操作

运营维护民主（海地），支持希望（卢旺达）和联合努力（波斯尼亚）展示了先前概述的流动概念，组织和任务如何集成到整个移动系统中。

维护民主

In Operation UPHOLD DEMOCRACY, Air Mobility Command supported US objectives of fostering democratic institutions and reducing the flow of illegal immigrants into the United States. Despite the pledges of a military-backed regime in Haiti to return power to the democratically elected government it had ousted, the regime did not relinquish authority but became increasingly repressive and presided over a deteriorating economy. As the result of deteriorating conditions, tens of thousands of impoverished Haitians fled the country, many attempting to enter the United States. In September 1994, the United States responded with Operation UPHOLD DEMOCRACY, the movement of forces to Haiti to support the return of Haitian democracy. In preparation for this contingency, the Air Mobility Command simultaneously planned for an invasion and for the peaceful entry of forces into Haiti. The command executed portions of both scenarios. For the invasion, an airdrop was planned involving 3,900 paratroopers. Most of this force was airborne when Haitian officials agreed to a peaceful transition of government and permissive entry of American forces. The US peace negotiation team, led by former President Jimmy Carter, had been transported to Haiti by an AMC passenger plane. Following the agreement, the command switched strategies and began airland operations to deploy ground forces. Through March 1995, when the United States transferred the peacekeeping responsibilities to United Nations functions, strategic and tactical airlifters flew 1,779 missions carrying 51,000 passengers and 22,600 short tons of cargo. AMC contract civil carriers flew 74 passenger missions, moving 19,330 US troops to Port-au-Prince and Roosevelt Roads. Seven civil air cargo missions moved 126 pallets to Port-au-Prince and three cargo missions delivered ballots for the Haitian national election. Two additional missions moved the outgoing head of state, his family, and household staff to Panama and Miami. UPHOLD DEMOCRACY succeeded both in restoring the democratically elected government of Haiti and in stemming emigration.

维护民主是“近岸”的一个例子operation that had many aspects of an intercontinental contingency. Air refueling was used extensively for reconnaissance and combat air patrol missions, with 297 sorties and 1,129 flying hours logged by KC-135 and KC-10 tankers. To transport personnel and materiel from the continental United States to the Caribbean basin, strategic airlift relied on three stage bases close to onload locations: C-5s staged at Dover AFB, Delaware, primarily, and also at Griffiss AFB, New York, while C-141s staged at McGuire AFB, New Jersey. In Haiti, Port-au-Prince was the destination of the strategic airlifters. Airfield conditions at another offload site, Cap Haitien, precluded its use by C-5s and C-141s. C-5s and C-141s delivered troops and cargo to Roosevelt Roads, Puerto Rico, where the personnel and supplies were transloaded to C-130s for movement to Cap Haitien and other Haitian locations. The international aspect of UPHOLD DEMOCRACY was evident at Roosevelt Roads, since strategic airlifters transported forces to Roosevelt Roads from Bangladesh and Nepal, who were subsequently airlifted to Haiti. An Air Mobility Element (AME) and Director of Mobility Forces (DIRMOBFOR) deployed to Pope AFB, North Carolina, the principal launch site for the air invasion of Haiti. They were incorporated into the Air Operations Center. The DIRMOBFOR with a support staff then moved to Port-au-Prince soon after the arrival of the first American forces in Haiti. At various points during the operation, Tanker Airlift Control Elements were established at Cap Haitien and Port-au-Prince, Haiti; Roosevelt Roads and Boringquen, Puerto Rico; and Homestead and MacDill AFBs, NAS Cecil Field, and Opa Locka, Florida. AMC contract civil air carriers flew 78 missions, returning 17,914 US troops to their duty stations.

维护民主was a true total force operation. Air Force Reserve (AFRES) forces flew 112 sorties and 348.5 hours by the end of FY94. The National Guard (NGB) responded by involving 1,250 Army and Air Guard volunteers, including 22 combat communications specialists.

