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NATO STANDARD

ATP-3.3.4

VOLUME I

AIR TRANSPORT (AT) DOCTRINE

Edition A Version 1

APRIL 2013

NORTH ATLANTIC TREATY ORGANIZATION

ALLIED TACTICAL PUBLICATION

Published by the
NATO STANDARDIZATION AGENCY (NSA)
© NATO/OTAN

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NORTH ATLANTIC TREATY ORGANISATION

NATO STANDARDISATION AGENCY (NSA)

NATO LETTER OF PROMULGATION

22 April 2013

1. The enclosed Allied Tactical Publication ATP-3.3.4 Edition A VOLUME I- AIR

TRANSPORT (AT) DOCTRINE, which has been approved by the nations in the
MCASB, is promulgated herewith. The agreement of nations to use this publication
is recorded in STANAG 7207.

2. ATP-3.3.4 Edition A VOLUME I is effective upon receipt.

3. No part of this publication may be reproduced, stored in a retrieval system,

used commercially, adapted, or transmitted in any form or by any means, electronic,
mechanical, photo-copying, recording or otherwise, without the prior permission of
the publisher. With the exception of commercial sales, this does not apply to
member nations and Partnership for Peace countries, or NATO commands and
bodies.

4. This publication shall be handled in accordance with C-M(2002)60.

Dr. Cihangir AKSI , TUR Civ

Director, NATO Standardization Agency

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RESERVED FOR NATIONAL LETTER OF PROMULGATION

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RECORD OF RESERVATIONS

CHAPTER RECORD OF RESERVATIONS BY NATIONS

Vol I USA

Note: The reservations listed on this page include only those that were recorded at time of
promulgation and may not be complete. Refer to the NATO Standardization Document
Database for the complete list of existing reservations.

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RECORD OF SPECIFIC RESERVATIONS

[nation] [detail of reservation]

USA 1) ATP-3.3.4 Vol I: No entity may cite this agreement as justification
to take control of USA aviation assets.
2) STANAG 7207, OTHER RELATED DOCUMENTS. USA will not
recognize the documents listed as STUDY or FINAL DRAFT
unless they are covered and promulgated.

Note: The reservations listed on this page include only those that were recorded at time of
promulgation and may not be complete. Refer to the NATO Standardization Document
Database for the complete list of existing reservations.

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TABLE OF CONTENTS
Page N°

CHAPTER 1 – INTRODUCTION
1.1. PURPOSE 1-1
1.2. SCOPE 1-1
1.3. APPLICABILITY 1-1
CHAPTER 2 – FUNDAMENTALS
2.1. GENERAL 2-1
2.2. METHODS OF AIR TRANSPORT DELIVERY 2-2
2.3. TYPES OF ASSETS 2-3
CHAPTER 3 – COMMAND AND CONTROL
3.1. GENERAL 3-1
3.2. SPECIFIC AT ROLES 3-1
3.3. AT INFORMATION FLOW 3-2
CHAPTER 4 – OPERATIONS
4.1. GENERAL 4-1
4.2. SUBORDINATED AIR TRANSPORT PUBLICATIONS 4-1
4.3. TYPES OF AIR TRANSPORT MISSIONS 4-1
CHAPTER 5 – PLANNING AND SUPPORT CONSIDERATIONS
5.1. GENERAL 5-1
5.2. ESTABLISHMENT OF CATO 5-1
5.3. GENERAL PLANNING CONSIDERATIONS 5-1
5.4. AT PLANNING CONSIDERATIONS 5-2
5.5. JOINT PLANNING 5-4
5.6. COMPONENT LEVEL PLANNING 5-5
5.7. PLANNING CONSTRAINTS 5-6
GLOSSARY Glossary-1

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PREFACE

AIR TRANSPORT (AT) DOCTRINE

References:
A. AJP-3.3 (STANAG 3700) JOINT AIR AND SPACE OPERATIONS DOCTRINE
B. AAP-6. (STANAG 3680) NATO GLOSSARY OF TERMS AND DEFINITIONS
(ENGLISH AND FRENCH)
C. AAP-15 NATO GLOSSARY OF ABBREVIATIONS USED IN NATO
DOCUMENTS AND PUBLICATIONS

1. Air Transport1 (AT) enables the global, regional and local movement of
personnel and materiel, both military and civilian. With acknowledged limitations in
payload compared with other modes of transport, it is a fast and versatile way to
deploy, sustain and redeploy forces.

