within the AO. 

For air mobility operations, SC supporting capabilities a can help minimize the adverse 

effects of inaccurate information and analysis, violations of OPSEC, and the spread of 

disinformation and misinformation that could otherwise threaten US and allied/coalition 

efforts. 

 j. Special Technical Operations (STO) Planning. The STO cell is responsible for 

integrating STO capabilities in direct support of mobility operations during deployment 

and redeployment. The JAOC STO cell relies on expertise from the various JAOC 

divisions and teams to develop the necessary classified supplemental documents for 

operations. Effective support for the JFC’s mobility requirements demands air mobility 

experts are integrated into the STO and that STO cell representatives understand and 

develop support plans to enhance mobility operations. 

III-19 
Chapter III 

III-20 JP 3-17 

Intentionally Blank 
CHAPTER IV 

AIRLIFT 

IV-1 

1. General 

 a. Airlift operations transport and deliver forces and materiel through the air 

in support of strategic, operational, and/or tactical objectives. Airlift offers its 

customers a high degree of speed, range, and flexibility. Airlift enables commanders to 

respond and operate in a wide variety of circumstances and time frames that would be 

impractical through other modes of transportation. 

 b. Airlift supports the US National Military Strategy by rapidly transporting 

personnel and materiel to and from or within a theater. Airlift is a cornerstone of global 

force projection. It provides the means to rapidly deploy and redeploy forces, on short 

notice, to any location worldwide. Within a theater, airlift employment missions can be 

used to transport forces directly into combat. To maintain a force’s level of effectiveness, 

airlift sustainment missions provide resupply of equipment, personnel, and supplies. 

Finally, airlift supports the movement of patients to treatment facilities and 

noncombatants to safe havens. Airlift’s characteristics — speed, flexibility, range, and 

responsiveness — complement other US mobility assets. 

2. Airlift Operations 

 Airlift operations are defined by the nature of the mission rather than the 

airframe used. Most aircraft are not exclusively assigned to one operational 

classification. In fact, the vast majority of the air mobility force is capable of 

accomplishing any classification of airlift. Intertheater and intratheater capabilities are 

available to all users of Air Force airlift. 

 a. Intertheater Airlift. Intertheater airlift provides the critical link between 

theaters. 

 (1) During deployment operations, intertheater airlift requirements, while 

significant, are to a large degree predictable. Such requirements normally are identified 

in the TPFDD associated with a particular operation plan (OPLAN) or OPORD. A 

TPFDD can be tailored to meet specific requirements when the mission is not aligned 

with an OPLAN or modified to meet the requirements associated with a particular COA. 

Time-definite resupply via airlift from CONUS to the theaters is critical in maintaining 

the flow of materiel necessary to sustain operations. This concept uses both military and 

“Air power must be more than force because the problems of the world must 

increasingly be addressed by the military with more than force. Many of the 

crises and conflicts in our shrinking world are no longer highly susceptible to 

resolution through the projection of force, but — as in protection of the Kurds 

in the wake of Operation DESERT STORM — will require the projection of 

infrastructures such as security, medical care, communications, and 

transportation.” 

Carl Builder, The Icarus Syndrome 
Chapter IV 

commercial aircraft to support the sustainment flow that must begin as soon as 

deployment operations begin. 

 (2) A key strength of airlift is its ability to redploy forces from one theater 

to another. Airlift enables commanders to rapidly reposition forces between theaters, 

thereby deterring potential aggressors from acting when US forces are engaged 

elsewhere. 

 (3) Diplomatic overflight and landing clearances are key to establishing an 

efficient air bridge for deployment of TPFDD forces and sustainment. En route aircraft 

clearances may be denied to aircraft suspected of having been contaminated. The JFC 

must anticipate that formerly contaminated aircraft may be removed from intertheater 

airlift operations. 

HUMANITARIAN RELIEF OPERATION: TSUNAMI SUPPORT

On 26 December 2004 an undersea earthquake struck the Indian 

Ocean, triggering a series of devastating tsunamis along the coasts of 

most bordering landmasses. With waves up to 100 feet, the tsunami 

killed more than 225,000 people in eleven countries, and inundated 

coastal communities. It was one of the deadliest natural disasters in 

history. 

The plight of the many affected people and countries prompted a 

widespread humanitarian response. In all, the worldwide community 

donated more than $7 billion (2004 US dollars) in humanitarian aid, 

which was needed because of widespread damage of the 

infrastructure, shortages of food and water, and economic damage. 

Epidemics were of special concern due to the high population density

and tropical climate of the affected areas. The main focus of 

humanitarian and government agencies was to provide sanitation 

facilities and fresh drinking water to contain the spread of diseases 

such as cholera, diphtheria, dysentery, typhoid and hepatitis. There 

was also a great concern that the death toll could increase as disease 

and hunger spread. However, because of the initial quick response, 

this was minimized. 

Operation UNIFIED ASSISTANCE, controlled by Combined Support 

Force (CSF) 536, delivered 6,685 passengers, 5,444 cargo tons of relief 

supplies and medical aid. With a focus on air mobility as opposed to 

combat operations, CSF 536 showcased how Air Mobility contributes 

to humanitarian relief operations as part of a multinational effort that 

included nongovernmental organizations. 

Brigadier General Jouas, US Air Force, 

Director, Air Component Coordination Element, 

Operation UNIFIED ASSISTANCE

IV-2 JP 3-17 
Airlift 

 b. Intratheater Airlift. Intratheater airlift provides air movement of forces, 

personnel, and materiel within a GCC’s AOR. Typically, aircraft capable of 

accomplishing a wide range of operational and tactical level missions conduct these 

operations. Intratheater operations provide both general support, usually through 

common-user airlift in response to the JFC’s movement priorities, and direct support, 

normally using Service-organic airlift assets to responsively satisfy Service component 

commander’s priorities. Intratheater airlift requirements include TPFDD force 

movements and the continuation of sustainment movements arriving in the theater, as 

well as on-demand movements and routinely scheduled airlift missions for the movement 

of non-unit related cargo and personnel. 

 (1) Unit movements within the theater are in response to the JFC’s operation or 

campaign plan. Once combat units are deployed to a theater, the JFC may use 

intratheater airlift to maneuver forces to exploit weaknesses in the adversary’s position. 

In this capacity, airlift allows the JFC to reposition forces expeditiously, achieve surprise, 

and control the timing and tempo of operations. 

 (2) Movements within a theater also permit the continuing resupply of forward 

units. These requirements normally are predictable, regular, and quantifiable when the 

forces are not engaged in combat operations. During pre- or post-hostilities, these 

requirements can usually be fulfilled through a fixed resupply schedule. However, once 

forces are engaged, resupply requirements increase dramatically and become more 

unpredictable and variable. The ability of airlift to rapidly and flexibly accommodate the 

critical resupply requirements of units engaged and operating in such a dynamic 

environment provides commanders with an essential warfighting capability. 

 c. CBRN Threats. The CBRN threat environment poses significant, but not 

insurmountable, challenges to air mobility operations. Used in either an “access denial” 

or a “deterrence” strategy, adversaries may use CBRN weapons against APODs to 

disrupt or delay deployment and sustainment of US forces. Commanders must be 

prepared to continue the transport of critical cargo to and from the warfighter in a 

contaminated environment. However, they should consider all measures possible 

consistent with mission priorities and operational risks to debark uncontaminated or 

decontaminated cargo, equipment, and personnel at uncontaminated airbases. Critical 

mission requirements may necessitate risk-taking. To minimize the risks, air mobility 

aircrews and ground support personnel are trained and equipped to operate in a CBRNcontaminated environment. Aircraft decontamination capabilities may not be able to 

achieve “clearance” standards, however, given the current state of science and 

technology. Therefore, once an aircraft is contaminated its utility may be restricted. One 

reason for this is that many countries transited during global operations may not be 

willing to grant overflight or landing privileges to contaminated aircraft. Operational 

commanders will risk aircraft contamination if they must, but understand the 

consequences. Operational commanders do have some tactics at their disposal to 

minimize the risks of aircraft contamination during air mobility operations, including 

debarking uncontaminated or decontaminated cargo, equipment, and personnel at 

IV-3 
Chapter IV 

uncontaminated airbases. A number of factors necessitate use of “contamination 

avoidance” measures by the JFC to preserve air mobility capability. 

 (1) Operational constraints. To prevent the spread of CBRN contamination, 

the JFC will establish an in-theater location (as far forward as possible) for air mobility 

aircraft and cargo decontamination. To the maximum extent possible, contaminated 

airfields will only be serviced by contaminated, or formerly contaminated, airlift aircraft. 

Current technologies can reduce, but not completely remove, CBRN contaminants. 

Therefore, “formerly contaminated” aircraft and cargo may still retain residual 

contamination, posing a hazard to aircrew, passengers, and ground support personnel. 

Risks increase as residually contaminated equipment is consolidated for shipment and 

personnel work around this equipment for prolonged periods, particularly in areas with 

limited air circulation. Use of individual protective equipment is essential. 

 (2) Denial of Diplomatic Clearances. Due to the absence of international 

agreements regarding maximum levels of acceptable contamination, it is anticipated that 

“formerly contaminated” aircraft (and those carrying formerly contaminated cargo) may 

be denied overflight and landing clearances essential to intertheater airlift operations. 

Denial or loss of clearances can significantly constrain the intertheater airflow. 

Therefore, contamination avoidance measures must be rigorously enforced to preclude 

loss of mobility aircraft. 

Further information regarding joint operations under CBRN-threat conditions is 

available in JP 3-11, Operations in Chemical, Biological, Radiological and Nuclear 

(CBRN) Environments and the Air Mobility Command Counter-Chemical, Biological, 

Radiological, and Nuclear Concept of Operations. 

3. Airlift Missions 

 The basic mission of airlift is passenger and cargo movement. This includes combat 

employment and sustainment, AE, special operations support, and OSA (see Figure IV1). Air Force airlift forces perform these missions to achieve strategic-, operational-, and 

tactical-level objectives across the range of military operations. Normally, movement 

requirements are fulfilled through regularly scheduled channel missions over fixed route 

structures with personnel and cargo capacity available to all customers. These regularly 

scheduled requirements are validated through the appropriate Service organization to 

USTRANSCOM or GCC, and then tasked by the 618th TACC, an AMD, or another 

appropriate C2 node. Depending on user requirements, requests not supportable through 

the channel structure can be fulfilled through use of other mission categories such as 

SAAM, exercise, and contingency missions. Requests that cannot be satisfied by any of 

the above missions may be referred to other transportation modes of the DTS. The airlift 

system has the flexibility to surge and meet requirements that exceed routine, peacetime 

demands for passenger and cargo movement. For example, during Operation 

ENDURING FREEDOM (OEF) and OIF, new channel routes and structures were 

established to support the significantly increased airlift demands. 

IV-4 JP 3-17 
Airlift 

BASIC 

AIRLIFT MISSIONS

Passenger and Cargo 

Movement

Combat Employment and 

Sustainment

Aeromedical Evacuation

Special Operations 

Support

Operational Support 

Airlift

Figure IV-1. Basic Airlift Missions 

 a. Combat Employment and Sustainment. Combat employment missions allow a 

commander to insert surface forces directly and quickly into battle and to sustain combat 

operations. For example, combat missions may involve airdropping paratroopers behind 

adversary lines. Combat sustainment missions may consist of reinforcement of front-line 

forces engaged with the adversary. Airlift affords commanders a high degree of combat 

maneuverability permitting adversary troop strongholds to be bypassed. This provides 

friendly forces a potent offensive advantage and complicates the adversary’s defensive 

preparations. The combat employment and sustainment mission usually accounts for 

a small percentage of total airlift sorties; nevertheless, its importance is far greater 

than the number of sorties indicates. This is a capability which, in most 

circumstances, cannot be accomplished by other means. 

 (1) While this mission provides significant capabilities, it also carries 

substantial risk. Success in combat and combat support hinges on air superiority and 

threat avoidance. This requires accurate and timely intelligence regarding threats along 

the ingress and egress routes and over the target area. Once delivered to the target area, 

the inserted force may be totally dependent upon subsequent airlift operations for 

sustainment, movement, withdrawal, or redeployment. 

 (2) Another important aspect of combat employment and sustainment is the 

concept of forcible entry. In performing this mission, airlift forces are usually matched 

with airborne, air assault, light infantry, or special forces specifically designed for 

delivery by air. This mission normally involves inserting airborne forces via airdrop; 

however, carefully planned airland assault operations can be equally effective. An 

IV-5 
Chapter IV 

example of intertheater forcible entry operations is the airdrop capability that the Air 

Force provides for the Army. For more information, see JP 3-18, Joint Forcible Entry 

Operations. 

Flexibility is the Key to Air Power 

When Princess Patricia’s Light Infantry Regiment, a Canadian unit with 

850 troops and 1500 tons of equipment, redeployed from Kandahar 

following their tour supporting Operation ENDURING FREEDOM in 

2002, US Transportation Command (USTRANSCOM) determined airlift 

was the best mode available. The Air Mobility Command (AMC) had 

several options, including what type of aircraft to use and the route 

they would fly. In the end, C-5s were used in a stage operation out of 

Diego Garcia in the Indian Ocean. Five C-5s, six complete aircrews, 50 

maintainers and aerial porters, and a staff were prepositioned at Diego 

Garcia. Because of the fuel requirement, the C-5s could not carry their 

maximum cargo loads and fly nonstop from Afghanistan to Diego, so 

an air refueling was planned en route. This allowed the C-5s to max 

out their cargo weight, which cut the number of aircraft and required 

sorties into Kandahar by half. 

This operation highlights two key points: first, it shows the importance 

of the warfighter giving Commander, USTRANSCOM his requirements 

without insisting on a specific platform. Had C-17s been used, it would 

have required 45 sorties, as opposed to 28 C-5 sorties. The aircrews 

flew tactical arrivals and departures, and ground personnel conducted 

engine running onloads to minimize ground time in Kandahar- ground 

times were cut to as little as 25 minutes, vice the normal 3 hours, 15 

minutes. Most of this time savings was due to eliminating the ground 

refueling requirement. Minimizing the number of aircraft and sorties 

maximizes safety in all cases, but it is especially important in combat 

zones. 

The second point this operation highlighted was the fact that often it is 

better to use a supported/supporting command relationship. There are 

times when it’s best to change operational control of aircraft to the 

warfighter, but many times it is best for him to pass his requirements 

to USTRANSCOM and let “Big AMC” draw from its entire air mobility 

fleet and utilize its vast command and control and planning resources 

to conduct the operation. 

VARIOUS SOURCES 

 (3) Deployment and Sustainment in Nonlinear Operations. In nonlinear 

operations, forces orient on objectives without geographic reference to adjacent forces.. 

These operations require significant airlift/aerial delivery support for each deployment 

and continued sustainment. Nonlinear operations were applied during Operation JUST 

CAUSE. The joint forces oriented more on their assigned objectives (e.g., destroying an 

IV-6 JP 3-17 
Airlift 

enemy force or seizing and controlling critical terrain or population centers) and less on 

their geographic relationship to other friendly forces. Nonlinear operations place a 

premium on air mobility. 

 b. Aeromedical Evacuation. AE specifically refers to USAF provided fixed-wing 

movement of regulated casualties using organic and/or contracted mobility airframes with 

AE aircrew trained explicitly for this mission. Movement of patients requires special air 

traffic control considerations to comply with patient-driven altitude and pressurization 

restrictions as well as medical equipment approved for use with aircraft systems. There 

are processes that occur once patient movement requirements (PMRs) have been 

identified. 

 (1) Patient movement requirements centers (PMRCs) are responsible for 

collaboration of a recommended lift-bed plan, PMR definition and management, and 

patient ITV. These PMRCs provide connectivity to offer a global view of patient 

movement. PMRCs are responsible for medical regulating, validation, and coordination, 

as well as related activities supporting PMR identification and data collection. Patient 

regulating includes accounting for bed availability and patient ITV. PMRCs assume the 

responsibilities formerly performed by Armed Services (or joint) medical regulating 

offices and USAF AE control centers. 

Aeromedical evacuation missions require 

use of medical equipment approved for 

use with aircraft systems. 

IV-7 
Chapter IV 

 (2) An aeromedical evacuation control team (AECT) within each theater’s 

JAOC/AOC performs AE operational mission planning, tasking, and scheduling of airlift 

and AE assets to support patient movement in coordination with the PMRC for 

intratheater missions. 

 (3) For contingency or wartime operations, the AECT provides AE C2 for 

assigned AE forces. The AECT is the source of AE operational expertise within the 

AMD. The AECT will coordinate AE operational mission planning, tasking, and 

scheduling of airlift and AE assets to support patient movement in coordination with the 

PMRC. The AECT will work closely with other AOC divisions and teams to ensure AE 

missions are completely integrated into the ATO. 

AEROMEDICAL EVACUATION (AE) SUCCESS STORY 

The ability to use virtually any aircraft on-site or in-system (vice the old 

system of dedicated AE aircraft) provided a quick response to casualty 

movement requirements. Air Mobility Command AE forces supported 

approximately 7,847 patient movements between 1 January and 20 May 

2004. “Some of the guys are hurt pretty bad (sic). I wish that I could 

help them somehow, but the most I can do is make sure the aircraft are 

configured right before every launch, make sure that there is always a 

crew that is ready to fly, and that the aircraft launches on time. You 

will never know how much it means to me that I have had the 

opportunity to participate.” – Deployed AE support troop, in email 

home. 

Air Mobility By The Numbers 

 (4) Intertheater AE is normally accomplished using designated or retrograde 

organic AE aircraft until such time that dedicated CRAF AE assets are activated for 

patient movement. When CRAF AE capability is exceeded or on an urgent or priority 

basis, retrograde or dedicated AE aircraft may be used. Alternatives to CRAF AE or 

military aircraft may be pursued when competing airlift or evacuee requirements reduce 

airframe availability. These alternatives could include use of other organic military 

airlift, CRAF passenger aircraft, or authorization for commercial travel for ambulatory 

patients who do not require in-flight supportive medical care. 

 (5) Use of CRAF aircraft for AE will be dependent on the threat in the region. 

