20 July 1996

Joint Tactics, Techniques andProcedures for

Airlift Support toJoint Operations

Joint Pub 4-01.1

PREFACE

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1. Scope

This publication specifies joint tactics,techniques, and procedures (JTTP) for theplanning and employment of airlift to supportjoint operations. It covers the authority andresponsibilities of combatant commanders,subordinate joint force commanders,component commanders, and all agenciesinvolved in the deployment and sustainmentof a joint force across the range of militaryoperations. It provides guidance for therequest, apportionment, and use of this supportduring the deliberate or crisis action planningand implementation processes. Thispublication focuses primarily on strategic,common-user airlift.

2. Purpose

This publication has been prepared underthe direction of the Chairman of the JointChiefs of Staff. It sets forth doctrine andselected tactics, techniques, and proceduresto govern the joint activities and performanceof the Armed Forces of the United States injoint operations and provides the doctrinalbasis for US military involvement inmultinational and interagency operations. Itprovides military guidance for the exerciseof authority by combatant commanders andother joint force commanders and prescribesdoctrine and selected tactics, techniques, andprocedures for joint operations and training.It provides military guidance for use by theArmed Forces in preparing their appropriateplans. It is not the intent of this publication torestrict the authority of the joint forcecommander (JFC) from organizing the forceand executing the mission in a manner the JFC

deems most appropriate to ensure unity ofeffort in the accomplishment of the overallmission.

3. Application

a. Doctrine and selected tactics,techniques, and procedures and guidanceestablished in this publication apply to thecommanders of combatant commands,subunified commands, joint task forces, andsubordinate components of these commands.These principles and guidance also may applywhen significant forces of one Service areattached to forces of another Service or whensignificant forces of one Service supportforces of another Service.

b. The guidance in this publication isauthoritative; as such, this doctrine (or JTTP)will be followed except when, in the judgmentof the commander, exceptional circumstancesdictate otherwise. If conflicts arise betweenthe contents of this publication and thecontents of Service publications, thispublication will take precedence for theactivities of joint forces unless the Chairmanof the Joint Chiefs of Staff, normally incoordination with the other members of theJoint Chiefs of Staff, has provided morecurrent and specific guidance. Commandersof forces operating as part of a multinational(alliance or coalition) military commandshould follow multinational doctrine andprocedures ratified by the United States. Fordoctrine and procedures not ratified by theUnited States, commanders should evaluateand follow the multinational command’sdoctrine and procedures, where applicable.

CARLTON W. FULFORD, JR.Major General, USMCVice Director, Joint Staff

For the Chairman of the Joint Chiefs of Staff:

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TABLE OF CONTENTS

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PAGE

EXECUTIVE SUMMARY ............................................................................................. v

CHAPTER IAIRLIFT OVERVIEW

• Purpose..................................................................................................................... I-1• Importance of Airlift................................................................................................. I-1• Categories of Airlift.................................................................................................. I-1• Methods of Employment........................................................................................... I-2• Airlift Tactics ............................................................................................................ I-3• Sources of Airlift Forces........................................................................................... I-4• Command and Control of Airlift Forces.................................................................... I-4• Coordination with Joint Air Operations..................................................................... I-6• Service and Non-DOD Requirements for Common-User Airlift................................ I-6

CHAPTER IISTRATEGIC AIRLIFT

• Purpose.................................................................................................................... II-1• Roles ........................................................................................................................ II-1• Strategic Airlift Organization................................................................................... II-1• Command and Control of Strategic Airlift................................................................ II-3• Planning Movements by Strategic Airlift.................................................................. II-4• Strategic Airlift Request Process.............................................................................. II-5• Force Tracking......................................................................................................... II-7• The Civil Reserve Air Fleet...................................................................................... II-7• Activation of Civil Reserve Air Fleet....................................................................... II-8• Interface With Theater Airlift Operations................................................................. II-9• Aeromedical Evacuation........................................................................................ II-11

CHAPTER IIIAIRLIFT PLANNING CONSIDERATIONS

• Purpose.................................................................................................................. III-1• Planning Airlift Operations.................................................................................... III-1• Airland Operations................................................................................................. III-7• Aerial Delivery Operations...................................................................................... III-8• Operations Deep Into Enemy Battlespace............................................................... III-8• Airlift Response Times.......................................................................................... III-10

APPENDIX

A References....................................................................................................... A-1B Administrative Instructions............................................................................... B-1

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GLOSSARY

Part I Abbreviations and Acronyms.................................................................... GL-1Part II Terms and Definitions............................................................................... GL-3

FIGURE

I-1 Three Distinct Airlift Forces............................................................................ I-2I-2 Common-User Airlift Command Relationships............................................... I-5II-1 Roles of Strategic Airlift Forces......................................................................II-1II-2 Types of Strategic Airlift Sustainment Missions.............................................II-5II-3 Segments of the Civil Reserve Air Fleet.........................................................II-8III-1 Considerations for Airlift Planning............................................................... III-2III-2 Requirements for Effective Aerial Port Operations....................................... III-4III-3 Planning Considerations for Aerial Delivery Operations............................... III-9

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

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Discusses Airlift Support to Joint Military Operations

Explains Requirements for Common-User Airlift

Outlines the Organization and Command and Control ofStrategic Airlift

Describes the Planning Process for Airlift Operations

Discusses Airland and Airdrop Operations

Airlift Support to Joint Military Operations

Airlift operates across the range of military operationsperforming six broad tasks: deployment, employment,redeployment, sustainment, aeromedical evacuation (AE), andmilitary operations other than war, such as foreign humanitarianassistance and noncombatant evacuation operations. Airliftis a cornerstone of global force projection. It provides themeans to rapidly deploy and redeploy forces, on short notice,to any location worldwide. Airlift’s characteristics — speed,flexibility, range, and responsiveness — complement otherUS mobility assets. The United States operates three distinctairlift forces ; intertheater or strategic, theater or intratheater,and organic airlift forces. Airlift delivery is accomplished bytwo basic modes, airland or aerial delivery. Airland is themost frequently used delivery method and encompasses allsituations where personnel and cargo are onloaded and off-loaded while the aircraft is on the ground. Aerial deliveryincludes all methods of delivering personnel, equipment, andsupplies from an airborne aircraft.

The selection of appropriate tactics for an airlift missionmay be influenced by user requirements, destinationcharacteristics, weather, terrain, threats, the availability of airand ground support assets, and a host of other factors. Airliftsupport to joint operations may come from several sources,including active military forces, Reserve component militaryforces, civil air carriers under contract to the Air Mobility

Airlift supports USnational strategy byrapidly transportingpersonnel and materiel toand from or within atheater.

Mission commandersdevelop and coordinatemission tactics.

Airlift Tactics and Sources of Airlift Forces

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Command (AMC), the Civil Reserve Air Fleet (CRAF) whenactivated, and multinational contributions and foreign civilcarriers, either donated or under contract.

Through centralized control, commanders provide guidanceand organization to the airlift effort. Decentralized executionprovides flexibility for subordinate commanders to useinitiative in accomplishing their missions. To be fully effective,this method of control and execution requires flexible,responsive, secure, interoperable, and survivable command andcontrol systems.

The Service Secretaries organize, train, equip, and provideorganic airlift forces to support their respective Servicefunctions. The Secretary of the Air Force organizes, trains,equips, and provides common-user airlift forces to support allthe Military Services, other DOD components, and USGovernment agencies. The Secretary of Defense directs theassignment of these common-user airlift forces to theCommander in Chief, US Transportation Command(USCINCTRANS) and other combatant commanders.

Coordination and integration of airlift operations within thetheater airspace control system are essential to the successfulexecution of airlift missions. The airspace control authorityprepares the airspace control plan (ACP) to establishprocedures for the airspace control system in the joint forcecommander’s area of responsibility or joint operations area.The ACP must be tied to the area air defense plan and mustconsider procedures and interfaces with the regional andinternational air traffic systems necessary to support airlogistics. Because of the interrelationship of airspace control,air defense, and joint air operations, airspace managementshould be planned and executed from the joint airoperations center (JAOC) and the combined air operationscenter (CAOC). The JAOC and the CAOC contain Serviceand functional component liaison elements to coordinate andintegrate airlift into joint operations.

Airlift command andcontrol is based on theprinciple of centralizedcontrol and decentralizedexecution.

Close liaison andcoordination among allairspace users is necessaryto promote timely andaccurate information flowto airspace managers.

Command and Control of Airlift Forces

Coordination with Joint Air Operations

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Executive Summary

The Army has the largest requirement for common-user airlift.In particular, Army light infantry, airborne, and air assault forcesrely heavily on airlift for deployment, sustainment,employment, and redeployment. The Navy depends oncommon-user airlift to sustain forward deployed operationswith personnel, materiel, and mail from the continental UnitedStates (CONUS) to overseas bases and forward logistic sites.Marine forces require common-user airlift for deploymentinto a theater as part of a maritime prepositioning force as anair contingency force or as a Marine expeditionary force afloatand/or ashore. Sustained Marine air-ground task forceoperations require strategic and intratheater common-userairlift support. Depending on the operation, the Air Forcetends to be the second largest customer of common-user airlift.For deployment, Air Force unit aircraft self-deploy; however,unit support personnel and equipment require airlift to thedestination with, or before, the deploying unit aircraft. Specialoperations forces (SOF) have specially configured aircraftdedicated to special operations. SOF are augmented bycommon-user airlift support. As a branch of the Armed Forcesand a non-DOD agency, the Coast Guard’s organic airlift isnormally sufficient to satisfy its airlift requirements. Other non-DOD agencies use DOD airlift for activities such asnoncombatant evacuation operations, counterdrug operations,foreign humanitarian assistance, and domestic supportoperations. Non-DOD agencies may use common-user airliftproviding the DOD mission is not impaired.

Strategic airlift forces are organized, trained, and equipped todeploy forces from CONUS to a theater or between theaters,sustain deployed forces, redeploy forces, conduct aeromedicalevacuation operations, augment theater and/or specialoperations airlift capability, and conduct noncombatantevacuation. United States Transportation Command(USTRANSCOM) and its Air Force component, AMC , providecommon-user strategic airlift for the Department Of Defense.USTRANSCOM is organized into three TransportationComponent Commands—the Military Sealift Command, MilitaryTraffic Management Command, and AMC.

USCINCTRANS exercises combatant command (commandauthority) of assigned common-user, CONUS-based airlift andaeromedical airlift forces. USCINCTRANS delegatesoperational control of these forces to the Commander, AMC,

Rather than each Serviceand non-DOD agencyproviding its own airlift,airlift is consolidated andtasked to support allorganizations.

Strategic airlift is the keymeans to project combatforces long distancesrapidly during the initialstages of a conflict.

Service and Non-DOD Requirements for Common-User Airlift

Organization and Command and Control of Strategic Airlift

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and the Commander, Air Combat Command, for theirassigned forces.

All commanders must plan the orderly movement to andfrom unit areas and the efficient onload and off-load ofaircraft. Strategic airlift planners use the Joint OperationPlanning and Execution System (JOPES), an integratedcommand and control system, for deliberate and crisis actionplanning and execution. The combatant commander requestsstrategic airlift for the deployment and redeployment phasesof an operation through the JOPES process. USTRANSCOMsupports sustainment operations through channel service,military air express service, and special assignment airliftmissions. When strategic airlift requirements strain or exceedcapability, the Joint Transportation Board could be convened.

USTRANSCOM is responsible for tracking forces embarkedon strategic lift. The Global Transportation Networkintegrates the automated movement systems used by theServices, Defense agencies, and USTRANSCOM to allowUSTRANSCOM and its customers the ability to track unitmovements and sustainment operations globally. The CRAFis designed to augment airlift capability. CRAF augments airliftcapability with US civil aircraft, aircrews, and support structureduring CRAF activation. The interface betweenUSTRANSCOM’s and AMC’s command and controlsystem and the theater airlift command and control systemis important as it must not only provide information fortransloading passengers and cargo, but it also must deconflictstrategic airlift movements with other theater air movements.AE encompasses movement from the point of distress to theinitial medical treatment facility and all ensuing levels ofmedical care. USCINCTRANS is the DOD manager forstrategic AE and global medical regulating.

Airlift planners must be thoroughly familiar with eachService component’s unique airlift capabilities as well asthose of common-user airlift. They must comprehend thenature of the threat to airlift and coordinate effective threatcountermeasures. The entire airlift operation requires detailedplanning, to include coordination of appropriate airspacecontrol measures and communication procedures. Thefollowing are general considerations for airliftplanners: airlift facilities, facility support forces, operation

The successful movementof units by airlift demandsextensive planning andcoordination.

Force tracking allows thegeographic combatantcommander to be flexiblein response to changingsituations.