2. AT is a fundamental enabler of rapid movement of forces especially when

ground threats or terrain features/conditions hamper freedom of movement. Due to
its quick reaction, speed of execution and global range, AT also offers the most
effective means to enable and sustain the rapid, even decisive, projection of air
power to distant theatres and to remote locations.

3. AT operations range from the low key insertion of special forces to full
spectrum airborne operations which enable concentration of combat power at high
tempo. Moreover, a credible capability to conduct airborne operations will force an
opponent to reserve and confine a number of forces in order to counter this potential
threat to his vital assets. An airborne operation capability constitutes an important
element of coercion, diversion and surprise.

4. AT is vital for aeromedical evacuation from austere locations. Where risks to

life in combat are high, intra- and inter-theatre AT strongly underpin the moral
component of fighting power; it is often the only way to get wounded soldiers to
specialist medical support quickly enough.

1
Also known as ‘airlift’.

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CHAPTER 1 INTRODUCTION

1.1. PURPOSE

The purpose of this publication is to provide policy and procedures for NATO-led
operations and exercises. It aims to achieve effective AT operations for NATO
commanders at all levels.

1.2. SCOPE

This publication provides details on the movement and sustainment, by air, of

personnel and materiel.
This publication introduces the concepts and general principles of AT, addresses the
utility of AT, and deals with Command and Control (C2).

1.3. APPLICABILITY

This publication is applicable to NATO commanders and nations participating in, or

contributing to, the full spectrum of NATO activities. It comes from the operational
doctrine AJP-3.3, Allied Joint Doctrine for Air and Space Operations. Furthermore,
AT is an integral component of the overall operational and logistic design and
therefore this document is also applicable to the operational and logistic community,
military and civilian. It is supported by other detailed Tactics, Techniques and
Procedures and Standard Operating Procedures where appropriate.

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CHAPTER 2 FUNDAMENTALS

2.1. GENERAL

1. AT can deliver forces and materiel with minimum delay and is often a crucial
capability for operational and tactical commanders within a Joint Operations Area
(JOA).

2. AT operations are classified into two main categories which are not mutually
exclusive:

a. Inter-theatre AT. Inter-theatre AT provides the air bridge that links the
theatre or JOA to bases outside the theatre or JOA and/or to other
theatres or JOAs.

b. Intra-theatre AT. Intra-theatre AT provides AT within a specific

theatre or JOA.

3. AT operations may utilize various aircraft-basing options to accomplish

operational missions very rapidly, especially for deployed or expeditionary
operations. The converse is also true, in other words most basing options are often if
not always dependent on some level of AT support. The different types of bases
include the following:

a. Main Operating Base (MOB). A location at which a unit is assigned

and from which military operations originate. A base can be considered
a main operating base by one nation but deployed operating
base/forward operating base by a unit that is deployed to that location.
Main operating bases have command and control infrastructure, a
robust supply network and strengthened force protection.

b. Intermediate Staging Base (ISB). A temporary base having minimum

essential operational and support facilities, normally located between a
main base and a designated area of operations, which a unit or part of
a unit will deploy to and operate from. Note that an ISB could be a
commercial airport.

c. Deployed Operating Base (DOB). A location to which a unit/units or

part of a unit will deploy, from which to conduct military operations.

d. Forward Operating Base (FOB). Any secured forward position that is

used to support tactical operations. A forward operating base may or
may not contain an airfield, hospital, or other facilities. The base may
be used for an extended period of time. Forward operating bases are
traditionally supported by main/deployed operating bases that are

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required to provide backup support to them. A forward operating base

also reduces reaction time and increases time on task to forces
operating from it. The forward operating base is normally associated
with a JOA.

e. Forward Operating Location (FOL). A designated airfield at which

dedicated facilities are maintained to support periodic air operations.

f. Airport of Embarkation (APOE). The airport at which troops and

materiel are loaded for airlift to an operational theatre for a deployed
operation.

g. Airport of Debarkation (APOD). The airport at which troops and

materiel are off-loaded in an operational theatre for a deployed
operation.