支持希望

Ethnic hatred intensified in Rwanda in 1994 leading to mass slaughter and the subsequent flight of two million Rwandans who settled in refugee camps in several central African locations. With over one million refugees, the camp at Goma, Zaire, was the largest. Conditions in the camps were appalling with starvation and disease exacting a tremendous toll. By July 1994, 3,000 refugees a day died at Goma. The United States spearheaded a humanitarian operation to stop the dying called Operation SUPPORT HOPE. Mobility operations from July through September 1994 consisted of 871 missions to carry 8,100 passengers and 16,200 short tons of cargo. The success of SUPPORT HOPE could be measured quantitatively: within the first month of the operation, the death rate in Goma fell below 500 per day, and the rate continued to diminish.

油轮空中桥梁证明得到可靠性的关键ef supplies to the refugees. Due to the danger of epidemics spread by contaminated water, the immediate deployment of a water purification system was essential. A C-5, carrying an outsize load consisting of a portable water supply system made up of water purification units and fire trucks used to pump water flew non-stop from Travis AFB, California, to Goma in 22 hours. The 10,000-mile mission was made possible by three air refuelings. Most missions to central Africa flew via Europe. CONUS-based missions transiting the Atlantic for Moron AB, Spain, or Rhein Main AB, Germany, were air refueled as necessary. Flights from these bases were refueled over the Mediterranean to overcome the lack of fuel on the ground in central Africa. Delays preventing landing at Goma increased fuel consumption by aircraft aloft, necessitating establishment of a refueling orbit in the region, which was covered by KC-10s based at Harare, Zimbabwe. Because of the low fuel supply at Entebbe, the KC-10s also offloaded fuel into storage tanks there for use by US European Command C-130s. After delivering cargo and personnel in Zaire, Rwanda, or Uganda, airlifters proceeded to Mombasa, Kenya, to stage before returning to Europe. The DIRMOBFOR was located at Entebbe, Uganda, while TALCEs (Tanker Airlift Control Element) were established at Entebbe; Mombasa and Nairobi, Kenya; Goma, Zaire; Harare, Zimbabwe; Addis Ababa, Ethiopia; and Kigali, Rwanda.

AFRES provided 18 medical personnel and various airlift units flew medical supplies and equipment and food into Rwanda. In less than 72 hours from notification, NGB volunteers from four states deployed a 160 person provisional squadron with 6 aircraft to Mombasa, Kenya. They flew 414 sorties and delivered 2,000 tons of relief supplies.

关节努力

在波斯尼亚 - 黑塞哥维那的三年冲突激增之后，国际对交战派别的压力导致了1995年的代顿和平协定。从1995年12月开始，美国和盟国将维持和平部队部署到波斯尼亚以及前南斯拉夫的邻国，共同努力实施和平解决方案。截至1996年5月底，Intertheater空运由444个任务组成，该任务载有近13,000名人员和13,500多吨短的货物。商用飞机在这次间剧院的举动中发挥了重要作用，驾驶42次乘客任务，并运送了三分之一的乘客。截至1996年7月，AMC签订了公民航空公司，驾驶了将近150个货运宪章，以支持该行动。这家杂物式班车涉及4,025架，载有20,000多名乘客和42,000吨短货物。

这些数据反映了c - 17的存在,which was systematically employed in a major contingency for the first time. The numbers demonstrate the ability of the C-17 to carry large payloads into small airfields: the limited airfield at Tuzla, was the major port of debarkation in Bosnia-Herzegovina. During the first critical month of operations, the C-17 flew slightly more than 20 percent of the missions into Tuzla but delivered over 50 percent of the cargo. The aircraft provided the only means to airlift outsize cargo into some of the remote locations in Southeastern Europe and carried such cargo as the M-2 Bradley fighting vehicle and the M-109 self-propelled 155mm Paladin howitzer. The C-17 also provided the critical link necessary for the main American ground force to move into Bosnia. Flooding on the Sava River prevented the Army from completing the pontoon bridge that would span the route needed to move 20,000 troops from the north. The components necessary to complete the bridge could not be transported expeditiously over land or water routes, but could be quickly lifted by C-17s. Only 3 C-17s were needed to pick up 25 bridge sections and the flatbed trailers that would carry the sections once the aircraft landed. The C-17s delivered the cargo to Taszar, Hungary, where the parts were immediately driven to the bridge site and installed, permitting the movement of the troops.