Planning airlift operationsis a complicated processinvolving numerousinterdependent functions.

Strategic Airlift Considerations

Planning Airlift Operations

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Executive Summary

of aerial ports, onload and off-load operations, air basedefense, joint airspace control, air corridors, intelligence,weather, threat, threat countermeasures, air refueling, andcommunications for deploying ground forces.

Airland delivery requires suitable airfields and relatively lowthreat levels. When planning airland operations, considerationshould be given, but not limited, to the tactical situation;mission requirements; air direct delivery; and command,control, communications, computer, and intelligence interfaceswithin and among the Service components. Depending on thetactical situation, planners may consider delivery ofpersonnel and equipment by airdrop. Aerial deliveryplanners should include consideration of the factors listed forairland operations, as well as those unique to airdrop operations.Operations deep into enemy battlespace require an extensiveamount of time to plan and coordinate, as well as a high levelof training. Planners should develop contingency plans tocounter expected threats.

This publication specifies joint tactics, techniques, andprocedures for the planning and employment of airlift tosupport joint operations. It covers the authority andresponsibilities of combatant commanders, subordinate jointforce commanders, component commanders, and all agenciesinvolved in the deployment and sustainment of a joint forceacross the range of military operations. It provides guidancefor the request, apportionment, and use of this support duringthe deliberate or crisis action planning and implementationprocesses.

In most situations, airlandis the preferred method ofairlift delivery.

Airland and Airdrop Operations

CONCLUSION

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CHAPTER IAIRLIFT OVERVIEW

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1. Purpose

This chapter contains an overview of USairlift support to joint military operations.It describes the importance of airlift to USnational strategy, defines the methods forcategorizing airlift, describes the airland andaerial delivery methods of employing airlift,lists sources of airlift forces, describes theoverall command and control relationships forairlift, and covers user requirements for airlift.

2. Importance of Airlift

Airlift supports US national strategy byrapidly transporting personnel and materielto and from or within a theater. It operatesacross the range of military operationsperforming six broad tasks; deployment,employment, redeployment, sustainment,aeromedical evacuation (AE), and militaryoperations other than war (MOOTW), suchas foreign humanitarian assistance andnoncombatant evacuation operations. Airliftis a cornerstone of global force projection.It provides the means to rapidly deploy andredeploy forces, on short notice, to anylocation worldwide. Within a theater, airliftemployment missions can be used to transportforces directly into combat. To maintain aforce’s level of effectiveness, airliftsustainment missions provide resupply ofhigh-priority equipment, personnel, andsupplies. Finally, airlift supports themovement of patients to treatment facilitiesand noncombatants to safe havens. Airlift’scharacteristics — speed, flexibility , range,

“Operation DESERT SHIELD was the fastest build up and movement ofcombat power across greater distances in less time than at any other time inhistory. It was an absolutely gigantic accomplishment, and I can’t give creditenough to the logisticians and transporters who were able to pull this off.”

General H. Norman Schwarzkopf

and responsiveness — complement other USmobility assets.

3. Categories of Airlift

Airlift moves forces and establishes air linesof communications between bases, asrequired, to sustain joint operations. Theability to plan and conduct such operationssuccessfully begins with a clear understandingof the continuities and differences betweenthe various airlift forces that comprise themilitary airlift fleet of the United States.

a. The United States operates threedistinct airlift forces, shown in Figure I-1and described below.

• Intertheater or strategic airlift forces,under the combatant command(command authority) of Commander inChief, US Transportation Command(USCINCTRANS), primarily providecommon-user airlift into, within, and outof theater bases from outside the theater.As a common-user force, strategic airliftis available to all authorized usersincluding the Military Services, thecombatant commands, other DODcomponents, other US Governmentagencies, and, if requested by a USagency, foreign governments.

• Theater or intratheater airlift forces,under the combatant command(command authority) of designatedgeographic combatant commanders,

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THREE DISTINCT AIRLIFT FORCES

Intertheater, or strategic, airlift forces under thecombatant command (command authority) of theCommander in Chief, US Transportation Command

Theater, or intratheater, airlift forces under thecombatant command (command authority) of thegeographic combatant commanders

Organic airlift forces primarily providing specialized liftto specific users

Figure I-1. Three Distinct Airlift Forces

Commanders of forces containing organicairlift elements prioritize their requirementsand capabilities to subordinate units.

4. Methods of Employment

Airlift delivery is accomplished by twobasic modes, airland or aerial delivery. Thedelivery method is based on (1) userrequirements; (2) availability, adequacy andsecurity of airfields, assault zones, and dropzones near the objective area; and (3) aircraftcapability.

a. Airland is the most frequently useddelivery method. It permits delivery of largerloads with less risk of cargo loss or damagethan the airdrop method. Airland operationsencompass all situations where personneland cargo are onloaded and off-loadedwhile the aircraft is on the ground.Although crews normally accomplish off-loading from a stationary aircraft, proceduresexist to combat off-load from moving aircraftwhen necessary to reduce ground time orwhen sufficient materials handling equipment(MHE) is not available.

primarily provide common-user liftwithin theaters to the same array of usersserved by strategic airlift.

• Organic airlift forces primarily providespecialized lift to specific users.Normally, these forces exist as elementsof Service or component aviation armsand are assigned directly to their primaryuser organizations. These forces, ifassigned to a combatant command,operate under the combatant command(command authority) of that combatantcommander.

b. These airlift forces are distinguishedmost clearly by the systems within whichthey operate. Strategic lift is provided inresponse to requests from the Services andcombatant commands and in accordance withguidelines set by the National CommandAuthorities (NCA). Geographic combatantcommanders and other subordinate joint forcecommanders (JFCs) apportion and prioritizethe capabilities of theater airlift forces undertheir command or control, primarily inresponse to their operational requirements.

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Airlift Overview

b. Aerial delivery includes all methodsof delivering personnel, equipment, andsupplies from an airborne aircraft. Thisenables commanders to project combatpower into areas lacking suitable or secureairfields. Aerial delivery gives commandersthe ability to capitalize on the element ofsurprise because of the speed of delivery andthe vast number of potential objective areaswhere forces can be employed. However, theadditional weight and space required forparachute rigging and cushioning materialreduces the amount each aircraft can deliver.

The most common means of riggingequipment and supplies for airdrop are theheavy equipment method, ContainerDelivery System, and door bundles. Forfurther information, see Joint Pub 3-17, “JointTactics, Techniques, and Procedures forTheater Airlift Operations.”

5. Airlift Tactics

The selection of appropriate tactics foran airlift mission may be influenced by userrequirements, destination characteristics,

As a common-user force, a wide variety of aircraft capability will be available toall authorized users.

Airland is the most frequently used delivery method, permitting delivery of largerloads with less risk of cargo loss or damage.

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• USCINCTRANS exercises combatantcommand (command authority)(COCOM) over all continental UnitedStates (CONUS)-based, common-user C-5, C-17, KC-10, and C-141 aircraft; mostKC-135 aircraft; some C-130 aircraft;and C-9 aeromedical evacuation airliftforces for rapid response to NCArequirements.

• Geographic combatant commanders(including the Commander in Chief, USAtlantic Command) exercise COCOMover assigned airlift forces, bothcommon-user and Service organic. Theynormally exercise COCOM of theater-assigned common-user airlift andaeromedical evacuation through the AirForce component commander (AFCC);however, they may exercise COCOMthrough other subordinate commandersas specified in Joint Pub 0-2, “UnifiedAction Armed Forces (UNAAF),”Chapter IV.

• Peacetime common-user airlift forceassignment is reflected in the Secretaryof Defense’s “Forces For UnifiedCommands” memorandum.

b. Command and Control (C2). AirliftC2 is based on the principle of centralizedcontrol and decentralized execution. Throughcentralized control, commanders provideguidance and organization to the airlift effort.Decentralized execution provides flexibilityfor subordinate commanders to use initiativein accomplishing their missions. To be fullyeffective, this method of control and executionrequires flexible, responsive, secure,interoperable, and survivable command andcontrol systems. Command and control ofairlift forces incorporates numerous basicfunctions, including combat operations,logistics, combat plans, transportation,weather, aerial port operations, andintelligence. Procedures for airliftcommand and control must be consistent

weather, terrain, threats, the availability of airand ground support assets, and a host of otherfactors. To the extent and in the detailnecessary, higher echelons should providetactical guidance to the airlift missioncommander as early as possible duringplanning. Within those guidelines, missioncommanders develop mission tactics andcoordinate them, as appropriate, up the chainof command and with other involved agenciesor units.

6. Sources of Airlift Forces

Airlift support to joint operations maycome from several sources.

a. Active Military Forces.

b. Reserve Component Military Forces(Air Force Reserve, Air National Guard, andNavy Reserve).

c. Civil air carriers under contract to theAir Mobility Command.

d. The Civil Reserve Air Fleet (CRAF)when activated.

e. Multinational contributions andforeign civil carriers, either donated or undercontract.

7. Command and Control ofAirlift Forces

a. Organization of Airlift Forces. (SeeFigure I-2.) The Service Secretaries organize,train, equip, and provide organic airlift forcesto support their respective Service functions.The Secretary of the Air Force (SAF)organizes, trains, equips, and providescommon-user airlift forces to support all theMilitary Services, other DOD components,and US Government agencies. The Secretaryof Defense directs the assignment of thesecommon-user airlift forces to USCINCTRANSand other combatant commanders.

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Airlift Overview

between theaters and across the range ofmilitary operations for both the strategic andintratheater airlift missions.

• Airlift command and control systemsmust be capable of operating under themost demanding conditions. Thisrequirement dictates a mix of fixed andmobile facilities. Mobile command,control, and support elements must beavailable and properly equipped inpeacetime to extend airlift systems toforward locations or increase the capacityof fixed facilities in times of crisis. These

systems must assure responsiveness toNCA tasking and effective use of airliftforces. They must also allow coordinationbetween the supported and supportingcommands, subordinate joint forces, andother Service and functional componentsfor airlift operations in accordance withthe Chairman of the Joint Chiefs of Staff(CJCS) planning guidance and varioustheater operation plans.

• USCINCTRANS and the geographiccombatant commanders are responsiblefor the organization and operation of their

COMMON-USER AIRLIFT COMMANDRELATIONSHIPS

NATIONALCOMMAND

AUTHORITIES

CHAIRMAN OFTHE JOINT

CHIEFS

GEOGRAPHICCOMBATANT

COMMANDERS

COMMANDER IN CHIEFUS TRANSPORTATION

COMMAND

THEATER AIR FORCECOMPONENTCOMMANDER

COMMANDERAIR MOBILITY

COMMANDUSTRANSCOM-ASSIGNED

C-5 / C-9 / C-17/ KC-10 /

COMMANDERAIR COMBATCOMMAND

USTRANSCOM-ASSIGNEDC-130

STRATEGIC AND/OR OPERATIONAL DIRECTIONCOMMUNICATIONSCOMBATANT COMMAND (COMMAND AUTHORITY)

Figure I-2. Common-User Airlift Command Relationships

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respective airlift command and controlsystems.

8. Coordination with Joint AirOperations

Coordination and integration of airliftoperations within the theater airspacecontrol system are essential to the successfulexecution of airlift missions. Close liaisonand coordination among all airspace users arenecessary in order to promote timely andaccurate information flow to airspacemanagers. The airspace control authority(ACA) prepares the airspace control plan(ACP) to establish procedures for the airspacecontrol system in the JFC’s area ofresponsibility (AOR) or joint operations area(JOA). The ACP must be tied to the area airdefense plan and must consider proceduresand interfaces with the regional andinternational air traffic systems necessary tosupport air logistics. Because of theinterrelationship of airspace control, airdefense, and joint air operations, airspacemanagement should be planned andexecuted from the joint air operationscenter (JAOC) and the combined airoperations center (CAOC). The JAOC andthe CAOC contain Service and functional

component liaison elements to coordinate andintegrate airlift into joint operations. Foradditional information see Joint Pub 3-52,“Doctrine for Joint Airspace Control in theCombat Zone,” and Joint Pub 3-56.1,“Command and Control for Joint AirOperations.”

9. Service and Non-DODRequirements for Common-User Airlift

Common-user airlift achieves an economyof force. Rather than each Service and non-DOD agency providing its own airlift, airliftis consolidated and tasked to support allorganizations. The following highlightssome of the airlift requirements of the variousorganizations that use common-user airlift.

a. The Army. Even though the Army hassignificant organic airlift assets, it still has thelargest requirement for common-userairlift . In particular, Army light infantry,airborne, and air assault forces rely heavilyon airlift for deployment, sustainment,employment, and redeployment. Once in thetheater, light infantry and airborne forcescontinue to rely heavily on airlift. Air assaultforces, on the other hand, due to their organic

The Army, with an abundance of outsize and oversize cargo, has the largestrequirement for common-user aircraft.