4. When forces are deployed, either domestically or internationally, there are

always instances where immediate lift is required either into, or out of the JOA (e.g.
repatriation missions and critical replenishment). These immediate lift requirements
are normally addressed using AT. Conversely, AT resources are often dependent on
bases/locations for their own replenishment and sustainment, whether it is fuel, food,
repair or accommodations.

5. The start and end points for the AT component of a deployment phase of an
expeditionary operation are known as APOE and APOD respectively. For the
redeployment phase, the APOE and APOD are normally the opposite of the same
airports used for the deployment phase.

2.2. METHODS OF AIR TRANSPORT DELIVERY

1. AT delivery can be carried out by the following methods:

a. Airland. Airland delivery occurs when an aircraft lands2 and unloads its
payload. Airland delivery, as opposed to airdrop, is the preferred
method when conditions permit. In a safe area it minimizes the risk of
injury to personnel and damage to equipment, eliminates payload
dispersal and offers an increased availability of resources. This delivery
method can be conducted at a variety of landing destinations from well-
established airbases to unimproved landing zones. Extended airland
operations require secure, suitable, and conveniently located airfields
with appropriate airlift support assets to facilitate offload. Several
variations in the ground operations of airland operations exist. Proven
operational procedures, well-planned airbase defence and rapid
offloading and on-loading techniques associated with various AT
aircraft can minimize risks against threats. Unless otherwise
2
This includes aircraft hovering.

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constrained, airland delivery is the preferred method for most air

movements.

b. Airdrop. Airdrop is the delivery of personnel and/or materiel from an

aircraft in flight to a drop zone. This method is used when air landed is
not possible, either because of a lack of appropriate terrain or because
of the tactical situation. Airdrop allows commanders to project and
sustain combat power where ground transportation network may not be
available or when time is critical.

2.3. TYPES OF ASSETS

1. There are three types of AT assets utilized by NATO nations:

a. Fixed-Wing;

b. Rotary-Wing;

c. Tilt-Rotor.

2. Fixed-Wing. Fixed-wing AT aircraft are capable of either inter-theatre lift, or

intra-theatre lift, or both. They may deploy from home base to areas of operation in
days or even hours. They may also reach from their deployed operating base to
typical areas of operation in hours and sometimes minutes.

3. Rotary-Wing. Rotary-wing AT aircraft are the linchpin of tactical mobility,

enabling rapid tactical movement of personnel and materiel into areas where fixed-
wing aircraft cannot land. They typically operate at low altitudes and low speed
compared to fixed-wing aircraft. They are fundamental enablers of ground
manoeuvre and surprise, allowing troops to circumvent difficult terrain and bypass
ground threats to troop movement and re-supply. Rotary-wing aircraft allow ground
forces to mass capability in time and space and to sustain high tempo operations.3

4. Tilt-Rotor. Tilt-rotor, employing both fixed- and rotary-wing capabilities, are a

relatively new asset at the disposal of the Joint Force Commander to meet a variety
of theatre, operational and tactical objectives. The combination of the fixed-wing
attributes of speed and range with the rotary-wing attribute of precision landing offers
the capability of delivering precision AT throughout the JOA.

3
Rotary wing doctrine is contained in ATP-49(E)

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CHAPTER 3 COMMAND AND CONTROL

3.1. GENERAL

The generation of AT assets and co-ordination between NATO and participating

nations occurs at the strategic command level. At the operational level, the Joint
Force Commander (JFC) will exercise command and control (normally operational
control), as delegated by SACEUR/Joint Force Command HQ, over all force
components provided to him. The JFC will normally delegate operational control of
air assets to the Joint Force Air Component Commander (JFACC). The JFACC
plans, integrates, allocates, controls, and tasks, joint air operations based on the
JFC’s guidance and objectives, in accordance with the air apportionment decision
and the authority, commander relationship and responsibilities laid down by the JFC.

