Find a Security Clearance Job!


Chapter 7

Operations at the Point of Embarkation

Units may pass through two types of ports of embarkation (sea and aerial) en route to the theater of operations This chapter describes operations at both ports.

7-1. Units deploy equipment and supplies by sea through a port that is generally commanded or contracted by MTMC. Where MTMC does not have a TTBde or other contractual agreements, the Army has terminal units that can operate the seaport facilities until MTMC can negotiate HN/commercial contracts or establish a TTBde to perform this mission.

7-2. All ports must have assured communications and be able to provide ITV of unit equipment during this phase of movement. This capability must extend to providing advance arrival information to the POD.


7-3. The following is a list of agencies responsible for operations at the port of embarkation.


7-4. MTMC directs deployment of units and sustainment through POEs according to the TPFDD. Deploying units receive their port call instructions from MTMC. The port call message identifies what date the unit must arrive at the SPOE for movement processing. MTMC will schedule units to arrive at the POE in sufficient time to allow processing and loading to meet vessel sailing schedules. Units backward plan for SPOE movement through the ITO, and coordinate movement schedules with MTMC. MTMC is the worldwide common user ocean terminal port operator. Its deployment duties and responsibilities are as follows:

  • Select unit SPOE/SPOD with the CINC.
  • Determine movement requirements and coordinate vessel selection with MSC.
  • Prepare and issue port call messages.
  • Receive PSAs from supporting installations and direct their functions and activities.
  • Receive, stage, and transship unit equipment in the port.
  • Establish and direct port communications, safety policies, and physical security procedures.
  • Regulate military traffic within the port.
  • Direct DSBs to assist deploying units.
  • Assist ITOs and traffic managers in shipping unit equipment and supplies to the POE.
  • Develop stow plans, supervise vessel loading, inspect vessel readiness, and provide documentation.


7-5. The Tiger Team opens and temporarily operates a SPOE until the TTBde is fully operational. When alerted, the Tiger Team immediately deploys to the SPOE to coordinate contracts, set up operations, and begin to receive cargo. The team will also plan for traffic flow, obtain waivers and clearances, establish liaison with the deploying unit, develop prestow plans, and provide reports. Liaison with the deploying unit is especially critical to establish the flow into the port based on the priority of load. The team's composition is determined by the team chief based on mission requirements. Command authority remains with the team until the TTBde commander arrives and assumes command.


7-6. TTBdes are RC units that allow the MTMC to expand the number and capability of seaports. They normally take over responsibility for port operations from the Tiger Team. TTBdes conduct ocean terminal operations at established ports where existing manpower, equipment, and infrastructure are available. When operating in CONUS, TTBdes are assigned to MTMC. They may be deployed OCONUS to expand the number and capability of ports for sustainment or redeployment purposes.

7-7. TTBdes consist of soldiers and systems. They depend on the infrastructure of the port facility, contract stevedores, and HNS at the terminals where they are assigned to operate. A typical TTBde operates two or three berths simultaneously (four or five berths for limited surge periods), provides traffic management, and supervises contracts. It employs Army standard management information systems such as ICODES, WPS, and LOGMARS. Its major responsibilities are as follows:

  • Establish and maintain liaison with port authorities.
  • Establish and maintain liaison with the PSA, the supporting installation or ASG, and the marshaling area commander.
  • Receive, load/discharge, and transship cargo according to supported command directives.
  • Establish and maintain liaison with the local MSCO.
  • Prepare and update port terminal operations plans.
  • Analyze terminal work load capabilities and quantify missions that may be performed by contract, HN, or military stevedore support.
  • Assign unit assets, whether assigned, attached, or contracted, to accomplish terminal missions.
  • Analyze, plan, and control terminal cargo movements through the terminal.
  • Prepare and update vessel stow plans.
  • Plan vessel work loads.
  • Execute port security plans in coordination with the Coast Guard.
  • Develop, process, and execute commercial contracts to hire stevedores. The civilian stevedore company provides vessel/terminal work. It normally will hire gangs to do the actual loading and lashing.
  • Compile cargo receipt and processing data in automated systems for documentation, management information, and ITV.
  • Perform liaison with deploying units.
  • Coordinate all cargo activity and stow plans with the vessel master or his representative.


7-8. The transportation commands that performs terminal service missions includes the following:

Group Level

7-9. HHC transportation group (terminal) may command two to six transportation battalions (terminal services) performing LOTS and/or fixed-pier operations. With a contracts supervision detachment assigned, the group may perform a role similar to the TTBde in that the group may administer contract and HN terminal service operations support.