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airlift capability, only require common-userairlift when engaged in heavy combat oremployed outside their normal area ofoperation. Requirements for Army airdropsof forces range in size from a small team to abrigade.

b. The Navy. Sustainment and combatreadiness of deployed naval forces dependson flexible and highly responsive strategicairlift support. Afloat naval forces normallyserve as a force enabler and consequentlyrequire the least amount of common-userairlift support . However, the Navy dependson common-user airlift to sustain forwarddeployed operations with personnel, materiel,and mail from CONUS to overseas bases andforward logistic sites. Naval organic airliftthen transports passengers, mail, and criticalmateriel from forward sites to underwayforces. Although naval organic airlift satisfiessome intratheater requirements, the Navyrequires common-user airlift to augment thiscapability.

c. The Marine Corps. Marine forcesrequire common-user airlift for deploymentinto a theater as part of a maritimeprepositioning force (MPF) as an aircontingency force (ACF) or as a Marineexpeditionary force afloat and/or ashore.During MPF operations, Marine forces areairlifted to joint maritime prepositionedequipment at the off-load site. Additional fly-in echelons of personnel, equipment, andsupplies are airlifted into theater to completeand sustain the force. The ACF requiresstrategic airlift of both personnel andequipment. Sustained Marine air-groundtask force operations require strategic andintratheater common-user airlift support.

d. The Air Force. Depending on theoperation, the Air Force tends to be the secondlargest customer of common-user airlift.For deployments, Air Force unit aircraft self-deploy; however, unit support personnel andequipment require airlift to the destination

with, or before, the deploying unit aircraft.The dedication of significant airlift assets toAir Force units may be required early indeployment operations. Air Force unitsnormally deploy by unit type code and beginair operations shortly after arrival.

• Strategic airlift must be able to rapidlydeploy full squadron support packagesto include combat support elements, theirequipment, and both initial andsustainment supplies.

• Airlift support forces normally deployearly in an operation to establish enroute and destination support. This mayconsume a large portion of the first airliftmissions.

e. Special Operations Forces (SOF)

• SOF have specially configured aircraftdedicated to special operations. Theseaircraft are not part of the common-usersystem and have limited capability toperform deployment, sustainment, andredeployment operations. SOF areaugmented by common-user airliftsupport. Additionally, selectedconventional airlift forces with speciallytrained aircrews and modified aircraftmay augment SOF airlift capability.

• The Commander in Chief, United StatesSpecial Operations Command, obtainsairlift by following the procedures in thispublication and in Joint Pub 3-05,“Doctrine for Joint Special Operations.”

f. The Coast Guard. As a branch of theArmed Forces and a non-DOD agency, theCoast Guard operates a mixed fleet offixed- and rotary-wing aircraft for organicairlift . It is able to provide flexible andresponsive strategic airlift but is limited bystatutory priorities and a lack of strategicsupport facilities. Its organic airlift isnormally sufficient to satisfy Coast Guard

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VIETNAM: AIRLIFT’S COMING OF AGE

Moving entire units across global distances, thereby impacting strategic forceprojection capability, is a fundamental concept of strategic airlift. It was duringthe Vietnam conflict that such concepts were proven feasible and operational.Following are three examples of major airlift operations during 1965-1968 thatwere key events in the history of the nation’s airlift forces.

BLUE LIGHT

Operation BLUE LIGHT carried 2,952 troops and 4,749 tons of equipment ofthe 3rd Infantry Brigade, 25th Infantry Division, from Hickam AFB, Hawaii, directto Pleiku, Vietnam, between 23 December 1965 and 23 January 1966. A mix of88 C-141s, 126 C-133s, and 11 C-124s flew 231 missions and finished thedeployment eight days early. It was the most massive airlift of US troops andequipment to date into a combat zone.

“This movement by air,” said Secretary of Defense Robert S. McNamara, “wasa striking demonstration of the Air Force’s increased airlift capability as wellas the professional skills of the Military Airlift Command.” GeneralWestmoreland, Commander of the US Forces in Vietnam, said in appraisingOperation BLUE LIGHT, “This was the most professional airlift I’ve seen in allmy airborne experience.”

Several factors contributed to the success, but the most important was thejoint training the 25th ID had been conducting with the 1502nd Air TransportWing (renamed the 61st Military Airlift Wing—MAW) since 1962. Eachorganization was then familiar with the needs and procedures of the other.The earlier training used C-124s and some C-130s, so load plans and selectionprocedures had to be adjusted for the C-141s and C-133s and airlift expertisecalled in from 22nd Air Force and the 60th MAW. C-141s were new to the fleetand procedures were still being developed. Nonetheless, the on-scene workerspersevered and succeeded.

This was the first operational test for the C-141, as well as the first deploymentof combat-ready troops from home station to an offshore combat location.

airlift requirements. Coast Guard strategicairlift is available to naval forces for wartimetasking. Non-wartime airlift may be requestedfrom either the Commander, Atlantic Area orthe Commander, Pacific Area, under title 31,United States Code (USC), sections 1535 and1536.

g. Other Non-DOD Agencies. USGovernment agencies, such as the Departmentof State and the Drug EnforcementAdministration, use DOD airlift for activitiessuch as noncombatant evacuationoperations, counterdrug operations, foreign

humanitarian assistance, and domesticsupport opera t ions . Non-DODagencies may use common-user airlift,providing the DOD mission is notimpaired. The movement must be of anemergency, lifesaving nature, specificallyauthorized by statute, in direct support ofthe DOD mission, or requested by theHead of an Agency of the Governmentunder title 31 USC 1535 and 1536. Toobtain common-user airlift, non-DODagencies submit requests in accordance withDOD Directive 4500.9, “Transportation andTraffic Management.”

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The decision to use a mix of C-141s for everything they could haul, plus theC-133s for outsized cargo, was a good one (the C-124s were used asreplacements for prime aircraft only). The operation got airlift planners thinkingabout force mix and gave them a leg up for when the C-5A would come intothe inventory. This decision was complicated by the question of safe operationinto Pleiku AB. The 6,000-foot strip barely met C-141 operational standards,and its load-bearing capability for a sustained period was questionable. Thedecision to use the air base proved right—there were 240 landings withoutincident.

EAGLE THRUST

By November of 1967 the strategic airlift system had matured sufficiently for amovement twice the size of BLUE LIGHT to succeed. In EAGLE THRUST,airlifters moved 10,024 troops and 5,357 tons of equipment of the 101st AirborneDivision direct from Fort Campbell, Kentucky, to Bien Hoa AB, Vietnam. The391 airlift missions, moving in eight noncontinuous increments from 17November until 18 December 1967, completed the move 53 hours ahead ofschedule.

The deployment aircraft flew over and through the existing airlift structure,with departures from Kentucky keyed to time slots in the route structure. Thistook into account stage crew posture and en route station capabilities, routinemissions already in the system, and retrograde needs. Twenty-two C-133missions flew the outsized equipment over one route, and the 369 C-141missions flew two other routes to Southeast Asia (SEA). Using engine-runningoff-load procedures developed in BLUE LIGHT, the C-141 average off-load timeat Bien Hoa was 7.4 minutes, reducing ramp saturation potential and exposureto ground fire. The C-133s were on the ground an average of about two hours.The recovery base concept was used to great effect.

COMBAT FOX

Although in the midst of great expansion in support of US operations in SEAin general, and the Tet offensive in particular, airlifters engaged in yet another“largest single strategic airlift in history” in 1968. Following the seizure ofthe USS Pueblo by the North Koreans, C-124s, C-130s, C-133s, and C-141sflew more than 800 missions to Korea from the United States, SEA, and Japanin support of tactical air forces. Five Air Force Reserve airlift units were calledto active duty primarily to backfill regular channel airlift requirements. Between29 January and 17 February 1,036 aircraft missions moved 13,683 tons of cargoand 7,996 troops in support of this operation. The COMBAT FOX airlift morethan doubled EAGLE THRUST, while maintaining the logistics airlift into SEA.

The COMBAT FOX deployments and redeployments required 37.7 million ton-miles of capability. Twenty of these came from normal channel airlift assets.After being alerted on 25 January 1968, deployment operations commencedon the 28th from seven on-load stations in the United States to three stationsin Korea and one in Vietnam. Immediately following the completion of theCOMBAT FOX operation on 12 February, the Joint Chiefs of Staff tasked airliftersto begin deployment of forces to Vietnam within 48 hours to help counter theTet offensive. The requirement was to airlift an Army brigade from Fort Bragg

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to Chu Lai and a reinforced Marine regiment from El Toro to Da Nang. ActivatingCRAF Stage I was considered, but after a special appeal for maximumaugmentation, voluntary commercial response was sufficient to keep port levelswithin acceptable management levels. These two operations combined toincrease forecast MAC cargo requirements by 48 percent and passengerforecasts by 13 percent. The airlift response was outstanding.

SOURCE: Charles E. Miller, Airlift Doctrine, Air University Press, 1988

CHAPTER IISTRATEGIC AIRLIFT

II-1

1. Purpose

This chapter describes the strategicairlift system. It focuses on the strategic airliftmission, organization, command and control,movement planning procedures, requestprocedures, force tracking responsibilities,CRAF, and interface of strategic airlift withtheater air operations.

2. Roles

Strategic airlift is the key means to projectcombat forces long distances rapidly duringthe initial stages of a conflict. It can also beespecially effective in humanitarian efforts

“Air mobility assets provide the National Command Authorities an array ofoptions to achieve national security objectives. Air mobility’s uniquecharacteristics of range, flexibility, and speed enable the US to posture forcesdecisively to stem aggression, demonstrate resolve, or send a strongmessage to deter potential opponents.”

General Rutherford, USAFCommander in Chief, US Transportation Command

and other MOOTW. Strategic airlift forcesare organized, trained, and equipped toperform the roles listed in Figure II-1.

3. Strategic Airlift Organization

United States Transportation Command(USTRANSCOM) and its Air Forcecomponent, Air Mobility Command(AMC), provide common-user strategicairlift for DOD. (Note: Air CombatCommand is also an Air Force component toUSTRANSCOM for those active and airreserve component C-130 assets assigned toUSTRANSCOM in the “Forces for UnifiedCommands” document.)

ROLES OF STRATEGIC AIRLIFT FORCES

Deploy forces from the continental US to a theater orbetween theaters (including strategic airdrop)

Sustain deployed forces

Redeploy forces

Conduct aeromedical evacuation operations

Augment theater or special operations airlift capability

Conduct noncombatant evacuation

Figure II-1. Roles of Strategic Airlift Forces

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a. United States Transportat ionCommand. The mission of USTRANSCOMis to provide air, land, and sea transportationfor DOD, both in time of peace and time of

war. USTRANSCOM is organized into threeTransportation Component Commands(TCC) — the Military Sealift Command(MSC), Military Traffic ManagementCommand (MTMC), and AMC. MSC is theoperating agency for ocean and maritimeservices. MTMC is the operating agency forcommon-user land transportation, waterterminal operations, and CONUS trafficmanagement. AMC is the operating agencyfor air mobility (airlift and aerial refueling).

b. Air Mobility Command. AMC has thefollowing responsibilities.

• As a TCC of USTRANSCOM, AMC isunder the COCOM of USCINCTRANSand executes airlift and aerial refuelingmissions employing air forces assignedto USTRANSCOM. AMC providesstrategic airlift, aeromedical airlift, andaerial refueling support to meet customerrequirements.

• As an Air Force major command underthe direction of the SAF, AMCorganizes, trains, equips, and providesoperationally ready common-user

airlift forces for combatant commandsworldwide.

• AMC schedules and provides aerialrefueling forces for worldwide supportof US and allied armed forces.

• AMC plans, coordinates, and managesthe CRAF program and airliftresources. Under CRAF activation,these resources can augment bothstrategic and theater airlift. DODactivates the CRAF in three stages. Whenthe CRAF is activated, AMC assumesmission control of CRAF assets exceptthose committed to Alaskan missions.The Air Mobility Command Center atElmendorf AFB, Alaska, retains missioncontrol of Alaskan CRAF assets. Seeparagraph 8 of this chapter forinformation concerning the CRAF.

The Transportation Component Command, Air Mobility Command provides notonly airlift but also aerial refueling forces for worldwide support of US and alliedarmed forces.