As civilian aircrews are neither trained nor equipped to fly in contaminated conditions, 

CRAF AE aircraft will not be used to move contaminated or contagious patients. 

 (6) Intratheater AE involves movement of casualties and/or patients within 

and/or out of the operational area by fixed wing aircraft to theater hospitalization 

capability or definitive capability. The movement of casualties and/or patients within 

and/or out of the joint area of operations by fixed wing aircraft to theater hospitalization 

capability or definitive capability is generally accomplished using dedicated, designated, 

opportune, or scheduled aircraft. 

IV-8 JP 3-17 
Airlift 

Further information on AE patient movement can be found in JP 4-02, Health Service 

Support; AFTTP 3-3.AOC; and Air Force Doctrine Document (AFDD) 2-6, Air Mobility 

Operations. 

 c. Special Operations Support. Specified airlift forces provide unique airland and 

airdrop support to SOF. Since there are a limited number of airlift assets dedicated to this 

mission, the principle of economy of force is particularly applicable. When performing 

special operations missions, highly trained airlift crews normally act as an integral 

member of a larger joint package. Because these airlift missions routinely operate under 

adverse conditions in a hostile environment, extensive planning, coordination, and 

training are required to enhance mission success. Airlift used in a special operations role 

provides commanders the capability to achieve specific campaign objectives, which may 

not be attainable through more conventional airlift practices. 

 d. Operational Support Airlift. OSA is a special classification of airlift operations 

that moves high-priority passengers and cargo with time, place, or timesensitive/mission-capable requirements. OSA operations are normally conducted in 

direct support of the supported organization’s requirements. USTRANSCOM is 

responsible for the scheduling and tasking of OSA operations regarding CONUS-based 

assets while the Services validate OSA requests. Theaters with their own OSA fleets are 

responsible for scheduling and execution tasking of OSA operations within their AORs. 

Within a theater, OSA assets and their scheduling should reside with their respective 

Service component, and may be made available for tasking at the CCDRs direction. 

A variety of operational support airlift aircraft illustrate the variety of airlift missions. 

IV-9 
Chapter IV 

 (1) In theory, almost any aircraft could contribute to the intratheater effort. In 

practice, however, the bulk of intratheater missions are normally done by fixed-wing 

aircraft provided by the Air Force component, while some limited or specialized missions 

may be accomplished by fixed- and rotary-wing aircraft provided by other Services. It is 

important to consider that aircraft performance characteristics will be directly affected by 

such factors as gross weight, atmospheric conditions, runway length and condition, and 

flight obstacles as outlined in Service publications. Additionally, the Services operate 

more specialized fixed-wing transports capable of performing time sensitive, mission 

critical requirements for forward deployed units. 

 (2) It is often difficult to view the relative contributions of the components of 

the joint force in isolation. Each is critical to the success of a joint force operation and 

each has unique capabilities that cannot be duplicated. Common-user airlift achieves 

an economy of force. Rather than each Service and non-DOD agency providing its own 

airlift, airlift is consolidated and tasked to support all organizations. While different 

types of operations will have varying requirements, the following highlights some of the 

airlift requirements of the various organizations that use common-user airlift. 

 (a) USTRANSCOM. GAMSS forces normally deploy early in an 

operation to establish en route and destination support. This may consume a large 

portion of the first airlift missions. 

 (b) Army. Even though the Army has significant organic airlift assets, 

it often has the largest requirement for common-user airlift. Army forces rely 

heavily on intertheater and intratheater airlift for deployment, airborne operations, and 

redeployment of personnel and early arriving or departing unit equipment. Sustainment 

is also moved during deployment, but its delivery must frequently be balanced against 

force deployment or redeployment requirements because these operations share the same 

deployment and distribution infrastructure and other resources. The Army’s 

prepositioning program also requires significant airlift to move troops to designated 

locations to link up with prepositioned equipment. 

 (c) Navy. Sustainment and combat readiness of deployed naval forces 

depends on flexible and highly responsive intertheater airlift support. Afloat naval forces 

normally serve as a force enabler and consequently require the least amount of commonuser airlift support. However, the Navy depends on common-user airlift to sustain 

forward-deployed operations with personnel, materiel, and mail from CONUS to 

overseas bases. The Navy depends on organic, land-based, fleet-essential airlift assets to 

transport passengers and cargo intratheater from the APOD to forward logistics sites for 

further transfer to fleet units. Naval organic airlift, known as Navy-unique fleet essential 

aircraft, then transports passengers, mail, and critical materiel from forward sites to 

underway forces. Although naval organic airlift satisfies most intratheater requirements, 

the Navy requires some common-user airlift to augment this capability. 

 (d) Marine Corps. Marine Corps forces require common-user airlift when 

deploying into a theater as part of either a maritime pre-positioning force Marine airIV-10 JP 3-17 
Airlift 

Limited or specialized missions may be accomplished by fixed- and rotary-wing 

aircraft provided by Services other than the Air Force. 

ground task force (MAGTF) or as an air contingency MAGTF. During maritime prepositioning force operations, Marine forces are airlifted to join maritime pre-positioned 

equipment and supplies at the arrival and assembly area. Additional fly-in echelons of 

personnel, equipment, and supplies are airlifted into the theater to complete and sustain 

the force. The air contingency MAGTF requires intertheater airlift of both personnel and 

equipment. Depending on the mission, amphibious MAGTF operations ashore may 

require intertheater and intratheater common-user airlift support to sustain and/or support 

the force. 

 (e) Air Force. Most Air Force unit aircraft self-deploy; however, unit 

support personnel and equipment require airlift to the destination with or before the 

deploying unit aircraft. Dedication of significant airlift assets to Air Force units may be 

required early in deployment operations. Air Force units normally begin air operations 

shortly after arrival. Therefore, airlift must be able to rapidly deploy full squadron 

support packages, to include combat support elements, their equipment, and both initial 

and sustainment supplies. 

 (f) Coast Guard. Coast Guard operates a mixed fleet of fixed- and 

rotary-wing aircraft for organic airlift. It is able to provide flexible and responsive 

common-user airlift but is limited by statutory priorities and a lack of strategic support 

facilities. Its organic airlift is normally sufficient to satisfy Coast Guard airlift 

requirements. Coast Guard common-user airlift is available to naval forces for wartime 

tasking. Non-wartime airlift may be requested from the Commander, Atlantic Area or 

the Commander, Pacific Area, under Title 31, USC ,Sections 1535 and 1536. 

IV-11 
Chapter IV 

 (g) Special Operations Forces. SOF have specially configured aircraft 

dedicated to special operations air mobility tasks of employment, sustainment, and 

force extraction of SOF. These aircraft are not part of the common-user system and 

have limited capability to perform large-scale deployment, sustainment, and 

redeployment operations. Due to their unique capabilities, special operations aircrew and 

aircraft may be requested to support other specific specialized air mobility missions, but 

must be deconflicted from higher priority special operations requirements. SOF are 

augmented by common-user airlift support. Additionally, selected conventional airlift 

forces with specially trained aircrews and modified aircraft may augment SOF airlift 

capability. 

 1. Commander, USSOCOM obtains airlift and provides an STT to 

support airlift operations by following the procedures in this publication and in JP 3-05, 

Doctrine for Joint Special Operations. Intratheater airlift forces provide valuable 

support for the SOF in the joint force. For routine logistics requirements, SOF request 

intratheater airlift support through their respective supporting Service component. When 

SOF units require airlift to perform special operations-specific missions that require 

specially trained and equipped airlift forces, they transmit their request through their SOF 

command channels. Airlift personnel (particularly aircrews) expected to provide 

employment airlift support to SOF should be fully incorporated into the SOF 

operation planning process and, if necessary, entered into isolation for tactical 

rehearsals. 

 2. On the other hand, airlift aircraft and crews should not be taken out 

of the airlift system any longer than necessary to prepare them for the anticipated 

operation. Standing down aircraft for longer periods could waste valuable lift capacity 

and increase the signature of the SOF’s preparation phase. Although it is possible for 

SOF to provide some common-user airlift to the theater if directed by the JFC, this would 

only be done in exceptional cases. 

 (h) Contract Airlift. There are times when airlift is contracted to 

commercial carriers. Frequently, military airlift cannot be used because of excessively 

high demand and sometimes political sensitivities make nonmilitary airlift a better option. 

 (i) Other Non-DOD Agencies. US Government (USG) agencies, such as 

the Department of State and the Drug Enforcement Administration, use DOD airlift for 

activities such as NEO, counterdrug operations, foreign humanitarian assistance, and 

domestic support operations. Non-DOD agencies may use common-user airlift, 

providing the DOD mission is not impaired. The movement must be of an emergency, 

lifesaving nature, specifically authorized by statute, in direct support of the DOD 

mission, or requested by the head of an agency of the government under the Economy 

Act (Title 31 USC Sections 1535 and 1536) and / or the Stafford Act. The Economy Act 

permits one federal agency to request the support of another, provided that, the requested 

services cannot be obtained more cheaply or conveniently by contract. Under this act, a 

lead federal agency may request the support of the DOD without a presidential 

declaration of an emergency as required by the Stafford Act. The Stafford Disaster 

IV-12 JP 3-17 
Airlift 

Humanitarian relief takes many forms. 

Relief and Emergency Assistance Act sets the policy of the USG to provide an orderly 

and continuing means of supplemental assistance to state and local governments in their 

responsibilities to alleviate the suffering and damage that result from major disasters or 

emergencies. It is the primary legal authority for federal participation in domestic 

disaster relief. Under the Stafford Act, the President may direct federal agencies, 

including DOD, to support disaster relief. DOD may be directed to provide assistance in 

one of three different scenarios: a Presidential declaration of a major disaster, a 

Presidential order to perform emergency work for the preservation of life and property, or 

a Presidential declaration of emergency. To obtain common-user airlift, non-DOD 

agencies submit requests IAW Defense Transportation Regulation (DTR) 4500.9R. 

4. Airland Delivery 

 a. Airland is the preferred method of delivery. Planners should view airland 

delivery as the primary means for most air movements. In the airland delivery method, 

airlifted personnel and materiel are disembarked, unloaded, or unslung from an aircraft 

after it has landed or, in the case of vertical takeoff and landing aircraft, after it has 

entered a hover. 

 b. Airland delivery is usually the most efficient delivery method for moving 

equipment, personnel, and supplies for the following reasons. 

 (1) It allows a greater degree of unit integrity and the capability to rapidly 

employ units after landing. 

 (2) It carries the least risk of injuring personnel and damaging loads. 

IV-13 
Chapter IV 

 (3) It requires minimal specialized training and equipment for transported 

personnel. 

 (4) It seldom requires special rigging of materiel. 

 (5) It permits the maximum utilization of ACL by eliminating the volume and 

weight penalties of preparing loads for airdrop deliveries. 

 (6) It maximizes the opportunity to backhaul or evacuate cargo, patients, and 

personnel. 

 c. The principal disadvantages of airland operations are: 

 (1) It requires airfields or LZs that are moderately level or unobstructed and 

adequate for the anticipated operation. 

 (2) It may increase mission intervals depending on airfield size, offload 

equipment availability, and airfield support capability. 

 (3) It requires more time for delivery of a given size force than airdrop delivery. 

 (4) It normally requires airlift mission support such as ground-handling and 

transportation assets. 

 (5) It prolongs exposure to air or ground attacks. 

 (6) It reduces available airlift flexibility when using uncontaminated aircraft to 

land in a contaminated environment. Once an aircraft is contaminated it will not be 

allowed to be operated in an uncontaminated environment. 

 d. When planning airland operations, consideration should be given, but not limited, 

to the following. 

 (1) The Tactical Situation 

 (a) The expected conventional and nonconventional threat throughout the 

mission. 

 (b) The location of countries granting overflight rights and any conditions 

placed upon them. 

 (c) The duration and location of the operation. 

 (d) The location, landing clearances to, and capabilities of suitable airfields, 

supply bases, APODs, and forward operating bases (FOBs). 

IV-14 JP 3-17 
Airlift 

 (e) Airspace considerations, to include the ability to control airspace in the 

absence of ATC facilities. 

For further information on TTP for terminal airfield ATC, see FM 3-52.3, MCRP 3-25A, 

NTTP 3-56.3, and AFTTP (1) 3-2.23, Multi-Service Procedures for Joint Air Traffic 

Control.. 

 (f) The type and amount of cargo or personnel for delivery. 

 (g) The desired phasing of forces into the operation. 

 (h) The weather conditions. 

 (i) Night operation/night vision device requirements. 

 (2) The Mission Requirements 

 (a) Airlift assets available, including the number and type of aircraft and 

crews. 

 (b) Protection of aircraft. 

 (c) Aircrew survival measures, including escape and evasion points, routes, 

corridors, and safe haven locations. 

 (d) Aircraft servicing, maintenance, and damage repair capabilities. 

 (e) Airfield capabilities, including pavement strength and clearance 

requirements. 

 (f) Airfield onload and offload capabilities. 

 (g) Transportation capabilities to distribute cargo or personnel to the final 

destination. 

 (h) MHE support. 

 (i) POL storage and dispensing capability. 

 e. Airland operations generally fall within the following four concepts: 

 (1) Hub and Spoke Operations. 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. 

IV-15 
Chapter IV 

Units should consider the required MHE and transportation assets needed to transfer 

personnel, equipment, and cargo from one aircraft to another. 

 (2) Direct Delivery. Another employment concept, direct delivery, involves 

airlifting personnel and materiel from ports of embarkation to forward-operating 

locations in the theater, bypassing intermediary operating bases and the transshipment of 

payloads typically associated with hub and spoke operations (see Figure IV-2). Direct 

delivery uses airland or airdrop delivery methods. For example, personnel can be 

airlifted from CONUS and delivered directly to the theater by airlanding them at a 

forward operating location or airdropping them as part of a strategic brigade airdrop 

operation. Direct delivery shortens in-transit time, reduces congestion at main operating 

bases, and enhances the sustainment of forward bases. One challenge for aircrews 

conducting direct delivery is obtaining up-to-date information during the lengthy flight. 

 (3) Lily Pad Operations. Aircraft ranges, crew requirements, and mission 

limitations may dictate the need for intermediate stops, which is referred to as “lily pad” 

operations (see Figure IV-3). The final leg into the AOR or JOA may terminate at the 

ILLUSTRATION OF HUB AND SPOKE 

AND DIRECT DELIVERY

EMPLOYMENT CONCEPTS

HUB AND SPOKE

APOE

APOD/FOB

APOD/FOB

APOD/FOB

APOD/HUB

DIRECT DELIVERY

APOD aerial port of debarkation

APOE aerial port of embarkation

FOB forward operating base

Figure IV-2. Illustration of Hub and Spoke and Direct Delivery 

IV-16 JP 3-17 
Airlift 

ILLUSTRATION OF LILY PAD OPERATIONS

Onload Point

Intermediate Stop

 Refuel

 New Crew

Offload Point

Figure IV-3. Illustration of Lily Pad Operations 

final destination or at a theater hub. These operations require en route support locations 

and may place a heavier burden on GAMSS. 

 (4) Air Bridge. Air bridge operations are defined as flights between CONUS 

and OCONUS terminals where the receiver aircraft’s range is augmented by an in-flight 

refueling on designated AR tracks (see Figure IV-4). 

ILLUSTRATION OF AIR BRIDGE OPERATIONS

Onload Point

Intermediate Stop

 Bypassed or Minimized

Air Refueling 

Point

Offload Point

Figure IV-4. Illustration of Air Bridge Operations 

IV-17 
Chapter IV 

 f. When considering airland operations, use of hub and spoke operations, direct 

delivery, lily pad, or air bridge operations must be weighed and scheduled judiciously. 

 (1) Direct delivery is the best method for time-sensitive cargo. Direct 

delivery reduces transshipping procedures and shortens delivery time for small loads. 

Direct delivery is not, however, the best solution for large movements or when there are 

multiple FOBs that must be serviced. Most direct delivery operations will require an air 

bridge and air refueling support. While these operations are more complex, they can 

significantly reduce the GAMSS footprint by eliminating transshipping operations, 

reducing the number of diplomatic clearances required and, in most cases, decreasing 

closure time. However, air bridge operations do rely on air refueling, which increases the 

number of aircraft required to accomplish the mission. Hub and spoke operations allow 

planners to maximize the capabilities of each aircraft type. Many of the CRAF partners 

who fly the contract airlift mission cannot (for insurance purposes) or will not fly into 

many of the FOBs. Hub and spoke operations allow a safe APOD for loading operations. 

Hub and spoke operations also allow for the flexible dispersion (to include last minute 

changes in requirements) between the various FOBs. 

 (2) Airfield and aerial port capabilities: mission delays and backlog cargo at 

intermediate or theater offload terminals may result. AR and airlift forces have finite 

maintenance and regeneration cycles, which may quickly be exceeded. 

 (3) GAMSS forces have limited organic resources and can only operate 

“barebase” terminals for limited time periods. 

 g. For movement planning purposes, airlift aircraft load planning considerations are 

either administrative-loading or combat-loading. 

 (1) Administrative-loading gives primary consideration to using airlift assets 

most efficiently. Administrative-loading maximizes use of volumes and weight 

capacities of airlift aircraft and their ACL without regard to ground force tactical 

considerations. Routine air movement is usually unopposed and uses secure airfields or 

well established landing zones; the majority of these missions involve the administrative 

loading of troops and equipment. 

 (2) Combat-loading arranges personnel and materiel to arrive at their intended 

destination in an order and condition so they are ready for immediate use. Combatloading maximizes the combat readiness of the organizations and equipment being 

moved and stresses effectiveness. Airlift forces can move combat-loaded units to 

maximize their readiness for immediate combat operations. Given the assumption of 

immediate combat, user requirements should dictate scheduling and load planning. 

 h. The following are considerations when selecting a landing zone. 

IV-18 JP 3-17 
Airlift 

 (1) The JFC determines the most suitable LZ locations. The selected sites 

must meet aircraft operational requirements, ground component requirements, and 

construction considerations. 

 (a) If an airfield is to be constructed, the supported component engineer, 

the JFC-designated representative, and the Air Force staff engineer must agree on its 

specific site. The supported component engineer controls the selected site until the 

designated airlift representative accepts use of the LZ. 