在这一意外情况下，AMC人员部署到七个欧洲国家。战略空运飞机离开了在船员税日期间无法到达欧洲目的地的圆锥飞机，从负载站飞往舞台基地：多佛AFB，特拉华州，C-5；新泽西州McGuire AFB，用于C-141和KC-10；以及南卡罗来纳州的查尔斯顿空军基地，用于C-17。空气加油允许在大西洋上进行空中桥梁行动，由东北油轮工作队或欧洲油轮工作队的飞机提供的燃料。主要的卸载位置是德国Rhein Main AB，这是Instratheater空运和舞台基地的枢纽。德国Ramstein AB主要用于C-130降低范围的C-130任务，也成为了从CONUS飞行的目的地，并最终接管了Rhein Main的Hub责任。

Some intertheater missions flew direct to Italy and Eastern Europe. Strategic aircraft joined C-130s to fly shuttle missions from Germany: C-17s and C-141s carried cargo and personnel to locations in Italy, Hungary, and states of the former Yugoslavia, Tuzla being the hub for American operations in Bosnia. (Eventually, some C-5s flew into Tazsar, Hungary.) The Director of Mobility Forces (DIRMOBFOR) deployed to Vecenza, Italy, where he became the defacto single manager for theater airlift. The AME; NATO’s Regional Air Movement Coordination Center, for which the DIRMOBFOR was dual-hatted as commander; and the Airlift Coordination Cell function were collocated and essentially integrated into one organization, serving as the DIRMOBFOR’s staff. TALCE locations included Tuzla, Bosnia; Zagreb, Croatia; Ramstein AB and Rhein-Main AB, Germany; Budapest and Taszar, Hungary; Aviano, Brindisi, and Pisa, Italy; Belgrade, Serbia; and Gulfport, Mississippi.

提供美军一个休息和r的机会ecuperation (R&R), between 15 April and 30 September 1996, an AMC contract civil air carrier flew 118 missions (five missions per week) between Tuzla or Taszar and Germany. During approximately the same period, two other carriers flew 23 weekly missions between Philadelphia and Frankfurt, Germany in support of JOINT ENDEAVOR.

在联合努力期间，部署的情报人员在多个地点为机组人员和员工提供了关键的威胁信息和机场数据。利用战斗情报系统（CIS）功能以及与军事网络和数据库的全球连通性，情报人员为空中流动力量提供了有史以来最好，最及时的支持。在任务报告（MISREP）过程中，当情报分析师使用CIS非常快速地向机组人员和员工提供MISREP数据时，这一改进尤其明显，以确保在数据仍然有用的同时，需要这种情报的人们收到了这种情报。

Air Force Reserve airlift units flew more than 502 sorties while transporting more than 662,300 pounds cargo and 993 people. As of 28 May 96, 1238 reservists have been on active duty in support of the Bosnia peacekeeping efforts. About 154 Individual Mobilization Augmentees (IMAs) have volunteered for active duty since December 1995, with about 30 currently in support. The NGB had 10 air refueling wings participate in the Northeast Tanker Task Force which provided fuel for strategic airlift aircraft headed to the Southeastern European theater. In addition, Guard units airlifted over 975 tons to Bosnia in December 1995 alone.

Operation JOINT ENDEAVOR was the first large-scale contingency test of the C-17, and its success clearly validated its airlift and air refueling concept of operation. However, it was not a risk-free operation from the perspective of aircrews who flew into Bosnia and surrounding areas. They faced various threats including small arms fire, small rockets, and other hazards. It is in this operational environment with all its dangers that national military strategy is implemented by AMC personnel.

MATERIAL HANDLING EQUIPMENT (MHE)

今天的MHE是几种类型和模型的混合物。该组合在空运能力上产生了严重的排水。必须使用大量的空运将这些装载机放置在各种应急地点，禁止其他时间敏感的货物的移动。

Additionally, the overall health of the MHE fleet limits our current capability. The average age of the 40K loader is 23 years, using original registration numbers, while their life expectancy, when purchased, was 8 years. Sixty-nine percent of the 25K loader fleet is comprised of old, deteriorating Emerson and Con Diesel loaders that are reaching the end of their service life extension. Heavy usage over the last few years has led to structural metal fatigue and frame cracks. The fleet requires intensive maintenance programs to meet normal equipment standards.