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4. Command and Control ofStrategic Airlift

USCINCTRANS exercises COCOM ofthe common-user, CONUS-based airlift andaeromedical airlift forces assigned toUSTRANSCOM in the Secretary of Defense“Forces for Unified Commands” memorandum.USCINCTRANS delegates operationalcontrol (OPCON) of these forces to theCommander, AMC, and the Commander,Air Combat Command (ACC), for theirassigned forces. AMC’s Tanker/AirliftControl Center (TACC) schedules, manages,coordinates, controls, and executes airliftmissions with these forces through a globalcommand and control system, which includesfixed en route locations and deployablemission support forces (MSF). The TACC isthe tasking and execution agency for allactivities involving AMC-assigned forces andthe planning and execution agency for ACC-assigned airlift forces until they are assignedor attached to a geographic combatantcommander. It is a critical link between thecommon-user strategic airlift customer and theoperational unit providing that service. Froma central point, the TACC controls all strategicairlift forces worldwide through decentralizedelements of AMC. The TACC receivesoperational and mission requirements forstrategic airlift support, then tasks assignedAMC subordinate units or coordinates forACC unit support. The TACC publishes airliftschedules that vary according to mission type.Completed schedules are transferred to theGlobal Decision Support System (GDSS)and the Global Transportation Network(GTN). GDSS records and displays airliftschedules, aircraft arrivals and departures, andlimited aircraft status. During operation orderand campaign plan execution and CJCSexercises, airlift schedules are transferred tothe automatic data processing equipmentsupporting the Joint Operation Planning andExecution System (JOPES).

a. Command and Control Infrastructure.AMC provides total support to its forcesoperating worldwide through fixed anddeployed C2 facilities at AMC bases, airmobility support squadrons, en route supportfacilities, and MSF deployed to forwardoperating locations. The TACC providescommand and control throughout missionduration to assure accomplishment of theassigned mission and to provide in-transitvisibility for the customer. To accomplish thistask, the TACC is linked to operating wingsand the global en route and/or deployedstructure by secure and nonsecure voice anddata systems.

b. Deployed Infrastructure. Support forAMC intertheater assets operating in forwardlocations is provided by deployable MSF,including tanker airlift control elements(TALCE) , mission support teams (MST),and combat control teams (CCT). Theseforces may provide command and control,aerial port, weather, communications,maintenance, security, transportation,intelligence, and airspace management.Whenever there is a need to provide en routesupport to airlift forces and in-place facilitiesare not available or sufficient, a TALCE orMST (which, in simple terms, is a scaled-down TALCE) is deployed. MSFs aredeployed in various operating andcommunications configurations dependingon the nature of the operation, host facilityavailability, and the operating environment.Buildup of these forces is based on the natureof the exercise and/or contingency, theoperation order being executed, the associatedtime-phased force and deployment data(TPFDD), and the supported commanders’and component commanders’ requirements.Typically, numerous such units aredeployed and operating worldwide on adaily basis in peacetime as well as duringcontingencies. These units operate throughthe AMC TACC as forward agents for

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USTRANSCOM or through the theater’s airoperations center (AOC) on behalf of theAFCC (or joint force air componentcommander [JFACC]) to provide an interfacewith the customer at deployed locations. TheTALCE and MST are the primary entrypoints for information required byUSTRANSCOM to track the location andstatus of in-transit forces and cargo. As such,they must deploy with the equipmentnecessary to ensure connectivity to in-transitvisibility and total asset visibility systems.

5. Planning Movements byStrategic Airlift

The movement of units by airlift demandsextensive planning. All commanders mustplan the orderly movement to and from unitareas and the efficient onload and off-load ofaircraft. For tactical moves, they mustdevelop load plans that maintain unit integrityand facilitate forces entering combat soon afterexiting the aircraft. For nontactical moves,they must develop load plans around the mostefficient use of strategic lift capacity. Strategicairlift planners use JOPES for deliberate andcrisis action planning and execution.

a. JOPES. JOPES is an integratedcommand and control system providinginformation to senior decision makers andtheir staffs on joint plans and operations.Decision makers use JOPES to plan,coordinate, execute, and monitor mobilization,deployment, employment, sustainment, andredeployment activities. Both supported andsupporting organizations use the system.JOPES provides users an ordered andcomprehensive set of procedures for solvingcomplex intertheater force deployment andsustainment problems. The GlobalCommand and Control System distributesJOPES information. In order to be useful,JOPES data must be entered accurately andin a timely manner.

b. Deliberate Planning. The deliberateplanning process begins with the assignmentof a planning task to a supportedcombatant commander. The Chairman ofthe Joint Chiefs of Staff through the JointStrategic Capabilities Plan (JSCP),provides planning guidance, assumptions, andoperations forces for the development ofrequired plans.

• Combatant commanders develop aconcept of operations for each JSCP-assigned mission. After the CJCSreviews and approves a concept, thecombatant commander develops anOPLAN. The supported commanderstaffs and the component commandersdevelop the TPFDD, the JOPES database portion of an OPLAN, whichdescribes deployment routing andpriorities of the forces and sustainmentrequired to support the OPLAN. Theselection of aircraft and the designationof aerial ports of embarkation and aerialports of debarkation (APODs) are criticalto the airlift movement process.

• USTRANSCOM uses the TPFDD toanalyze the flow of forces andsustainment packages from their pointof origin to arrival in theater.USTRANSCOM uses simulations toanalyze and assess the feasibility of theplanned deployment. Based on thefeasibility assessment, USTRANSCOMdistributes the apportioned strategic airliftresources and develops movementschedules. During this process,USCINCTRANS follows CJCSguidance and coordinates all majordecisions with the supported combatantcommander. At the end of this phase, acompleted plan is forwarded to theCJCS for review and approval.

• Once the CJCS approves the supportedcommander ’s p lan, component

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commanders, subordinate joint forcecommanders, supporting commanders,and other agencies develop supportingplans. Many of these commanders, inturn, task their subordinates withpreparing additional supporting plans.The supported commander reviews theOPLAN and all supporting plans toensure that the plans are executable andmeet the requirements of the concept.

c. Crisis Action Planning. Crisis actionplanning involves the time-sensitivedevelopment of joint operation orders andcampaign plans in response to imminentcrisis. Crisis action planning for strategicairlift is similar to the deliberate planningprocess; however, the amount of timeavailable to reach decisions is considerablyreduced. If the crisis action planning processis, as frequently happens, so compressed bytime that airlift is not apportioned prior to theissuance of an execute order, airlift must beassigned incrementally as the operationorder executes. Using JOPES, airlift plannerswill normally schedule against the first 6 daysof movement requirements unless abbreviatedprocedures are designated by the supportedcombatant commander. Abbreviatedprocedures are described in the CJCS Manual3122.02, “Manual for Time-Phased Force andDeployment Data (TPFDD) Developmentand Deployment Execution.”

6. Strategic Airlift RequestProcess

Combatant commanders use one of twodifferent methods to request strategic airliftsupport, depending on whether themovement is for deployment or sustainment.

a. Deployment and Redeployment. Thecombatant commander requests strategicairlift for the deployment and redeploymentphases of an operation through the JOPESprocess. The supported commander, incoordination with supporting commanders

and Services, establishes movementrequirements. This is accomplished bydeveloping a TPFDD in JOPES. TheTPFDD can be developed from an existingor modified OPLAN TPFDD, or a totally newTPFDD can be built in a no-plan situation.The supporting commanders and Servicemateriel and personnel managers review thisdata base, source the various requirements,and then revise or establish detailedtransportation requirements. Whencompleted, USTRANSCOM extracts andidentifies airlift requirements from JOPESand relays those requirements to the AMCTACC who plans the required airlift. ThenUSTRANSCOM or AMC enter the schedulesin JOPES. Normally, some sustainment is apart of the TPFDD.

b. Sustainment. Strategic airliftsustainment involves the movement ofreplacement supplies, equipment, personnel,and units. USTRANSCOM supportssustainment operations through the types ofmissions listed in Figure II-2.

• Channel Service. For most intertheatersustainment missions, USTRANSCOMestablishes a requirements-based channelwhen the amount of passengers or cargoarriving at the port dictates a responsive

TYPES OFSTRATEGIC AIRLIFT

SUSTAINMENTMISSIONS

Channel Service

Air Mobility Express

Special Assignment AirliftMissions

Figure II-2. Types of Strategic AirliftSustainment Missions

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scheduling of lift. When a location, suchas a remote site, requires receivingservice at a predetermined time, i.e.,because of perishable goods or material,USTRANSCOM es tab l i shes afrequency-based channel.

• Air Mobility Express (AMX). The vastmajority of airlift sustainment will moveon channel missions. However,USTRANSCOM is prepared toestablish, at the request of the supportedcombatant commander during acontingency, an express service to move“war stopper” items rapidly to theAOR . The supported combatantcommander will direct what portion ofCJCS-allocated strategic lift will be usedfor AMX and will allocate space onexpress aircraft by pallet positions to eachcomponent. For AMX to be effective,the supported combatant commander

must establish a theater distributionsystem to deliver express cargo fromAPOD to final destination.

• Special Assignment Airlift Missions(SAAMs). SAAMs provide airlift tosatisfy unique customer requirementsand are funded directly by the requestingorganization. These requirements maybe due to constraints of time, geographiclocation, and/or type of cargo thatpreclude the use of surface transport,established airlift channel service, orother transportation means. Prioritydetermination procedures for movementon channel missions or SAAMs arecontained in Joint Pub 4-01, “JointDoctrine for the Defense TransportationSystem.”

c. Joint Transportation Board. Whenstrategic airlift requirements strain or exceed

DESERT EXPRESS

On August 7, 1990, US forces were directed to deploy to southwest Asia (SWA)in response to a request for assistance from the government of Saudi Arabia.Operation DESERT SHIELD had begun. This deployment of hundreds ofaircraft, tanks, and other equipment into the joint force commander’s area ofresponsibility (AOR) created the need for extraordinary logistics pipelinesupport. In late October, with 200,000 American forces in theater, TRANSCOMresponded to this need by directing a special airlift called Desert Express.

This operation, flown daily from CONUS to the theater, provided overnightdelivery of spare parts considered absolutely essential to accomplish themission. While the idea of airlifting crucial items of resupply was traditional,the concept of a regularly scheduled, dedicated mission for common use wasinnovative in this situation. The Desert Express system included a dedicatedC-141 aircraft flying each day from CONUS to deliver high priority logisticsitems to the AOR. Charleston AFB, SC was designated as the collection pointfor logistics parts which the Services considered mission-critical. Operatingin much the same manner as commercial overnight express delivery systems,cargo destined for SWA had to arrive at Charleston by 1030 to be on that day’sDesert Express mission, which departed at 1230. The 1030 cutoff time dove-tailed with CONUS overnight mail and air express parcel delivery schedulesand the flight schedules of LOGAIR (a private cargo airline under contract tothe Air Force Logistics Command [AFLC] and AMC) and QUICKTRANS (undercontract to the Navy). Deployment of additional forces to the Arabian peninsulain November increased the requirement for overnight delivery of high-priorityspare parts.

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capability, the Joint Transportation Board(JTB) could be convened. Responsible to theCJCS, the JTB consists of flag officers fromthe Joint Staff (J-4 [Chairman], J-3, J-5,and J -7 ) as we l l as sen io rtransportation directors from each of theServices. Functions of the JTB includemonitoring lift requirements and capabilities,adjudicating competing lift requirements ofsupported commanders, and recommendingto the CJCS courses of action to resolvetransportation movement problems. See JointPub 4-01, “Joint Doctrine for the DefenseTransportation System,” Appendix C.

7. Force Tracking

Inherent to intertheater movement is therequirement to track in-transit units. Thisin-transit visibility allows the geographiccombatant commander to be flexible inresponse to changing situations. In-transitvisibility should, however, be viewed as ashared responsibility. Accurate, disciplinedadherence to force validation and manifestingis essential for unit tracking. USTRANSCOMis responsible for tracking forces embarkedon strategic lift. USTRANSCOM tracksforces using unit line numbers andtransportation control numbers, not unitidentification codes in GTN (an automatedsystem for managing passengers, patients, and

cargo in the Defense Transportation System).GTN integrates the automated movementsystems used by the Services, Defenseagencies, and USTRANSCOM to allowUSTRANSCOM and its customers theability to track unit movements andsustainment operations globally. Inaddition, GTN compiles movement data fromvarious systems and provides them toUSTRANSCOM and the supportedcommander. Airlift customers should ensurethat force movements are properly loaded intothe GTN feeder system. Equally important,USTRANSCOM components that deployforces must deploy those forces with sufficientresources to ensure connectivity tocomputerized force tracking systems.

8. The Civil Reserve Air Fleet

CRAF is designed to augment airliftcapability with US civil aircraft, aircrews, andsupport structure during CRAF activation.Although AMC assumes mission control ofCRAF airlift assets during an activation,individual CRAF carriers retainoperational control of their own assets. Inthis way, the military gains the use ofc iv i l aircraft and aircrews and access tothe civil en route support structure. The CRAFis comprised of three segments shown inFigure II-3.

