Active route flying time (ARFT) = The flying time from the onload to the offload location including all intermediate locations en route. This does not include ground time.

Active route ground time (ARGT) = The cumulative ground time of all intermediate stops from the onload location to the offload location. This does not include flying time.

Aeromedical Evacuation (AE) Patients

Litter = Patient requires assistance to enplane and deplane.

Ambulatory = Patient does not require assistance to enplane and deplane.

Aircraft block speed = The average true airspeed over a specified distance, including takeoff, climb, cruise, descent, approach, landing, and taxi to block-in.

Aircraft parking size = The ramp space a particular aircraft occupies, usually expressed in C-141 equivalents (See table 2).

Airfield througgput capability = The amount of passengers or cargo which can be moved through the airfield per day via strategic airlift based on the limitations oo the airfield (such as parking spots).

Air refueling track = A track designated for air refueling reserved by the receiver unit/planner. If possible, the track from the ARIP to the ARCP should be along a TACAN/VORTAC radial and within 100 NM of the station.

Air Refueling Initial Point (ARIP) = A point located upstream from the ARCP at which the receiver aircraft initiates a rendezvous with the tanker.

Air Refueling Control Point (ARCP) = The planned geographic point over which the receiver(s) arrive in the observation/precontact position with respect to the assigned tanker.

Air Refueling Control Time (ARCT) = The planned time that the receiver and tanker will arrive over the air refueling control point (ARCP).

Air Refueling Exit Point (AR EXIT PT) = The designated geographic point at which the refueling track terminates. In a refueling anchor it is a designated point where the tanker and rrceiver may depart the anchor area after refueling is completed.

Allowable Cabin Load (ACL) = The maximum payload which can be carried on a mission. It may be limited by the maximum takeoff gross weight, maximum landing gross weight, or by the maximum zero fuel weight.

 Anchor point = A designated geographical point on the down stream end of the inbound course of the Anchor Refueling Pattern.

Anchor refueling = Air refueling performed as the tankers maintain a prescribed pattern which is anchored to a geographical point or fix.

Anchor Rendezvous = The procedures normally employed by radar (CRC/GCI/AWACS) to vector the tanker(s) and receiver(s) for a visual join-up for refueling.

Planning payload = The payload (expressed in short tons of cargo or number of passengers) expected on a fleet-wide basis, and used by planners to make initial gross planning estimates. The size, shape, and density of most payloads, as well as passenger constraints (i.e., oxygen or life preservers available), rarely permit loading to 100 percent capacity. Planning payload data, not maximum payload data, should be used for operations/transportation planning.

Base air refueling altitude = A reference altitude at which lead aircraft of a tanker formation (or single aircraft for individual air refueling) will fly at initial contact.

Cargo = There are six different classifications of military cargo, categorized as follows:

Bulk Cargo, including the 463L pallet itself, that is within the usable dimensions of a 463L pallet (104" x 84" x 96") and within the height and width requirements established by the cargo envelope of the particular model of aircraft.

Oversize Cargo exceeding the usable dimensions of a 463L pallet loaded to the design height of 96" but is equal to or less than 1,090" in length, 117" in width, and 105" in height. This cargo is transportable on the C-5, C-17, C-141, C-130, and to a limited extent the KC-10.

Outsize Cargo which exceeds the dimension of oversize (1,090" x 117" x 105") and requires the use of a C-5 or C-17.

Rolling Stock Equipment that can be driven or rolled directly into the cargo compartment.

Special Items requiring specialized preparation and handling procedures, such as space satellites or nuclear weapons.

Civil Reserve Air Fleet (CRAF) = A program in which civil aircraft are allocated by the Department of Transportation (DOT) to augment the military airlift capability of the Department of Defense (DOD). The CRAF is composed of three segments; International, National, and Aeromedical Evacuation. Airccaft are assigned to a segment based on their capabilities. CRAF can be incrementally activated in three stages in response to defense-oriented situations, up to and including a declared national emergency or war. Aircraft volunteered to CRAF are manned at a 4 to 1, aircrew to aircraft ratio with a minimum utilization rate of 10 hours per day.

  CRAF Stage I. Composed only of long-range international assets, this stage may be activated by USCINCTRANS, during increased airlift operations in support of substantially expanded military airlift requirements. When Stage I is activated, carriers have 24 hours after aircraft call-up, within which to respond and have aircraft and crews ready for mission assignments.

CRAF Stage II. USCINCTRANS may activate this stage when additional airlift is required for a major contingency requiring substantially increased airlift upport or an airlift emergency. Composed of all CRAF assets except Domestic Services. This stage has a 24-hour response time, with the exception of the Aeromedical Evacuation Segment, which has a 48-hour response time.