具有多载功能的现代通用核心车队的配置将提高货物处理生产率，降低重新定位负担，并为其他关键供应和设备提供免费的有价值的空运能力。一个新的超级装载机（60k）开始了一种收购策略，该策略可以替代40k但可以接近宽体飞机。

为了保持当前的MHE车队在短期内运营，WR-ALC正在追求一项激进的大修计划。目前针对40K及以上的25K装载机的大修计划将持续到1999年。这些程序将确保足够的覆盖范围，直到新的60K装载机和新的小型装载机出现为止。

60k装载机将替换老化的40K装载机车队和一部分WBEL。它将能够为军事和宽体飞机提供服务，并且可以在C-5，C-17和C-141上运输空气。1994年4月，授予西南移动系统公司的60k装载机合同。在1994年5月在全球463升MHE会议上，对60K装载机的要求进行了审查和验证，并预计在318个装载机上。60k的交付概况从1996年到2003年。我们计划在大约1999年不再有K负载器短缺时开始40K装载机的退休。

中距离的挑战是为老化的25K装载机找到替代品。当前的车队中的25K模型在逻辑上比40K更具支持性，但是随着时间的流逝，旧的技术和操作限制使它们越来越少。下一代小型货物装载机（NGSCL）是1960年代老式25K装载机的替代策略，将在C-130上运输，并能够为军事和宽体飞机提供服务。NGSCL的任务需求声明在1994年7月获得CSAF批准。收购计划正在敲定，并建议在98财年进行采购资金，并从99财年开始。AMC目前正在探索非发达项目（NDI）加载程序作为NGSCL。

在远距离的情况下，用户配置文件，飞机配置和预期的操作参数的变化可能使得有必要识别和购买所有加载程序类型的后续替换。

机场运营设备

Air Traffic Control functions apply to all deploying military and civil missions for both terminal and en route services. In the en route arena, air traffic controllers, qualified as combat airspace managers, work with host nation and the ICAO for ingress and egress routes and procedures and with neighboring nations for clearance authority. They also work with them to determine instrument approach capability and with the FAA for flight inspection of navigational aids. They provide expertise for airfield assessment and survey as well. In the terminal environment, air traffic control operates deployed navigational aids while controllers provide both visual and instrument landing capability at air bridge, staging, and destination locations. These controllers may operate from fixed bases, using in-place or deployed equipment to augment theater and host nation controllers, or at austere airfields using mobile air traffic control and landing systems (ATCALS) equipment. They depend heavily on communications links, HF, SATCOM, and land lines to coordinate the transit of missions through adjacent airspace.

空中交通管制和着陆系统（ATCALS）Fixed Base

今天，ATCALS支持满足任务要求；但是，关注设备现代化和采集的问题。USAF参与国家空域现代化/升级过程对于与FAA的系统集成至关重要。为了使我们的飞机与全球旅行/导航兼容，我们的飞机必须配备模式S，数据链路，自动依赖监视和其他基于卫星的系统等系统。同时，我们必须追求相关的基于地面的系统，以支持先进的技术航空电子系统。

As the FAA continues to phase out TACANs and our precision landing systems reach obsolescence, these aging systems must be replaced with state-of-the-art technology. The FAA determined Global Positioning Systems will be the standard for navigation systems under the Future Air Navigation System.

In the short-range, Global Positioning System (GPS) is the preferred navigational aid with differential GPS for precision approach and landing guidance. AMC avionics and associated ground equipment must keep pace with FAA and ICAO requirements and capabilities implementation. In the long-range, GPS is technologically sound. AMC aircraft and ground systems will be in place and efficient. With the envisioned changes and growths in technology, ATCALS will meet future Global Reach requirements.

裸露的基础

由于AMC目前没有移动资产，因此该命令依靠ACC提供移动ATCALS设备。AMC/DOA已开始采取行动，利用ANG空气交通管制单元提供移动ATCAL，以支持AMC GRL。此外，CRAF和平民航空公司对应急行动的合同支持需要与航空电子兼容的导航辅助工具。当今的不兼容性验证了对移动Vortacs的需求。目前，国防部库存中不存在移动vortacs。但是，AMC已提交了CSRD，以获取两个移动Vortacs。

AMC must pursue acquisition and ownership of mobile ATCALS resources to be truly in control of contingency operations. Along with this comes the responsibility to establish mobile units where equipment can be used for training or, stored and maintained in a deployment ready state. This will require a large expenditure of people and money.