3.2. SPECIFIC AT ROLES

1. Inter-theatre C2. The NATO Allied Movement Coordination Centre (AMCC)

initiates, plans, prioritizes, coordinates and de-conflicts inter-theatre AT, including
deployment, transportation for sustainment and re-deployment. It also advises and
assists in the development of bilateral or multi-lateral agreements and arrangements
for inter-theatre AT as required.

2. Intra-theatre C2. For intra-theatre AT, C2 occurs at the sub-regional /

component command level, by the establishment of an Airlift Coordination Centre
(ALCC) as part of the Air Operations Centre (AOC). The ALCC may exist as a stand-
alone unit or as an entity embedded within other divisions of a CAOC. The ALCC
coordinates, executes and controls intra-theatre AT operations. ALCC tasks and
responsibilities include:

a. schedule and task AT operations for those AT assets that have

undergone Transfer of Authority to NATO, based on JFC priorities for
validated AT requirements;

b. allocate slot times for arrival/departure of AT aircraft at airfields in the

JOA in response to requests from nations or the appropriate NATO
Commander;

c. integrate AT activity with other organisations (International

Organisations, Non-Government Organisations, civilian AT); and

d. publish the AT schedule as an integral portion of the Air Tasking Order

under auspices of the AOC.

3. Aeromedical Evacuation C2. The overall coordination of tactical and

strategic air movement is the responsibility of the relevant NATO theatre movement
agencies and air commands, such as the AMCC, Joint Transportation Coordination

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Centre, National Movement Coordination Centre, or Regional Airlift Control Centre or

Patient Evacuation Coordination Cell. Air commands will normally establish an
Aeromedical Evacuation Control Cell within their staffs.4

4. Special Air Operations C2. Special air operations are normally conducted in
support of the Joint Force Special Operations Component Commander. The Special
Operations Liaison Element will coordinate special air operations in support of their
core tasks.

3.3. AT INFORMATION FLOW

1. Allied Movement Co-ordination Centre (AMCC). Co-ordinates and de-

conflicts national movement plans, conducts movement planning conferences as
required, establishes theatre movement priorities and publishes a Multinational
Detailed Deployment Plan (MNDDP).

a. Co-ordinates the execution of the MNDDP from outside the JOA into
the APODs based upon the reception capabilities, priorities and
requirements of the JHQ (NRF/JTF/CJTF).

b. Co-ordinates inter-theatre airlift (also known as Strategic Airlift)

missions with the Joint Logistics Support Group (JLSG), the Airlift
Coordination Centre and other relevant agencies in order to de-conflict
loading/off loading, ramp space requirements, refuelling needs and
other logistics support.

c. Expedites, if deemed appropriate, the processing of diplomatic,

technical, customs and movement clearances as required and
publishes diplomatic clearance guidance for the Allied Joint Forces.
This will be actioned through the Civil Emergency Planning Committee
(CEPC).

d. Monitors the deployment of forces and assists the nations in expediting

movements.

2. Joint Logistics Support Group (JLSG). The JLSG is part of a deployable

logistics support infrastructure replaces the standing Multinational Joint Logistics
Centre (MJLC) and assumes all logistics C2 functions under the Joint Force
Commander (JFC). The JLSG controls all joint theatre logistics including
comprehensive control (dependent upon Transfer of Authority (TOA)) of national
assets deployed within a JOA under the purview of the JFC. In conjunction with the
AMCC, the Movement and Transportation Coordination Cell (MTCC) of the JLSG:

4
Ref AJMedP-2, para 0403.3.

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a. Determines/validates theatre Air Movement requirements based on the

requirements/requests received from the JHQ/components. Requests
from outside agencies should be routed through the JHQ for
component-equivalent validation.

b. Co-ordinates Air Movement requests / requirements which are beyond

the CJTF’s capability.

c. Co-ordinates arrival of AT with the Air Lift Coordination Centre to meet

reception and onward movement requirements.

d. Acts as JFC's central executive authority for air movement

requirements within the AOR.

e. Validates and prioritizes transportation requests.

f. Determines intra-theatre transportation method.