To provide a link with the logistics and maintenance support facilities in Europe,a similar dedicated, special airlift operation was launched from Europe anddubbed European Desert Express. The mission aircraft departed Ramsteinand picked up cargo at Rhein Main Air Base, Germany, once daily, seven daysa week. The C-141 left Ramstein at midnight and arrived at Rhein Main 45minutes later. After loading cargo and fueling, the aircraft departed for SaudiArabia with a scheduled arrival time at Dhahran of 0530.

The Desert and European Desert Express system proved very successful.Operating during DESERT SHIELD and DESERT STORM, the cumulative airliftmoved nearly 2,500 tons of mission critical cargo to the AOR in support ofcombat forces and, more importantly, reduced the response time for thesehigh priority shipments from a minimum of 72 hours to as long as two weeks.

SOURCE: DOD Report to Congress, Conduct of the Persian Gulf W ar, April 1992

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a. International Segment. This segmentconsists of long-range and short-rangesections. The long-range section providesthe largest capability with passenger and cargoaircraft. Aircraft must be extended-rangecapable (over water). The short-rangesection supports near offshore operations withboth passenger and cargo aircraft.

b. National Segment. This segmentconsists of the Domestic Services and Alaskasections. The Domestic Services sectionprovides passenger and cargo aircraft fordomestic-only service using regional US air

carriers with at least 75 seats (30,000 lbsallowable cabin load) and a cargo capabilityof at least 32,000 lbs. The Domestic Servicessection is used in CRAF Stage III (see below)only. The Alaska section provides cargoaircraft support to Alaska in CRAF Stage IIand Stage III.

c. Aeromedical Segment. The Aeromedicalsegment consists of reconfigured Boeing 767aircraft, which will be used to evacuatecritical casualties from the AOR/JOA. Inaddition, these aircraft will be used to movemedical supplies and crews to the theater,thus permitting other aircraft to maximize thecargo flow. The Aeromedical segment is usedin both CRAF Stage II and CRAF Stage III.

9. Activation of Civil ReserveAir Fleet

There are three stages of CRAFactivation designed to meet varying levelsof defense airlift needs. USCINCTRANSmay activate Stages I and II with the approvalof the Secretary of Defense. The Secretaryof Defense will issue the order to activateStage III. The CRAF is activated in order touse commercial airlift assets to augmentDOD’s military airlift capability.

The Civil Reserve Air Fleet augments airlift capabilities with US civil aircraft,aircrews, and support structure.

SEGMENTS OF THECIVIL RESERVE AIR

FLEET

International

National

Aeromedical

Figure II-3. Segments of the CivilReserve Air Fleet

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a. Stage I - Committed Airlift Expansion.This stage is activated to supportsubstantially expanded peacetime militaryairlift requirements when AMC’s militaryairlift capability cannot meet both thedeployment and other airlift requirementssimultaneously. It is comprised of long-rangeassets only.

b. Stage II - Defense Airlift Emergency.This stage is activated to support a defenseairlift emergency. It responds torequirements greater than Stage I but is lessthan full national mobilization. It iscomprised of all three segments.

c. Stage III - National Emergency. Thisstage is activated to support a declarednational defense-oriented emergency orwar, or when otherwise necessary for thenational defense.

10. Interface with TheaterAirlift Operations

While most cargo and passengers arrivingat an APOD on strategic airlift will betransported to their final destination by a modeother than air, interface betweenUSTRANSCOM’s and AMC’s commandand control system and the theater airliftcommand and control system is vital. Thisinterface is important as it must not onlyprovide information for the air direct deliveryor for transloading passengers and cargo, butit also must deconflict strategic airliftmovements with other theater air movementsas well as provide airspace clearance wherenecessary. This interface normally occursat the theater AFCC level through theTheater Air Control System (TACS) inconjunction with AMC’s TACC and othertheater-based airlift support elements.

a. The Air Force Component Commander.The JFC normally delegates operationalcontrol of all theater Air Force common-userairlift to the AFCC. To manage this airlift,

the AFCC uses units inherent to the AirForce TACS. The TACS has many mobile,flexible, operationally tailored elements.

• Air Operations Center. An AOC is theorganization through which an AFCCcontrols Air Force air operations,including theater airlift. It is the seniorcontrol element of the TACS, andincludes personnel and equipment of allthe necessary disciplines to ensure theeffective conduct of air operations.Within the AOC, (or the JAOC andCAOC if a JFACC is established) theairlift coordination cell (ALCC) plans,coordinates, manages, and executestheater airlift operations.

• The Airlift Coordination Cell. TheALCC is the organization whichfunctions within the AOC to plan,coordinate, manage, and executetheater airlift operations in the AOR.The exact organization of the ALCC willbe dependent upon the requirements ofthe theater and the AFCC’s (or JFACC’s)concept of organizing and operating theAOC. Normally, the ALCC will consistof an airlift plans branch , an airliftoperations branch, and an airliftsupport branch. These airlift elements,though consolidated in the ALCC, willcoordinate with various AOC planningand operational elements. The AFCCnormally exercises OPCON of theALCC through the AOC director. Aspart of the AOC director’s staff, the Chief,ALCC, executes theater airlift operationswith assigned forces. The ALCC willcoordinate with the air mobility element(AME, or TACC if no AME isestablished in theater), the jointmovement center (JMC), and theDirector of Mobility Forces(DIRMOBFOR), if designated. In caseswhere the designated JFACC is other thanAir Force, the JFC should task the AFCCto supply the Chief, ALCC, and staff

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personnel with the necessary theaterairlift expertise to function in the JAOCand CAOC.

• Aeromedical Evacuation CoordinationCenter (AECC). The AFCC establishesthis C2 element to coordinateaeromedical evacuation of casualtieswithin the theater. The AECC alignsin the AOC under the ALCC. Itcoordinates medical requirements withairlift capability, assigns medicalmissions to appropriate AE units in thetheater, and monitors patient movements.The AECC coordinates strategic AEsupport directly with the TACC or AME,as appropriate.

• Di rec to r o f Mob i l i t y Forces(DIRMOBFOR). A DIRMOBFORmay be established to assist in thecoordination of airlift issues in thetheater. The DIRMOBFOR willnormally be a senior officer who isfamiliar with the AOR/JOA andpossesses an extensive background inairlift operations. The DIRMOBFORmay be sourced from the theater’sorganizations or be nominated fromUSTRANSCOM or US AtlanticCommand. When established, theDIRMOBFOR serves as thedesignated agent for all airlift issues.The DIRMOBFOR exercises coordinatingauthority between the ALCC, AME, (orTACC, if no AME is deployed), JMC,and the AOC in order to expedite theresolution of airlift problems. ADIRMOBFOR should be selected for allCJCS and Blue Flag exercises as well asanticipated contingencies, and should bedesignated in OPLANs that will employtheater air mobility forces. TheDIRMOBFOR’s duties and authoritywill be as directed by the AFCC orJFACC to satisfy the objectives of theJFC.

b. Theater Airlift Support Organizations.Theater airlift support requirements includethe aerial port coordination, theater airliftliaison officers (TALO), CCTs, and TALCEs.

• Aerial Port Control Center (APCC).Within the AME, the APCC coordinatesand directs aerial port operations.Coordination and direction of theateraerial port operations is the sharedresponsibility of theater and strategicairlift C2 systems. The APCCcoordinates with the ALCC on suchactivities as processing, rigging, packing,onloading, securing, and off-loading.The APCC should normally becollocated with the AME to maximizeits effectiveness.

• TALO. A TALO normally locates witheach Army division and separatebrigades. The TALO is the link betweenthe AOC, the AME, and the Army user.The TALO helps users develop,coordinate, and submit airlift requests.

• CCT. CCTs are small, task-organizedteams of parachutist- and combatdiver-qualified Air Force personneltrained and equipped to control drop andlanding zone air traffic in austere and/orhostile operations. They conductreconnaissance, surveillance, and surveyassessments of potential airfields orassault zones in addition to performinglimited weather observations. Theyremove obstacles or unexplodedordnance with demolitions and placeappropriate markings and navigationalaids. The team is responsible for airtraffic control and drop zone (DZ) orlanding zone (LZ) command, control,and communications. The CCTnormally operates under theatercontrol through the AOC, but it mayfunction as a part of a TALCE. In limitedoperations, the Army and Marine Corps

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may perform the CCT functions for theirrespective DZs and/or LZs.

• Tanker Airlift Control Element.TALCEs are mobile command andcontrol units deployed to supportstrategic and theater air mobilityoperations. When deployed specificallyto support theater air mobility operations,TALCEs may be attached to thecommand of a geographic combatantcommander as an element of the TACS.TACC decisions to position TALCEassets will be based upon strategic andtheater mobility support requirements. Itis the geographic combatant commander’sresponsibility to identify the requirementfor such support.

c. Air Mobility Element. The AMEdeploys to the theater as an extension ofthe AMC TACC , when requested. Itcoordinates with the theater airliftmanagement system and collocates with theAOC (or JAOC and CAOC) wheneverpossible. It provides coordination andinterface of the strategic air mobility system(airlift and air refueling) with the theater airlogistic system. The AME assists and advises

the DIRMOBFOR, when established, onmatters concerning strategic air mobilityassets. AMC retains OPCON of the AMEand will organize and manage the AME tosupport the geographic combatantcommander’s airlift requirements inconsonance with USTRANSCOM’s globalrequirements. The corporate efforts of theAME, ALCC, and the Tanker Cell ensure theseamless execution of air mobility operationsin support of the theater.

11. Aeromedical Evacuation

AE is the air movement of patients undermedical supervision.

a. Mission of AE. AE encompassesmovement from the point of distress tothe initial medical treatment facilityand all ensuing levels of medical care.USCINCTRANS is the DOD managerfor intertheater AE and global medicalregulating. Information on the AE mission,Service component, and common-usersystems, organizations, and command andcontrol procedures is contained in Joint Pub4-02, “Doctrine for Health Service Supportin Joint Operat ions” and Joint Pub

Aeromedical evacuation forces provide patient movement not only betweeninternational locations and CONUS, but also to and from locations within CONUS.

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4-02 .2 , “Joint Tactics, Techniques, andProcedures for Patient Movement in JointOperations.”

b. Common-User System. USTRANSCOMand the geographic combatant commandersperform common-user AE with availableairlift assets. Normally, patients are

evacuated from echelon III to echelonIV and from echelon IV back to CONUSand other echelon V medical treatmentfacilities. However, in selected circumstances,common-user airlift can be apportioned toevacuate patients from as far forward ina theater of operations as the aircraft canoperate.

CHAPTER IIIAIRLIFT PLANNING CONSIDERATIONS

III-1

1. Purpose

This chapter covers airlift planning. Itp rov ides genera l a i r l i f t p lann ingconsiderations, planning considerations forairland and aerial delivery operations deepinto enemy battlespace, and considerationssurrounding airlift response times.

2. Planning Airlift Operations

Planning airlift operations is acomplicated process involving numerousinterdependent functions. These range fromsuch things as ensuring that airlift facilitiesare capable of supporting an operation toselecting the most appropriate airlift for thatoperation. Airlift planners must bethoroughly familiar with each Servicecomponent’s unique airlift capabilities aswell as those of common-user airlift. They

“Nine times out of ten an army has been destroyed because its supply lineshave been severed.”

Douglas MacArthurRemarks to the Joint Chiefs of Staff, 1950

must comprehend the nature of the threat toairlift and coordinate effective threatcountermeasures. Finally, the entire airliftoperation requires detailed planning, toinclude coordination of appropriate airspacecontrol measures and communicationprocedures. The general considerations forairlift planners are listed in Figure III-1 anddescribed below.

a. Airlift Facilities. Successful airliftoperations are often dependent on a networkof facilities, such as air terminals, small austereairfields (SAAFs), LZs, and DZs.

• Air T erminals. Air terminals provideall of an airlift force’s needs. However,their greatest disadvantage is that airterminals are often in limited supply,particularly in lesser-developed regionsof the world.

Successful airlift operations depend on numerous interdependent functions,not the least of which is the air terminal.

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• Small Austere Airfields. In lesserdeveloped regions of the world, theC-17 and C-130 aircraft will use SAAFs.SAAFs are unsophisticated airfields,usually with a short runway, and arelimited in one or a combination of thefollowing; taxiway systems, ramp space,security, MHE, aircraft servicing,

maintenance, navigation aids, weatherobserving sensors, and communications.

• LZs and DZs. When there is no suitableairfield available for an operation, an LZcan be constructed for airland operations,or a DZ can be selected for aerial deliveryoperations.