在短期内，ACC库存中的移动/战术系统正在迅速过时。将需要以越来越多的速度来满足战时/应急要求的速度，需要移动雷达，塔楼和塔肯人。我们的两个移动Vortacs将是高需求项目。

在中期，AMC必须继续与全球成功进行应急运营所需的移动资产保持密切相关。AMC的移动设备的准备就绪必须进行微调，以准备部署到全球。

从长远来看，必须将GP添加到移动ATCAL设备的清单中。当改进移动雷达和塔楼并拥有/控制移动ATCALS时，最好满足我们的全球覆盖范围要求。

机场管理功能适用于航站楼和途径服务，以支持任何部署飞机，CRAF任务或联合军用飞机的国防部。提供的服务包括国内和国际飞行计划处理和外交许可协调。这些服务是合理的，将在可预见的未来继续满足任务要求。

严峻的字段

虽然不是一个新问题, the difficulty of landing in low-visibility, adverse weather was highlighted during the 1995 deployment to Bosnia. Aircraft, including the C-17, were unable to land in the low-visibility conditions typical in the Balkans, which were especially severe that season. (C-130s with special equipment and a navigator experienced more success, but not all which could be desired.)

Instrument Landing System/Precision Approach Radar systems, which are typically unavailable at forward operating locations, could have relieved the problem; however, these systems require 6-7 C-130 loads of equipment and are not at all what could be termed "portable." They also require a good deal of time and personnel to deploy, setup, and operate and don't contribute to "first-in" capability. These systems lack full multiservice interoperability, and thus fall short of the ideal in a deployed expeditionary force environment.

AMC于1996年1月开始搜索解决方案。倡导长期未资金的联合精确方法和着陆系统计划的开始，AMC/CV与SAF/AQ启动了讨论。该计划随后被资助96财年。这项工作正在寻找替换ILS/PAR Systems DoD范围的替代品，并且是I-D类（主要）收购计划。

To provide a quicker, incremental fix, the C-17 SPO has accelerated efforts to test the C-17 GPS mission computer非先令接近能力。成功结论测试和测试后分析应确信4-500英尺的决策高度是可行的。计划对Mission Computer软件的升级应导致FAA对此类非精确GPS方法所需的99.9％的完整性。

同时，AMC与电子系统中心和空军飞行标准机构合作，开始寻找技术至少提供I类（200英尺的决策高度）precision接下来的24个月内接近能力。这项工作是JPAL的一部分，旨在与整体JPAL计划的结果兼容或至少与之互补。

尽管AMC需要一个完全自主的系统，不需要本地地面设备，但可能没有近期修复的配置。另一个棘手的问题是飞行检查；即使有了完全的飞机自治系统，也可以在没有侵入飞行检查的情况下进行第一次着陆（意味着越过）。自然，AMC关注飞行检查问题，因为其行为延迟着陆点的启动，并提醒敌对部队在该位置提高OPS节奏。

另一个复杂的因素：无论技术如何，着陆区都必须是确切的。（如果您不知道自己要去哪里，那么确切地知道您的位置是什么。降落）渴望最大程度地减少物流和设置。AMC/DO通过指出AMC需要的系统不容易受到当地天气状况的影响，进一步阐明了需求。提供该特征的一种方法是将远离机场的地面设备定位。这暗示了广阔的系统。

In April 1996, AMC/CC received a briefing sponsored by Dr. Gene McCall, Chairman of the USAF Scientific Advisory Board, regarding the technical feasibility of a wide-area differential GPS (WADGPS) precision landing capability on the C-17. Dr. McCall's proposal, based on the SRI WADGPS concept, was endorsed by CSAF; scoping of the effort is now underway. WADGPS requires four ground stations located in a continent-sized area to provide correction to GPS signals. Theoretically, WADGPS is sufficient for Category IIIa (50 ft) decision height. Outcome of the demonstration will be used as proof of concept as well as data for the JPALS effort.