3. Joint Theatre Movements Staff (JTMS). When a JLSG is not established for
an operation, a JTMS may be established in the JHQ and will assume the Movement
and Transport (M&T) tasks/responsibilities.

4. Joint Force Air Component Command (JFACC).

Enables the AT mission via the Air Tasking Order (ATO) and Airspace Control Order
(ACO). During the initial phases of an operation, or if operational requirements
dictate reduced footprint, these missions may be tasked by a deployed element of
the JFACC.

Information Flow Diagram

A generic diagram indicating the required flow of information between the involved
elements in the execution of the AT mission is depicted below.

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Primary point of contact for strategic lift planning for the ACO.
SHAPE Provides the M&T interface between the Strategic Commander,
Strategic AMCC Nations and external agencies including EU, UN and NATO.
AMCC produces the Multinational Detailed Deployment Plan for
the Joint Force Commander.

Synchronises the Reception, Staging and Onward Movement in

JFC conjunction with SHAPE and Component Commands.
Operational JLSG JLSG M&T validates and prioritizes intra theatre transportation
requests

Receives JLSG validated and prioritized intra theatre air transport

Tactical JFACC requests.
Controls theatre flow

ITAS Executes ITAS

UNITS
ALCC
CATO Provides ground handling/loading aircraft
Produces SITREPS

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CHAPTER 4 OPERATIONS

4.1. GENERAL

AT, an integral element of air power, allows the Joint Force Commander (JFC) to
move and sustain forces anywhere in the world and across the entire spectrum of
operations. It provides rapid and flexible mobility options to military and civilian,
national and international governmental and non-governmental organisations to
quickly respond to various crisis situations worldwide.

4.2. SUBORDINATED AIR TRANSPORT PUBLICATIONS

These publications are as follows:

a. Air Movements. Tactics, techniques and procedures are contained in

ATP 3.3.4.1.

b. Air Transport Operations. Tactics, techniques and procedures are

contained in ATP 3.3.4.3.5

c. Airborne Operations. Tactics, techniques and procedures are

contained in ATP 3.3.4.4.

4.3. TYPES OF AIR TRANSPORT MISSIONS

1. Routine Air Transport. Routine AT operates either on a regular schedule or

an ad hoc basis for routine military requirements other than operations. On routes
where there is a recurring need to provide AT on an on-going basis, the support may
be provided by a published, fixed flight schedule, with bookings made through a
central agency. The frequency of these flights will be determined by the movement
demands along that specific route.

2. Air Logistic Support. Air logistic support missions are planned in direct or
continuous support of an operation and respond to the requirements of tactical-level
commanders. They are normally authorized at the tactical level and are thus tactical
in nature. Notwithstanding, the requirements to deploy, sustain, and redeploy forces
may also necessitate air logistic support operations to be planned and conducted at
the operational level. These operations may be inter-theatre or intra-theatre and can
use the traditional ‘hub and spoke’ logistics delivery model, as well as provide direct
delivery to austere airfields. Air logistic support missions are demand driven. The
inherent capability to move personnel and materiel over long distances allows timely
sustainment of deployed forces, without having to forward deploy immense quantities

5
ATP 3.3.4.2. is reserved for Air-to-Air refuelling

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of equipment and supplies. These items can be held at main bases and brought
forward as required.

3. Airborne Operations. Airborne operations provide air-delivered combat

power to seize ground or installations through the airdrop or airland delivery of forces
directly into an objective area. The effects of airborne operations may be strategic,
operational or tactical within the joint campaign plan. They generally pose higher
risks for the personnel and materiel involved; however, the potential gains make
them a valuable element in the air power inventory.