CRAF Stage III. USCINCTRANS may activate this stage in time of war or during a defense-oriented national emergencc. Composed of all CRAF segments with a response time of 48 hours.

Closure = The elapsed time to move a requirement from the onload airfield to the offload airfield. The time starts when the first aircraft takes off from the onload location and stops when the final aircrrft lands at the offload location.

Cycle Time = Total elapsed time for an aircraft to depart home station, fly a complete mission and be back to start a second time.

Dual role mission = A mission where both air refueling and airlift are provided to the user. The primary mission role is normally air refueling. Missions where cargo movement is primary require a dedicated funded special assignment airlift mission (SAAM).

Enroute Rendezvous = A rendezvous procedure where-by the tanker and receiver arrive at a common rendezvous (RZ) point at the same time with 1,000 feet altitude separation.

Fleet capability = The amount of cargo or passengers which can be moved into or out of a location or theater expressed in short tons or pax per day. Limitations include the number of aircraft in the operation, their USE rate, and the distance between onload and offload locations.

Fuel MOG = See Maximum on Ground

Ground time = The planned ground time for the type of aircraft used.

Maximum on Ground (MOG) = Although this term literally refers to the maximum number of aircraft which can be accommodated on the airfield (usually the parking MOG), it is often specialized to refer to the working MOG (maximum number of aircraft which can be simultaneously "worked" by maintenance, aerial port, and others), the fuel MOG (maximum number of aircraft which can be simultaneously refueled) or other constraininggfactors. It is most commonly expressed in C-141 equivalents.

 Missions required = The number of strategic airlift missions (by aircraft type) required to move a requirement from the onload to the offload location.

Noncombatant Evacuation Operation (NEO) = The planned operation to move noncombatants from areas of danger overseas to safe havens, or to the United States. Standard NEO planning factors (refer to Table 3) should be used when planning NEO operations. Emergency NEO capabilities represent the most extreme of circumstances.

Number of aircraft = The specific number of aircraft apportioned to any peacetime operation, contingency, or exercise, or the number apportioned in the Joint Strategic Capabilities Plan (JSCP) enclosure 11 for tasked OPLANs.

Parking MOG = See Maximum on Ground.

Pavement/Aircraft Classification System = The ICAO standard method of reporting pavement strengths. The Pavement Classification Number (PCN) is established by an engineering assessment of the runway. The PCN is for use in conjunction with an Aircraft Classification Number (ACN). ACN values (provided in table 1) relate aircraft characteristics to a runway's load bearing capability, expressed as a PCN. An aircraft with an ACN equal or less thannthe reported PCN can operate on the pavement subject to any limitations on the tire pressure. Refer to DOD Flight Information Publication (Enroute) for an airfield's specific PCN.

Payload = The load (expressed in short tons of cargo, or number of passengers) which an aircraft transports.

PCN = See Pavement/Aircraft Classification System

Point Parallel Rendezvous = A rendezvous accomplished with the tanker maintaining an appropriate offset, the receiver flying the ARIP to ARCP track, and the tanker turning in front of the receiver at a computed range.

Primary Mission Aircraft Inventory (PMAI) = Aircraft authorized to a unit for performance of its operational mission. The Primary authorization forms the basis for the allocation of operating resources to include manpower, support equipment, and flying hours funds.

Productivity factor = Gross measure of an aircraft's expected useful ability to move cargo and passengers to a user, expressed as a percentage. Positioning, depositioning, and other non-productive legs all diminish the overall productivity. For example, on a strategic airlift mission involving an outbound and a return leg, the return leg is normally considered nonproductive. The productivity factor, in this case would be 50 percentt However, this assumes cargo has already been positioned at the aircraft's departure point. In most situations, airlift aircraft must fly one or more positioning legs to an onload location. Since productive cargo is usually not moved at this time, these positioning legs reduce the overall productivity factor to a value less than 50 percent.

  For planning purposes use the productivity factors found in table 7, or calculate your own by dividing productive leg distance (onload to offload) by round trip cycle distance.

Queuing Efficiency = A factor used by planners and applied in formulas (i.e.,. throughput capability) to account for the physical impossibility of using limited airfield facilities with perfect efficiency. For example, when a parking spot is vacated, it is never instantly re-occupied. Historically, planners have applied a queuing efficiency of 85 percent.

Requirement =

Airlift. The force to be moved in number of passengers or short tons of cargo.

Tanker. The number and type of receivers, fuel desired, time to loiter, and AR track.