在点导航区域，AMC空中交通管制和着陆系统办公室继续与萨克拉曼多空中物流中心共同开发和现场，开发和现场两个可部署的VHF Omni-range战术空中导航（Vortac）系统，从而提供了一种可运输的方式点导航能力。从97财年开始的POM要求资金两年，将Vortacs整合到可部署的避难所中。

In summary, although AMC is vigorously pursuing austere field, adverse weather approach and landing capability, the issue requires a systems approach to the problem. Way point navigation is one issue; landing in adverse weather is another. Threats must be considered. Further, AMC must consider the concept of operations, training, and logistics of precision approach capabilities to choose the right systems for both near- and long-term use.

天气设备

AMC天气人员使用广泛的设备提供天气观察和预测服务。将来，更多的自动化系统将提高天气产品的准确性和及时性。Air Weather Service，作为天气设备的标准系统经理，为AMC使用的大多数天气设备的收购和监督。

Fixed-Base Weather Systems

Airfield observing equipment includes sensors and associated hardware needed to determine weather conditions that may impact air and ground operations. These systems operate independently and do not share common processors or display hardware. This configuration requires excessive time to make and disseminate observations.

State-of-the-art automated observing methods will soon become more efficient than the manual methods now in use and will provide a continuous weather watch with real-time automatic notification of critical weather events. In addition to replacing existing sensors, future weather observing capabilities will provide lightning detection for ground refueling and support to base computer facilities, measurement of wind and temperature vertical profiles for wind shear detection and warning, and measurement of slant range visibility to improve flight safety. Conversion to integrated, automatic observing systems is set to occur by the early 2000s under the Meteorological Operations Capability (MOC) program. MOC is in the early planning stages and program funding is in doubt. Program delays could leave AMC dependent on aging equipment with decreasing reliability.

MOC计划的延迟已经放大了AMC天气观察能力的短缺。长期以来，雷电检测和雷声一直依赖于人类的观察，事实证明这是不足的。随着雷电检测设备和国家闪电网络的出现，闪电潜力和范围的主观确定被精确的识别所取代。尽管大多数AMC基地都购买了雷电检测设备和网络服务，但该功能的实施是零散的，目前仅限于驻军。

All AMC bases have weather radars to detect and display storms. Some of the radars are based on 1960s technology and have minimal storm analysis capability. All AMC bases will have the WSR-88D Next Generation Weather Radar (NEXRAD) by the end of 1996. NEXRAD uses Doppler technology to enhance storm detection and severe weather prediction. Projected radar initiatives include replacement of obsolete components using upgraded technology on the WSR-88D. Upgrades should include modifications to system software to improve weather detection algorithms. These algorithms identify characteristic radar signatures associated with tornadoes, hail, downburst wind shear, aircraft turbulence, and icing. The WSR-88D, with periodic life cycle and technological upgrades, should satisfy the weather radar detection needs at fixed bases through the year 2015.

自动化天气分配系统（AWDS）为气象站提供了传播预测，警告和咨询的能力。它还允许预报员在图形工作站分析和操纵全球天气数据，预后图和卫星图像，以准备和展示预测和简报。AWD的近期增强功能包括更快的处理器，台外简报功能，改进和更频繁的天气卫星图像显示以及用户C4I系统的接口。作为AWD的备份，预报员可以访问AF和海军拨号天气服务，以通过微型计算机获得预测产品。

In addition to an automated observing capability, MOC includes a replacement for AWDS. This aspect of the MOC program will transition forecast support capabilities fielded in the late 1990s for deployed environments back into the base weather station to ensure combat and peacetime support systems are as similar as possible. Reaching final operational capability by FY04, the MOC forecast system will replace or upgrade existing meteorological data manipulation and display systems and will include an integrated platform dedicated to the collection, assimilation, processing, and dissemination of all required weather information.