4. Aeromedical Evacuation (AE). AE is the movement of patients under

medical supervision to and between Medical Treatment Facilities (MTFs) by air
transportation. The reduced forward medical footprint of contemporary operations
has made rapid and responsive AE operations more critical than in the past. The
specialist personnel and equipment required to provide the medical support for AE
must be given access to the air assets to allow preparation of the airframe. When
aircraft are used exclusively for dedicated AE missions they can be afforded
additional protection by marking them in accordance with the Geneva Conventions.
Planners and crew must be aware of the legal constraints and protections inherent
with the use of these symbols. (STANAG 3204)

5. Support to other Missions. Support to other missions includes those tasks

conducted by AT assets that are not included in the other AT categories. For
example, AT used in a special air operation role provides commanders with the
capability to reach specific objectives that may not be achievable through more
conventional AT practices. Support to other missions may include both combat and
non-combat tasks. Such operations may be conducted in conjunction with other joint
operations or autonomously. Support to other air operators often require dedicated,
specially-equipped aircraft and/or, specially-trained crews, and may use non-
standard procedures.

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CHAPTER 5 PLANNING AND SUPPORT CONSIDERATIONS

5.1. GENERAL

To optimise the use of AT assets, several fundamental planning factors should be

considered to enable efficient and effective operations. This chapter describes the
establishment of a Combined Air Terminal Operation (CATO) and outlines key
planning constraints for the commander.

5.2. ESTABLISHMENT OF CATO

1. Inter- and intra-theatre AT movements to and from a multinational deployed

operating base require the establishment of an effective and substantial CATO
organisation that is a decisive factor in ensuring the safe and efficient ground
handling of such flights. CATO activities must be coordinated with planning and C2
entities at all levels of command.

2. The purpose of the CATO is to make optimum use of available and

complementary assets to improve capabilities and interoperability for deployed air
operations, whilst minimizing the logistic footprint.

3. The CATO will include some or all of the following functions, depending on the
task:
a. Movements Plans;
b. Load Control;
c Passenger Control;
d. Cargo Control;
e. Aircraft Loading and Unloading Teams.

4. A combined joint statement of requirement is the basis for the activation of a

CATO. The statement will detail which functions of the CATO are to be activated and
with what strength.

5.3. GENERAL PLANNING CONSIDERATIONS

1. Airlift operations encompass a number of tactics, techniques and procedures

to achieve the aim of transporting personnel and equipment by air in a variety of
environments. National rules and regulations should complement internationally
accepted regulations (e.g. IATA/ICAO). This chapter identifies common factors for all
NATO nations to apply in support of NATO AT operations as well as exercises.

2. Early and continuous planning is vital. On receipt of a directive issued by the

Theatre Commander, detailed planning will begin and be conducted on a joint basis.
Liaison will be established with all naval, ground and air forces in support. Of orders
issued, the following three are essential:

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a. The Air Operation Directive (AOD) derived from JHQ guidance.

b. The orders for the AT Force Commander, including prioritised

movement requirements.

c. The orders for the supported commanders.

3. The planning sequences and considerations described should be

commensurate to the scale of the operations. Plans for each stage of the operation
are normally in the following sequence:

a. Mission objective(s);

b. Threat assessment;

c. Mission type;

d. Reception, Staging, Onward Movement and Integration (RSOM/I).

5.4. AT PLANNING CONSIDERATIONS

1. As AT resources are scarce, timely, precise, so careful planning is required,

Therefore, planning staffs must have the following data available:

a. Number and type of aircraft and crews available;

b. Availability of charter aircraft;

c. Aircraft capabilities and limitations;

d. Characteristics of involved units, including specialist qualifications and

interoperability procedures and/or assets;

e. Expected sortie rate;

f. Maintenance requirements;

g. Sustainment requirements (e.g. fuel).;

h. Availability of ground handling equipment;

i. Operational limitations (e.g. diplomatic clearances, customs rules

and/or features).

j. Intelligence.

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2. If information on a location selected for deployment is not available, an

airfield site survey should be conducted by a team of subject matter experts to
provide relevant information, limitations and requirements to an air-centric planning
staff or working group. A sample at site survey checklist can be found in ALP-4.3.
Supplement 1.

3. AT operations require flexibility in planning and execution. The supported

forces’ objectives combined with the meteorological and overall intelligence situation
will dictate the planning and execution of the operation.