Battalion Level

7-10. Terminal service battalions, crane and automated cargo accounting detachments, and various lighterage companies, load and discharge cargo in either LOTS (discharge two vessels simultaneously) or fixed-pier operations (discharge two to four vessels simultaneously) without the need for external stevedoring assistance.

Company Level

7-11. Terminal service and cargo transfer companies load/discharge cargo in either LOTS or fixed-pier operations.

7-12. Depending on the maturity of the AO, TOE transportation commands performing terminal service missions may transition to a MTMC activity. This transition will be predicated on the CINC and/or MTMC obtaining contract/HNS for seaport operations. As contracts and HNS agreements take effect, TOE transportation commands assume COR responsibilities and, upon order, shift these missions to MTMC. Transitional procedures are coordinated between the CINC's principal port representative and MTMC.


7-13. The USCG is responsible for all waterside physical security. This ncludes harbors, channels, approaches, and vessels that are in these areas. The USCG physical security plan is integrated with the port commander's physical security plan for developing and maintaining comprehensive physical security and antiterrorist plans. In addition to waterside physical security, the USCG's other duties include the following:

  • Regulating the shipping, handling, and pierside storage of hazardous cargo.
  • Interfacing between HN and military authorities on storage and handling of hazards, as the senior DOD port safety agent.
  • Issuing hazardous cargo permits.
  • Supervising vessel fire prevention programs.


7-14. Port security is a port commander responsibility. Availability of existing port security elements determines whether the port commander deems augmentation is necessary. A PSC may be required to augment existing port security elements.

7-15. The PSC works for the physical security officer, HHD, TTBde, or physical security officer within the S3 section of a transportation battalion (terminal service) or group (terminal). The PSC administers the port commander's physical security plan and coordinates with USCG for an integrated port physical security plan. PSC duties include the following:

  • Augmenting existing port security force or controlling port traffic circulation, to include port points of entry.
  • Providing escort and security for high priority shipments.
  • Conducting physical security surveys and inspections and ensuring existing safeguards protect sensitive, classified, or critical materiel and supplies.
  • Establishing liaison with area police authorities. Coordinating internal and in-transit sensitive and classified physical requirements as needed.


7-16. The PSA is a temporary military augmentation organization comprised of personnel with specific skills that aid the port commander in receiving, processing, and clearing cargo at both SPOE and SPOD (see Table 7-1). CONUS installations are delegated specific ports to which they must provide support. This includes the PSA and associated logistic support for deploying units. In a mature AO, OCONUS, the ASG provides PSA and associated logistic support for deploying units. In an immature theater or where assigned theater forces are inadequate, the ASG provides logistics support for deploying units. The deploying force provides the PSA support that augments the port commander's terminal operations force.

Table 7-1. PSA Mission Essential Task List

1. Report to the port commander, who provide command and control for his task organization. Develop, in conjunction with the sport commander, an MOU that identified all support and installation components.
    Tailor PSA to the type, size, and mode of transportation of units passing through the port.
2. Receive and stage unit equipment in SPOE/SPOD staging area. Implement and refine the traffic flow and the staging area to be used for each ship.
    Implement and plan for the handling and storage of hazardous, controlled, sensitive, and pilferable cargo.
    Supervise the staging and movement of all cargo.
    Stage equipment to execute stow plan.
3. Correct configured equipment and cargo POM deficiencies not resolved in the marshaling area. Check to ensure hazardous cargo is labeled properly with HAZMAT documentation and stored according to CFR 49.
    Check to ensure secondary loads are properly blocked, braced, and secured.
    Ensure equipment is properly documented.
    Adjust fuel to the proper level in vehicles and equipment being shipped.
    Correct cargo lashings and height limitations of equipment.
4. Serve as vehicle operators for all types of equipment to move vehicles in staging area and, if necessary, assist in loading and unloading the vessels. Ensure properly licensed vehicle operators are available for the types of unit equipment being staged.
    Implement a training program to develop skills necessary to maneuver vehicles in tight spots found on vessels.
    Operate all vehicles with applicable safety procedures to include sufficient ground guides and safety equipment.
5. Assist in servicing self-deploying aircraft to include air traffic control, fire protection, fueling/defueling, and dissassembly. Assist the aircraft maintenance teams in preparing, storing, and moving aircraft to be loaded.
    Supervise designated staging area landing zones and serviceability of both for aircraft support operations.
6. Provide ncessary DS maintenance to ensure vehicles are able to move under their own power or recover them in the SPOE/SPOD staging area. Perform emergency repairs (DS maintenance) on equipment in SPOE/SPOD staging area.
    Provide sufficient assets (drivers and mechanics) to expeditiously load and unload deadlined equipment.
    Provide vehicle recovery in SPOD/SPOD staging area during loading and unloading.
7. Assist the port commander with cargo accountability in the SPOE/SPOD staging area. Document each movement of cargo as required by the port commander.
    Provide processed equipment information/list to appropriate agency at the times requested.
    Train documentation personnel on documentation being used.
8. Provide for security of sensitve (protected) and classified cargo. Enforce hazardous and sensitive cargo procedures established by the port commander.
    Establish control procedures that deny unauthorized access to hazardous and sensitive cargo.
    Establish procedures to protect classified and OPSEC information.