• Planners must know the capabilities ofeach airlift facility in the theater. Theymust identify the need to develop,rehabilitate, and maintain facilities tomaximize airlift support to jointoperations. This includes constructionof base support systems that can improveboth airlift mission capabilities and theability of airlift aircraft to survive. Thetype and sophistication of a facilitydepends on its location, climate, andengineer support. The supported Servicecomponent is responsible for maintainingforward airlift facilities.

b. Facility Support Forces. Successfulairlift operations depend on varioussupport forces. The supported Servicecomponent is responsible for the movementof personnel and cargo to the onload site andforward after off-loading. When Servicecomponent support is unavailable orinadequate for common-user air l i f toperations, commanders may requestaugmentation by Air Force missionsupport forces. When an operation involvesmultiple components, the geographiccombatant commander should appoint a singlecomponent to coordinate with the host facility,decide resource allocation, and prioritizeonload and off-load operations.

c. Operation of Aerial Ports. Theeffectiveness of airlift is dependent on thenumber and type of aerial ports availablewithin the theater. USTRANSCOM designatespeacetime aerial ports. The geographiccombatant commander designates wartime

Airlift Facilities

Facility Support Forces

Operation of Aerial Ports

Supporting CombatantCommander Responsibilities

Supported CombatantCommander Responsibilities

Onload and Off-loadOperations

Air Base Defense

Joint Airspace Control

Air Corridors

Intelligence

Weather

Threat

Threat Countermeasures

Air Refueling

Communications for DeployingGround Forces

CONSIDERATIONSFOR AIRLIFTPLANNING

Figure III-1. Considerations forAirlift Planning

III-3

Airlift Planning Considerations

and contingency aerial ports in coordinationwith USCINCTRANS and appropriate hostnation (HN) authorities. Aerial portoperations assure the timely and effectivemovement of personnel and materiel intoand across the theater. A lack of aerial portsand ground support personnel can seriouslyconstrain cargo throughput operations.

• Supporting Combatant CommanderResponsibilities. Certain situations mayrequire that a geographic combatantcommander support another combatantcommander. This support may rangefrom the deployment of forces and enroute basing activities to the provision

of sustainment. Regardless of themission, the supporting combatantcommander should establish amovement control system capable ofinterfacing with USTRANSCOM’s andthe supported combatant commander’smovement control systems. A JMC, withsupporting component movement cells,can be used to manage all moves andassures compliance with the supportedcombatant commander’s priorities. Fordeployments to another theater, thesupporting combatant commander

should establish APOD activities, whichcould include an Arrival and/orDeparture Airfield Control Group (A/DACG) and other movement controlorganizations. When two or moreServices deploy simultaneously, thesupporting commander designates whichService component will operate thesupporting A/DACG. The CJCS, incoordination with the Chiefs of theServices, will designate A/DACGopera tors when no combatantcommander is present in CONUS.

• Supported Combatant CommanderResponsibilities. The supported

commander assures that USCINCTRANSclearly understands the theater’sstrategic airlift requirements . Tofacilitate this process, the theater JMCmust have a communication link with thestrategic movement system. JOPES canprovide that connectivity. The supportedcommander establishes APOD supportactivities, which will include A/DACGand may include Air Terminal MovementControl Teams (ATMCT). Thesupported commander is responsible forcargo preparation, documentation,

Efficient airlift operations are highly dependent on ground handlingequipment and personnel.

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Figure III-2. Requirements for Effective Aerial Port Operations

uploading or off-loading for onwardor retrograde movement (when aerialport functions are unavailable), andclearing cargo and personnel from theAPOD. During MOOTW, the supportedcommander will designate whichService component will assume theseresponsibilities. When two or moreServices deploy simultaneously, thesupported commander designates whichService component will operate each A/DACG.

• The Services will determine the needfor a Personnel Assistance Point at theAPOD during crisis or contingencyredeployments. These elements shouldbe staffed with personnel trained toresolve personnel and administrativeproblems and transportation and logisticsupport not provided or available fromother elements at the aerial ports. Thiselement is responsible for processing and

onward movement of personnel arrivingat the aerial port.

d. Onload and Off-load Operations.Effective cargo marshalling area clearance atairlift facilities can minimize airfield, DZ orLZ congestion. Early in the planning processthe supported unit’s movement controlorganization must coordinate thedistribution of cargo with airfieldoperators. The geographic combatantcommander may require the dominantsupported component to establish anA/DACG. In cases involving an Armydominant force, the geographic combatantcommander may place an ATMCT at theairfield in addition to the A/DACG. TheA/DACG must coordinate its activities withthe AME or TACC, ALCC and local MSTs.This interface speeds the movement of cargothrough the airport, LZ or DZ. Effective aerialport operations normally require the itemslisted in Figure III-2.

Materials handling equipment compatible with theaircraft and with surface transport vehicles

Surface and/or air transport for forward movementof cargo and passengers

Airfield ramp space to process transiting aircraft

Warehouse and repacking facilities to handlearriving and departing cargo

A receiving yard to store cargo temporarily

Remote hazardous and/or explosive cargo handling,storage, and aircraft parking areas

REQUIREMENTS FOR EFFECTIVE AERIALPORT OPERATIONS

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Airlift Planning Considerations

surface action groups and major groundforces.

• Enemy air defense detection capabilities,reaction times, and engagement rules.

• Enemy electronic jamming capabilities.

• Airfield, DZ or LZ information for thearea of operations.

• Vulnerability of potential DZ or LZ toenemy surface-to-surface weapons.

• Maps, charts, and imagery to supportairlift mission planning and execution.

• Possible location of friendly air corridors.

• Directed energy weapons and nuclear,biological, and chemical threats.

• Vulnerabilities to information andinformation systems that supportplanning of airlift operations.

i. Weather. Weather planning for anairlift operation should include forecastsfrom departure through recovery, withspecial attention given to departure, route, andobjective area cloud bases, percent of moonillumination, visibilities, precipitation, andwinds.

j. Threat. Airlift aircraft are veryvulnerable to hostile actions. Large fixed-wing airlift aircraft have significant radarsignatures and lack maneuverability, andmany have no onboard defensive systems.Additionally, they fly at relatively slowairspeeds, prolonging their exposure to attack.Their size prevents sheltering and makeseffective ground concealment and deceptiondifficult. Small fixed-wing airlift aircraft andhelicopters have smaller radar signatures andare easier to conceal on the ground, but arestill very vulnerable to enemy action.

e. Air Base Defense. All echelons mustplan for air base defense to protect airliftaircraft, aircrews, support personnel, andbase facilities. This may include protectionagainst conventional air-to-surface munitions,nuclear, chemical, and biological weapons,and unconventional warfare forces. Air basedefense is a rear area command responsibilityaddressed in Joint Pub 3-10.1, “Joint Tactics,Techniques, and Procedures for BaseDefense.”

f. Joint Airspace Control. Airlift plansmust integrate international, HN, andmilitary airspace control procedures andregulations. Joint Pub 3-52, “Doctrine forJoint Airspace Control in the Combat Zone,”addresses airspace control at the operationallevel of war. It lists organizational structuresand responsibilities within a theater.

g. Air Corridors. At times, airliftoperations require secure air corridors. Thesemay be shared with other air missions.Regardless, the use of a corridor requiresclose coordination between the joint forceACA, area air defense commander, AOC,battlefield coordination element, TACC,AME, and all other involved joint forcecomponent ground and aviation elements.Frequent changing of corridors may benecessary, depending on the threat.

h. Intelligence. Timely intelligence isessential to airlift mission planning. Airliftoperations require considerable intelligencesupport to reduce their vulnerability. Criticalinformation includes the following.

• Latest order of battle data, as well asdisposition of a potential enemyIntegrated Air Defense System, toinclude early warning and groundcontrolled intercept sites, passivedetection systems, surface-to-air missiles,anti-aircraft artillery, and interceptoraircraft as well as locations of large naval

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k. Threat Countermeasures. Active andpassive countermeasures to threats againstairlift may be required.

• Active protective measures range fromforce protection packages to aircraft self-defense systems. Force protectionpackages include such things as fighterescort, stand-off jamming, groundsupport to clear a corridor of threats, andsuppression of enemy air defenses(SEAD). Self-defense systems includethe use of devices such as onboardwarning receivers, flare dispensers, andchaff dispensers.

• Passive measures include such things asmultisource tactical systems, air basedefense, route and altitude selection,reduced ground times, dispersed aircraftbasing, counterintelligence force

projection operations, and operating atnight or in adverse weather.

l. Air Refueling. The amount of cargoand distances involved in strategic airliftoperations make air refueling an attractiveoption in most situations, and an essentialoption in others. Air refueling reducesthe aircraft’s initial fuel requirement,allows for heavier loads, increases aircraftrange, and reduces the requirementf o r refueling and extended ground timeat a forward operations base (FOB). Airrefueling is also useful when FOBs haven o (or l imited) ground refuelingcapability and post-offload recovery basesin the region have limited refueling capability.Air refueling will allow aircraft to overfly thelimited capability bases and recover at moresuitable airfields that possess sufficientrefueling capability.

AIR REFUELING - THE FORCE MULTIPLIER

The tremendous productivity of the airlifters during Operations DESERTSHIELD and DESERT STORM would have been less impressive were it not forthe synergistic interaction of tankers and transports. Modification in the 1970sadded air refueling capability to transport aircraft. This had substantial effecton readiness, rapid deployment, and the sustainment of forces to the theater.In the first few weeks of the deployment, as many as 16 percent of the airliftmissions were aerial refueled for non-stop flights. S ometimes the C-5s andC-141s were aerial refueled by tankers just before landing or shortly after takingoff to help reduce refueling congestion at the APOD in the theater. This actionalso helped ease the shortage of refueling points and parking space at theairfields.

KC-10 and KC-135 tanker aircraft also played a vital role in cargo and passengermovement. These aircraft moved more than 4,800 tons of cargo and morethan 14,200 passengers to support strategic bomber and tanker operationsalone. Part of this effort was conducted by shuttles established on a scheduledbasis to improve resupply efforts to the Pacific, European, and SWA theaters.Additionally, KC-10s transported more than 1,600 tons of cargo and more than2,500 passengers in a dual-role capacity for USAF and USMC fighter unit moves,providing refueling support and airlift for the units on the same sorties. Finally,up to 20 KC-10s also were assigned for pure airlift sorties, moving more than3,800 tons of cargo and more than 4,900 passengers in this capacity.

The importance of air refueling to Operations DESERT SHIELD and DESERTSTORM went far beyond airlift support. Over 300 KC-135s and KC-10s were

III-7

Airlift Planning Considerations

used during Operation DESERT SHIELD; they flew more than 17,000 sorties,to include more than 11,500 air refueling sorties and nearly 75,000 hours;refueled more than 33,000 receivers, including 5,500 Navy and USMC aircraftwith nearly 70 million gallons of fuel in six months. Tankers surpassed thiseffort during the six weeks of Operation DESERT STORM when they flew almost17,000 sorties (more than 15,000 of these air refueling sorties) logged morethan 66,000 hours, and refueled almost 52,000 aircraft with more than 125million gallons of fuel. Approximately 12 percent of the fuel and 17 percent ofthe sorties supported the Navy and USMC. It is interesting to note that nearlyevery air-refueling capable aircraft used USAF tankers at some point duringthe war.

SOURCE: DOD Report to Congress,Conduct of the Persian Gulf W ar, April 1992

m. Communications for Deploying GroundForces. Secure en route communicationpackages (SECOMP) provide groundcommanders, embarked on airlift aircraft,secure communications while en route to anobjective area. These can be installed inaircraft in addition to existing onboard aircraftradios. SECOMP provides the embarkedground force commander with the ability totalk with ground force subordinatecommanders flying in different aircraft, theobjective area, the departure airfield,intermediate staging bases (ISB), airbornecommand posts, and higher headquarters. TheJoint Communications Support Element(JCSE) provides this capability via CJCSMemorandum of Policy No. 3, “CJCSControlled Tactical Communications Assets.”The use of SECOMP must be coordinatedwith the command providing airlift. In theevent that JCSE equipment is not available,the deploying commander may use SECOMPand hatch-mount antennas from his ownresources.

3. Airland Operations

In most situations, airland is the preferredmethod of airlift delivery. However, itrequires suitable airfields and relatively low-threat levels. When planning airlandoperations, consideration should be given,but not limited, to the following.

a. The Tactical Situation

• The duration and location of theoperation.

• The location of suitable airfields, supplybases, and FOBs.

• The type and amount of cargo orpersonnel for delivery.

• Desired phasing of forces into theoperation.

• Expected conventional and nonconventionalthreat throughout the mission.

• Weather conditions.

b. Mission Requirements

• Airlift assets available, including thenumber and type of aircraft and crews.

• The protection of aircraft.

• Aircrew survival measures, includingescape and evasion points, routes,corridors, and safe haven locations.

• Aircraft servicing, maintenance, anddamage repair capabilities.

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• Airfield onload and off-load capabilities.

