Air Mobility Command Questions And Answers

The formula L × W × number of skids is used to determine the shoring requirements for skidded cargo. This formula takes into account the length and width of the cargo as well as the number of skids present. By multiplying these values together, you can calculate the total shoring requirements needed to properly secure the skidded cargo during transportation.

When determining shoring requirements, the wheel load for a vehicle is determined by dividing the axle weight by the number of wheels on each axle. This calculation allows for an accurate assessment of the load that each wheel will bear, which is crucial for determining the appropriate shoring or support needed to prevent collapse or instability. By dividing the axle weight by the number of wheels on each axle, the calculation takes into account the distribution of weight across multiple wheels, providing a more precise measurement of the load on each individual wheel.

After doubling the thickness of the shoring, it should be added to the outside diameter and subtracted from the inside diameter. This is because the shoring is meant to provide support and stability to the drum, so the added thickness should be accounted for in the outer dimensions of the drum. However, it should be subtracted from the inner diameter to ensure that the shoring does not impede the space inside the drum.

Units and aerial port personnel will use Integrated Computerized Deployment System (ICODES) Load Plans for mobility moves, contingencies, and channel missions outside of Air Mobility Command (AMC) if they have the capability.

When preparing a load plan, three copies are prepared. Two copies are given to ATOC personnel and one copy is given to ramp services personnel.

When preparing a load plan, it is important to separately total the weight of all the cargo and the moments the cargo generates. This is because the weight of the cargo directly affects the balance and stability of the aircraft. By calculating the moments that the cargo generates, which is the product of its weight and its distance from a reference point, the load planner can determine the distribution of the cargo to ensure that the aircraft remains within its allowable center of gravity limits. Therefore, considering both the weight of the cargo and the moments it generates is crucial for a safe and balanced load plan.

To figure out the percent of mean aerodynamic chord (MAC) for an aircraft when preparing a load plan, you need to consider the Leading edge mean aerodynamic chord (LEMAC) and mean aerodynamic chord (MAC). These two figures are important because they determine the balance and stability of the aircraft during flight. The LEMAC represents the distance from the leading edge of the wing to the reference point, while the MAC represents the average chord length of the wing. By knowing these figures, you can calculate the MAC percentage and ensure that the load plan is within the aircraft's safe operating limits.

You will prepare five manifests because there are general cargo shipments for both Hickam AFB and Kadena AFB, registered mail for Hickam AFB, and signature service shipments for both destinations. Each type of cargo requires a separate manifest, resulting in a total of five manifests.

The correct answer is WRI 7M 00001 because it matches the format of a manual manifest for a shipment from McGuire AFB, New Jersey (WRI) to Ramstein AB, Germany (RMS) in fiscal year 2017.

The correct answer is six because the question is asking for the minimum number of copies of each manual manifest produced for all cargo and mail placed aboard a DOD-owned, -controlled, or -contracted aircraft. This means that there needs to be a separate copy of the manual manifest for each cargo and mail item. Therefore, if there are six items to be loaded onto the aircraft, there would need to be six copies of the manual manifest produced.

When preparing a DD Form 1385, Cargo Manifest, as a backup manifest, it is necessary to complete the manifest header, which includes important information about the cargo being transported. Additionally, it is important to include the pallet header and loose cargo/mail data that are in the body of the manifest. This information helps to accurately document and track the cargo being transported. However, it is not necessary to include the entire contents of each pallet in the backup manifest. Instead, a pallet contents listing should be attached for each pallet that is being manifested.

The correct answer is to enter the in-the-clear destination. This means that the actual destination name or location should be written in the destination block of the manual manifest. This is important for clear communication and identification of the destination for the purpose of air transportation. The ICAO code, ATI code, and APC are not used in this specific case.

The correct answer is "Section leadership reviews and verifies the information." This means that before the AMC Form 56 is forwarded to the records, reports, and analysis section, the leadership of the section will review and verify the information on the form. This ensures that the information is accurate and reliable before it is used for further analysis or decision-making.