4. Airfield selection:

a. Planned flow rate of aircraft;

b. Airfield capacity (e.g. Maximum on Ground (MOG));

c. Airfield characteristics (Pavement Classification Number (PCN)/Aircraft

Classification Number (ACN), runway dimensions, manoeuvring areas,
infrastructure, etc.);

d. Host Nation Support (HNS);

e. Proximity to and links with maintenance areas and movement agencies

and the airhead for strategic lines of communications;

f. Ingress and egress routings for the area.

5. Close liaison between the at units and the units to be transported is essential
and may entail the exchange of liaison officers to as low a level as deemed
necessary.

6. Characteristics and priority of payload.

7. AT aircraft capabilities are normally expressed in terms of payload and range

depending on the configuration. Performance will vary and is dependent upon
location and meteorological conditions; some of the factors to be considered are as
follow:

a. The available payload capability should be used to the maximum extent

possible for priority cargo and passengers;

b. If equipment has to be dismantled for loading, the components should

be loaded in the same aircraft;

c. Drivers/crews travel in the same aircraft as their vehicle;

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d. Equipment travels in the same aircraft and/or formation as its users;

e. When survivability or priority delivery of items is paramount,

consideration should be given to duplicating the items for transport in
separate aircraft.

However, it should be noted that mission objectives could dictate the acceptance of
lower aircraft utilisation.

5.5. JOINT PLANNING

1. Upon completion of the initial studies, the components concerned will meet to
discuss and finalise details of the following considerations and issue the related
orders.

2. Considerations:

a. Appointment of liaison officers;

b. Number and type of aircraft and aircraft formations to be used in the

operation;

c. Load capacity of each type of aircraft;

d. Priority of unit movements;

e. Composition of serials/chalks;

f. Sustainment flights;

g. CCT requirements;

h. Tactical air support;

i. Determination of LZs and/or DZs;

j. Airborne/ground unit desired landing pattern/sequence;

k. Selection of departure airfields and staging areas;

l. Determine lead time for force build up/preparation;

m. Deception and diversionary measures if required;

n. Force protection;

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o. Sustainment;

p. Redeployment;

q. Use of spare aircraft/prioritisation of serial/chalks;

r. Fire control measures;

s. Public information policy;

t. RSOM/I.

3. Orders and instructions. After review of paragraph 2., the relevant

commanders will issue the orders and instructions for the operation.

5.6. COMPONENT LEVEL PLANNING

1. Air transport resources will seldom be sufficient to satisfy all demands,

particularly in large operations. Therefore, when planning for AT operations, it is
necessary to employ the minimum number of aircraft capable of completing the task
in the required time. The allocation of at resources to supported services requires
detailed staffing. JFACC or CAOC level considerations are:

a. Mission Objective;

b. C2 Structure;

c. Joint Planning. The co-ordination between supported and supporting

components (e.g. Land, Maritime, Special Forces);

d. Threat Environment;

e. Meteorological Data;

f. Supporting/Available Assets (e.g. Ground forces, supporting Composite

Air Operations (COMAO), Airborne Early Warning (AEW), Air-to-Air
Refuelling (AAR), etc.) available to AT;

g. Joint Prioritised Target List (JPTL);

h. Air Operations Directive (AOD);

i. Airspace Control Order (ACO);

j. Special Instructions (SPINS);

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k. Air Tasking Order (ATO);

l. Routes and Tactics;

m. Crew Considerations to include crew duty day, qualifications and

composition;

n. Self-defence Capability;

o. Contingency/Deception Plans;

p. Interoperability. The limiting factors allowing different nations to operate

together;

q. Target Area Data;

r. Aircraft Capabilities. The aircraft performance and loading capabilities;

s. Delivery Methods.