• Transportation capabilities to distributethe cargo or personnel to their finaldestination.

• MHE support.

c. Air Direct Delivery. Air direct deliveryis a strategic airlift mission, which avoids atheater airlift transshipment in conjunctionwith the strategic airlift, by delivering to aforward airfield which is close to the payload’sfinal destination. Air direct delivery shortensin-transit time, reduces congestion at mainoperating bases, and enhances sustainment offorward forces. Congested airspace, exposureto enemy threats, and potential fratricide aremajor concerns in air direct delivery.Increased air direct delivery capabilities andrequirements require that all Servicesreevaluate their ability to accept deliveries inforward areas. APODs may split into severalsmaller forward operating bases. Supportedcommanders may be required to do some ofthe terminal airhead operations normallyperformed by Air Force personnel.Considerations in selecting air direct deliveryinclude the following.

• Ground Plan.

• Suppression of enemy air defenses.

• Proximity and capability of airfields atdestination.

• Off-load capability at destination airfieldto include the need for additional MHEand logistic personnel.

• The ground force package may bedesigned for delivery from CONUS toforward areas. Light forces have limitedorganic transportation capability.

d. Command, Control, Communications,Computer, and Intelligence InterfacesWithin and Among the Service Components.Timely exchange of information among theService components is critical to airliftoperations. This includes the following.

• Map, chart, and imagery requirements.

• Airspace coordination and managementrequirements.

• TALCE, CCT, TALO, and ground forceassault team requirements.

• Unique requirements such as security andcommand, control, and communicationsfor nuclear weapons. The Joint Pub 6series of manuals specify theserequirements.

4. Aerial Delivery Operations

Depending on the tactical situation,planners may consider delivery of personneland equipment by aerial delivery. Aerialdelivery planners should include, but notlimit, consideration of the factors listed forairland operations as well those listed inFigure III-3. For more information on aerialdelivery operations, see Joint Pub 3-17, “JTTPfor Theater Airlift Operations,” Chapter 6.

5. Operations Deep Into EnemyBattlespace

These operations require a high level oftraining as well as an extensive amount oftime to plan and coordinate. When timepermits, forces should plan and practice everydetail of the operation. They should developcontingency plans to counter expected threats.Mission planners should review organicequipment capabilities, support requirements,expected attrition, and uncertainties of

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Airlift Planning Considerations

operating conditions. Airlift missions insupport of these operations include thefollowing challenges.

a. Airlift may provide the only support forforce insertion, sustainment, and extraction.

b. Deep operations may involve largenumbers of aircraft, airspace congestion,

PLANNING CONSIDERATIONS FOR AERIALDELIVERY OPERATIONS

Aircraft availability and capability

Aircrew requirements

Rigging requirements

Rigging facility requirements

Rigging facility proximity to the airfield

Overhead crane and materials handling equipmentrequirements

The recovery of rigging materiel

Drop zone and surrounding area imagery requirements

Cross - loading requirements

Drop zone access

Height of terrain and obstacles in the vicinity of the dropzone

Staging base(s) to hold loaded aircraft

Degradation of airland capability before and after thedrop

significant potential for exposure to enemythreats, and potential for friendly fire.

c. Operations and communications securityare critical to the success of airlift operations.The use of secure communications and offlineencryption of voice transmissions is essential.

Figure III-3. Planning Considerations for Aerial Delivery Operations

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d. Planners must identify weaknesses inthe enemy’s air defense and implement threatavoidance measures where practical.

e. The supported force selects and preparesISB, DZ or LZ.

f. The logistic support of a deep operationmay have special packaging and deliveryrequirements.

6. Airlift Response Times

a. Response Factors. Airlift response timeis the total time required to fulfill a taskedtransportation requirement. Airlift responsetime is dependent on numerous interrelatedfactors.

• Mission priority.

• Availability of cargo for loading.

• Availability and suitability of airfields,LZ or DZ.

• Availability and suitability of personnelto operate the airfields, LZ or DZ.

• The nature of the expected threatthroughout the mission.

• Airspace limitations.

• Mission planning and force packaging(such as SEAD, fighter escort)requirements based on the threat.

• Availability of aircraft, aircrews, loadingcrews, and MHE.

• Weather conditions.

• Availability of mission support teams.

• Time to coordinate diplomatic clearancesand radio frequency authorizations.

• Access to timely, accurate, and relevantinformation to coordinate airliftoperations.

b. Actions that Decrease Response Time.Actions that may decrease response timeinclude the following.

• Conducting advanced mission planning.

•• Reserving airspace.

•• Preparing and coordinating forcepackages.

•• Surveying airfields, LZ or DZ forpossible use.

•• Briefing aircrews on mission detailsand pertinent intelligence information.

•• Coordinating and receiving space-based information.

•• Augmenting the supportedcommander’s battle staff withUSTRANSCOM liaisons to expediteplanning and coordination.

• Coordinating the mission with theappropriate ground support elements.

• Placing crews, aircraft, and otherelements on alert status.

• Rigging loads and positioning them atan onload site.

• Dedicating airlift resources to support aspecific operation.

• Air Refueling.

APPENDIX AREFERENCES

A-1

The development of Joint Pub 4-01.1 is based upon the following primary references.

1. National Security Decision Directive Number 280, 24 June 1987, “National Airlift Policy.”

2. Executive Order 12148, 20 July 1979, “Federal Emergency Management.”

3. Secretary of Defense memorandum, 14 February 1992, “Strengthening Department ofDefense Transportation Functions.”

4. DOD Directive 4500.9, “Transportation and Traffic Management.”

5. DOD 4500.32-R, “Military Standard Transportation and Movement Procedures.”

6. DOD Directive 4500.43, “Operational Support Airlift.”

7. DOD 4515.13-R, “Air Transportation Eligibility.”

8. DOD Directive 5100.1, “Functions of the Department of Defense and its MajorComponents.”

9. DOD Directive 5154.6, “Armed Service Medical Regulating.”

10. DOD Directive 5158.4, “United States Transportation Command.”

11. MCM-144-93, “Implementation of the Unified Command Plan.”

12. CM-1502-92, “A Doctrinal Statement of Selected Joint Operational Concepts.”

13. Joint Pub 0-2, “Unified Action Armed Forces (UNAAF).”

14. Joint Pub 1-01, “Joint Publication System, Joint Doctrine and Joint Tactics, Techniques,and Procedures Development Program.”

15. Joint Pub 1-02, “DOD Dictionary of Military and Associated Terms.”

16. Joint Pub 3-0, “Doctrine for Joint Operations.”

17. Joint Pub 3-02, “Joint Doctrine for Amphibious Operations.”

18. Joint Pub 3-05, “Doctrine for Joint Special Operations.”

19. Joint Pub 3-10.1, “Joint Tactics, Techniques, and Procedures for Base Defense.”

20. Joint Pub 3-17, “Joint Tactics, Techniques, and Procedures for Theater AirliftOperations.”

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21. Joint Pub 3-52, “Doctrine for Joint Airspace Control in the Combat Zone.”

22. Joint Pub 3-56.1, “Command and Control for Joint Air Operations.”

23. Joint Pub 4-0, “Doctrine for Logistic Support of Joint Operations.”

24. Joint Pub 4-01, “Joint Doctrine for the Defense Transportation System.”

25. Joint Pub 4-01.3, “Joint Tactics, Techniques, and Procedures for Movement Control.”

26. Joint Pub 4-02, “Doctrine for Health Service Support in Joint Operations.”

27. Joint Pub 4-02.2, “Joint Tactics, Techniques, and Procedures for Patient Evacuation inJoint Operations.”

28. Joint Pub 5-03.1, “Joint Operation Planning and Execution System, Vol I, (PlanningPolicies and Procedures).”

29. Joint Pub 5-03.2, “Joint Operation Planning and Execution System, Vol II, (Planningand Execution Formats and Guidance).”

30. Joint Pub 5-03.21, “Joint Operation Planning and Execution System, Vol II, (Planningand Execution Formats and Guidance).” (Secret Supplement)

31. Joint Pub 5-03.3, “Joint Operation Planning and Execution System, Vol III, (ADPSupport).”

32. CJCS MOP #3, “CJCS Controlled Tactical Communications Assets.”

33. CJCSM 3122.02, “Manual for Time-Phased Force and Deployment Data (TPFDD)Development and Deployment Execution.”

34. FM 100-5, “Operations.”

35. NWP 1, “Strategic Concepts of the Navy”

36. NWP 8, “Command and Control.”

37. AFM 1-1, “Basic Aerospace Doctrine.”

38. AFDD 30, “Airlift Operations.”

39. AFR 76-6/FM 55-12/FMFM 4-6/OPNAV Inst. 4630.27A “Movement of Units in AirForce Aircraft.”

40. FM 90-25/FMFRP 5-33/MACP 55-35, “Airlift for Combat Operations.”

41. FM 100-27/FMFM 4-61/AFM 2-50, “Doctrine for Multi-Service Air Movement.”

APPENDIX BADMINISTRATIVE INSTRUCTIONS

B-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to theJoint Warfighting Center, Attn: Doctrine Division, Fenwick Road, Bldg 96, Fort Monroe,VA 23651-5000. These comments should address content (accuracy, usefulness,consistency, and organization), writing, and appearance.

2. Authorship

The lead agent for this publication is the United States Transportation Command. TheJoint Staff doctrine sponsor for this publication is the Director for Logistics (J-4).

3. Change Recommendations

a. Recommendations for urgent changes to this publication should be submitted:

TO: USTRANSCOM SCOTT AFB IL//TCJ5-S//INFO: JOINT STAFF WASHINGTON DC//J7-JDD//

Routine changes should be submitted to the Director for Operational Plans andInteroperability (J-7), JDD, 7000 Joint Staff Pentagon, Washington, D.C. 20318-7000.

b. When a Joint Staff directorate submits a proposal to the Chairman of the JointChiefs of Staff that would change source document information reflected in thispublication, that directorate will include a proposed change to this publication as anenclosure to its proposal. The Military Services and other organizations are requestedto notify the Director, J-7, Joint Staff, when changes to source documents reflected inthis publication are initiated.

c. Record of Changes:

CHANGE COPY DATE OF DATE POSTEDNUMBER NUMBER CHANGE ENTERED BY REMARKS__________________________________________________________________________________________________________________________________________________________________________________________________________________

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4. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters.

b. Only approved pubs and test pubs are releasable outside the combatant commands,Services, and Joint Staff. Release of any classified joint publication to foreigngovernments or foreign nationals must be requested through the local embassy (DefenseAttache Office) to DIA Foreign Liaison Office, PSS, Room 1A674, Pentagon,Washington, D.C. 20301-7400.

c. Additional copies should be obtained from the Military Service assignedadministrative support responsibility by DOD Directive 5100.3, 1 November 1988,“Support of the Headquarters of Unified, Specified, and Subordinate Joint Commands.”

By Military Services:

Army: US Army AG Publication Center2800 Eastern BoulevardBaltimore, MD 21220-2898

Air Force: Air Force Publications Distribution Center2800 Eastern BoulevardBaltimore, MD 21220-2896

Navy: CO, Naval Inventory Control Point700 Robbins AvenueBldg 1, Customer ServicePhiladelphia, PA 19111-5099

Marine Corps: Marine Corps Logistics BaseAlbany, GA 31704-5000

Coast Guard: Coast Guard Headquarters, COMDT (G-OPD)2100 2nd Street, SWWashington, D.C. 20593-0001

d. Local reproduction is authorized and access to unclassified publications isunrestricted. However, access to and reproduction authorization for classified jointpublications must be in accordance with DOD Regulation 5200.1-R.