 (b) Aircraft may have to use LZ facilities before construction is 

completed. In addition to emergency landing situations, delivery of additional 

construction equipment, emergency supplies, or reinforcing units may be necessary. The 

supported component construction engineer and the designated airlift representative 

should jointly agree to such use. 

 (c) When established construction requirements have been met and the 

designated airlift representative accepts the LZ, control of the LZ passes to the airlift 

mission commander. The construction engineer assigns a minimal force to repair and 

maintain the critical landing surfaces, taxiway, and hardstands. The composition and size 

of the unit will depend on the threat situation, type and location of the LZ, availability of 

engineering forces, expected LZ use, and weather. 

 (2) Although the senior planning headquarters assigns the general landing area, 

subordinate units usually designate specific LZs. Desirable characteristics of LZs are 

ease of identification from the air; suitable airfield capabilities; a straight, unobstructed, 

and secure approach for aircraft; and close proximity to ground objectives. Depending 

upon mission requirements, some LZs may be developed into more sophisticated 

facilities. Figure IV-5 shows some of the additional characteristics that might become 

important. This list is not all-inclusive, or all-exclusive. For a longer-term operation, 

additional security, general engineering, public health, sanitation, and other requirements

might need to be considered. 

For additional information, see JP 3-34, Joint Engineer Operations. 

 (3) LZs should be classified according to the applicable aircraft and airfield 

criteria furnished by the construction engineer. Essential airland facilities should be 

identified before the operation begins. Minimum facilities are provided initially to 

permit early occupancy and for safe and efficient landing operations. Plans and orders 

should provide for later improvements to increase the efficiency of operations and safety 

factors of the facility. 

 (4) LZ dimensions vary according to the types of aircraft involved. Factors 

considered include aircraft ground roll, temperature, field elevation, and nature and 

conditions of the landing surface. Expected maximum takeoff and landing gross weights, 

obstructions, and terrain on approach and departure should also be considered. 

IV-19 
Chapter IV 

POTENTIAL LANDING ZONE CONSIDERATIONS



















 Area of sufficient size to accommodate the number and 

 type of aircraft to be landed

 Parking and dispersal area for optimal use

 A road net to handle ground vehicular traffic 

 Minimum construction and maintenance needs

 Clearance and strength criteria met

 Areas and facilities for air terminal operations 

 Facilities for holding patients awaiting evacuation

 Sufficient aerial port capacity to handle incoming personnel and supplies

 Personnel, facilities, and vehicles to support crash and 

 rescue mission capabilities

Figure IV-5. Potential Landing Zone Considerations

 (5) Existing facilities, such as roads and open areas, should be used to reduce 

the time and effort for new construction. Furthermore, airland facilities should be 

dispersed to avoid becoming lucrative targets. Host-nation support (HNS) agencies may 

be used to identify emergency or contingency runways. 

5. Airdrop Delivery 

 In the various airdrop methods, airlifted personnel and materiel are disembarked or 

unloaded from aircraft still in flight. 

 a. Airdrop is often militarily advantageous. 

 (1) It permits sustainment deliveries to units operating away from airfields and 

LZs. 

 (2) It permits the delivery of combat forces and materiel, concentrated and in 

mass, in minimum space and time (often with the element of surprise). 

 (3) Airlift aircraft can accurately airdrop personnel and materiel in conditions of 

poor visibility that would otherwise preclude airland operations. 

 (4) Medium/high altitude airdrop methods enable aircraft to remain above some 

low altitude threats. 

IV-20 JP 3-17 
Airlift 

 (5) When critical cargo must be delivered by an uncontaminated aircraft into a 

contaminated LZ or airfield. 

 b. In relation to airland delivery, airdrop delivery has several disadvantages. 

 (1) It carries an increased risk of injury to personnel or damage to cargo. 

 (2) It requires special training for the riggers, transported personnel, and the 

aircrews. 

 (3) It can limit ACL utilization substantially because of the special rigging 

required for airdropped materiel. 

 (4) It has surface wind limitations. 

 (5) If employed by a large formation, it represents an operational level risk. 

Detection and successful attack by the adversary could rob the theater campaign of two 

critical assets: the airlift force and the unit and/or materiel being carried. Accordingly, 

the decision to use the airdrop method is predicated on determining if a user’s 

requirements justify the risk to, and expenditure of, scarce and costly airdrop resources. 

 c. This section provides appropriate guidelines and considerations that may be 

useful in developing exercise and combat airdrop operations. This information describes 

the capabilities and minimum standards that airlift and airborne forces are trained to 

execute. 

 (1) Responsibilities. The airborne force commander and airlift mission 

commander should coordinate with each other throughout the aerial delivery planning 

and mission execution on matters such as: 

 (a) The suitability of flight routes and DZ size. 

 (b) DZ geographic relationship to the initial objective. 

 (c) Terrain conditions on the DZ that could cause an unacceptable number 

of injuries, excessive equipment damage or loss, or other deployment delays. 

 (d) Routes to the DZ, terrain obstructions, ease of zone identification, and 

adversary defenses. 

 (e) Earliest possible collaboration on intelligence matters, to include 

requirements for intelligence data and imagery products. 

 (f) Identification of mission-critical cargo and a “go or no-go” decision 

point. 

IV-21 
Chapter IV 

 (2) The airlift mission commander should also coordinate with the supported 

force commander before determining the tactics to employ. Many factors influence this 

decision, including the size of DZs, surrounding terrain features, tactical scheme of 

maneuver, enemy air defenses, and en route and objective area weather. 

 (3) The JFC makes the decision to continue, cancel, or postpone the operation 

based on the recommendations of the supported commander and AFCC. 

 d. C2 Channels. Clear C2 channels should be established in the theater of 

operations. The airdrop system should be designed to be responsive in supporting 

requirements. Airdrop resupply is a joint action between the Air Force component and 

the component being supported. Supported components are responsible for providing 

required supplies, rigging them for airdrop, and delivering them to the departure airfield. 

The supported component is also responsible for loading the supplies onto the airdrop 

aircraft under supervision of Air Force personnel. 

 (1) Units requesting airdrop resupply have responsibilities to accomplish both 

before and after submission of airdrop requests. Before submitting requests, units should 

determine: 

 (a) Supplies and equipment needed; 

 (b) Location of drop zone; and 

 (c) Time and date airdrop is desired. 

 (2) After airdrop requests are submitted, units: 

 (a) Prepare and secure the drop zone; 

 

 (b) Control the drop zone in the absence of a USAF STT. DZST personnel 

may operate DZs under visual meteorological conditions and instrument meteorological 

conditions (peacetime training based upon equipment availability) for single-ship aircraft 

and formations up to and including three aircraft); 

 (c) Recover airdropped supplies and equipment; and 

 (d) Recover, retrograde, or destroy airdrop equipment. 

 e. Airdrop Methods. Airdrop is an alternate to airland for delivering personnel, 

equipment and supplies. The type of airdrop, (low or medium-high altitude, low velocity, 

high velocity, free drop, single ship or multi-ship) depends on the threat, the required 

payload, the accuracy required, and whether mass is required on the drop zone. Units 

requesting airdrop should request a capability. The supporting command should task the

appropriate asset and tacticians should determine the appropriate method of airdrop. 

IV-22 JP 3-17 
Airlift 

 (1) Personnel Airdrop. Personnel airdrops use static line or free fall 

procedures. In general, static line airdrops occur from fixed wing/rotary wing aircraft at 

altitudes below 1,500 feet above ground level (AGL) and are often used to minimize 

paratroopers’ exposure to ground threats while under the canopy. Conversely, free fall 

airdrops normally occur above 5000 feet AGL. Specialized free fall procedures (high 

altitude low-opening/ high-altitude high-opening) may be used to insert personnel as part 

of a clandestine operation. 

For additional information, see applicable Service manuals and directives (i.e., FM 3-

21.220, Static Line Parachuting Techniques and Training, and FM 3-19, Military FreeFall Parachuting Tactics, Techniques, and Procedures). 

 (2) Heavy Equipment Airdrop. Heavy equipment loads consist of vehicles, 

equipment or supplies rigged for airdrop on Type V platforms which are extracted 

singularly or sequentially by extraction parachutes. 

 (3) Container Delivery System (CDS) Airdrop. A CDS airdrop is a gravity 

assisted airdrop utilizing A-22 containers rigged to different parachutes. The loads are 

cushioned with energy absorbing material and contain supplies that can withstand high 

velocity impact. 

 (4) Improved CDS (ICDS) Airdrop. An ICDS airdrop uses standard A-22 

containers (up to 10,000 pounds in weight) rigged with various types of parachutes. The 

“improved” aspect is achieved by using joint precision airdrop system (JPADS) software 

to leverage Air Force Weather Agency wind data and dropsonde GPS telemetry data to 

calculate a more accurate ballistic wind and a more refined release point. The resultant 

effect is potential increased drop accuracy from low and high altitude airdrops (chutetype dependent) operations, in day/night/instrument meteorological conditions/visual 

meteorological conditions. 

Container delivery system bundles departing a C-17 during an airdrop mission. 

IV-23 
Chapter IV 

 (5) JPADS. JPADS is a family of GPS-guided, self-maneuvering systems. The 

overall basic system consists of a common mission planner, an airborne guidance unit 

and multiple steerable parachute/parafoil systems. Certain systems require dropsonde 

employment. Flight profiles can vary significantly with system type utilized. Airspace 

deconfliction is a critical JPADS employment operations planning factor. 

 (6) Free Fall Airdrop. Free fall airdrop involves dropping small items such as 

packaged meals or unbreakable objects like hay bales without the use of a parachute. 

 (a) Leaflet Airdrop. Leaflets are used in support of PSYOP. The required 

leaflet dispersion pattern is based on leaflet size, paper weight utilized, target/coverage 

area size, and wind speed. These factors impact drop altitude and possible run-in 

headings. An accurate weather forecast is the single most important requirement. 

 (b) Tri-wall Aerial Distribution System (TRIADS) Airdrop. TRIADS is 

used to airdrop containers of humanitarian daily rations during humanitarian airdrop 

operations. It uses standard CDS procedures with boxes rigged to destruct at the end of a 

static line as they exit the aircraft, causing their contents to be dispersed into the air. Like 

leaflet drops, target/coverage area size is a factor when determining drop altitude. 

 f. DZ Types. A DZ is a specified area used for the aerial delivery of personnel, 

equipment, or supplies through the use of airdrop. There are several different types of 

DZs, tailored to specific operations and locations. DZ size and selection are the shared 

responsibility of the supporting and supported force commander and depend on the load 

being dropped, method of delivery, dispersal pattern, and the level of risk the commander 

is willing to accept. The supported force is responsible for DZ establishment, operation, 

safety, and elimination or acceptance of ground hazards associated with the DZ. The 

airlift mission commander is responsible for the safety-of-flight review. 

 (1) Standard DZ. A physical survey is accomplished by a qualified surveyor, 

followed by a safety-of-flight in order to create a drop zone. After these are 

accomplished, the survey is reviewed and approved. DZs can be rectangular, an area, 

circular, random approach, or a JPADS DZ. 

 (a) Rectangular. DZs are normally rectangular due to the longer length 

requirements. These drops zone can have one axis of flight or also allow flight axis from 

the opposite direction. 

 (b) Area. An area DZ, illustrated in Figure IV-6, consists of a start point 

(point A), an end point (point B), and a prearranged flight path (line of flight) over a 

series of acceptable drop sites between these points. The distance between points A and 

B generally should not exceed 15 nautical miles or 28 kilometers, and changes in ground 

elevation along the line of flight should not exceed 300 feet or 90 meters. The user may 

want the drop to occur at any location between point A and point B within 1⁄2 nautical 

mile of centerline. Aircrew use pre-briefed signals to identify the drop location. 

IV-24 JP 3-17 
Airlift 

AREA DROP ZONE

POINT B ACCEPTABLE DROP SITES

POINT A

AIRCRAFT LINE OF FLIGHT

Figure IV-6. Area Drop Zone

 (c) Circular. A circular DZ, shown in Figure IV-7, has multiple run-in 

headings and is inherently random. Mission requirements and usable terrain govern its 

size. The radius of a circular DZ corresponds to the minimum required distance from the 

point of impact (PI) to one of the trailing edge corners of a rectangular DZ for the same 

type and number of loads being dropped. In other words, the entire DZ box fits inside the 

circle. Water DZs are normally circular in shape. The PI of a circular DZ is normally at 

the DZ center. 

 (d) Random Approach. Random approach DZs are circular, square, or 

rectangular and large enough to permit multiple run-in headings. Any axis of approach 

may be used as long as the resulting DZ meets minimum criteria for the load being 

airdropped. The PI is normally placed at the DZ center point. 

 (e) JPADS. JPADS (guided systems) DZs are typically circular. The PI is 

located at the center point. Some JPADS multi-platform loads/capabilities may drive 

elliptical DZs, approximated by rectangular surveyed boundaries. For 

JPADS/improvised container delivery system airdrops, a collateral damage 

estimation (CDE) is required. This is necessary to mitigate the risk to people, 

buildings, and equipment near or on the DZ if a chute or guidance unit fails. It is critical 

that the CDE be coordinated between the supporting and supported force commander. 

IV-25 
Chapter IV 

CIRCULAR DROP ZONE

DZ RADIUS

TRAILING

EDGE

AIRCRAFT LINE 

OF FLIGHT

POINT OF IMPACT

Figure IV-7. Circular Drop Zone 

 (2) Tactical DZ. During exercises and operations, tactical DZs (DZs that have 

not been formally surveyed) are sometimes selected to support highly mobile ground 

forces. These DZs are evaluated and approved for use using tactical survey procedures. 

When using a tactical DZ, the airlift unit assumes responsibility for aircraft safety of 

flight while the receiving unit assumes responsibility for load condition. The DZ size 

should be determined by method of delivery, load dispersal statistics, CDE, discussion 

with the receiving unit, and professional judgment. Other considerations are 

recoverability of airdrop equipment and survivability or recoverability of the load. For 

example, small trees covering the entire DZ might limit the recovery of airdrop 

parachutes, but still allow complete recovery of the loads. Tactical DZs may be created 

within the boundaries of an existing surveyed DZ if needed to accomplish a particular 

mission. In this case, the tactical DZ need not use the existing dimensions or axis of 

approach as long as minimum DZ requirements are still met. 

 g. Drop Zone Considerations. A wide variety of factors determine the actual 

airdrops. 

 (1) Drop Airspeeds. Specific airdrop airspeeds for each type aircraft are 

published in appropriate Service manuals or technical orders. Except in emergencies, 

aircraft should not deviate from these established airspeeds. Deceleration to prescribed 

drop airspeed and attainment of level flight altitude are required to provide a stable 

platform for the actual airdrop of personnel, supplies, or equipment. 

IV-26 JP 3-17 
Airlift 

 (2) Drop Zone Wind. DZ wind information is critical to airdrop accuracy 

and aircrews must consider wind data from all available sources when determining the 

computed air release point. In addition to inflight wind data, aircrews are normally 

provided with DZ wind information from ground sources (such as STTs or DZSTs) 

which includes surface winds and the computed mean effective winds. Additionally, 

ground sources can relay indications of possible wind shears or local phenomena that 

could affect wind direction or speed and, ultimately, impact upon airdrop or mission 

success. Airdrop operations may not be feasible during conditions of strong or 

gusty surface winds. The JFC, based on recommendations by the supported commander 

and the AFCC, may accept the high risk, cancel, or postpone the operation because of 

excessive wind velocity on the DZ. 

 (3) Drop Altitudes. The airborne force commander and airlift mission 

commander establish minimum altitudes for airdropping personnel and materiel 

IAW established criteria. Minimum altitudes for airdrop operations are based on the 

operational requirements of the personnel and cargo airdrop systems used. In a high-risk, 

high-threat environment, survivability of airlift aircraft may require dropping parachutists 

and equipment at the lowest possible altitude. However, if the threat situation permits, 

aircraft performing normal low-altitude, low-velocity airdrop operations should drop 

above the minimum altitude to increase load survivability. Higher altitudes increase load 

time under canopy and allow more time for stabilization of parachute malfunctions. 

 (4) Drop Zone Size and Selection. The JFC determines the general area for 

the airborne operation. Factors influencing DZ selection are: 

 (a) Physical characteristics of available DZs and surrounding areas; 

 (b) Threat assessment; 

 (c) Method of air delivery; 

 (d) Number of airdrop loads or personnel; and 

 (e) Length of the desirable dispersion pattern. 

 (5) Subordinate ground commanders determine specific grid coordinates 

and grid reference being used and pass these to the appropriate C2 node. During 

exercises and operations, DZ size and selection criteria are the joint responsibility of the 

supporting and supported commanders. The supported ground commander makes the 

final decision to accept use of the DZ. For other than Air Force unilateral airdrops, the 

ground commander may waive normal minimum training DZ sizes on a “by exception” 

basis. For the most efficient use of the DZ, separate or multiple points of impact should 

be used for equipment and personnel. If the DZ is too small for the delivery of a full 

aircraft load of parachutists, the number of parachutists may be reduced, multiple DZs 

may be used for one aircraft load, or aircraft may employ multiple run-in procedures, 

IV-27 
Chapter IV 

Mass airdrop of forces requires large, unobstructed drop zone areas from 

which the forces can affect a rapid assembly and reorganization. 

commonly referred to as “racetracks.” Use of the latter tactic, however, increases risk of 

adversary action. 

 (6) Drop Zone Run-in Heading. The ground force commander must evaluate 

the risk to personnel and property when selecting the run-in heading. 