NOTE: A general numeric sizing rule of thumb for this PSA task force is a company for a deploying brigade, a battalion for a deploying division, and a brigade for a deploying corps. This relates to size only, not organizational structure.

7-17. Commanders responsible for deployments should not (where practical) allocate deploying units to operate the PSA organization. The JPEC should allocate separate elements to perform this function. Commanders responsible for PSA organizations should maintain the same core personnel for the duration of the deployment and augment, as required, with unique deploying unit skills such as aviation personnel and munitions experts. Terminal operations success depends on a well-organized PSA augmenting and supplementing the port commander's SPOE/SPOD mission.

7-18. The PSA is under operational control of the TTBde/port commander. It will be established (through agreement with appropriate MACOM) by supporting installations and contract labor. An ISA between the support installation and the terminal commander will identify the PSA support requirements. The port commander will request additional PSA support requirements not originally identified in the ISA.

7-19. The PSA establishes the necessary communications to ensure the proper flow of cargo. It provides daily operational reports of cargo received, maintenance performed, and operational problems to the port commander.

7-20. In areas designated by the port commander, equipment will be staged according to the stow plan and call forward schedules. Vehicles will be manifested by like type if a prestow plan is not available.

7-21. The PSA organizational functions (see Figure 7-1) depend on the port commander's SPOE/SPOD mission, available contract and HNS, and the TOE and/or TDA organizations performing the terminal operations mission. PSAs are tailored to perform terminal operations duties that cannot be performed by assigned/attached, contract, or HNS elements.

Figure 7-1. PSA Organizational Chart

7-22. The PSA must establish a command structure that is tailorable to assist in any situation and provide trained personnel to accomplish its mission. The unique equipment assigned to engineer units and personnel who operate this equipment make this unit one of the most desirable units to perform PSA missions.

7-23. The commander providing PSA support should first consider the type of unit and equipment being deployed. He then selects personnel with the following qualifications and skills:

  • Personnel qualified to handle the physical security on classified equipment and cargo.
  • Personnel with unique equipment operator skills.
  • Maintenance personnel to correct primary weapon system and deploying equipment deficiencies.

7-24. The PSA's day-to-day contact with the port commander is through the logistics and PSA coordinating officer, HHD, TTBde, or S3 of the respective TOE transportation command. The PSA duties include the following:

  • Receiving, inspecting, and documenting deploying cargo.
  • Correcting cargo deficiencies that preclude sea movement.
  • Operating unique equipment (normally neither contract nor military stevedores can operate track vehicles and other atypical military cargo).
  • Providing backup organizational and limited DS maintenance for deploying units.
  • Providing physical security guard force for staged military cargo.
  • Providing blocking/bracing personnel and tools to secure secondary loads.
  • Providing recovery vehicles, buses, carry-all vans, administrative vehicles, maintenance trucks, ambulances, and equipment to wash equipment on redeployment.
  • Providing workers with safety equipment, such as vests, lights, gloves, and goggles.
  • Moving deploying unit equipment according to the port traffic plan.
  • Providing messing/billeting and medical support to transiting units.
  • Providing miscellaneous administrative support.


7-25. In the MOU between FORSCOM and MTMC, support installations are tasked to establish a final en route marshaling area, if space permits. Here unit equipment is to be configured for overseas movement prior to entering the port staging area. This marshaling area is designated by and under the control of the support installation and will serve to facilitate planning for the call forward of equipment.