Deployable Weather Systems

Deployable weather observing systems currently include semi-automated and manually operated sensing equipment. While only recently fielded, many of these systems experienced excessive failure rates during DESERT STORM and RESTORE HOPE and continue to be plagued with problems. System modifications underway at the Sacramento Air Logistics Center应提供足够数量的可靠传感器来满足未来几年的AMC要求。

AMC天气团队需要长期替代现有的可部署观测系统。手动观察系统（MOS）是战斗天气系统（CWS）计划的一部分，将部分满足这一要求。轻巧的MOS比现有的手持系统具有实质性的最新改进，用于提供基本的天气测量（温度，风，压力），并将在1996年提供部署部队。此外，最耐用的可部署传感器最初是计划更换作为战术地面观测系统，现在仅在CWS计划中的预算降低而在98财年开始进行修改。最后，如前一节所述，AMC完全缺乏部署的闪电检测能力。

As a first-in capability, AMC weather personnel may also deploy with a laptop/notebook microcomputer equipped with a modem to access textual and graphical analysis and forecast products and data from CONUS Naval and AF dial-in systems using phone capabilities at the deployed location. Additionally, some weather teams deploy with a Quick Reaction Communications Terminal (QRCT) which can receive textual and graphical facsimile weather analysis and forecast products from military and civil HF weather broadcasts.

可运输AWD（TAWDS）是固定基准AWD的可部署版本，并提供了维持能力。功能类似于QRCT，语音HF和Pilot-Metro Service（PMSV）无线电的附加功能的AWD。AMC目前没有任何毒品，但如果需要，最多将任务三个。

The AF Meteorological Information Terminal (AFMIT) provides the capability to receive, display, and manipulate processed geostationary imagery and National Oceanic and Atmospheric Agency (NOAA) polar orbitor imagery in the deployed environment. The more robust AF Small Tactical Terminal (STT) program will provide the capability to receive both processed geostationary and direct-readout Defense Meteorological Satellite Program and NOAA polar orbiting satellite imagery and data beginning in FY96.

战术预测系统（TFS）将利用高级数据处理功能来增强对部署操作的支持。TFS将接收，摄入，融合和处理不同的天气数据集，并传播天气和空间环境预测。该系统将是轻量级，模块化且可快速部署的，并将包括指向用户C4I和任务计划系统的链接。该系统还将为天气人员提供显示，操纵和开发预测产品的能力。TFS配置将灵活地满足特定的部署要求。TFS应结合TAWDS和QRCT的所有功能，并具有室内，独立的天气分析和预后建模能力。随着时间和技术升级，这些分析和预后应该足够准确，并且分辨率足够细，可以为部署的用户提供最少的人类输入或修改的高质量预测。计划在96财年开始进行TFS的范围，并继续持续到97财年。随着定期生命周期和技术升级的TFS，应在2015年期间满足部署地点的天气预报需求。

人们：空气流动作为全力

四类人合并组成了空中流动团队 - 活跃的军事，空中储备组成部分（ARC）军事，在职民用雇员和平民合同服务人员。现役军事填补职位直接导致战争的行为（战斗或直接战斗支持）。它们受到海外轮换的约束，或者法律要求军事。传统上，ARC人员在战时激增的位置上充满了兼职卫队和预备役人员以及全职警卫技术人员，Active Guard Reserve（AGR）和空中储备技术人员（ART）人员。艺术负责和平时期培训和管理ARC单元。所有其他职能都可以由军事人员，在职民用雇员或合同服务人员执行，具体取决于战时要求，法律考虑，管理责任和成本等因素。此外，在和平时期和战时，要求民用储备机队（CRAF）增强AMC的有机舰队。

AMC总力如下所示。AMC获得的ARC资产是AMC总武力的49％。平民受到主动和弧分的雇用。这不包括成千上万的人组成全部队或CRAF的承包商部分。

现役军人

自1947年12月以来，现役军人的终端优势处于其最低水平。目前，有43％的活动和49％的ARC人员的组合可能会改变，将来执行AMC任务和职责的ARC人员比例更高。

Air Reserve Component (ARC) Military

随着对全力的弧线贡献的增加，它将继续代表AMC功能的很大一部分。现在大多数C-5，C-141和KC-135机组人员，以及航空医学和空中港口人员，现在居住在ARC中。目前，C-141车队已编程为在06财年退休之前，在03财年过渡到ARC。将力结构转移到弧线的情况下增加了命令的非动物应急响应时间，并且持续的移动性要求将导致对ARC人员的需求更大。随着ARC角色的增加，将探索新的操作概念和就业问题，以进一步最大化ARC的日常贡献。乐动冠军