 (7) Drop Zone Markings. DZ markings should be consistent with the threat 

situation. Clear markings facilitate successful visual acquisition and authentication 

of the DZ, increasing the probability of success. DZs are normally marked with a raised 

angle marker, marker panels, omnidirectional visible lighting systems, or electronic 

navigational aids. Virtually any type of overt or covert lighting or visual marking system 

is acceptable if all participating units are briefed and concur in its use. Other day 

markings or visual acquisition devices include, but are not limited to, colored smoke, 

mirrors, or any reflective or contrasting marker panel, such as a space blanket. In some 

cases geographical points may be used. Night markings or acquisition aids may include 

a light gun, flares, fire or fire pots, railroad fuses, flashlights, and chemical lights. STTs 

or drop zone controllers (DZCs) may also use specialized clandestine infrared lighting 

systems. Electronic markings may be used for either day or night operations. A verbal 

initiated release system may be used with no markings. Airlift crews may be called 

upon to conduct airdrop operations on an unmarked, blind DZ. 

 h. Drop Zone Command and Control. The Air Force DZC represents the 

appropriate commander as provided in the mission directive. The DZC observes and 

evaluates all factors that may adversely affect the safety of the operation and ensures 

transmission of weather information when required. The DZC is normally a USAF 

special tactics (ST) CCT. ST controllers are authorized to control all airdrops for any US 

IV-28 JP 3-17 
Airlift 

or allied military force. Qualified AMLOs may perform DZC duties during joint and 

unilateral airdrops. 

 i. Supported Service Drop Zone Safety Officer (DZSO) and DZST Functions. 

During training operations, the airdropped force furnishes a DZSO. During operations 

when the STT is not present, the supported Service provides a DZST. DZST-controlled 

missions must have a qualified drop zone support team leader (DZSTL) in charge of DZ 

operations. DZSTLs are qualified and operate IAW Memorandum of Agreement (MOA) 

Airdrop Operations Without Air Force Special Operations Command Special Tactics 

Team Personnel and unit standard operating procedures implementing this MOA. 

 j. Drop Zone Sequencing and Separation of Personnel and Equipment. 

Separation times between personnel and equipment and the sequence of the drop are 

important considerations in an airdrop mission. Terrain and threat assessment dictate 

whether personnel or equipment are airdropped first. Combination drops occur when 

parachutists exit from the cargo ramp immediately after release of equipment. 

Equipment and personnel can also be dropped from separate aircraft on the same DZ 

simultaneously if equipment loads are sufficiently separated to provide adequate 

clearance for personnel. However, such a COA requires the concurrence of the 

supporting and supported commanders. 

6. Planning Considerations for Airborne Assaults and Follow-on Airland 

Operations 

 a. Planning airlift operations is a complicated process involving a few basic 

principles and numerous interdependent considerations. Service components must 

facilitate their airlift movement process. This responsibility includes performing and 

arranging to: 

 (1) Bring units and materiel to departure terminals; 

 (2) Prepare those resources for air movement; 

 (3) Provide support services (meals, medical, billeting, and other appropriate 

services) to transient and arriving units; 

 (4) Receive and transport units and materiel from arrival terminals; and 

 (5) Prepare all manifests, movement documents, and reports related to the 

actual movement. 

 b. The purpose of these actions is to move component resources expeditiously, 

with minimum expenditure of resources and minimum exposure to hostile actions. 

Responsibility for controlling movements does not equate to command authority 

over airlift forces. Studies, concepts, and OPLANs for employment of forces are 

prepared to cover possible missions and locations. Detailed planning for specific 

operations is performed by the participating component commands and subordinate 

IV-29 
Chapter IV 

commands; to enhance efficiency, all participants should make maximum use of existing 

plans. 

 c. Principles for Airlift Planning. Consider these principles when planning for 

airlift movements: 

 (1) Minimize movement congestion and vulnerability by reducing the time units 

and materiel spend en masse at forward terminals and synchronize the positioning of 

units and material with airlift capability. 

 (2) Maximize the productivity and survivability of the airlift fleet by 

minimizing aircraft ground times at forward locations. 

 (3) Minimize sortie requirements by repackaging all materiel for air shipment; 

ensuring combat personnel travel with their maximum authorized individual loads of 

rations, ammunition, or other personal protective equipment; and splitting units into airessential and surface movement echelons (whenever possible). 

 (4) Ensure personnel are adequately fed, rested, and protected at en route stops. 

 (5) Deploy personnel and communications equipment necessary to track and 

report on all air movements. 

 d. Different missions will require the use of different airlift assets. The Services 

possess a variety of fixed- and rotary-wing platforms capable of performing the air 

mobility role. 

 (1) The main advantage of fixed-wing aircraft over ground surface 

transportation modes is that they combine speed (250 to 500 knots, depending on aircraft 

type) and the ability to carry substantial to very large cargo capacities (7 to over 100 tons, 

also depending on aircraft type). This provides the capability to quickly move large 

amounts of personnel and materiel over greater distances. Airlift can also be employed to 

reduce the need for ground convoy operations that are vulnerable to enemy attack. The 

combination of their speed and tactics also enhances their survivability, while their range 

generally allows them to be based in relatively secure and logistically easier-to-support 

rear areas. The main disadvantages are their terminal requirements, which can limit their 

flexibility, and their size and limited maneuverability, which increases their vulnerability 

to ground and air attack. These disadvantages are particularly pronounced for the larger 

transports. Under most circumstances smaller transports, such as the C-130, are usually 

suited to a sustained intratheater airlift role, and the larger transports are best suited for 

the intertheater airlift role. 

 (2) In a CBRN-threat environment, plan to avoid contaminating air mobility 

aircraft, thus preserving limited assets for future use. Avoid airland operations into 

contaminated airfields by airdropping critical supplies and equipment or shifting 

IV-30 JP 3-17 
Airlift 

deliveries to uncontaminated airfields (consider use of austere LZs such as highway 

landing strips and dirt and/or gravel LZ construction). 

 (3) The Services and USSOCOM also operate rotary-wing and tiltrotor aircraft, 

such as the UH-1, H-3, H-60, V-22, CH-46, CH-47, and CH-53, which possess intrinsic 

intratheater airlift capabilities. Rotary-wing and tiltrotor aircraft can be useful for 

intratheater purposes for the following reasons: 

 (a) Their ability to operate at smaller undeveloped LZs increases their 

flexibility and often reduces ground-transit times for their loads; 

 (b) Their ability to transport personnel and materiel to and from forwarddeployed ships increases expeditionary flexibility; 

 (c) Their terrain-hugging flight capabilities enhance their survivability in 

certain threat situations; and 

 (d) Their ability to sling-load some types of materiel allows them to pick 

up and deliver loads with minimal ground-handling delays. 

 (4) However, in relation to fixed-wing aircraft, the inherent aerodynamic 

inefficiencies of rotary-wing aircraft sharply restrict payload and range capabilities. In 

addition, their mechanical characteristics give them a high ratio of support-man-hours to 

flight-hours. Consequently, rotary-winged assets: 

 (a) Usually are not suited to sustained airlift operations beyond about 50-

100 nautical miles from a refueling point; 

 (b) Usually require more maintenance hours per hour of flight time; and 

 (c) Are usually based at LZs not well suited to large-scale, sustained fixedwing airlift operations. 

 (5) For these reasons, airlift-capable rotary-wing assets are normally assigned as 

organic combat and combat support elements to surface combat organizations. Thus, in 

deciding to use the capabilities of any organic rotary-wing assets to support the 

intratheater airlift effort, the JFC should consider their vital importance to their assigned 

organizations, as well as their utility to specific airlift missions. Intratheater airlift 

requirements that might best be filled by rotary-wing aircraft could include large 

requirement, short-distance operations, such as resupplying ships at sea and unloading 

ships at undeveloped water terminals, or routine small-payload operations to sites not 

collocated with LZs, such as daily courier flights to deployed air defense units. 

Additional information on air assault operations can be found in JP 3-18, Joint Forcible 

Entry Operations. 

IV-31 
Chapter IV 

IV-32 JP 3-17 

Intentionally Blank 
CHAPTER V 

AIR REFUELING

V-1 

1. General 

 a. AR allows air assets to rapidly reach any trouble spot around the world with less 

dependence on forward staging bases. Furthermore, AR significantly expands the force 

options available to a commander by increasing the range, payload, loiter time, and 

flexibility of other aircraft. 

 b. Because AR increases the range of other aircraft, many types of aircraft may 

be based at locations well outside the range of an adversary threat. AR allows some 

aircraft to participate in contingency operations without having to forward-deploy. 

CONUS-based operations reduce the theater logistics requirements, thereby simplifying 

sustainment efforts. Positioning forces outside the adversary’s reach permits a greater 

portion of combat assets to concentrate on offensive rather than defensive action. As a 

result of the reduced need to forward-deploy forces, AR reduces force protection 

requirements as well. 

 c. Although other Services and nations maintain some organic AR capability, 

the Air Force possesses the overwhelming preponderance of common-user AR 

assets. With boom and drogue capability, these assets are capable of refueling most Air 

Force, Navy, and Marine Corps aircraft, and can accommodate most foreign aircraft. 

 d. Additionally, all USAF tanker aircraft are capable of performing an airlift 

role and are used to augment core airlift assets. Under the dual-role concept, AR 

aircraft can transport a combination of passengers and cargo while performing AR. In 

some circumstances, it may be more efficient to employ AR aircraft strictly in an airlift 

role. Deploying AR units may be tasked to use their organic capacity to transport unit 

personnel and support equipment or passengers and cargo from other units. AR aircraft 

may also be used to support USTRANSCOM airlift requirements such as routine channel 

operations or SAAMs. 

e. AR permits aircraft to operate beyond their unrefueled ranges and permits larger 

takeoff payloads and added endurance. By enabling their payload to be maximized, the 

combat potential of receiver aircraft is significantly increased.

 f. Force Extension. Force extension is the AR of one tanker by another and is the 

most efficient means to provide deployment support, given a limited number of tanker 

aircraft. This capability can be used whenever the fuel requirements of the escorting 

tanker and its receivers exceed the tanker’s takeoff fuel capacity. Since takeoff fuel is 

limited by the amount of payload carried, dual-role tankers may require force extension. 

“I had to fly nine sorties on the day the St. Mihiel offensive started...We all 

wished we could refuel somehow without having to return to our bases just 

when the action got interesting.” 

Lt John Richter, US Army Air Service Pilot in WWI 
Chapter V 

Not all tankers are refuelable. All KC-10s are refuelable and a small number of KC-135s 

are equipped as receivers and therefore can be force extended. Whenever possible, force 

extension missions should be planned along air bridge routes to use tankers supporting air 

bridge movements. This capability can be used whenever the fuel requirements of the 

escorting tanker and its receivers exceed the tanker’s takeoff fuel capacity. 

Force extension significantly increases a tanker’s range. 

 g. Components of the AR Force. The majority of the Air Force’s AR assets are 

assigned to Air Force Reserve and Air National Guard units. 

 (1) Active Duty Forces. Similar to airlift forces, CDRUSTRANSCOM has 

COCOM of most CONUS-based active duty AR forces and delegates OPCON to AMC. 

Similarly, theater-assigned AR forces come under COCOM of their GCC (e.g., 

Commander, USEUCOM or Commander, US Pacific Command) and under OPCON of 

the theater COMAFFOR (e.g., United States Air Forces Europe [USAFE] or Pacific Air 

Forces [PACAF]). These forces perform core and specialized AR missions and are 

readily available for tasking and deployment. In addition to the Air Force, the Navy, and 

Marine Corps possess some organic AR resources, which may also augment joint AR 

operations. 

 (2) Air Force Reserve and Air National Guard Forces. During crises, 

volunteers or activated AFRC and/or ANG units augment the active duty AR force, 

providing substantial increases in AR capacity. AFRC and ANG personnel train to the 

same standards as the active duty AR force. Peacetime access to AFRC and ANG forces 

is provided through a system of volunteerism. Major contingencies, however, normally 

require activation of AFRC and/or ANG units. 

V-2 JP 3-17 
Air Refueling 

Air refueling missions in US Central Command’s 

area of responsibility refuel almost 74,000 aircraft per year. 

2. Air Refueling Operations 

 AR’s contribution to air power is based on the force enabling and force multiplying 

effects of increased range, payload, and endurance provided to refueled aircraft. AR 

forces conduct both intertheater and intratheater AR operations. 

 a. Intertheater AR. Intertheater AR supports the long-range movement of combat 

and combat support aircraft between theaters, or between theaters and JOAs. Intertheater 

AR operations also support global strike missions and airlift assets in an air bridge. AR 

enables deploying aircraft to fly nonstop to their destination, reducing closure time. 

 b. Intratheater AR. Intratheater AR supports operations within a CCDR’s AOR by 

extending the range, payload, and endurance of combat and combat support assets. Both 

theater-assigned and CDRUSTRANSCOM-assigned AR aircraft can perform these 

operations. When CDRUSTRANSCOM-assigned AR forces participate in these 

operations, they are typically attached to the GCC who exercises OPCON over these 

forces through the COMAFFOR. Although the primary purpose is to refuel combat air 

forces operating within the theater, consideration should be given to the best utilization of 

the tanker fleet to meet the President’s and SecDef’s objectives. 

 c. Anchor Areas and AR Tracks. AR is normally conducted in one of two ways: 

in an anchor area or along an AR track. While AR is normally conducted in friendly 

airspace, missions may require operations over hostile territory and in contested airspace. 

Anchor areas and tracks may place tankers in an extremely vulnerable position and 

should be limited to friendly airspace when possible. AR missions over hostile territory 

should be conducted only after careful risk considerations and when at least regional air 

superiority is achieved. 

V-3 
Chapter V 

 (1) In anchor areas, the tanker flies a racetrack pattern within defined airspace 

while waiting for receiver aircraft to arrive. Once joined with the receiver, the tanker 

then flies in an expanded racetrack pattern while refueling the receiver. Anchor AR is 

normally used for intratheater operations where airspace is confined or where 

receivers operate in a central location. Anchor areas are best suited for small, highly 

maneuverable aircraft, especially in marginal weather conditions. 

 (2) An AR track is a published track or precoordinated series of navigation 

points which can be located anywhere throughout the world. To maximize effectiveness, 

AR tracks will normally be placed along the receiver’s route of flight. However, AR 

track location(s) must sometimes balanced with tanker availability and basing to develop 

an integrated AR plan making the best use of limited receiver and tanker assets overall. 

AR along an AR track is the preferred method for intertheater operations. 

 (3) The tanker rendezvous (RV) can be accomplished in multiple ways. For 

more information about RV procedures, see Allied Tactical Publication (ATP)-56, Air to 

Air Refueling. 

 d. Tanker Formation Refueling. Many missions require tankers to refuel their 

receivers while in a multiple-ship formation. Mission requirements may dictate several 

different types of tankers (boom and/or drogue equipped) and multiple receiver types 

(from a variety of nations) in the same formation. Formation refueling is one of the most 

demanding operations due to the number of aircraft in a confined block of airspace and 

because receiver aircraft may be constantly joining and leaving the formation. It also 

brings in additional planning factors and requires a significant amount of coordination to 

ensure smooth, safe execution of the mission. 

 e. Joint and Multinational Operations. Joint and multinational operations require 

teamwork, unity of effort, and principles that are fundamental to AR. When working 

with other Services and nations, there is a potential for differences in capabilities, 

procedures, and terminology, which may cause misunderstandings and confusion. Such 

operations therefore require a standard set of tactics, terminology, and procedures. 

 (1) For example, ATP-56, Air to Air Refueling, was published to standardize 

operating procedures and enhance interoperability among North Atlantic Treaty 

Organization member nations possessing AR assets. While the detailed procedures will 

depend on aircraft type, mode of employment, and national requirements, many allies 

should be able to achieve sufficient commonality so that a combined set of procedures 

can be developed. Commanders of a multinational force should agree as soon as possible 

on a common set of doctrine, tactics, and procedures for particular operations. 

 (2) In addition, airspace may be a primary limitation to AR operations. 

Standardizing multinational cell formation procedures allows a variety of air refueling 

assets to operate in compressed airspace. This is particularly important when large 

numbers of tankers may be refueling multiple receivers or formations of receivers. To 

generate the maximum combat airpower in multinational operations, all military 

V-4 JP 3-17 
Air Refueling 

V-5 

capabilities must be integrated to the fullest extent. Multinational exercises are a key 

component to common doctrine and interoperability. These exercises should be used as 

often as feasible to foster a common understanding. The doctrine and procedures 

established by the multinational commander will provide additional flexibility, 

deployability, and sustainability in multinational air operations. 

3. Air Refueling Missions 

 The basic missions of AR. AR is a critical force multiplier across the full range of 

global and theater employment scenarios. Tankers directly enhance the operational 

flexibility of US and allied/coalition strike, support, and surveillance aircraft. AR 

missions depicted in Figure V-1 represent the broad, fundamental, and continuing 

activities of the AR system. In the same manner, the nearly unlimited flight endurance 

provided by tanker assets is an indispensable component of the US strategic 

airborne command post concept. It provides the President and SecDef the ability to 

continue to direct military action from an airborne platform-regardless of the situation.

 a. Global Strike Support. AR assets are a critical enabler for global strike 

operations (conventional or nuclear). For example, AR significantly increases the range 

and endurance of bomber aircraft, directly enhancing their flexibility to strike at distant 

targets and maximizing their operational utility for warfighter mission requirements. 

Tanker availability can also be critical to overall mission success through support of a 

wide variety of support package aircraft refueling requirements. In addition, AR can 

mitigate operational risk for strike or support aircraft by decreasing reliance on 

OCONUS/forward basing locations. AR is key to US ability to rapidly strike targets in 

distant locations and recover to safe areas. The ability to perform long-range strike 

missions from CONUS is particularly crucial. 