The correct answer is "a load plan is reaccomplished". This means that the ATOC personnel complete the AMC Form 56, Rehandled Workload, after they have revised or redone the load plan. This could be due to changes in the cargo or aircraft availability, requiring a new plan to be created. The form helps track and document any changes or adjustments made to the load plan.

The correct answer is the officer in charge or superintendent of the section performing the rehandled aircraft workload. This individual is responsible for reviewing and signing the form to ensure that the cargo rehandled block is accurately completed. They have the authority and knowledge to verify the information provided on the form and ensure its compliance with regulations and procedures.

The Air Mobility Command (AMC) Form 108, Passenger Rehandled Workload, is completed after passengers are released from a delayed/cancelled mission. This form is used to document the rehandling of passengers after a mission has been delayed or cancelled. It helps keep track of the workload and ensure that all passengers are properly accounted for. By completing this form, the Air Terminal Operations Center (ATOC) can accurately record the number of passengers who have been released from the mission and make any necessary adjustments to the load plan or storage locations.

The Remarks block on the AMC Form 108, Passenger Rehandled Workload, is used to enter the rationale for the rehandled action. This allows for documentation and communication of the reasons behind the decision to rehandle passengers.

Aerial port management reviews the Excessive port hold time (PHT) or system entry time (SET) report daily when reviewing and reconciling transportation documentation. This report helps them identify any delays or issues in the transportation process, such as excessive time spent at the port or delays in system entry. By reviewing this report regularly, they can take necessary actions to address any inefficiencies and ensure smooth transportation operations.

The shift supervisor/senior controller of Air Terminal Operations Center (ATOC) must review the form for accuracy and completeness and sign it before it is sent to data records for review and filing. This individual is responsible for overseeing the operations at the ATOC and ensuring that all necessary procedures and documentation are followed correctly. Their review and signature on the form indicate that they have verified its accuracy and completeness before it is sent for further processing.

The correct answer is that all aircraft data and events are accurately captured and all transportation documents that apply to that mission are included in the package. This means that the personnel responsible for filing the AMC Form 77 need to ensure that they have reviewed the folder and verified that all the necessary information and documents are present and accurate. This is important for maintaining accurate records and ensuring that all necessary documentation is available for future reference or audits.

If data records personnel notice any discrepancies when reviewing the AMC Form 77, they will send the package back to the Air Terminal Operations Center (ATOC) for corrections or correct it themselves. This ensures that any errors or inconsistencies in the document are addressed and resolved appropriately.

When maintaining transportation documentation, if a mission number changes, it is necessary to print an additional copy of the old AMC Form 77 and attach it to the new AMC Form 77. This ensures that the previous information is still accessible and can be referenced if needed. By attaching the old form to the new one, all relevant information is kept together and easily accessible for future reference.

When a mission originates and terminates at the same station, the correct way to file the consolidated flight package(s) (CFP) is to consolidate them into one CFP and file it under originating regardless of minor mission number changes. This means that all the necessary documentation and paperwork for the mission should be compiled into a single package and filed under the originating station, even if there are slight changes in the mission numbers.

When maintaining the consolidated flight packages (CFP), it is important to consider them as permanent documents. After 2 fiscal years, it is recommended to retire them to the base staging area. This ensures that the CFPs are kept for a reasonable period of time, allowing for easy access and reference if needed. By retiring them after 2 fiscal years, it helps to maintain an organized and efficient system for managing the CFPs.

When a piece of cargo is noticed missing from a manifest and cannot be located, it must be brought to the attention of data records. Data records are responsible for keeping track of all cargo and their movements, so they would be the appropriate department to notify about a missing item. They can then investigate the issue and try to locate the missing cargo by checking their records and tracing its last known location.

The cargo needs to be segregated from other cargo in the terminal in order to allow for ready identification and expeditious movement of the material. This ensures that the AMC mission capability (MICAP)/very, very important parts (VVIP)/forward supply system (FSS) shipments are easily identifiable and can be quickly accessed and transported as needed.