Round trip flying time (RTFT) = The accumulated flying time from the aircraft's starting point, to the onload location, through the en route structure, to the offload location, back through the enroute system, to starting point of origin or other final destination .

Round trip ground time (RTGT) = The accumulated ground time from the aircraft's starting point, to the onload location, through the en route structure, to the offload location, back to the final destination.

Short Ton (S/T) = A unit of measure equal to 2,000 pounds.

Time to arrival = The time required for cargo/pax to arrive at the offload location including all enroute ground times.

USE rate = The capability of a subset of PMAI aircraft to generate flying hours expressed in average flying hours per aircraft per day. Computed only for those aircraft applied to a specific mission. For example, consider an operation using 2 C-141 aircraft. If 1 aircraft flies 10 hours while the other is in maintenance, then one aircraft has 10 hours of USE rate and the other has 0 hours of USE rate. Collectively, these two aircraft generate 5.0 hrs/day of "USE".

Utilization rate (UTE rate) = The capability of a fleet of aircraft to generate flying hours in a day, expressed in terms of per Primary Authorized Inventory (PAI). Applies only to long-term, large scale operations such as OPLANs. For small operations involving less than the entire fleet, UTE rates are not normally a factor.

Wartime Objective "Surge" UTE Rate = A command established flying hour goal for planning and programming to meet JCS directed wartime objectives in the first 45 days of the most demanding wartime operations. AMC sets this rate as a target for planning and programming aircrews, maintenance, and aerial port manpower, active and reserve force mixes, and spare parts. This early 45 day surge period assumes the deferral of  scheduled maintenance, suuport people working overtime, and the full mobilization of both active and reserve forces with fully funded and fully stocked spares in supply.

Wartime Objective "Sustained" UTE Rate = Sustained UTE rates represent another Command goal for planning purposes. After a 45 day surge operation in wartime, the immediate demand for airlift decreases somewhat and a greater percentage of needed equipment arrives by ship. AMC plans to fly at a lower operational tempo known as a sustained UTE rate.

This reduced rate is based upon normal duty days, 100% active and reserve participation, and the accomplishment of maintenance activities deferred in the surge period.

Contingency Non-Mobilized USE Rate = Sustained rate of flying hour activity based upon full active duty participation and 25% reserve volunteerism. (e.g. JUST CAUSE, RESTORE HOPE, PROVIDE COMFORT).

Working MOG = See Maximum on Ground

Number of Passenger (PAX) Missions Required
= Total Pax - Pax on Cargo Missions.
Pax Capability per Pax Mission

Total Missions Required

= Cargo missions + Pax missions

Time to Arrival
= (active route flying time) + (active route ground time)

ARFT = dist 1 + dist 2 +.....

block speed 1 block speed 2

ARGT = gnd time 1 + gnd time 2 + gnd time 3 +...

Cycle Time
= round trip flying time + round trip ground time

RTFT = dist. 1 + dist. 2 + ...
block speed 1 block speed 2

RTGT = gnd time 1 + gnd time 2 + gnd time 3 +...

Closure

= (requirement) x (RTFT) .
(average payload) x (number of aircraft) x (USE rate)

Fleet Capability (short tons delivered to the theater per day)

= (average payload) x (number of aircraft)t x (USE rate)
(RTFT)

Fleet Capacity (million ton-miles per day)

= number of x block x average x UTE x productivity

aircraft speed payload rate factor .

Airfield Throughput Capability (station capability)

= (MOG) x (average payload) x (operating hours)
(ground time)

X 85% queuing efficiency

Note: Use the lower of either the working, parking, or fuel MOG

dist = total distance from takeoff to landing

TAS = average airspeed of receiver leg (use AFP 10-1403

Table 4 Blockspeeds for mobility aircraft or applicable flight

manual airspeeds for combat aircraft.)

fuel flow = fuel burn rate in lbs/hr

total fuel = total fuel on board at takeoff

dest resv = required fuel reserves at destination

Offload Available (per tanker)

= total fuel - (dist / TAS x fuel flow) - dest resv

Load Planning Factor

Load Planning Factor = standard number of patients loaded per aircraft for aeromedical evacuation. (See table 13)

AE Crews (# required for missions flown, does not include stage)

= (Msns / day) x (1.25 Crew Planning Factor) x (Crews Per Aircraft)

x (Crew Cycle Time)

Use the following standard AE planning factors:

Crews per Aircraft : (Refer to table 13)

Tactical = 1

Strategic = 1.5 for C-141, C-17 (3 flight nurses, 4 technicians)

2 for B-767 (4 flight nurses, 6 technicians)

Crew Cycle Time:

Tactical = 2 days

Strategic = 4 days (dedicated) 5 days (retrograde)

Dedicated = AE mission from CONUS to CONUS

Retrograde = AE mission from theater to CONUS

Note: Flight hours per crew member must not exceed published 30/90 day limit.