Global Strike Support

Air Bridge Support

Aircraft Deployment Support

Theater Support to Combat Air Forces

Special Operations Support

BASIC AIR REFUELING MISSIONS

Figure V-1. Basic Air Refueling Missions 
Chapter V 

 b. Air Bridge Support. An air bridge creates an ALOC linking CONUS and a 

theater, or any two theaters. AR makes possible accelerated air bridge operations since 

en route refueling stops for receivers are reduced or eliminated. It reduces reliance on 

forward staging bases, minimizes potential en route maintenance delays, and enables 

airlift assets to maximize their payloads. This significantly increases the efficiency of 

airlift operations by making possible the direct delivery of personnel and materiel. 

 c. Aircraft Deployment Support. AR assets can extend the range of deploying 

combat and combat support aircraft, allowing them to fly nonstop to an AOR or 

JOA. This capability increases the deterrent effect of CONUS-based forces and 

allows a rapid response to regional crises. The capability of air assets to fly nonstop to 

a theater may eliminate the need to obtain landing or overflight rights from foreign 

countries that may want to remain neutral in a given conflict. Successful execution of the 

Air Force’s aerospace expeditionary force concept, for example, is heavily dependent on 

the capabilities rendered through deployment support. Peacetime deployments of forces 

in support of rotations, exercises, or aircraft movements for logistic purposes are called 

CORONETs. CORONETs normally have long lead times for planning, tasking, and 

execution. Planners should use this time to maximize the overall efficiency of the 

movement for both receivers and tankers, while remembering their purpose is safe and 

effective movement of the receivers. 

 d. Theater Support to Combat Air Forces. Intratheater AR enables fighter 

aircraft to increase their range, endurance, and flexibility. During a combat operation, the 

highest priority for intratheater AR forces is normally supporting combat and combat 

support aircraft executing air operations. This is especially true during the initial phases 

of a conflict. Theater-based AR assets bolster the security of combat and combat support 

air assets by allowing them to be based beyond the range of adversary threats. AR 

increases the endurance of air combat support assets. Extending endurance reduces the 

number of sorties required, decreases ground support requirements at forward locations, 

and may reduce the number of aircraft deployed to an AOR. 

 (1) AR allows combat aircraft to carry a larger payload on initial takeoff 

by decreasing the amount of fuel carried in its tanks. Fuel necessary for mission range 

requirements is onloaded after takeoff on either pre-strike or post-strike refuelings. The 

ability to increase an aircraft’s weapons load multiplies the combat force and combat 

efficiency of that aircraft. 

 (2) Operations ALLIED FORCE, OEF, and OIF have highlighted the 

importance of airspace required for AR, especially during combat support missions. A 

lack of AR airspace can limit the amount of combat and combat support sorties the 

JFACC is able to schedule and execute. Airspace planning for these operations include 

sufficient allowances for ingress/egress of both receivers and tankers and allow 

deconflicting aircraft operating at significantly different speeds. Experience in OEF and 

OIF shows that without sufficient airspace deconfliction, the greatest threat to friendly 

forces can be from mid-air collisions with our own forces.

V-6 JP 3-17 
Air Refueling 

 (3) Tankers allocated for theater support may be called upon to provide AR 

support to air bridge operations. The DIRMOBFOR must judge the capabilities of, and 

requirements for, tankers assigned or attached to the theater to determine their ability to 

provide air bridge support. When air bridge support operations will adversely impact 

theater support operations, the COMAFFOR must consider the JFC’s overall operation or 

campaign objectives (such as defeating an adversary force or compelling an adversary to 

surrender), not just operational objectives (such as air superiority or shutting down the 

adversary’s C2 system) when deciding how to allocate tanker missions. 

 e. Special Operations Support. AR enables SOF to maintain a long-range 

operating capability. The Air Force maintains AR crews who are trained to air refuel 

fixed- and rotary-wing special operations aircraft. Successful mission completion 

requires special equipment, specialized crew training, and modified operational 

procedures. 

 f. Other Associated AR Missions. Additional taskings for AR aircraft include: 

emergency AR; airlift; AE; and combat search and rescue (CSAR). 

 (1) Emergency AR. Some AR aircraft may be kept on ground or airborne alert 

to provide short-notice support for airborne fuel emergencies. Fuel emergencies can 

result from missed refuelings, en route winds greater than planned, battle damage, or 

excessive time engaged with adversary aircraft or targets. While dedicated ground alert 

aircraft sometimes meet emergency AR requirements, excess fuel capacity of airborne 

tankers is another method of providing emergency AR capability. Putting more fuel in a 

tanker than is required to complete the mission, known as “tankering fuel,” gives that 

aircraft an automatic, though limited, emergency refueling capability. 

 (a) Intertheater Operations. Whenever possible, intertheater missions 

should be planned either over, or in close proximity to, existing air bridge routes. This 

allows tankers positioned for air bridge support to also provide emergency AR support. 

When intertheater missions cannot be planned along air bridge routes and the mission is 

deemed important enough to provide emergency AR support, planners should use a 

combination of ground and airborne spare aircraft. Ground spare aircraft are maintained 

in various stages of readiness depending on mission requirements. Airborne spare 

aircraft consist of one or more tankers that accompany the AR formation, but do not 

participate in any ARs unless required to do so. No matter which option is used, the 

concepts must be adequately delineated in mission directives so tankers, receivers, and 

participating C2 elements are thoroughly familiar with procedures to be used in a fuel 

emergency. 

 (b) Intratheater Operations. The dynamic environment and quick tempo 

of intratheater operations provide a greater need for emergency AR support. The shorter 

distances involved and the larger number of available assets makes providing emergency 

AR support much easier to accomplish. The preferred method of providing emergency 

support is through a combination of ground and airborne aircraft. 

V-7 
Chapter V 

 1. Ground alert aircraft and crews primarily provide units with the 

capability to meet mission requirements when fuel emergencies occur due to battle 

damage or excessive time engaged with adversary aircraft or targets. The best tanker 

aircraft for ground alert duties are those capable of quick response times, high cruise 

speeds, and a takeoff fuel load large enough to accommodate all offloads. Ideally, 

ground spare aircraft should be capable of refueling drogue and boom type refueling on 

the same mission. Otherwise, units must maintain separate aircraft on ground alert, 

configured for each type of refueling. Ground alert tankers and crews can be dedicated 

solely to that function. 

 2. Refuelers are normally based well away from tactical operations 

areas for safety reasons. Ground spares might not be able to reach an area in a timely 

manner should tasked tankers not be able to provide adequate offload or receivers miss 

scheduled refuelings. Reliability tankers operate in a given area with no scheduled 

receivers and act as flying spares. Because of the cascading effects of the loss of AR 

reliability tankers should be used when assets are available. If a reliability tanker can 

also accept fuel, the capability is leveraged through extended endurance. 

 (2) Airlift. Refueling platforms act as augmentation to the airlift fleet. This 

capability is most important during deployment operations when airlift requirements are 

highest and requirements for theater support refuelings are the lowest. During 

contingencies, commanders should continually evaluate tanker allocations to airlift 

missions, weighing the loss of assets from traditional tanker missions against the benefits 

gained by a larger, augmented airlift fleet. This evaluation must consider the objectives 

of the entire joint operation or campaign and not just those of the Air Force component. 

 (a) Another key application of tanker aircraft in an airlift role occurs during 

tanker unit movements. Tanker units deploying to a theater or en route location will 

typically airlift their own support requirements under the integral tanker unit deployment 

concept. This allows tanker units to have key supplies and personnel on hand as soon as 

they arrive at their deployed location, and it relieves the air transportation system of at 

least a portion of their requirements. 

 (b) Dual-Role Tanker. Tankers perform the dual-role function when they 

accomplish airlift and AR on the same mission. A dual-role mission may be as simple as 

carrying opportune cargo or passengers on a routine intertheater AR mission, or it may be 

as complex as a fighter unit move. Dual-role operations maximize the full capabilities of 

tanker aircraft. Tankers forward position to a deploying unit’s location to upload cargo, 

personnel, and equipment needed to ensure that the ferried unit can begin immediate 

operations once at its destination. Once airborne, tankers escort deploying fighters to 

their final destination, refueling them along the way. Upon arrival, the tankers download 

their cargo and passengers who may immediately reconstitute and launch the deployed 

fighters. This allows arriving aircraft to be ready for follow-on missions quickly, 

simplifying required coordination for airlift support of deployments and reducing the 

number of dedicated airlift aircraft required to support an operation. 

V-8 JP 3-17 
Air Refueling 

 (3) Aeromedical Evacuation. KC-135 tankers can be used for AE when 

crewed by a fully qualified and current AE crew using AE equipment tested/modified for 

use on the KC-135.

 (4) Combat Search and Rescue. Tanker aircraft provide a limited capability 

to assist CSAR operations as a communications and coordination link between airborne 

and ground-based elements. This capability derives from the tanker’s long endurance 

characteristics and organic communications equipment. In the case of a downed fighter, 

the wingman will attempt to remain on scene to ascertain the downed crewmen’s status 

and provide protection until CSAR forces arrive. During this process, the tanker will 

normally remain at altitude, relaying information where communications connectivity is 

easiest, and will refuel on scene forces as required. During Operation ALLIED FORCE, 

KC-135s were diverted to the scene of a downed airman. Once on the scene tankers 

refueled two A-10 aircraft that were providing close air support for the rescue effort, 

AWACS aircraft providing C2 for the operation, and CSAR aircraft affecting the rescue.

4. Planning Air Refueling Operations 

 a. While many considerations for air mobility forces are the same for airlift and AR 

assets, there are some specific considerations unique to tanker operations. These include 

the following: 

 (1) Boom Versus Drogue. If planned operations will include a significant 

number of receivers requiring drogue type refueling intermixed with receivers requiring 

boom-type refueling, planners should consider using tankers capable of both types of 

refueling on the same mission. 

 (2) Total Offload Versus Booms in the Air. Planners must consider whether 

planned operations will emphasize total offload capability for only a few receivers or a 

rapid refueling capability for multiple receivers. If total offload capability is more 

important (such as for large aircraft), fewer numbers of tankers with larger fuel loads 

should be planned. If the mission emphasis is on frequent, rapid refuelings to 

multiple receivers (such as multiple fighter strike packages), it is more effective to 

use a larger number of tankers maximizing the number of available “booms in the 

air.” 

 b. Daily Allocation. At the operational level, force allocation consists of 

translating the JFC’s air apportionment decisions into total number of AR sorties, 

by aircraft type, available for each operation or task. AR assets are matched against 

receivers in the ATO based on the JFC’s air apportionment guidance but tempered by 

changing conditions. At this level, the most important decisions are those that place 

tanker aircraft types against receiver requirements, while optimizing the use of those 

assets. 

 c. AR capability can be increased without increasing the number or size of 

tanker aircraft by carefully matching tanker aircraft types against receiver mission 

V-9 
Chapter V 

V-10 JP 3-17 

requirements. This involves greater use of refuelable reliability tankers, assigning 

individual tankers to multiple receivers or receiver packages, and ensuring receiver AR 

requests accurately reflect their mission requirements. The considerations for daily 

allocation decisions are much the same as for contingency allocations as discussed above. 

When developing daily AR allocations, planners must consider boom versus drogue 

requirements, emphasis on total offload versus booms in the air, and SOF requirements. 

 d. Airspace and Air Traffic Control. Many countries have specific restrictions 

on AR operations conducted within their sovereign airspace. Planners need to be 

aware of potential restrictions. 

 e. Altitude Reservation (ALTRV). Most intertheater AR operations require an 

ALTRV to reserve AR airspace. ALTRVs must be submitted IAW rules of the 

International Civil Aviation Organization (ICAO) in international airspace and with the 

ICAO and the HN rules when conducted over territorial airspace. Planners must ensure 

ALTRV approval is received prior to conducting AR operations. ALTRVs do not relieve 

aircrews of the requirement to obtain diplomatic clearances or to file flight plans. 

 f. AR Airspace. Most intratheater AR is conducted in airspace specifically 

designated for AR. For peacetime operations, AR airspace is published in flight 

information publications with boundaries, altitudes, and communications frequencies 

agreed to by the ATC authorities. During a contingency, AR airspace close to the 

adversary will change frequently, and its altitudes and communications frequencies will 

be classified to avoid predictability. Routing to and from the AR airspace will also 

change in response to changes in air operations and adversary threats to friendly forces. 

 g. Communications Capabilities and Emissions Control. AR operations are 

highly dependent on both air-to-air and air-to-ground communications. Throughout AR 

operations, tankers must be able to communicate with their receivers, AWACS 

controllers, local air traffic control, and other tankers in formation and maintain at least a 

listening watch on designated high frequency channels. Mission requirements normally 

dictate that tankers maintain positive contact on most all of these frequencies 

simultaneously. Combat or politically sensitive missions may require both the tanker and 

receiver to exercise emission control (EMCON) procedures. These procedures minimize 

an aircraft’s transmission of electronic signals (communication and navigation) to reduce 

the amount of information other forces can gather. Use of EMCON entails bringing two 

aircraft together, in the same airspace with an intentionally degraded communication and 

navigation capability. To be successful in refueling under EMCON conditions, 

standardized procedures must be developed between tanker and receiver(s). The 

procedures must be regularly exercised by both tanker and receiver aircrews and they 

must be thoroughly briefed on the procedures to be used prior to each mission. 

 h. Conditions. AR forces and their receivers must be capable of conducting AR 

operations at night and under adverse weather conditions. Depending on the operation, 

this may require precision navigation equipment and night-vision capability. 
CHAPTER VI 

AIR MOBILITY SUPPORT 

VI-1 

1. General 

 The MAF’s three core functions are airlift, AR, and air mobility support/GAMSS. 

Successful employment of the airlift and AR force is contingent upon establishing and 

maintaining a GAMSS force that enables aerial deployment, employment, sustainment, 

and redeployment of US forces throughout the range of military operations. Specifically, 

air mobility support forces provide the responsive, worldwide foundation for airlift and 

AR operations. This force is divided between USTRANSCOM, which controls the 

majority of assets in its global/functional role, and the geographic 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 GAMSS. This structure consists of a number of CONUS and en route locations, 

as well as deployable forces capable of augmenting the fixed en route locations or 

establishing operating locations where none exist. These deployable forces are stationed 

both in CONUS and at select overseas bases, and are controlled by either AMC or one of 

the geographic combatant commands. The pre-positioning 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 deployment. 

 a. The reduction in forward deployed forces following the end of the Cold War 

resulted in an increased dependence on air mobility to project US military presence 

throughout the world. In turn there grew an increased dependence on GAMSS to provide 

rapid global air mobility. The mobile forces of GAMSS enable the en route system to 

expand or contract as necessary, providing worldwide coverage and lending direct 

support to the rapid global air mobility concept. 

 b. GAMSS forces are drawn from active duty, 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 

stationed primarily in CONUS. These components support operations throughout the 

range of military operations. 

2. Air Mobility Command Affiliated Contingency Load Planning Program 

 a. The AMC Affiliated Contingency Load Planning (ACLP) program assists in 

fostering an informed, professional, and cooperative management environment for users 

of military airlift. The AMC ACLP is designed to develop a mutual understanding of air 

“Air power is not made up of airplanes alone. Air power is a composite of 

airplanes, air crews, maintenance crews, air bases, air supply, and 

sufficient replacements in both planes and crews to maintain a constant 

fighting strength...” 

General Henry “Hap” Arnold 

General of the Air Force (1949)
Chapter VI 

VI-2 JP 3-17 

mobility requirements and capabilities for AMC aligned units. This program provides 

affiliation classroom training, airlift load planner certification, and aligned unit driven 

contingency load planning. 

 b. Limited airlift capability combined with the rapid response required for global 

mobility, puts increased responsibilities on the airlift user. In order to assist in becoming 

more self-sufficient when preparing for air movement, the AMC ACLP program was 

devised to increase management awareness and involvement, provide technical 

information, quality assistance, and feedback to airlift customers. 

 c. This relationship, once aligned and established at all working levels, promotes 

this concept through staff visits, formal classroom training, staff planning validation, and 

joint participation in mobility operations. If assistance is required for rapid global 

mobility purposes, this aligned relationship provides the AMC airlift customer timely 

mobility expertise through the contingency load planning team. This two man planning 

team consists of highly qualified load planning specialists who have first hand knowledge 

of an aligned unit’s specific mobility requirements. 

 d. Preplanning, early identification of air mobility requirements and identification of 

potential problem areas help to ensure a smooth flow of cargo, personnel, and aircraft. 

Program objectives are directed toward one goal: improving deployment readiness for 

affiliated units. This is accomplished by teaching airlift users how to plan, prepare, and 

quickly deploy by air in an efficient and safe manner with minimal Air Force assistance. 

NOTE: This program does not provide for hazardous cargo certification training, 

automated load planning system, or training in AMC C2 procedures. 

 e. The objective of ACLP is to establish a relationship between airlift managers and 

using agencies to optimize airlift planning, utilization, and mission capabilities and 

requirements by: 

 (1) Providing a joint training program to enhance planning and execution, 

ensuring rapid and efficient movement by air. 

 (2) Reducing user reliance on air mobility mission support. 

 (3) Providing a contingency load planning team for AMC aligned units to assist 

in rapid global mobility requirements. 

3. Core Functions of Air Mobility Support 

 The core functions provided by GAMSS are C2, aerial port, and maintenance. While 

the fixed GAMSS functions are robust, the deployable assets are designed to be 

temporary in nature with a planned redeployment or replacement. En route locations are 

normally tasked to provide these services; however, basic and other support functions 

(combat support, life support, intelligence, etc.) can augment in-place operations, creating 

a more robust throughput and support capability. The level of support can be tailored to 
Air Mobility Support 

VI-3 

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. 

 a. C2. Air mobility support operations encompass both global/functional support as 

well as focused regional support. In meeting the requirements of both USTRANSCOM 

and the GCCs, air mobility forces performing intratheater and intertheater missions 

coordinate with one another to provide seamless service to the supported commander. 

USTRANSCOM coordinates and synchronizes the JDDE to achieve unity of effort across 

all movement segments. Normally USTRANSCOM forces operate under a support 

relationship, with OPCON remaining with USTRANSCOM. SecDef must approve 

transfer of forces. When GAMSS forces deploy to a GCC’s AOR, command 

relationships are 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. 

 (1) Whether OPCON is maintained by Commander, AMC or a GCC’s 

COMAFFOR, GAMSS forces usually provide initial C2 to higher headquarters for 

deploying forces through organic, deployable C2 systems. In addition, they set up standalone C2 operations for airlift operations. GAMSS forces provide their own unique C2 to 

accurately plan, flow, and track air movements and provide ITV of equipment and 

passengers. It is imperative GAMSS personnel be trained in setting up and operating all 

C2 systems supporting operations since base opening and deployed operations rely upon 

it. C2 requirements may include 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 618th TACC, while theater assigned support forces normally report to 

their theater AOC. 