7-26. The loading and discharging of vessels is dedicated to rapid, efficient, and controlled movement of cargo between vessel and shore. Improvements in cargo packaging, particularly containerization, contribute immeasurably toward increasing ship and cargo handling productivity. The cargo marshaling yard is an essential part of this shoreside operation providing a place to hold and process cargo pending further movement. Commanders may also select the marshaling area as an area to prepare vehicles and supplies for nontactical or combat loading.

7-27. Using a marshaling area allows rapid clearing of the beach or pier and makes vessel working space available for its primary purpose. It reduces pier congestion, thus reducing the potential for work slowdowns or stoppages in upload/discharge operations. Ideally, containers and other cargo should go from vessel's hook directly onto line-haul equipment for movement inland. This is not possible except for selected container or other cargoes. Conceptually, all cargo should move through the terminal without delay. However, this is not always possible because of the following:

  • Damaged containers may require repair or restowing of contents before further movement.
  • Containers may require segregation by destination or priority.
  • Retrograde containers must be cleaned and inspected, where required.
  • Containers found with broken seals or apparent pilferage must be inventoried and a new seal applied before onward movement.
  • Frustrated cargo will be segregated to a holding area pending resolution of documentation or mechanical problems.
  • Containers loaded with HAZMAT have been stuffed, documented, or placarded incorrectly.

7-28. The container marshaling yard is a temporary in-transit storage area. It allows for expeditious discharge operations by facilitating rapid, continuous movement of cargo and/or containers to or from the beach or pier. Marshaling cargo allows leveling of line-haul peak work loads resulting from discharge operations. Marshaling cargo allows selective, controlled, and flexible phasing of container or cargo movement to destination or vessel. In container operations, the marshaling yard provides an area for the following container activities:

  • Maintenance, repair, servicing, and inspection.
  • Unstuffing/stuffing.
  • Documentation and accountability.
  • Cleaning and decontamination.
  • Marshaling for retrograde movement.
  • Staging.
  • Security.

NOTE: STANAG 2926 ensures that national containerization procedures are compatible and interoperational. This STANAG also includes factors relating to container selection, handling, inspection, and stuffing.

7-29. There is no set organization or physical layout for a marshaling area. It is organized to meet operational requirements within available space by grouping related functions. Cargo can be subdivided into any number of categories. The categories and the volume of cargo in each category plays a significant role in the marshaling area. The following are the most widely used categories:

  • General (break-bulk).
  • Containerized.
  • Roll-on/roll-off.
  • Special (oversize, heavy lift, hazardous, and security) cargo.

7-30. Cargo and container marshaling areas should provide for the following activities and functions:

  • A central control and inspection point with multiple lanes for cargo and containers entering or exiting the marshaling yard.
  • Auxiliary internal CPs for containers and cargo entering the yard from a beach, a rail spur, or by helicopter to a landing zone within the yard.
  • Segregation of inbound containers and cargo by size and type and, within these groupings, further segregation by priority, destination, and special handling (security, mail, hazardous, and so forth).
  • Segregation of retrograde cargo and containers by type and size with empty and loaded containers further segregated.
  • Maintaining an inventory of containers by location and status.
  • Security area for break-bulk cargo or containerized protected cargo.
  • Electrical outlets for refrigerated containers. (In an unimproved or bare beach LOTS environment, self-contained refrigeration units may be needed. This mandates separate propane or diesel refueling areas.) Refrigeration maintenance must also be provided.
  • Sheltered facilities for inventory and control, documentation, and movement control elements.
  • Covered facilities for stuffing and unstuffing containers.
  • A traffic circulation plan showing movement flow into, through, and out of the marshaling area.
  • Cleaning and/or decontamination of retrograde containers and vehicles.
  • Minor repair of damaged containers.
  • Equipment parking.
  • Unit maintenance of equipment.
  • Messing and comfort facilities.
  • A spill contingency plan including emergency supplies and equipment for isolating disposing of HAZMAT spills.
  • An emergency response plan for fire or other emergencies. In addition to the space for temporary storage of containers, there should be space for any container repacking requirements, container repair, or other operational or administrative functions. Space requirements are influenced by type, size, and number of containers handled, length of time containers are held in the marshaling area, and CHE available.

7-31. The marshaling area (general cargo, container, or both) is located as near the vessel, rail, air, or truck discharge or load site as practicable. Enemy capabilities and activities may require dispersion of activities or affect selection of marshaling yard location.