Table 1. Aircraft Airfield Restrictions

2. Organic calculated as the maximum ACL for a 3200 nm leg, CRAF calculated for a 3500nm leg.

3. Historical averages from Desert Storm/Shield. CRAF based on mixed service averages (B-747-100 Eq = 78 s/tons).

4. CRAF MAX and AVG passengers are the same because passengers are loaded to the max allowable by weight.

5. Lower NEO number reflects life raft capacity.

 Table 4. Aircraft Block Speeds¹

Civil aircraft figures are a composite average of various configurations and series participating in CRAF.

For Civil aircraft whose passenger and cargo configuration speeds differed, the lower speed was used.

 Table 5. Ground Times

3. PMAI reflects Air Evac aircraft only.

4. KC-10 and KC-135 UTE rates apply in the airlift role.

5. CRAF CARGO/PASSENGER aircraft contracted for FY 1997.

6. CRAF Stage 3 Cargo Planning Factor = 120 B-747-100 Wide Body Equivalents.

Table 7. Productivity Factors¹

Table 8. Maximum Airfield Throughput

Table 9. Fuel Burn Rates¹

Table 10. Tanker Offload Capabilities

= 800 stons .
19 stons per C-141

= 42 C-141 equivalent missions

Time to arrival. The time required for cargo/pax to arrive at the offload location including all enroute ground times. For this example the C-141's will depart McGuire (KWRI), fly to Griffiss (KRME) for onload, then enroute stop at Rota (LERT), Dhahran (OEDR), Delhi, (VIDP), and then offload at Tribhuvan (VNKT). Refer to definitions and tables as needed.

Time to Arrival
= (active route flying time) + (active route ground time)

ARFT = dist 1 + dist 2 +.....

block speed 1 block speed 2

3119 + 2911 + 1441 + 436

400 398 366 227

= 21.0 hours

Note: Block speeds were interpolated from table 4.

ARGT = gnd time 1 + gnd time 2 + gnd time 3 +...

(refer to table 5)

= 6.75 hours

Time to arrival = 21.0 + 6.75

= 27.75 hours

RTFT = dist. 1 + dist. 2 + ...
block speed 1 block speed 2

= 192 + 3119 + 2911 + 1441 + 436

227 400 398 366 227

+ 436 + 1441 + 2911 + 3140

227 366 398 400

= 42.8 hours

RTGT = gnd time 1 + gnd time 2 + gnd time 3 + ...

= 20.25 hours

Cycle Time = 63.05 hours

Closure

= (requirement) x (RTFT) .
(average payload) x (number of aircraft) x (USE rate)

= (800 stons) x (42.8 hours)

(19 stons) x (40) x (7.4)

= 6 days

Fleet Capability (short tons delivered to the theater)

= (average payload) x (number of aircraft)t x (USE rate)
(RTFT)

= (19) x (40) x (7.4)
42.8

= 131.4 stons/day

= (1) x (19 stons) x (24) x (85% queuing efficiency)
(2.25)

= 172.3 stons/day (Refer to able 8)

Air Refueling

For this example assume you need to deploy 6 F-15C's from

Langley (KLFI) to Spangdahlem (ETAD). How much fuel and

how many tankers (KC-135R) are required? Note: For this

example average/historical figures were used. Actual

numbers would vary according to aircraft model, configuration,

altitude, airspeed, etc.

Offload Required (per receiver)

= (dist / TAS x fuel flow) - total fuel + dest resv

dist = total distance from takeoff to landing

TAS = average airspeed of receiver leg (use Table 4 Blockspeeds for mobility aircraft or applicable flight manual airspeeds for combat aircraft.)

fuel flow = fuel burn rate in lbs/hr

total fuel = total fuel on board at takeoff

dest resv = required fuel reserves at destination

= (3500/480 x 7500) - 23,000 + 7500

= 39,187 lbs (per receiver) x 6 = 235,125 lbs

Offload Available (per tanker)

= total fuel - (dist / TAS x fuel flow) - dest resv

72,083

= 4 KC-135R's required

= # of Evacuees per day

Load Planning Factor

= 500

63

= 8 missions required per day

AE Crews (# required for missions flown, does not include stage)

= (Msns / day) x (1.25 Crew Planning Factor) x (Crews Per Aircraft)

x (Crew Cycle Time)

= 8 x 1.25 x 1.5 x 5 = 75 crews