 (2) Timely exchange of information within, between, and among GAMSS 

components is critical to mobility operations. This includes the following: 

 (a) Geospatial information (formerly mapping, charting, and geodesy) and 

imagery requirements. 

 (b) Airspace coordination and management requirements. 

 (c) Restrictions imposed at airfields. 

 (d) CRG, CRE, CRT, STT, AMLO, and ground force assault team 

requirements. 

 (e) Unique requirements such as security and command, control, and 

communications for nuclear weapons. 
Chapter VI 

VI-4 JP 3-17 

 (f) Asset ITV. 

 (g) Cargo, hazardous materials, passengers, and patient information. 

 (h) Weather information. 

 (i) JIPOE products and exchange of current and early warning intelligence. 

 (3) One of the most important features of GAMSS is its support of ITV and 

mission following/planning. Commanders depend on accurate, timely ITV of assets to 

more efficiently manage those assets and associated supporting operations. 

Consequently, the effectiveness of GAMSS relies significantly on integration of ITV data 

into a comprehensive picture. Without such integration, the ability to achieve rapid 

global mobility is compromised. NOTE: In selected cases, Air Force Special Operations 

Command special tactics teams can provide a limited initial C2 capability, both traffic 

control and aircraft reporting. 

 (4) Various computer and communications systems along with their associated 

databases and peripheral equipment are included as elements of GAMSS. 

 b. Aerial Port. An aerial port is an operating location, usually an established 

airfield, which has been designated for the sustained air movement of personnel and 

materiel. 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 movement manifests and ITV data 

provided electronically by the moving unit. Deployable GAMSS aerial port services are 

not designed for long-term sustained aerial port operations. Commanders and planners 

should plan to backfill these deployed units quickly to allow them to redeploy and 

reconstitute for further use. 

 c. Maintenance 

 (1) GAMSS maintenance support is based on resources of people, parts, and 

equipment leveraged from CONUS and OCONUS units. Planners and units receiving 

maintenance augmentation from GAMSS forces should consider supplementing 

maintenance capability as soon as practical to ensure sustained operations. Designed 

primarily to support mobility aircraft operations, deployable GAMSS maintenance units 

are not intended to provide sustained maintenance. 
Air Mobility Support 

VI-5 

 (2) Deployable units consist of maintenance contingency support elements 

(CSEs) and maintenance recovery teams (MRTs). Maintenance CSE packages are tasked 

to established locations for a specified amount of time to provide limited support for 

specific mission(s) flow. CSEs are normally deployed as part of a CRG/CRE to set up or 

work from an austere location. Their capability is essentially limited to basic ground 

handling and routine servicing operations. MRTs are small teams consisting of specific 

maintenance specialties tasked to provide aircraft troubleshooting and repair for a 

specific aircraft requirement. 

4. Global Air Mobility Support System Elements 

 Several 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. 

 a. Expeditionary Mobility Task Force. Expeditionary mobility task force (EMTF) 

encompasses fixed and deployable capabilities and are sized, manned, and equipped to 

support common-user air mobility operations. The EMTF fixed and deployable elements 

are listed below. 

 (1) EMTF fixed assets are sized, manned, and equipped to support peacetime 

common-user air mobility operation. Fixed assets consist of the following: 

 (a) Air Mobility Operations Wings (AMOWs). AMOWs are located 

overseas and provide a single commander distinct mission capability with the appropriate 

level of authority to ensure response time and agility to meet changing theater 

requirements and support the CCDR. 

Deployed aerial port operations. 
Chapter VI 

VI-6 JP 3-17 

 (b) Air Mobility Operations Groups (AMOGs). AMOGs are located 

overseas and composed of air mobility squadrons (AMSs). AMOGs formulate plans, 

establish procedures, and direct the administration of their subordinate AMS, operating 

locations, and detached units in support of operations. The AMOG provides logistics, 

intelligence, and air transportation planning to meet operational requirements. 

 (c) Air Mobility Squadrons (AMSs). AMSs are situated at key overseas 

en route locations to operate air terminal facilities in support of the DTS for numerous 

DOD common users. AMS personnel generate, launch, and recover air mobility missions 

and en route support aircraft. Each AMS operates an air mobility control center, which 

serves as the C2 conduit to the 618th TACC for air mobility mission tracking. 

 (d) Contingency Response Wings (CRWs). AMC has two CRWs. Each 

is organized, trained, and equipped to produce three deployable CRGs. 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 contingency support elements of the 

GAMSS providing C2, aircraft maintenance, and aerial port personnel. Additionally, 

AMLOs 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. The C2 of GAMSS 

elements follows the normal C2 pattern of air mobility forces. GAMSS forces either 

remain under their own CCDR’s air component or, if they cross-theater boundaries, are 

presented either in support or are attached, at the discretion of the SecDef. 

 (2) EMTF deployable assets are designed for a decreased transportation and 

logistics footprint and are not designed as long-term assets. Training for members of 

these deployable assets consists of in-depth CBRN and weapons training. These assets 

are equipped and manned to support the contingency and/or wartime air mobility 

operation. The deployable assets consist of the: 

 (a) Contingency Response Group. CRGs deploy in order to assess, open, 

and initially operate airfields. The groups consist of a standardized force module 

dedicated to the airfield opening task. This module includes a tailored selection of all 

forces needed after seizure, or handoff from seizure forces, to assess an 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. 

To ensure continuity of operations, CRGs should coordinate planning and agreements 

through the theater COMAFFOR with the JFACC staff. 

 (b) Contingency Response Elements. CREs are mobile organizations that 

are comprised of portions of a CRG. CREs are responsible for providing continuous 

onsite air mobility operations management. Commanded by a commissioned officer, 

CREs deploy to provide air mobility mission support when C2, mission reporting, and/or 

other support functions at the destination do not meet operational requirements. In 

addition to providing C2 and communications capability, CREs provide aerial port and 

quick-turn maintenance services capable of supporting a maximum (aircraft) on ground 
Air Mobility Support 

VI-7 

(MOG) of two for 24 hours. Additional CSEs, such as weather, medical, and intelligence 

services, can be added as necessary. CREs’ size is based on projected operations flow 

and local conditions. 

 (c) Contingency Support Team (CST). A CST, which is also part of a 

CRG, performs the same functions as a CRE -- aerial port, maintenance, and C2, but on a 

smaller scale. CSTs are normally led by a noncommissioned officer and provide a level 

of C2, aerial port, and maintenance services capable of supporting a MOG of one for 12 

hours. 

 (d) Air Mobility Operations Squadron (AMOS). 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. 

 (e) US Navy Expeditionary Air Cargo Companies. Navy’s 

expeditionary air cargo companies are elements embedded in both active duty and reserve 

component Navy cargo handling battalions. They may augment the US Air Force’s aerial 

port operators or conduct independent aerial port operations. They interface with Navy 

fleet logistics and AMC’s air operations. 

 b. GAMSS capabilities include: 

 (1) C2

 (2) Aerial port

 (3) Maintenance 

 (4) Other contingency support elements

 (a) Airfield Survey Team. These personnel are trained and equipped to 

deploy to airfields, assess the capabilities of the airfield and its supporting facilities, and 

relay that information to the appropriate authorities who deploy any needed augmentation 

or engineer forces. 

 (b) AMLO. An officer specially trained to implement the theater air 

control system and to control airlift assets engaging in combat tactics such as airdrop. 

AMLOs are highly qualified, rated airlift officers with experience in combat tactics and 

assigned duties supporting US Army and Marine Corps units. 

 (c) Airlift Control Flight (ALCF). ALCFs are part of the GAMSS that 

are gained by AMC. Personnel deployed from the ALCFs perform the core C2 functions 

of a CRE. Additional capability beyond C2 are sourced and tasked elsewhere (typically 

from the CRWs or various mobility wings). 
Chapter VI 

VI-8 JP 3-17 

 (d) Mobile Aeromedical Staging Facility (MASF). A MASF is a 

deployable asset for temporary staging, casualty care, and administration support during 

contingency operations. It is located near runways or taxiways of forward airhead, 

operating base used by tactical airlift or designated transportation hubs. This mission is 

to support the tactical interface between service military treatment facilities and medical 

evacuation. MASF holding capability is 2-6 hours for patients entering the patient 

movement system. The MASF requires logistical and administrative support from the 

supporting base. 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. MASFs do not have physicians. 

 (e) Security Forces. Air mobility missions operate in areas where a threat 

may exist. To mitigate these threats and provide limited aircraft security, AMC 

maintains deployable security forces. PR teams are comprised of individuals trained and 

equipped to provide protection of the aircraft when transiting high-risk areas. These 

forces may be augmented by CCDR-controlled fly-away security teams, who are trained 

to meet requirements to detect, deter, and counter threats to personnel and aircraft at 

deployed locations by performing close-in aircraft security and advising aircrew on 

dealing with detainee personnel. These forces may be part of an airfield opening effort, 

but do not provide sustained primary airfield security. 

5. Airfield Opening and Global Air Mobility Support System 

 a. GAMSS forces will likely be the first Air Force presence on an expeditionary 

airfield regardless of how the airfield is gained (e.g., seizure or acceptance from a host 

nation) or which follow-on US or multinational entity will operate the airfield. When 

opening an airfield, GAMSS forces normally coordinate actions with theater command 

elements to ensure theater-specific responsibilities, such as force protection, meet 

requirements. Command relationships of GAMSS units to host bases will be situation 

dependent but follow normal guidance for OPCON, TACON, and administrative control. 

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/airfield 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. 

 b. Air Mobility Support Planning

 (1) Successful deployment and employment of forces and materiel depend upon 

timely and accurate planning of all US and coalition supported and supporting 

components. GAMSS is an integral part of the air mobility force and its integration into 

the initial deployment flow is critical to any effective contingency or crisis action 

planning processes. Although relatively small in numbers, GAMSS forces fill a vital 

niche, and successful accomplishment of air mobility operations hinges on this support. 
Air Mobility Support 

VI-9 

 (2) These forward-deployed forces may augment the JDDOC in managing the 

deployment of intertheater and intratheater assets for the supported CCDRs and, when a 

contingency is complete, the redeployment of forces. Their effectiveness is directly 

related to a commander’s understanding of a number of planning factors. Each factor 

needs careful consideration to ensure the GCC’s requirements and objectives are 

achieved. All these factors are interrelated and, therefore, should not be considered in 

isolation. To ensure adequate support, coordination between GAMSS forces and theater 

planners should occur. The following planning factors are not all-inclusive for every 

operation, but they give commanders the parameters involved in the proper use of 

GAMSS forces. 

 c. Fundamental Considerations. Within the overall mobility support-planning 

framework, there are four fundamental considerations: task, threat, core capabilities, and 

timing. 

 (1) Task. Although specific circumstances and deployed locations may vary 

and the GAMSS composition will change, the operational task and purpose of the 

GAMSS remains constant. The basic requirement is to deploy GAMSS forces to a 

location where they either establish operations at a previously unsupported base or 

augment the in-place or permanent en route support system to conduct mobility support 

to worldwide common users. Worldwide taskings for GAMSS forces center on this 

operation. The fixed infrastructure is composed of CONUS and overseas en route 

locations. This entire network is the foundation for GAMSS operations and their 

locations provide C2, logistics, and aerial port services to meet DOD operational 

requirements. While air mobility aircraft are used to project power, GAMSS forces are 

the backbone of this power projection. 

 (2) Threat. CCDRs should always be alert to the possible threats facing 

GAMSS forces. This includes noncombat missions like humanitarian support missions. 

Forces may face threats to security from individuals and groups as well as military and 

paramilitary units. Threat assessments should be conducted in consultation with 

intelligence, security forces, counterintelligence forces, medical planners, interagency 

partners, and in-country diplomatic and defense liaison personnel. A provision for force 

protection is required for any operation. The threat assessment will determine the level 

of force protection required. It may be necessary to consider delaying deployments until 

the situation and area are stabilized. Threats can directly affect the flow of air mobility 

operations and objectives of the JFC. Although GAMSS forces are trained to protect 

themselves against both conventional and CBRN weapons, they should be augmented by 

a dedicated force protection element whenever the assessed threat affects operational 

success. 

 (3) Core capabilities. The capabilities of the trained GAMSS forces are a 

fundamental consideration. These forces are finite resources with unique capabilities. 

They have multiple technical qualifications and are packaged as deployment modules. 

They train as modules, and every effort should be made to deploy them as such. This 

training, experience, and organization make them ready for autonomous operations in 
Chapter VI 

VI-10 JP 3-17 

uncertain environments. Consequently, their finite nature drives the requirement for 

commanders to carefully manage their allocation against prioritized requirements. 

GAMSS provides C2, aerial port, and maintenance capability. 

 (4) Timing. The timing of force movements is a critical consideration. 

GAMSS forces usually preposition upon receipt of the CJCS warning/alert order. This 

early positioning enables effective airlift and aerial refueling operations. GAMSS forces 

are sequenced early in the TPFDD or DEPORD planning. For large-scale mobility 

operations, this early integration in the deployment flow ensures APODs are prepared to 

receive cargo and passengers. 

 d. Planning Considerations. There are additional planning considerations 

impacting throughput and affecting operation or campaign objectives. 

 (1) Footprint. The number of people, the amount of equipment deployed for 

an operation, and the physical space they occupy on the ground comprise the footprint of 

the force. The scale of any operation determines the footprint, but the proper balance of 

people and equipment and using the reachback concept can minimize the footprint of 

deployed forces. As footprint size increases, more airlift is required to support these 

forces and less airlift is available to meet other JFC requirements. Diplomatic restrictions 

may affect the size of a footprint. A HN may limit the number of foreign personnel on its 

soil, making the need for reachback support even more crucial. Paring and tailoring of 

forces based on the in-place infrastructure can also reduce the footprint. This reduction 

allows airlift assets to be reassigned for other priority taskings. 

 (2) Base Operating Support (BOS) also known as Expeditionary Combat 

Support (ECS). When GAMSS forces are deployed, BOS/ECS must be considered. 

Because GAMSS forces deploy with limited or no BOS/ECS assets, the supported 

commander must meet additional requirements. If tasked to augment theater-assigned 

BOS/ECS personnel, the GAMSS force commander can plan for and deploy with 

additional support personnel. 

 (3) Host-Nation Support. 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 finite transportation capacity will be wasted on cargo already available at the deployed 

location. Use of HNS agreements can be an effective force enabler and force multiplier. 

Obtaining local labor support from the 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. 
Air Mobility Support 

VI-11 

 (4) Diplomatic Clearances. Diplomatic clearances are crucial planning 

considerations. These types of clearances include aircraft overflight and landing rights, 

communications connection approval, personnel visas, and other entry requirements. No 

TPFDD, DEPORD flow, or sustainment channel mission can occur without appropriate 

clearances obtained in advance. Without these clearances, the ability of GAMSS forces 

to enable rapid global mobility can be halted. Diplomatic clearances impact footprint, 

throughput, force protection, and ultimately, operational success, and should be acquired 

prior to execution of a TPFDD or DEPORD. 
Chapter VI 

VI-12 JP 3-17 

Intentionally Blank 
APPENDIX A 

REFERENCES 

The development of JP 3-17 is based upon the following primary references. 

1. General 

 a. National Security Decision Directive Number 280, 24 June 1987, National 

Airlift Policy. 

 b. Executive Order 12148, 20 July 1979, Federal Emergency Management as 

amended. 

2. Department of Defense Publications 

 a. DOD Directive 4500.09E, Transportation and Traffic Management. 

 b. DOD Directive 4500.43, Operational Support Airlift. 

 c. DOD Directive 5100.1, Functions of the Department of Defense and Its Major 

Components. 

 d. DOD Directive 5154.06, Armed Service Medical Regulating. 

 e. DOD Directive 5158.04, United States Transportation Command. 

 f. Defense Transportation Regulation (DTR) 4500.9-R. 

 g. DOD 4515.13-R, Air Transportation Eligibility. 

 h. Unified Command Plan. 

3. Chairman of the Joint Chiefs of Staff Publications 

 a. CJCS Instruction 5120.02A, Joint Doctrine Development System. 

 b. CJCS Manual (CJCSM) 3122.01A, Joint Operation Planning and Execution 

System Volume I: (Planning Policies and Procedures). 

 c. CJCSM 3122.03C, Joint Operation Planning and Execution System Volume II: 

(Planning Formats). 

 d. CJCSM 3122.04, Joint Operation Planning and Execution System Volume II: 

(Supplemental Planning and Execution Formats and Guidance). (SECRET)

 e. CJCSM 3122.02 C, Joint Operation Planning and Execution System (JOPES) 

Volume III (Crisis Action Time-Phased Force and Deployment Data Development and 

Deployment Execution). 

 A-1 
Appendix A 

 f. JP 1, Doctrine for the Armed Forces of the United States. 

 g. JP 1-02, Department of Defense Dictionary of Military and Associated Terms.

 h. JP 2-0, Joint Intelligence.

 i. JP 3-0, Joint Operations.

 j. JP 3-02, Amphibious Operations.

 k. JP 3-05, Doctrine for Joint Special Operations. 

 l. JP 3-10, Joint Security Operations in Theater.

 m. JP 3-11, Operations in Chemical, Biological, Radiological, and Nuclear 

(CBRN) Environments.

 n. JP 3-13, Information Operations.

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

 p. JP 3-35, Deployment and Redeployment Operations. 

 q. JP 3-41, Chemical, Biological, Radiological, Nuclear, and High-Yield 

Explosives Consequence Management.

 r. JP 3-52, Joint Airspace Control in the Combat Zone.

 s. JP 3-61, Public Affairs. 

 t. JP 4-0, Joint Logistics.

 u. JP 4-01, Joint Doctrine for the Defense Transportation System.

 v. JP 4-01.2, Sealift Support to Joint Operations. 

 w. JP 4-01.5, Joint Tactics Terminal Operations. 

 x. JP 4-02, Health Service Support. 

 y. JP 4-05, Joint Mobilization Planning. 

 z. JP 4-09, Distribution Operations. 

 aa. JP 6-0, Joint Communications System.