7-32. Cargo should be transferred mechanically when supplies are unitized and MHE is compatible with the carriers. For planning purposes, personnel requirements for mechanical handling of cargo by such equipment as RT forklifts, cranes, and tractor trailers is usually limited to an operator for each piece of MHE, a checker, and appropriate supervisory personnel.


7-33. As the vessel readies for loading, equipment is sent from the marshaling area or installation to the staging area by the port commander based on a call forward plan. The MTMC port commander assumes custody of the cargo in the staging area. The PSA performs its functions, such as driving vehicles and correcting deficiencies, in the staging area. Equipment is then loaded onto the vessel. Notional seaport operations are shown in Figures 7-2 and 7-3.

Figure 7-2. Notional SPOE

Figure 7-3. Movement by Sea (Marshaling Area)


7-34. Departure airfield operations (see Figure 7-4) are outlined in four separate areas of activity for the unit, DACG (see Figure 7-5), and TALCE. These areas are the marshaling area, the alert holding area, the call forward area, and the loading ramp area. The TALCE coordinates the overall airlift operations at the departure airfield (see FM 55-12).

Figure 7-4. Departure Airfield Operations

Figure 7-5. D/AACG Functional Structure


7-35. The marshaling area is provided by the installation or base commander of the geographic AOR from which the deploying unit stages its departure. Marshaling area activities are the responsibility of the deploying commander. These activities may take place within the deploying unit's permanent area or in another area to ease movement and control. In either case, the marshaling area activities should take place as close as possible to the departure airfield. Its location should not cause unnecessary congestion to airfield operations or undue hardship to the deploying unit. It may be the area where units may start, continue, or complete preparation for strategic loading.

7-36. The installation/base commander (or the parent organization) who provides the marshaling area will assist the deploying forces. The deploying unit should not be required to perform support functions thus permitting concentration on preparation for the deployment.

7-37. The HS installation or parent organization is responsible for the movement of its subordinate units. The deploying unit should do the following:

  • Establish liaison with the DACG and other activities.
  • Coordinate a joint planning conference.
  • Perform final preparation of vehicles and equipment according to air transport guidelines (to include weighing and marking center of balance).
  • Ensure that adequate shoring material is on hand and readily available.
  • Prepare personnel and cargo manifests.
  • Assemble personnel, supplies, and equipment into aircraft loads according to established load plans.
  • Ensure planeload or troop commanders are appointed and properly briefed on their responsibilities.
  • Develop alternate (bump) plan for chalks in the event aircraft becomes nonmission capable.
  • Pass control of unit aircraft loads to the DACG at the alert holding area.

The DACG is responsible for the following:

  • Maintaining liaison with the deploying unit.
  • Arranging with the TALCE for Air Force technical assistance required by the deploying unit.
  • Establishing communications.
  • Maintaining liaison with the aerial port section of the TALCE.
  • Calling aircraft loads forward from the marshaling area and assuming control in the alert holding area.


7-38. The alert holding area is the equipment, vehicle, and passenger control area. It is normally located in the vicinity of the departure airfield. It is used to assemble, inspect, hold, and service aircraft loads. Control of the load is transferred from the individual unit to the DACG at this point. The deploying unit is responsible for the following:

  • Ensuring that the aircraft load arrives at the alert holding area at the time specified by the DACG.
  • Providing the DACG with passenger and/or cargo manifests and required documentation.
  • Correcting load discrepancies identified during preinspection.
  • Ensuring vehicle drivers remain with the vehicles until released.

The DACG is responsible for the following:

  • Ensuring loads arrive at the alert holding area at the time agreed upon by the deploying unit and TALCE.
  • Receiving, inventorying, and controlling aircraft loads as they arrive at the alert holding area.
  • Inspecting aircraft loads to ensure that they are complete and correctly prepared. Ensure required shoring, floor protection materials, and 463L dunnage are available.
  • Verifying accuracy of weight and balance markings.
  • Establishing a discrepancy correction area.
  • Inspecting documentation for accuracy and completeness.
  • Providing emergency maintenance, POL, and related services, as needed, to accomplish the outloading mission.
  • Directing or guiding aircraft loads to the joint inspection area (call forward area).

The TALCE will assist the DACG as required.