Air Mobility Command (AMC) mission capability (MICAP)/very, very important parts (VVIP)/forward supply system (FSS) shipments are transferred on a hand-receipt basis. This transfer can be done using either the Global Air Transportation Execution System (GATES) or manually produced cargo manifests. These systems allow for the efficient and accurate tracking of shipments, ensuring that the correct items are delivered to their intended destinations. The use of GATES or cargo manifests helps to streamline the transfer process and maintain accountability for the transferred items.

When processing a terminating Air Mobility Command (AMC) mission capability (MICAP)/very, very important parts (VVIP)/forward supply system (FSS) shipment, the form used to control and monitor each shipment is the AMC Form 35, Terminating AMC MICAP/VVIP Control Log. This form specifically addresses the termination of the shipment and includes the necessary fields to track and monitor the MICAP/VVIP status. The other options, AF Form 35, Terminating Control Log, AF Form 36, Originating Control Log, and AMC Form 36, Originating AMC MICAP/VVIP Control Log, do not pertain to the specific requirements for terminating AMC MICAP/VVIP shipments.

The correct answer is AMC Form 36, Originating AMC MICAP/VVIP Control Log. This form is used to control and monitor each shipment when processing an originating AMC MICAP/VVIP/FSS shipment.

After a green sheet request is submitted, the Air Clearance Authority (ACA) at Ramstein AFB, Germany, notifies the Load planning department. Load planning is responsible for coordinating and organizing the loading of cargo onto aircraft. They ensure that the weight and balance of the aircraft is maintained and that the cargo is properly secured. Therefore, it makes sense for the ACA to notify Load planning after receiving a green sheet request, as they need to work together to ensure the safe and efficient transport of cargo.

After a green sheet request is submitted, the Air Clearance Authority (ACA) at Travis AFB, CA, notifies the Customer Service Branch (CSB). The CSB is responsible for coordinating and managing customer service activities, including handling requests and providing assistance to customers. Therefore, it makes sense that they would be notified after a green sheet request is submitted, as they would be the appropriate department to handle any customer-related issues or inquiries that may arise from the request.

When there is not enough airlift to move all green sheet cargo for a specific destination, the remaining cargo should be moved in the sequence in which it was green sheeted by each specific service. Additionally, the 618 AOC (Air Operations Center) must be notified of this action.

If none of the information entered in the blocks of the DD Form 1387-2 is classified, the shipper completes four total copies of the form.

The shipper completes blocks 3, 4, 5, and 6 only when the information is classified. This means that the shipper provides the necessary information related to the classification of the shipment in these specific blocks. The other blocks may contain non-classified information or may not be relevant to the classification process. It is important to handle the form as classified material once these blocks are completed to ensure the proper handling and protection of the classified information.

The correct answer is "is a US military or US civilian and possesses the appropriate security clearance." This answer is correct because it specifies that the individual must be either a US military or US civilian, indicating that they must be affiliated with the US government. Additionally, the answer states that the individual must possess the appropriate security clearance, which ensures that they have been granted access to classified information and are authorized to handle security or classified shipments.

Upon arrival of unescorted classified shipments, it is necessary to notify the consignee of the arrival and obtain a receipt when turning the shipment over to them. This ensures that the consignee is aware of the shipment's arrival and takes responsibility for it. Obtaining a receipt serves as proof that the shipment has been transferred to the consignee's custody. This step helps maintain accountability and security throughout the transportation process.

Security and classified shipments must be inventoried and accountability transferred using an Air Mobility Command (AMC) Form 214, Security Cage Log, or equivalent. This action is required at the closest shift change to 0001 hours local time each day. This means that the inventory and accountability transfer should take place when there is a shift change closest to 0001 hours local time every day. It ensures that the shipments are properly tracked and accounted for on a daily basis.

The DCS representative's first choice to escort the material in the absence of a dedicated courier is a space-required passenger selected from a printed copy of the list of eligible passengers. This means that if there is no dedicated courier available, the DCS representative will choose a passenger who needs to travel in that space and is selected from a printed list of passengers who are eligible for this role. This ensures that the material is accompanied by someone who is authorized and has the necessary clearance to handle it.

