of the MOCC. Sufficient communication equipment must be located in the MOCC to ensure the continuing flow of information to and from the MOCC. External and internal communications to and from the MOCC are essential to a successful embarkation evolution.
The actual loading of vessels or aircraft is the responsibility of the embarkation officer of the deploying unit, and the combat cargo officer of a ship, or the departure airfield control group (DACG). Actual aircraft loading is made with the U.S. Air Force ALCE for aircraft. The MOCC must be kept informed as to the progress of loading by the embarkation staff. This enables the MOCC to file the required reports with higher authorities.
A preplanned checklist that indicates the responsibilities of each staff member in the NCF unit forms the basis for reporting to the MOCC and for display of status information. See figure 4-7, which shows a mount-out checklist for the company commanders. Figure 4-8 shows a mount-out for the project officer or chief. Each staff member in a department of an embarkation unit should have a copy of the checklist. Each item on this checklist should be reported when it is due, along with any other information that could have an impact on the organization. Any information you are uncertain about regarding its value to the MOCC should be resolved in favor of reporting. It is impossible to have an MOCC that is too well informed.
An airlift can be affected adversely by weather, enemy air superiority, and airfield limitations (some airfields are not able to handle every type of cargo aircraft). Still, movement by airlift offers commanders distinct advantages, and the demand far exceeds current capabilities. An airlift is essential when the rapid response to a threat halfway around the world may govern the outcome of a confrontation. The aircraft load planner must be familiar with each type of aircraft that may be used during inter-theater and intra-theater operations. The planner must anticipate changes in the allowable cabin load, types of aircraft, and unit destinations (facilities available). Other consideration include CESE air certification on one type of aircraft and not another, hazardous cargo limitations (as stated in AFR 71-4/NAVSUP 505,
Packaging of Materials, volumes 1 and 2), and other variables. An airlift provides the means for commanders to achieve mission success. The mobility an airlift provides affects the strategy of tactical forces, and permits those forces to move quickly into the battle area. With an airlift, forces can easily and rapidly cross such barriers as water, mountains, or jungles.
The movement of personnel, supplies, and equipment by fixed-wing aircraft or helicopter involves the same planning and embarkation procedures as for amphibious loadouts. However, the requirement for a detailed load plan is considered even more essential in air movements. A loading diagram is required aboard each aircraft. This diagram lists all equipment and supplies to be carried and specifies where the supplies are located in the fuselage station.
Rapid and orderly deployment of units by air requires careful and detailed preplanning. Air movement plans must be flexible so they can be readily adapted to last minute changes. The number and type of available aircraft are subject to change. The payload for any transport aircraft can vary widely depending on distance, head winds, and various other factors. Changes in the weather may require adjustments in aircraft loads just minutes before takeoff. Remember, planning for an air movement must be continuous. You can make the following assumptions when planning for an air embarkation movement:
1. The airlift maybe strategic or tactical depending on the situation.
2. Peacetime preliminary load plans for an allowable cabin load (ACL) are 25,000 pounds for a C-130, 50,000 pounds for a C-141B, and 150,000 pounds for a C-5B.
3. Combat situations may drastically increase the size of these loads.
Under normal operations, the NCF uses three types of aircraft for embarkation. Each aircraft type has specific capabilities and limitations. These include takeoff or landing requirements on tactical runways, packed dirt, or on a short airfield for tactical support (SATS) type of landing facility. Presently the C-130, which is considered a tactical aircraft, is used for this kind of operation. The C-141 and C-5 aircraft normally require a full-service air facility, and they are considered strategic aircraft. Tables 4-2 and 4-3 show the load dimensions and limitations of each of these aircraft. This information should be very useful in the planning of aircraft loads.Continue Reading