A-2 JP 3-17 
References 

4. Multi-Service Publications 

 FM 3-52.3, MCRP 3-25A, NTTP 3-56.3. AFTTP (I) 3-2.23, Multi-Service 

Procedures for Joint Air Traffic Control. 

5. US Army Publications 

 FM 3-0, Operations. 

6. United States Air Force Publications 

 a. AFDD 2, Operations and Organization. 

 b. AFDD 2-6, Air Mobility Operations. 

 c. AFDD 2-7, Special Operations. 

7. NATO Publications 

 ATP-56(B), Air to Air Refueling. 

A-3 
Appendix A 

A-4 JP 3-17 

Intentionally Blank 
APPENDIX B 

ADMINISTRATIVE INSTRUCTIONS 

1. User Comments 

Users in the field are highly encouraged to submit comments on this publication to: 

Commander, United States Joint Forces Command, Joint Warfighting Center, ATTN: 

Joint Doctrine Group, 116 Lake View Parkway, Suffolk, VA 23435-2697. These 

comments should address content (accuracy, usefulness, consistency, and organization), 

writing, and appearance. 

2. Authorship 

 The lead agent for this publication is the US Transportation Command. The Joint 

Staff doctrine sponsor for this publication is the Director for Operations (J-3). 

3. Supersession 

 This publication supersedes JP 3-17 CH1, 14 April 2006, Joint Tactics, Techniques, 

and Procedures for Theater Airlift Operations. 

4. Change Recommendations 

a. Recommendations for urgent changes to this publication should be submitted: 

 TO: USTRANSCOM SCOTT AFB IL//TCJ5J4-P 

 INFO: JOINT STAFF WASHINGTON DC//J7-JDETD// 

Routine changes should be submitted to the Director for Operational Plans and Joint 

Force Development (J-7), JDETD, 7000 Joint Staff Pentagon, Washington, DC 20318-

7000, with info copies to the USJFCOM JWFC. 

b. When a Joint Staff directorate submits a proposal to the Chairman of the Joint 

Chiefs of Staff that would change source document information reflected in this 

publication, that directorate will include a proposed change to this publication as an 

enclosure to its proposal. The Military Services and other organizations are requested to 

notify the Director, J-7, Joint Staff, when changes to source documents reflected in this 

publication are initiated. 

c. Record of Changes: 

CHANGE COPY DATE OF DATE POSTED 

NUMBER NUMBER CHANGE ENTERED BY REMARKS 

 

______________________________________________________________________ 

______________________________________________________________________ 

______________________________________________________________________ 

 B-1 
Appendix B 

B-2 JP 3-17 

5. Distribution of Publications 

Local reproduction is authorized and access to unclassified publications is 

unrestricted. However, access to and reproduction authorization for classified joint 

publications must be in accordance with DOD 5200.1-R, Information Security Program. 

6. Distribution of Electronic Publications 

 a. Joint Staff J-7 will not print copies of JPs for distribution. Electronic versions are 

available on JDEIS at https://jdeis.js.mil (NIPRNET), and http://jdeis.js.smil.mil 

(SIPRNET) and on the JEL at http://www.dtic.mil/doctrine (NIPRNET). 

b. Only approved joint publications and joint test publications are releasable outside 

the combatant commands, Services, and Joint Staff. Release of any classified joint 

publication to foreign governments or foreign nationals must be requested through the 

local embassy (Defense Attaché Office) to DIA Foreign Liaison Office, PO-FL, Room 

1E811, 7400 Defense Pentagon, Washington, D.C. 20301-7400. 

c. CD-ROM. Upon request of a JDDC member, the Joint Staff J-7 will produce and 

deliver one CD-ROM with current joint publications.
GLOSSARY 

PART I – ABBREVIATIONS AND ACRONYMS 

GL-1 

ACL allowable cabin load 

ACLP affiliated contingency load planning 

A/DACG arrival/departure airfield control group 

AE aeromedical evacuation 

AECT aeromedical evacuation control team 

AFCC Air Force Component Commander 

AFDD Air Force doctrine document 

AFRC Air Force Reserve Command 

AFTRANS Air Force Transportation Component 

AFTTP(I) Air Force tactics, techniques, and procedures (instruction) 

AGL above ground level 

ALCF airlift control flight 

ALOC air line of communications 

ALTRV altitude reservation 

AMC Air Mobility Command 

AMD air mobility division 

AMLO air mobility liaison officer 

AMOG air mobility operations group 

AMOW air mobility operations wing 

AMOS air mobility operations squadron 

AMS air mobility squadron 

ANG Air National Guard 

AOC air and space operations center (USAF) 

AOR area of responsibility 

APOD aerial port of debarkation 

APOE aerial port of embarkation 

AR air refueling 

ARFOR Army forces 

ATC air traffic control 

ATO air tasking order 

ATP allied tactical publication 

AV asset visibility 

AWACS Airborne Warning and Control System 

BCD battlefield coordination detachment 

BDOC base defense operations center 

BOS base operating support 

C2 command and control 

CAMPS Consolidated Air Mobility Planning System 

CBR chemical, biological, and radiological 

CBRN chemical, biological, radiological, and nuclear 

CCDR combatant commander 

CCT combat control team 

CDE collateral damage estimation 

CDS container delivery system 
Glossary 

CDRUSTRANSCOM Commander, United States Transportation Command 

CJCS Chairman of the Joint Chiefs of Staff 

CJCSM Chairman of the Joint Chiefs of Staff manual 

CJTF commander, joint task force 

CLPT contingency load planning team 

CNO computer network operations 

COA course of action 

COCOM combatant command (command authority) 

COMAFFOR commander, Air Force forces 

CONOPS concept of operations 

CONUS continental United States 

CRAF Civil Reserve Air Fleet 

CRC control and reporting center 

CRE contingency response element 

CRG contingency response group 

CRT contingency response team 

CRW contingency response wing 

CSAR combat search and rescue 

CSE contingency support element 

CST contingency support team 

DACG departure airfield control group 

DDOC Deployment and Distribution Operations Center 

DEPORD deployment order 

DIRMOBFOR director of mobility forces 

DOD Department of Defense 

DOS Department of State 

DTS Defense Transportation System 

DZ drop zone 

DZC drop zone controller 

DZSO drop zone safety officer 

DZST drop zone support team 

DZSTL drop zone support team leader 

ECS expeditionary combat support 

EMCON emission control 

EMP electromagnetic pulse 

EMTF expeditionary mobility task force 

EOC emergency operating center 

EW electronic warfare 

EZ exchange zone 

FM field manual (Army) 

FOB forward operating base 

GL-2 JP 3-17 
Glossary 

GAMSS Global Air Mobility Support System 

GATES Global Air Transportation Execution System 

GCC geographic combatant commander 

GDSS Global Decision Support System 

GLO ground liaison officer 

GPS Global Positioning System 

GTN Global Transportation Network 

HN host nation 

HNS host-nation support 

IAW in accordance with 

ICAO International Civil Aviation Organization 

ICDS improved container delivery system 

IO information operations 

ITV in-transit visibility 

J-3 operations directorate of a joint staff 

J-4 logistics directorate of a joint staff 

JA/ATT joint airborne and air transportability training 

JAOC joint air operations center 

JCS Joint Chiefs of Staff 

JDDE Joint Deployment and Distribution Enterprise 

JDDOC joint deployment and distribution operations center 

JFACC joint force air component commander 

JFC joint force commander 

JFSOCC joint force special operations component commander 

JMC joint movement center 

JOA joint operations area 

JOPES Joint Operation Planning and Execution System 

JP joint publication 

JPADS joint precision airdrop system 

JPEC joint planning and execution community 

JRSOI joint reception, staging, onward movement, and integration 

JTF joint task force 

JTF-PO joint task force-port opening 

LNO liaison officer 

LRST long-range surveillance team 

LZ landing zone 

MAF mobility air forces 

MAGTF Marine air-ground task force 

MAJCOM major command 

MASF mobile aeromedical staging facility 

MCRP Marine Corps reference publication 

GL-3 
Glossary 

MCT movement control team 

MHE materials handling equipment 

MILDEC military deception 

MOA memorandum of agreement 

MOG maximum (aircraft) on ground 

MOPP mission-oriented protective posture 

MRT maintenance recovery team 

NAMS National Air Mobility System 

NEO noncombatant evacuation operation 

NIPRNET Non-Secure Internet Protocol Router Network 

NTTP Navy tactics, techniques, and procedures 

O&M operation and maintenance 

OCONUS outside the continental United States 

OEF Operation ENDURING FREEDOM 

OIF Operation IRAQI FREEDOM 

OPCON operational control 

OPLAN operation plan 

OPORD operation order 

OPSEC operations security 

OSA operational support airlift 

PA public affairs 

PACAF Pacific Air Forces 

PI point of impact 

PMR patient movement requirement 

PMRC patient movement requirements center 

POL petroleum, oils, and lubricants 

PR Phoenix Raven 

PSYOP psychological operations 

RV rendezvous 

618th TACC 618th Tanker Airlift Control Center 

SAA senior airfield authority 

SAAM special assignment airlift mission 

SATCOM satellite communications 

SC strategic communication 

SEAD suppression of enemy air defenses 

SecDef Secretary of Defense 

SIPRNET SECRET Internet Protocol Router Network 

SOF special operations forces 

SPM single port manager 

ST special tactics 

STO special technical operations 

GL-4 JP 3-17 
Glossary 

GL-5 

STT special tactics team 

TACON tactical control 

TACP tactical air control party 

TACS theater air control system 

TACT tactical aviation control team 

TDD time definite delivery 

TOC tactical operations center 

TPFDD time-phased force and deployment data 

TRIADS Tri-Wall Aerial Distribution System 

TTP tactics, techniques, and procedures 

TWCF Transportation Working Capital Fund 

USAF United States Air Force 

USAFE United States Air Forces in Europe 

USC United States Code 

USEUCOM United States European Command 

USG United States Government 

USJFCOM United States Joint Forces Command 

USMC United States Marine Corps 

USN United States Navy 

USSOCOM United States Special Operations Command 

USTRANSCOM United States Transportation Command 
PART II – TERMS AND DEFINITIONS 

Unless otherwise annotated, this publication is the proponent for all terms and definitions 

found in the glossary. Upon approval, JP 1-02, Department of Defense Dictionary of 

Military and Associated Terms, will reflect this publication as the source document for 

these terms and definitions. 

adverse weather aerial delivery system. None. (Approved for removal from JP 1-02.) 

aerial port. An airfield that has been designated for the sustained air movement of 

personnel and materiel as well as an authorized port for entrance into or departure from 

the country where located. Also called APORT. (JP 1-02. SOURCE: JP 3-17) 

aerial port control center. None. (Approved for removal from JP 1-02.) 

aeromedical evacuation. The movement of patients under medical supervision to and 

between medical treatment facilities by air transportation. Also called AE. (JP 1-02. 

SOURCE: JP 3-17) 

aeromedical evacuation cell. None. (Approved for removal from JP 1-02.) 

aeromedical evacuation control officer. None. (Approved for removal from JP 1-02.) 

aeromedical evacuation control team. A core team assigned to a component-numbered 

air force, Air Force air and space operations center, or air mobility division that 

provides command and control of assigned aeromedical evacuation forces. Also called 

AECT. (This term and its definition modify the existing term and its definition and are 

approved for inclusion in JP 1-02.) 

airborne. 1. In relation to personnel, troops especially trained to effect, following 

transport by air, an assault debarkation, either by parachuting or touchdown. 2. In 

relation to equipment, pieces of equipment that have been especially designed for use 

by airborne troops during or after an assault debarkation. It also designates some 

aeronautical equipment used to accomplish a particular mission. 3. When applied to 

materiel, items that form an integral part of the aircraft. 4. The state of an aircraft, from 

the instant it becomes entirely sustained by air until it ceases to be so sustained. A 

lighter-than-air aircraft is not considered to be airborne when it is attached to the 

ground, except that moored balloons are airborne whenever sent aloft. Also called 

ABN. (JP 1-02. SOURCE: JP 3-17) 

airborne operation. An operation involving the air movement into an objective area of 

combat forces and their logistic support for execution of a tactical, operational, or 

strategic mission. The means employed may be any combination of airborne units, air 

transportable units, and types of transport aircraft, depending on the mission and the 

overall situation. (JP 1-02. SOURCE: JP 3-18) 

air delivery. See airdrop; airland; air movement. (This term and its definition modify 

the existing term and its definition and are approved for inclusion in JP 1-02.) 

GL-6 JP 3-17 
Glossary 

air delivery container. None. (Approved for removal from JP 1-02.) 

air delivery equipment. None. (Approved for removal from JP 1-02.) 

air direct delivery. None. (Approved for removal from JP 1-02.) 

airdrop. The unloading of personnel or materiel from aircraft in flight. See also free 

drop; free fall; high velocity drop; low velocity drop. (JP 1-02. SOURCE: JP 3-17) 

airfield. An area prepared for the accommodation (including any buildings, installations, 

and equipment), landing, and takeoff of aircraft. (JP 1-02. SOURCE: JP 3-17) 

airhead. 1. A designated area in a hostile or potentially hostile operational area that, 

when seized and held, ensures the continuous air landing of troops and materiel and 

provides the maneuver space necessary for projected operations. Normally it is the area 

seized in the assault phase of an airborne operation. (JP 3-18) 2. A designated 

location in an operational area used as a base for supply and evacuation by air. (This 

term and its definition modify the existing term and its definition and are approved for 

inclusion in JP 1-02.) 

airland. Move by air and disembark, or unload, after the aircraft has landed or while an 

aircraft is hovering. (This term and its definition modify the existing term “air landed” 

and its definition and are approved for inclusion in JP 1-02.) 

air land operation. An operation involving movement by air with a designated 

destination for further ground deployment of units and personnel and/or further ground 

distribution of supplies. (This term and its definition modify the existing term “air 

landed operation” and its definition and are approved for inclusion in JP 1-02.) 

airlift capability. The total capacity expressed in terms of number of passengers and/or 

weight/cubic displacement of cargo that can be carried at any one time to a given 

destination by available airlift. See also airlift requirement. (JP 1-02. SOURCE JP 3-

17) 

airlift control team. A cell within the joint air operations center and one of the core 

teams in the air mobility division. The airlift control team brings intratheater airlift 

functional expertise from the theater organizations to plan, coordinate, manage, and 

execute intratheater airlift operations in the area of responsibility and joint operations 

area for the joint force air component commander. United States Transportation 

Command and Air Mobility Command may augment the airlift control team with 

intratheater airlift expertise. These two sources of airlift expertise integrate into a 

single airlift control team within the air mobility division. Also called ALCT. (This 

term and its definition modify the existing term and its definition and are approved for 

inclusion in JP 1-02.) 

GL-7 
Glossary 

airlift coordination cell. None. (Approved for removal from JP 1-02.) 

airlift mission commander. A commander designated when airlift aircraft are 

participating in airlift operations specified in the implementing directive. The airlift 

mission commander is usually designated by the commander of the deployed airlift 

unit, but may be selected by the Air Force component commander or joint force air 

component commander depending on the nature of the mission. (JP 1-02. SOURCE: 

JP 3-17) 

airlift requirement. The total number of passengers and/or weight/cubic displacement 

of cargo required to be carried by air for a specific task. See also airlift capability. (JP 

1-02. SOURCE: JP 3-17) 

airlift service. None. (Approved for removal from JP 1-02.) 

air logistic support operation. None. (Approved for removal from JP 1-02.) 

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. 

SOURCE: JP 3-17)

Air Mobility Command. The Air Force component command of the US Transportation 

Command. Also called AMC. (JP 1-02. SOURCE: JP 3-17) 

air mobility control team. A cell within the joint 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 joint air operations center’s 

combat operations division, subordinate air mobility units, and mission forces. Also 

called AMCT. (This term and its definition modify the existing term and its definition 

and are approved for inclusion in 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, air 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. See 

also air mobility; joint air operations center. (This term and its definition modify the 

existing term and its definition and are approved for inclusion in JP 1-02.) 

GL-8 JP 3-17 
Glossary 

air mobility element. None. (Approved for removal from JP 1-02.) 

air mobility express. None. (Approved for removal from JP 1-02.) 

air mobility liaison officer. An officer specially trained to implement the theater air 

control system and to advise on control of airlift assets. Also called AMLO. (This 

term and its definition modify the existing term and its definition and are approved for 

inclusion in JP 1-02.) 

air movement. Air transport of units, personnel, supplies, and equipment including 

airdrops and air landings. See also airdrop. (JP 1-02. SOURCE: JP 3-17)

air refueling. The refueling of an aircraft in flight by another aircraft. Also called AR. 

(This term and its definition modify the existing term and its definition and are 

approved for inclusion in JP 1-02.) 

air refueling control team. A cell within the joint air operations center and one of the 

core teams in the air mobility division. Part of the air operations center that coordinates 

aerial refueling planning, tasking, and scheduling to support combat air operations or to 

support a strategic airbridge within the area of responsibility or joint area of operations. 

Also called ARCT. (This term and its definition modify the existing term and its 

definition and are approved for inclusion in JP 1-02.) 

air supply. None. (Approved for removal from JP 1-02.) 

air terminal. A facility on an airfield that functions as an air transportation hub and 

accommodates the loading and unloading of airlift aircraft and the intransit processing 

of traffic. The airfield may or may not be designated an aerial port. (JP 1-02. 

SOURCE: JP 3-17) 

allocation (air). None. (Approved for removal from JP 1-02.) 

allocation (transportation). None. (Approved for removal from JP 1-02.) 

allowable cabin load. The maximum payload that can be carried on an individual sortie. 

Also called ACL. (JP 1-02. SOURCE: JP 3-17) 

allowable load. None. (Approved for removal from JP 1-02.) 

back-haul airlift. None. (Approved for removal from JP 1-02.) 

chalk number. The number given to a complete load and to the transporting carrier. (JP 

1-02. SOURCE: JP 3-17) 

GL-9 
Glossary 

channel airlift. Provides regularly scheduled airlift for movement of sustainment cargo, 

depending upon volume of workload, between designated aerial ports of embarkation 

and seaports of debarkation over validated contingency or distribution channel routes. 