Before sealing a container of registered mail, you must place a content listing inside the container for use at the destination station. This content listing provides a detailed inventory of the items inside the container, allowing the recipient to verify that all items have been received and to identify any missing or damaged items. It helps ensure accountability and provides a record of the contents of the container for tracking and tracing purposes.

The first step in sealing the container after containerizing registered mail shipments is to tape the container shut. Additionally, the boxcar seal number should be prominently annotated on the tape, along with the signatures of both individuals involved. This ensures that the container is securely sealed and provides a record of the seal number and the individuals responsible for sealing it.

If an aircrew member notices a discrepancy with a registration number on a registered mail shipment, they must correct it and generate a new manifest. This ensures that the correct information is recorded and there is no confusion or errors in the shipment documentation. Making pen-and-ink changes or writing a statement on the manifest may lead to further confusion or mistakes. Annotating the incorrect shipment as a short shipment and hand scribing the correct information at the bottom of the manifest is also not the appropriate action to take in this situation.

The correct answer is to inspect the container to verify the contents. This is important to ensure that the registered mail is intact and has not been tampered with during transit. By inspecting the container, you can confirm that the contents match the manifest and that everything is in proper condition before transferring custody. This helps to maintain the security and integrity of the registered mail throughout the terminating mission.

After annotating the manifested TCN as a short shipment and listing the correct TCN at the bottom of the manifest as an over shipment, the next step is to annotate all copies of the manifest with a statement describing the discrepancy. This is done to ensure that all copies of the manifest reflect the correct information and highlight the discrepancy. Then, both you and the crew member should sign the statement to confirm the discrepancy, providing a clear record of the issue and the acknowledgement by both parties.

The correct answer is 18 hours. The 618 Air Operations Center (AOC) ensures that if the planned movement of human remains (HR) does not occur within 18 hours, they take appropriate measures to expedite the onward movement. This means that the AOC recognizes the importance of timely transportation of HR and takes action to ensure that any delays are minimized to the best of their ability.

If human remains are not embalmed and refrigeration is not available, it is important to contact mortuary affairs. They are the experts who can provide guidance and assistance in handling and preserving the remains properly. They will have the necessary knowledge and resources to ensure that the remains are handled with respect and dignity, and that any necessary arrangements are made for their proper storage and transportation.

The Air Mobility Command (AMC) Form 106, Biologicals/Reicing/Refrigeration Log, needs to be reviewed at the beginning of each shift to ensure that perishable shipment reicing is accomplished as necessary. This is important because perishable shipments need to be properly refrigerated to maintain their quality and prevent spoilage. By reviewing the form at the beginning of each shift, the necessary reicing can be done promptly, ensuring that the perishable shipments remain in the appropriate condition throughout their transportation.

You can open a diagnostic specimen shipment to receive it when closing instructions are provided with the shipment. This implies that there are specific guidelines or steps to follow when closing the shipment, and it is only safe to open it once you have received these instructions. This ensures proper handling and prevents any potential risks or contamination associated with the specimen.

Wet ice is the acceptable material for re-icing whole blood shipments because it can maintain a consistent and controlled temperature throughout the transportation process. It helps to keep the blood at the required temperature range to ensure its quality and effectiveness. Dry ice may be too cold and can freeze the blood, while gel-freeze and salted wet ice may not provide the necessary temperature stability. Therefore, wet ice is the most suitable option for re-icing whole blood shipments.

The correct answer is "classified, protected cargo". As a member of the special handling section, you are responsible for dealing with sensitive materials such as nuclear weapons related material (NWRM). This cargo is classified, meaning it contains information or materials that require protection and should only be accessed by authorized personnel. Additionally, it is considered protected cargo, indicating that special security measures must be taken to ensure its safety and prevent unauthorized access or disclosure.

HQ AMC/A4TR provides guidance for the annual revalidation of pallet and nets at local installations. They are responsible for overseeing and ensuring the proper maintenance and inspection of pallets and nets. This guidance is important to ensure that the pallets and nets are in good condition and meet the necessary standards for safe transportation and handling of cargo. The HQ AMC/A4TR plays a crucial role in maintaining the overall readiness and effectiveness of the pallet and net systems at local installations.