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and CINCS

Includes scope of project,references, milestones,and who will developdrafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can beService, CINC, or JointStaff (JS) Directorate

STEP #2Program Directive

l

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The CINCS receive the pub andbegin to assess it during use

18 to 24 months followingpublication, the Director J-7, willsolicit a written report from thecombatant commands andServices on the utility and qualityof each pub and the need for anyurgent changes or earlier-than-scheduled revisions

No later than 5 years afterdevelopment, each pub is revised

STEP #5Assessments/Revision

l

l

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Submitted by Services, CINCS, or Joint Staffto fill extant operational void

J-7 validates requirement with Services andCINCs

J-7 initiates Program Directive

l

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STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchyas shown in the chart above. is in the series of joint doctrine publications.The diagram below illustrates an overview of the development process:

Joint Pub 4-01.1 Logistics

JOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT PUB 1-0

PERSONNELand

ADMINISTRATION

JOINT PUB 3-0 JOINT PUB 5-0 JOINT PUB 6-0

OPERATIONS C4 SYSTEMSPLANS

JOINT PUB 0-2

JOINT PUB 1

UNAAF

JOINTWARFARE

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to Joint Staff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub forcoordination with Services and CINCS

Joint Staff conducts formalstaffing for approval as a Joint Publication

STEP #4CJCS Approval

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Lead Agent selects Primary Review Authority(PRA) to develop the pub

PRA develops two draft pubs

PRA staffs each draft with CINCS, Services,and Joint Staff

l

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STEP #3Two Drafts

ENHANCEDJOINT

WARFIGHTINGCAPABILITY

INTELLIGENCE

JOINT PUB 2-0

LOGISTICS

JOINT PUB 4-0

GLOSSARYPART I—ABBREVIATIONS AND ACRONYMS

GL-1

ACA airspace control authorityACC Air Combat CommandACF air contingency forceACP airspace control planA/DACG arrival/departure airfield control groupAE aeromedical evacuationAECC Aeromedical Evacuation Coordination CenterAES aeromedical evacuation systemAFCC Air Force component commanderALCC airlift coordination cellAMC Air Mobility CommandAME air mobility elementAMX air mobility expressAOC air operations centerAOR area of responsibilityAPCC aerial port control centerAPOD aerial port of debarkationATMCT air terminal movement control team

C2 command and controlCAOC combat air operations centerCCT combat control teamCJCS Chairman of the Joint Chiefs of StaffCOCOM combatant command (command authority)CONUS continental United StatesCRAF Civil Reserve Air Fleet

DIRMOBFOR Director of Mobility ForcesDOD Department of DefenseDZ drop zone

FOB forward operations base

GDSS Global Decision Support SystemGTN Global Transportation Network

HN host nation

ISB intermediate staging base

JAOC joint air operations centerJCSE Joint Communications Support ElementJFACC joint force air component commanderJFC joint force commander

JMC joint movement centerJOA joint operations areaJOPES Joint Operation Planning and Execution SystemJSCP Joint Strategic Capabilities PlanJTB Joint Transportation BoardJTTP joint tactics, techniques, and procedures

LZ landing zone

MHE materials handling equipmentMOOTW military operations other than warMPF maritime prepositioning forceMSC Military Sealift CommandMSF mission support forceMST mission support teamMTMC Military Traffic Management Command

NCA National Command Authorities

OPCON operational controlOPLAN operation plan

SAAF small austere airfieldSAAM special assignment airlift missionSAF Secretary of the Air ForceSEAD suppression of enemy air defensesSECOMP secure en route communications packageSOF special operations forces

TACC Tanker/Airlift Control Center (USAF)TACS Theater Air Control SystemTALCE tanker airlift control elementTALO theater airlift liaison officerTCC Transportation Component CommandTPFDD time-phased force and deployment data

USC United State CodeUSCINCTRANS Commander in Chief, United States Transportation CommandUSTRANSCOM US Transportation Command

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Glossary

Joint Pub 4-01.1

aerial port. An airfield that has beendesignated for the sustained air movementof personnel and materiel, and to serve asan authorized port for entrance into ordeparture from the country in whichlocated. (Joint Pub 1-02)

aeromedical evacuation. The movement ofpatients under medical supervision to andbetween medical treatment facilities by airtransportation. (Joint Pub 1-02)

aeromedical evacuation coordinationcenter. A coordination center, within thejoint air operations center’s airliftcoordination cell, which monitors allactivities related to aeromedical evacuation(AE) operations execution. It manages themedical aspects of the AE mission andserves as the net control station for AEcommunications. It coordinates medicalrequirements with airlift capability, assignsmedical missions to the appropriate AEelements, and monitors patient movementactivities. Also called AECC. (Uponapproval of this publication, this term andits definition will modify the existing termand its definition and will be included inJoint Pub 1-02).

aeromedical evacuation system. A systemthat provides: a) control of patientmovement by air transport; b) specializedmedical attendants and equipment forinflight medical care; c) facilities on or inthe vicinity of air strips and air bases, forthe limited medical care of in-transitpatients entering, en route via, or leavingthe system; and d) communications withoriginating, destination, and en routemedical facilities concerning patienttransportation. (Joint Pub 1-02)

airborne operation. An operation involvingthe air movement into an objective area ofcombat forces and their logistic support forexecution of a tactical or a strategic mission.The means employed may be anycombination of airborne units, airtransportable units, and types of transportaircraft, depending on the mission and theoverall situation. (Joint Pub 1-02)

air direct delivery. The strategic airmovement of cargo or personnel from anairlift point of embarkation to a point asclose as practicable to the user’s specifiedfinal destination, thereby minimizingtransshipment requirements. Air directdelivery eliminates the traditional Air Forcetwo step strategic and theater airlifttransshipment mission mix. (Joint Pub1-02)

airdrop. The unloading of personnel ormateriel from aircraft in flight. (Joint Pub1-02)

air landed. Moved by air and disembarked,or unloaded, after the aircraft has landed orwhile a helicopter is hovering. (Joint Pub1-02)

airlift capability. The total capacityexpressed in terms of number of passengersand/or weight/cubic displacement of cargothat can be carried at any one time to a givendestination by available airlift. (Joint Pub1-02)

airlift coordination cell. A cell within theair operations center which plans,coordinates, manages, and executes theaterairlift operations in the area of responsibilityor joint operations area. Normally consists

PART II—TERMS AND DEFINITIONS

GL-3

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Glossary

Joint Pub 4-01.1

of an airlift plans branch, an airliftoperations branch, and an airlift supportbranch. Also called ALCC. (Uponapproval of this publication, this term andits definition will modify the existing termand its definition and will be included inJoint Pub 1-02).

airlift requirement. The total number ofpassengers and/or weight/cubicdisplacement of cargo required to be carriedby air for a specific task. (Joint Pub 1-02)

air mobility element. The air mobilityelement is an extension of the Air MobilityCommand Tanker Airlift Control Centerdeployed to a theater when requested bythe geographic combatant commander. Itcoordinates strategic airlift operations withthe theater airlift management system andcollocates with the air operations centerwhenever possible. Also called AME.(Joint Pub 1-02)

allocation (transportation). Apportionmentby designated authority of availabletransport capability to users. (Joint Pub1-02)

apportionment. In the general sense,distribution for planning of limitedresources among competing requirements.Specific apportionments (e.g., air sortiesand forces for planning) are described asapportionment of air sorties and forces forplanning, etc. (Joint Pub 1-02)

area of responsibility. 1) The geographicalarea associated with a combatant commandwithin which a combatant commander hasauthority to plan and conduct operations.2) In naval usage, a predefined area ofenemy terrain for which supporting shipsare responsible for covering by fire onknown targets or targets of opportunity andby observation. Also called AOR. (JointPub 1-02)

channel airlift. Common-user airlift serviceprovided on a scheduled basis between twopoints. (Joint Pub 1-02)

civil reserve air fleet. A program in whichthe Department of Defense uses aircraftowned by a US entity or citizen. Theaircraft are allocated by the Department ofTransportation to augment the militaryairlift capability of the Department ofDefense. These aircraft are allocated, inaccordance with DOD requirements, tosegments, according to their capabilities,such as Long-Range International (cargoand passenger), Short-Range International,Domestic, Alaskan, Aeromedical, and othersegments as may be mutually agreed uponby the Department of Defense and theDepartment of Transportation. CRAF canbe incrementally activated by theDepartment of Defense in three stages inresponse to defense-oriented situations, upto and including a declared nationalemergency or war, to satisfy DOD airliftrequirements. When activated, CRAFaircraft are under the mission control of theDepartment of Defense while remaining acivil resource under the OPCON of theresponsible US entity or citizen. a. CRAFStage I. This stage involves DOD use ofcivil air resources that air carriers willfurnish to the Department of Defense tosupport substantially expanded peacetimemilitary airlift requirements. TheCommander in Chief, US TransportationCommand (USCINCTRANS), with theapproval of the Secretary of Defense, mayactivate this stage and assume missioncontrol of those airlift assets committed toCRAF Stage I. b. CRAF Stage II. Thisstage involves DOD use of civil airresources that the air carriers will furnishto Department of Defense in a time ofdefense airlift emergency. USCINCTRANS,with the approval of the Secretary ofDefense, may activate this stage and assumemission control of those airlift assetscommitted to CRAF Stage II. c. CRAF

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Glossary

Stage III. This stage involves Departmentof Defense use of civil air resources ownedby a US entity or citizen that the air carrierswill furnish to the DOD in a time of declarednational defense-oriented emergency orwar, or when otherwise necessary for thenational defense. The Secretary of Defensedirects USCINCTRANS to activate thisstage and assume mission control of thoseairlift assets committed to CRAF Stage III.Also called CRAF. (This term and itsdefinition are provided for information andare approved for inclusion in the next editionof Joint Pub 1-02 by Joint Pub 4-01).

common user airlift service. The airliftservice provided on a common basis for allDOD agencies and, as authorized, for otheragencies of the US Government. (Joint Pub1-02)

director of mobility forces. Normally asenior officer who is familiar with the areaof responsibility or joint operations area andpossesses an extensive background in airliftoperations. When established, the directorof mobility forces serves as the designatedagent for all airlift issues in the area ofresponsibility or joint operations area, andfor other duties as directed. The director ofmobility forces exercises coordinatingauthority between the airlift coordinationcell, the air mobility element, the TankerAirlift Control Center, the joint movementcenter, and the air operations center in orderto expedite the resolution of airliftproblems. The director of mobility forcesmay be sourced from the theater ’sorganizations, United States TransportationCommand, or United States AtlanticCommand. Also called DIRMOBFOR.(Approved for inclusion in the next editionof Joint Pub 1-02).

force tracking. The identification of units andtheir specific modes of transport duringmovement to an objective area. (Joint Pub1-02)

global transportation network. Theautomated support necessary to enableUSTRANSCOM and its components toprovide global transportation management.The global transportation network providesthe integrated transportation data andsystems necessary to accomplish globaltransportation planning, command andcontrol, and intransit visibility across therange of military operations. Also calledGTN. (This term and its definition areprovided for information and are approvedfor inclusion in the next edition of JointPub 1-02 by Joint Pub 4-01).

host nation. A nation which receives theforces and/or supplies of allied nations and/or NATO organizations to be located on, tooperate in, or to transit through its territory.(Joint Pub 1-02)

host-nation support. Civil and/or militaryassistance rendered by a nation to foreignforces within its territory during peacetime,crises or emergencies, or war based onagreements mutually concluded betweennations. (Joint Pub 1-02)

small austere airfield. Unsophisticatedairfield, usually with a short runway, thatis limited in one or a combination of thefollowing: taxiway systems, ramp space,security, materials handling equipment,aircraft servicing, maintenance, navigationaids, weather observing sensors, andcommunications. Also called SAAF.(Approved for inclusion in the next editionof Joint Pub 1-02).

special operations. Operations conducted byspecially organized, trained, and equippedmilitary and paramilitary forces to achievemilitary, political, economic, orpsychological objectives by unconventionalmilitary means in hostile, denied, orpolitically sensitive areas. These operationsare conducted during peacetimecompetition, conflict, and war,

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Glossary

Joint Pub 4-01.1

independently or in coordination withoperations of conventional, nonspecialoperations forces. Political-militaryconsiderations frequently shape specialoperations, requiring clandestine, covert, orlow visibility techniques and oversight atthe national level. Special operations differfrom conventional operations in degree ofphysical and political risk, operationaltechniques, mode of employment,independence from friendly support, anddependence on detailed operationalintelligence and indigenous assets. Alsocalled SO. (Joint Pub 1-02)

strategic airlift. The common-user airliftlinking theaters to the continental UnitedStates (CONUS) and to other theaters aswell as the airlift within CONUS. Theseairlift assets are assigned to the Commanderin Chief, United States TransportationCommand. Due to the intertheater rangesusually involved, strategic airlift is normallycomprised of the heavy, longer range,intercontinental airlift assets but may beaugmented with shorter range aircraft whenrequired. Also called intertheater airlift(Approved for inclusion in the next editionof Joint Pub 1-02).

theater airlift. That airlift assigned orattached to a combatant commander otherthan Commander in Chief, USTransportation Command, which providesair movement and delivery of personnel andequipment directly into objective areasthrough air landing, airdrop, extraction, orother delivery techniques; and the airlogistic support of all theater forces,including those engaged in combatoperations, to meet specific theaterobjectives and requirements. Also calledintratheater airlift. (Approved for inclusion

in the next edition of Joint Pub 1-02).

transportation component command. Theth ree componen t commands o fUSTRANSCOM: Air Force Air MobilityCommand, Navy Military SealiftCommand, and Army Military TrafficManagement Command. Each transportationcomponent command remains a majorcommand of its parent Service andcontinues to organize, train, and equip itsforces as specified by law. Eachtransportation component command alsocontinues to perform Service-uniquemissions. Also called TCC. (Joint Pub1-02)