(This term and its definition modify the existing term and its definition and are 

approved for inclusion in JP 1-02.) 

Civil Reserve Air Fleet. A program in which the Department of Defense contracts for 

the services of specific aircraft, owned by a US entity or citizen, during national 

emergencies and defense-oriented situations when expanded civil augmentation of 

military airlift activity is required. These aircraft are allocated, in accordance with 

Department of Defense requirements, to segments, according to their capabilities, such 

as international long range and short range cargo and passenger sections, national 

(domestic and Alaskan sections) and aeromedical evacuation and other segments as 

may be mutually agreed upon by the Department of Defense and the Department of 

Transportation. Also called CRAF. (This term and its definition modify the existing 

term “civil reserve air fleet” and its definition and are approved for inclusion in JP 1-

02.) 

combat control team. A small task organized team of Air Force parachute and combat 

diver qualified personnel trained and equipped to rapidly establish and control drop, 

landing, and extraction zone air traffic in austere or hostile conditions. They survey 

and establish terminal airheads as well as provide guidance to aircraft for airlift 

operations. They provide command and control, and conduct reconnaissance, 

surveillance, and survey assessments of potential objective airfields or assault zones. 

They also can perform limited weather observations and removal of obstacles or 

unexploded ordinance with demolitions. Also called CCT. (JP 1-02. SOURCE: JP 3-

17) 

combat loading. The arrangement of personnel and the stowage of equipment and 

supplies in a manner designed to conform to the anticipated tactical operation of the 

organization embarked. Each individual item is stowed so that it can be unloaded at the 

required time. (JP 1-02. SOURCE: JP 3-02) 

common-user airlift service. The airlift service provided on a common basis for all 

Department of Defense agencies and, as authorized, for other agencies of the US 

Government. (JP 1-02. SOURCE: JP 3-17) 

CORONET. A peacetime movement of air forces in support of rotations, exercises, or 

aircraft movements for logistic purposes. (This term and its definition are applicable 

only in the context of this publication and cannot be referenced outside this 

publication.) 

course of action. 1. Any sequence of activities that an individual or unit may follow. 2. 

A possible plan open to an individual or commander that would accomplish, or is 

related to the accomplishment of the mission. 3. The scheme adopted to accomplish a 

job or mission. 4. A line of conduct in an engagement. 5. A product of the Joint 

GL-10 JP 3-17 
Glossary 

Operation Planning and Execution System concept development phase and the courseof-action determination steps of the joint operation planning process. Also called COA. 

(JP 1-02. SOURCE: JP 5-0) 

departure airfield. An airfield on which troops and/or materiel are enplaned for flight. 

See also airfield. (JP 1-02. SOURCE: JP 3-17) 

departure area. None. (Approved for removal from JP 1-02.) 

director of mobility forces. Normally a senior officer who is familiar with the area of 

responsibility or joint operations area and possesses an extensive background in air 

mobility operations. When established, the director of mobility forces serves as the 

designated agent for all air mobility issues in the area of responsibility or joint 

operations area, and for other duties as directed. The director of mobility forces 

exercises coordinating authority between the air operations center (or appropriate 

theater command and control node), the tanker airlift control center, the air mobility 

operations control center (when established and when supporting subordinate command 

objectives), and the joint movement center, in order to expedite the resolution of air 

mobility issues. The director of mobility forces may be sourced from the theater’s 

organizations or US Transportation Command. Additionally, the director of mobility 

forces, when designated, will ensure the effective integration of intertheater and 

intratheater air mobility operations and facilitate the conduct of intratheater air mobility 

operations. Also called DIRMOBFOR. (JP 1-02. SOURCE: JP 3-17) 

drop altitude. The altitude above mean sea level at which airdrop is executed. (JP 1-02. 

SOURCE: JP 3-17) 

dropmaster. None. (Approved for removal from JP 1-02.) 

drop zone. A specific area upon which airborne troops, equipment, or supplies are 

airdropped. Also called DZ. (JP 1-02. SOURCE: JP 3-17) 

dual-role tanker. Dual-role tankers carry support personnel, supplies, and equipment for 

the deploying force while escorting and/or refueling combat aircraft to the area of 

responsibility. Dual-role tankers can minimize the total lift requirement while 

providing critical cargo and personnel at the combat aircraft’s time of arrival. (JP 1-02. 

SOURCE: JP 3-17) 

embarkation. The process of putting personnel and/or vehicles and their associated 

stores and equipment into ships and/or aircraft. (JP 1-02. SOURCE: JP 3-02) 

extraction zone. None. (Approved for removal from JP 1-02.) 

follow-up supplies. None. (Approved for removal from JP 1-02.) 

force enablement. None. (Approved for removal from JP 1-02.) 

GL-11 
Glossary 

force extension. None. (Approved for removal from JP 1-02.) 

forward operating base. An airfield used to support tactical operations without 

establishing full support facilities. The base may be used for an extended time period. 

Support by a main operating base will be required to provide backup support for a 

forward operating base. Also called FOB. (JP 1-02. SOURCE: JP 3-09.3) 

free drop. The dropping of equipment or supplies from an aircraft without the use of 

parachutes. See also airdrop; air movement; free fall; high velocity drop; low velocity 

drop. (JP 1-02. SOURCE: JP 3-17)

free fall. A parachute maneuver in which the parachute is manually activated at the 

discretion of the jumper or automatically at a preset altitude. See also airdrop; air 

movement; free drop; high velocity drop; low velocity drop. (JP 1-02. SOURCE: JP 3-

17) 

Global Air Transportation Execution System. The Air Mobility Command’s aerial 

port operations and management information system designed to support automated 

cargo and passenger processing, the reporting of in-transit visibility data to the Global 

Transportation Network, and billing to Air Mobility Command’s financial management 

directorate. Also called GATES. (JP 1-02. SOURCE: JP 3-17) 

Global Command and Control System. A deployable command and control system 

supporting forces for joint and multinational operations across the range of military 

operations with compatible, interoperable, and integrated communications systems. 

Also called GCCS. (JP 1-02. SOURCE: JP 6-0) 

Global Decision Support System. Command and control system for Air Mobility 

Command’s mobility airlift and air refueling assets. Provides aircraft schedules, arrival 

and/or departure, and aircraft status data to support in-transit visibility of aircraft and 

aircrews. Also called GDSS. (JP 1-02. SOURCE: JP 3-17) 

Global Transportation Network. The automated support necessary to enable US 

Transportation Command and its components to provide global transportation 

management. The Global Transportation Network provides the integrated 

transportation data and systems necessary to accomplish global transportation planning, 

command and control, and in-transit visibility across the range of military operations. 

The designated Department of Defense in-transit visibility system provides customers 

with the ability to track the identity, status, and location of Department of Defense units 

and non-unit cargo, passengers, patients, forces, and military and commercial airlift, 

sealift, and surface assets from origin to destination across the range of military 

operations. The Global Transportation Network collects, integrates, and distributes 

transportation information to combatant commanders, Services, and other Department 

of Defense customers. Global Transportation Network provides US Transportation 

Command with the ability to perform command and control operations, planning and 

GL-12 JP 3-17 
Glossary 

analysis, and business operations in tailoring customer requirements throughout the 

requirements process. Also called GTN. (This term and its definition modify the 

existing term and its definition and are approved for inclusion in JP 1-02 and sourced to 

JP 4-01.) 

high-altitude low-opening parachute technique. A method of delivering personnel, 

equipment, or supplies from airlift aircraft which must fly at altitudes above the threat 

umbrella. Also called HALO. (JP 1-02. SOURCE: JP 3-17) 

high velocity drop. A drop procedure in which the drop velocity is greater than 30 feet 

per second (low velocity drop) and lower than free drop velocity. See also airdrop. (JP 

1-02. SOURCE: JP 3-17) 

immediate airlift requests. None. (Approved for removal from JP 1-02.) 

intertheater. Between theaters or between the continental United States and theaters. 

(JP 1-02) 

intertheater airlift. The common-user airlift linking theaters to the continental United 

States and to other theaters as well as the airlift within the continental United States. 

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.” (JP 1-02. SOURCE: JP 3-17)

in-transit visibility. The ability to track the identity, status, and location of Department 

of Defense units, and non-unit cargo (excluding bulk petroleum, oils, and lubricants) 

and passengers; patients; and personal property from origin to consignee or destination 

across the range of military operations. Also called ITV. See also Global 

Transportation Network. (JP 1-02. SOURCE: JP 4-01.2) 

intratheater. Within a theater. (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. 

(JP 1-02. SOURCE: JP 3-17) 

joint airborne advance party. None. (Approved for removal from JP 1-02.) 

GL-13 
Glossary 

joint air operations center. A jointly staffed facility established for planning, directing, 

and executing joint air operations in support of the joint force commander’s operation 

or campaign objectives. Also called JAOC. (JP 1-02. SOURCE: JP 3-30) 

Joint Mobility Control Group. None. (Approved for removal from JP 1-02.)

jumpmaster. The assigned airborne qualified individual who controls paratroops from 

the time they enter the aircraft until they exit. (JP 1-02. SOURCE: JP 3-17) 

jump speed. None. (Approved for removal from JP 1-02.) 

landing zone. Any specified zone used for the landing of aircraft. Also called LZ. (JP 

1-02. SOURCE: JP 3-17) 

loading time. None. (Approved for removal from JP 1-02.) 

loadmaster. An Air Force technician qualified to plan loads, to operate auxiliary 

materials handling equipment, and to supervise loading and unloading of aircraft. (JP 

1-02. SOURCE: JP 3-17) 

low-altitude parachute extraction system. None. (Approved for removal from JP 1-

02.) 

low velocity drop. A drop procedure in which the drop velocity does not exceed 30 feet 

per second. (JP 1-02. SOURCE: JP 3-17) 

marshalling. 1. The process by which units participating in an amphibious or airborne 

operation group together or assemble when feasible or move to temporary camps in the 

vicinity of embarkation points, complete preparations for combat, or prepare for 

loading. 2. The process of assembling, holding, and organizing supplies and/or 

equipment, especially vehicles of transportation, for onward movement. (JP 1-02. 

SOURCE: JP 3-17) 

mobility. A quality or capability of military forces which permits them to move from 

place to place while retaining the ability to fulfill their primary mission. (JP 1-02. 

SOURCE: JP 3-17) 

mobility air forces. 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. (This term and its 

definition modify the existing term “Mobility Air Forces” and its definition and are 

approved for inclusion in 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 

GL-14 JP 3-17 
Glossary 

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 known as MPRS. (JP 1-02. SOURCE: JP 3-17) 

National Air Mobility System. A broad and comprehensive system of civilian and 

military capabilities and organizations that provides the President and Secretary of 

Defense and combatant commanders with rapid global mobility. This system 

effectively integrates the management of airlift, air refueling, and air mobility support 

assets, processes, and procedures into an integrated whole. Also called NAMS (JP 1-

02. OURCE: JP 3-17) 

Navy-unique fleet essential aircraft. Combatant commander-controlled airlift assets 

deemed essential for providing air transportation in support of naval operations’ 

transportation requirements. This capability is intended to provide a balance and 

supplement to other airlift assets to ensure the Navy’s ability to respond to emergency 

and wartime requirements. Also called NUFEA. (JP 1-02. SOURCE: JP 3-17) 

operational support airlift. Operational support airlift missions are movements of highpriority passengers and cargo with time, place, or mission-sensitive requirements. 

Operational support airlift aircraft are those fixed-wing aircraft acquired and/or retained 

exclusively for operational support airlift missions, as well as any other Department of 

Defense-owned or controlled aircraft, fixed- or rotary-wing, used for operational 

support airlift purposes. Also called OSA. (This term and its definition modify the 

existing term and its definition and are approved for inclusion in JP 1-02.) 

oversized cargo. 1. Large items of specific equipment such as a barge, side loadable 

warping tug, causeway section, powered, or causeway section, nonpowered. Requires 

transport by sea. 2. Air cargo exceeding the usable dimension of a 463L pallet loaded 

to the design height of 96 inches, but equal to or less than 1,000 inches in length, 117 

inches in width, and 105 inches in height. This cargo is air transportable on the C-5, C17, C-130, KC-10 and most civilian contract cargo carriers. (This term and its 

definition modify the existing term and its definition and are approved for inclusion in 

JP 1-02.) 

planned airlift requests. None. (Approved for removal from JP 1-02.) 

rapid global mobility. The timely movement, positioning, and sustainment of military 

forces and capabilities across the range of military operations. (JP 1-02. SOURCE: JP 

3-17) 

routine supplies. None. (Approved for removal from JP 1-02.) 

senior airfield authority. An individual designated by the joint force commander to be 

responsible for the control, operation, and maintenance of an airfield to include the 

runways, associated taxiways, parking ramps, land, and facilities whose proximity 

GL-15 
Glossary 

directly affects airfield operations. Also called SAA. (Approved for inclusion in JP 1-

02.)

Service-organic transportation assets. Transportation assets that are: a. Assigned to a 

Military Department for functions of the Secretaries of the Military Departments set 

forth in Title 10 of the United States Code, Sections 3013(b), 5013(b), and 8013(b), 

including administrative functions (such as motor pools), intelligence functions, 

training functions, and maintenance functions; b. Assigned to the Department of the 

Army for the execution of the missions of the Army Corps of Engineers; c. Assigned 

to the Department of the Navy as the special mission support force of missile range 

instrumentation ships, ocean survey ships, cable ships, oceanographic research ships, 

acoustic research ships, and naval test support ships; the naval fleet auxiliary force of 

fleet ammunition ships, fleet stores ships, fleet ocean tugs, and fleet oilers; hospital 

ships; and Navy-unique fleet essential aircraft to provide delivery of passengers and/or 

cargo from forward Air Mobility Command channel hubs to mobile fleet units; Marine 

Corps intermediate maintenance activity ships, Marine Corps helicopter support to 

senior federal officials; and, prior to the complete discharge of cargo, maritime 

prepositioning ships; d. Assigned to the Department of the Air Force for search and 

rescue, weather reconnaissance, audiovisual services, and aeromedical evacuation 

functions, and transportation of senior federal officials. (This term and its definition 

modify the existing term and its definition and are approved for inclusion in JP 1-02 

and sourced to JP 4-01.) 

single port manager. Through its transportation component commands, the US 

Transportation Command is the Department of Defense-designated single port manager 

for all common-user aerial and sea ports worldwide. The single port manager performs 

those functions necessary to support the strategic flow of the deploying forces’ 

equipment and sustainment from the aerial and seaport of embarkation and hand-off to 

the combatant commander in the aerial and seaport of debarkation. The single port 

manager is responsible for providing strategic deployment status information to the 

combatant commander and to manage workload of the aerial port of debarkation and 

seaport of debarkation operator based on the commander’s priorities and guidance. The 

single port manager is responsible through all phases of the theater aerial and seaport 

operations continuum, from an unimproved airfield and bare beach deployment to a 

commercial contract supported deployment. Also called SPM. (JP 1-02. SOURCE: JP 

4-01.2) 

618th 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 

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, and weather. Also 

called 618th TACC. (This term and its definition modify the existing term “Tanker 

Airlift Control Center” and its definition and are approved for inclusion in JP 1-02.) 

GL-16 JP 3-17 
Glossary 

small austere airfield. None. (Approved for removal from JP 1-02.) 

special tactics team. A task-organized element of special tactics that may include 

combat control, pararescue, and combat weather personnel. Functions include austere 

airfield and assault zone reconnaissance, surveillance, establishment, and terminal 

control; terminal attack control; combat search and rescue; combat casualty care and 

evacuation staging; and tactical weather observations and forecasting. Also called 

STT. (JP 1-02. SOURCE: JP 3-05) 

station time. In air transport operations, the time at which crews, passengers, and cargo 

are to be on board and ready for the flight. (JP 1-02. SOURCE: JP 3-17) 

stick (air transport). None. (Approved for removal from JP 1-02.) 

tanker airlift control element. None. (Approved for removal from JP 1-02.)

GL-17 
Glossary 

GL-18 JP 3-17 

Intentionally Blank 
JOINT DOCTRINE PUBLICATIONS HIERARCHY JOINT DOCTRINE PUBLICATIONS HIERARCHY

JP 1-0 JP 2-0 JP 3-0

PERSONNEL

JP 4-0 JP 5-0 JP 6-0

INTELLIGENCE OPERATIONS LOGISTICS

COMMUNICATION

PLANS SYSTEMS

JP 1

JOINT

DOCTRINE

Maintenance

Approval Development

Initiation

JOINT

DOCTRINE

PUBLICATION

ENHANCED

JOINT

WARFIGHTING

CAPABILITY

STEP #4 - Maintenance









JP published and continuously

assessed by users

Formal assessment begins 24-

27 months following

publication

Revision begins 3.5 years after

publication

Each JP revision is completed

no later than 5 years after

signature

STEP #3 - Approval STEP #2 - Development

STEP #1 - Initiation







JSDS delivers adjudicated matrix to JS J-7

JS J-7 prepares publication for signature

JSDS prepares JS staffing package

JSDS staffs the publication via JSAP for

signature













LA selects Primary Review Authority (PRA) to develop the

first draft (FD)

PRA/USJFCOM develops FD for staffing with JDDC

FD comment matrix adjudication

JS J-7 produces the final coordination (FC) draft, staffs to

JDDC and JS via Joint Staff Action Processing

Joint Staff doctrine sponsor (JSDS) adjudicates FC

comment matrix

FC Joint working group













Joint Doctrine Development

Community (JDDC) submission to

fill extant operational void

US Joint Forces Command

(USJFCOM) conducts front-end

analysis

Joint Doctrine Planning Conference

validation

Program Directive (PD) development

and staffing/joint working group

PD includes scope, references,

outline, milestones, and draft

authorship

Joint Staff (JS) J-7 approves and

releases PD to lead agent (LA)

(Service, combatant command, JS

directorate)

All joint publications are organized into a comprehensive hierarchy as shown in the chart above.

is in the series of joint doctrine publications. The diagram below illustrates an overview of

the development process:

Joint Publication

(JP) 3-17 Operations