5.7. PLANNING CONSTRAINTS

1. The following planning constraints should be considered before deciding on

the employment of AT:

a. Basing. The infrastructure and sustainment requirements for AT

operations can be considerable and will include (but not be limited to)
aircraft type and interoperability, runway dimensions and its status,
navigation and approach aids, apron space, POL, technical support,
spares, force protection and accommodation. Memoranda of
Understanding, Status of Forces Agreements and Technical
Arrangements may also be required;

b. Threat. Due to their operating characteristics, transport aircraft are

particularly vulnerable to enemy air defence systems while in transit,
and in critical phases of flight (take-off and landing). Aircraft defensive
systems, effective training, force protection measures, intelligence
support, and standardised tactics, techniques and procedures are
required for AT operations into threat areas;

c. Load. Among numerous mission constraints for AT aircraft, capacity

(volume and weight), human remains, and dangerous goods, must be
taken into account in determining the feasibility of AT operations.
Operational priorities will determine the most effective mode of
transport;

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d. Fuel Availability. The availability of fuel may impact the operational

mission in different ways: on-board fuel which adds weight at the
expense of more freight, airfield fuel supplies which determine mission
parameters, and potentially air-to-air refuelling (if applicable) if fuel
stops are impossible or impractical. The net effect of all three may have
a direct impact on aircraft payload;

e. Clearances. Flight-specific clearances are always required, especially

when entering an area of operations. Over-flight and Diplomatic
Clearances may be required. These clearances can take considerable
time to be obtained and must be requested well in advance.
Furthermore, aircraft, aircrew, passenger and cargo clearances could
be required depending on the mission;

f. Environmental. Theatre climatic conditions, atmospheric conditions,

and airfield topography and obstacles can constrain AT operations. In
particular, high temperature and high field elevation may restrain
aircraft maximum take-off weight. Moreover, bad weather conditions
can hamper or lead to cancellation of airdrops or landings;

g. Resources. Whereas the decisions to allocate AT assets and prioritize

missions should be made at higher command levels, because AT
assets can be in high demand, the decisions to execute and manage
operational movements should be made at lower command levels;

h. Landing/Drop/Extraction Zones. When selecting the area to be used

as a landing/drop/extraction zone, consideration must be given to the
type of operation, urgency of the mission, safe delivery of personnel
and cargo, natural and man-made hazards and obstructions, flight
safety, and aircraft operational limitations;

h. National Caveats. If a country has unique requirements in the form of

caveats that may potentially constrain the operational mission, these
are essential to the planning process for joint operations.

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GLOSSARY
Terms and Definitions from AAP-06 are in italics

Airport of Debarkation (APOD). The airport at which troops and materiel are off-
loaded in an operational theatre for a deployed operation.

Airport of Embarkation (APOE). The airport at which troops and materiel are
loaded for airlift to an operational theatre for a deployed operation.

Aeromedical Evacuation (AE). The movement of patients under medical

supervision to and between medical treatment facilities (MTF) by AT.

Air Assault. An operation in which combat forces and their equipment manoeuvre
about the battlefield by aircraft to engage in ground combat.

Airborne Operation. An operation involving the movement of combat forces and

their logistic support into an objective area by air.

Airdrop. Delivery of personnel or cargo from aircraft in flight.

Airland6. Moved by air and disembarked, or unloaded, after the aircraft has
landed or while a helicopter is hovering.

Air Transport (AT). The rapid movement of personnel and materiel to and from a
theatre of operations and within that theatre by air across the full spectrum of
operations. The specific AT role to be applied in any of these operations and the
associated requirements for specific training, equipment, force protection and other
support is situation-dependent.

Combined Air Terminal Operation (CATO). The operation of an installation on

an airfield with facilities for loading and unloading aircraft and processing traffic
(personnel with their baggage, equipment, cargo and mail), and which is shared
and/or operated by the forces of two or more allies.

6
Airlanded is the NATO AAP-06 term.

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Deployed Operating Base (DOB). A location to which a unit/units or part of a unit

will deploy, from which to conduct military operations.

Forward Operating Base (FOB). Any secured forward position that is used to
support tactical operations.

Forward Operating Location (FOL). A designated airfield at which dedicated

facilities are maintained to support periodic air operations.

Intermediate Staging Base (ISB). A temporary base having minimum essential

operational and support facilities, normally located between a main base and a
designated area of operations, which a unit or part of a unit will deploy to and operate
from. Note that an ISB could be a commercial airport.

Main Operating Base (MOB). A location at which a unit is assigned and from which
military operations originate.

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