7-39. The call forward area is that portion of the departure airfield where the joint inspection is conducted. A final briefing is provided to deploying troops and all manifests reviewed for accuracy. The deploying unit will correct all discrepancies found by the DACG/TALCE joint inspection. The DACG is responsible for the following:

  • Establishing communications with TALCE and deploying units.
  • Assisting in the joint inspection of aircraft loads and manifests.
  • Ensuring that passenger/cargo manifests are correct.
  • After loads have passed inspection, moving equipment forward to the ready line and segregate by load.
  • In the event of aircraft aborts or discrepancies in the planned ACL, reassembling aircraft loads with the assistance of the TALCE and preparing required manifest changes.
  • Ensuring that discrepancies found during the joint inspection are corrected.
  • Maintaining statistical data to account for the current status of all unit personnel and equipment scheduled for air movement.
  • Ensuring the deploying unit adheres to the established movement timetable.
  • Providing loading team personnel and support equipment to include one pusher vehicle per load team.
  • Providing gloves, goggles, ear protection, and reflective devices for load team members.
  • Escorting aircraft loads to the ready line and ensuring that all personnel are briefed. (Personnel will be briefed on flight line safety, including driving procedures, smoking rules, and other applicable local safety requirements.)
  • Retaining a final corrected copy of each passenger/cargo manifest and inspection record.
  • Ensuring that deficiencies noted during the joint inspection are relayed to the alert holding area and the unit. This action will prevent recurrence of the same deficiencies. The DACG provides emergency services as required and agreed upon at the joint planning conference to ensure uninterrupted operations.
  • Providing fueling and defueling capability and emergency maintenance for vehicles to be transported.
  • Providing passenger holding areas as required.

The TALCE is responsible for the following:

  • Coordinating with the DACG on all changes required to the aircraft configuration.
  • Together with the DACG, conducting the joint inspection using DD Form 2133.
  • Providing passenger briefing guide for the passengers' representative to brief the troops for on/off load procedures. Briefing vehicle drivers and passengers on flight line safety, driving procedures, smoking rules, and special precautions.
  • Providing a team chief for each loading team.
  • Providing passenger escort to the aircraft.
  • Notifying the DACG when loads are to be dispatched to the loading ramp area ready line.
  • Accepting loads at the ready line and load aboard the aircraft. (If a TALCE is not available, the aircraft loadmaster will accept the load.)
  • Providing airflow information to the D/AACG.


7-40. The loading ramp area, including ready line area, is controlled by the TALCE. The planeload commander or troop commander is responsible for the following:

  • Following directions of load team chief or passenger escort.
  • Monitoring and controlling aircraft passengers.
  • Retaining one copy of the final passenger/cargo manifest.
  • Providing assistance in loading and securing the aircraft load as requested by the load team chief.
  • Ensuring that vehicle drivers and equipment operators follow the instructions of the load team chief or primary loadmaster while loading equipment on the aircraft.

The DACG is responsible for the following:

  • Transferring control of the aircraft load to the TALCE at the ready line and monitoring the loading.
  • Providing load teams to assist in loading and securing aircraft load as required by the load team chief.
  • Maintaining coordination with the deploying unit representative and TALCE.
  • Obtaining individual aircraft load completion time from TALCE.

The TALCE is responsible for the following:

  • Accepting planeloads from the DACG at the ready line.
  • Ensuring that all drivers have been briefed on flight line safety.
  • Ensuring that each aircraft load is positioned at the proper aircraft at the specified time.
  • Maintaining liaison with the aircraft crew and the DACG.
  • Coordinating with the aircraft primary loadmaster and ensuring that loads are placed aboard the aircraft in time to meet the scheduled departure time.
  • Providing (if required) and operating MHE and special loading equipment according to AR 59-105/AFR 76-7/OPNAVINSTR 4630.13D/MCO 4660.2 and agreements established during the joint planning conference.
  • Maintaining communications with the DACG and deploying units.
  • Providing aircraft primary loadmaster with required copies of the passenger/cargo manifests and retaining a copy for TALCE files.
  • Briefing aircrews, as required.

The load team chief is responsible for the following:

  • Receiving loads at the ready line.
  • Directing and supervising the loading teams and vehicle drivers.
  • Coordinating with the aircraft primary loadmaster, directing all loading operations, and ensuring all equipment and supplies are properly restrained in the aircraft.
  • Coordinating with the TALCE ready line coordinator for any special assistance or equipment needed.
  • Collecting required copies of the passenger/cargo manifest and making sure that they are given to the aircraft primary loadmaster.
  • Passing load completion time to the AOC section of the TALCE.

Join the mailing list

Unconventional Threat podcast - Threats Foreign and Domestic: 'In Episode One of Unconventional Threat, we identify and examine a range of threats, both foreign and domestic, that are endangering the integrity of our democracy'