Military Airlift Command
Military Airlift Command | |
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Air Force Outstanding Unit Award |
The Military Airlift Command (MAC) is an inactive
In 1982, the heritage of the World War II Air Transport Command (ATC) (1942–1948) and the postwar Military Air Transport Service (MATS) (1948–1966) were consolidated with MAC, providing a continuous history of long range airlift.
Inactivated on 1 June 1992, most of MAC's personnel and equipment were reassigned to the new
Military Air Transport Service
- See: Military Air Transport Service for history of organization prior to 1 January 1966
MAC was the USAF successor organization to the Department of Defense's Military Air Transport Service (MATS), with MATS having been disestablished on 8 January 1966. MAC's emblem reflected its predecessor's history by incorporating the globe-wings-arrows emblem of MATS into its shield.
Although MATS was under the operational control of the United States Air Force, the 4-digit USAF Military Air Transport Service units at all levels were considered major command (MAJCOM) provisional units by USAF due to MATS being a Department of Defense Unified Command. Under the USAF lineage system, they did not possess a permanent lineage or history and were discontinued upon inactivation. AFCON (HQ Air Force-controlled) units were activated under MAC, to which USAF personnel and equipment formerly assigned to MATS MAJCOM units were reassigned effective 8 January 1966. No formal lineage or history between former MATS MAJCOM units and MAC AFCON units was ever made.
With the establishment of MAC by the USAF, plans were also made to discontinue the role of the United States Navy within the new command. MATS' shore-based naval air transport squadrons (VR) were assigned back to the Navy upon its inaction, most being converted to organic Operational Support Airlift (OSA) roles for the Navy and renamed as fleet logistics support squadrons, primarily residing in the Naval Air Reserve. However, some naval aircrews formerly assigned to MATS continued to fly USAF C-130Es for MAC until 1968, when all MAC C-130s were transferred to Tactical Air Command as part of the theater troop carrier mission being reassigned.[2]
In addition, MAC continued the missions of several other activities formerly under MATS: the
In addition to these organizations, MAC supported select USAF Special Operations forces originally organized under MATS on an as-required basis until 1984, when all USAF Special Operations under
History
Vietnam Era (1966–1975)
Established at the height of the United States' involvement in the Vietnam War, MAC provided long-range strategic airlift from bases in the United States to Military Airlift Support Squadrons (MASS) located on Pacific Air Forces bases in the Pacific AOR. These were:[4]
- Okinawa, Japan, (603rd MASS)
- Clark Air Base, Philippines, (604th MASS)
- NAS Agana, Guam, (605th MASS)
- Mactan AB, Philippines (606th MASS)
- Henderson Field Airport, Midway Island, (607th MASS)
- Yokota Air Base, Japan, (610th MASS)
- Osan Air Base, South Korea, (611th MASS)
- Cam Ranh Air Base, South Vietnam(608th MASS)
- Tan Son Nhut Air Base, South Vietnam (616th MASS)
- Phu Cat Air Base, South Vietnam(Det. 1, 616th MASS)
- Bien Hoa Air Base, South Vietnam (Det. 2, 616th MASS)
- Da Nang Air Base, South Vietnam (617th MASS)
- Pleiku Air Base, South Vietnam (Det. 1, 617th MASS)
- U-Tapao Royal Thai Navy Airfield, Thailand (618th MASS)
In addition, MAC operated MASS Squadrons on Non-CONUS bases in both Alaska and Hawaii:
By 1968, MAC military and contract transports were hauling 150,000 passengers and 45,000 tons of cargo monthly to and from Southeast Asia. At first, MAC transports to Vietnam landed regularly only at Tan Son Nhut AB, necessitating considerable transshipment within Vietnam by the Common Service Airlift System. New air bases opened at Da Nang AB and Cam Ranh AB in January 1966, and later at Pleiku, Bien Hoa and Phu Cat Air Bases, reducing the need for redistribution.[5]
Major unit movements by MAC aircraft from the United States usually required further airlifts to operating areas by in-country transports. Introduction of the
In the winter of 1965–66, MAC conducted Operation "Blue Light," the deployment of elements of the
.During the 1968 Tet Offensive, MAC transports airlifted additional troops from the 101st Airborne Division from Fort Campbell, Kentucky to South Vietnam, supporting a buildup of forces in South Korea in response to the seizure of the United States Navy intelligence-gathering ship USS Pueblo (AGER-2) by North Korea in January 1968.[3]
Undoubtedly the most important development of MAC during the Vietnam War was the use of the
1972 Easter Offensive
On 30 March 1972,
Operation Homecoming
By the terms of the 1973
On the ground at Gia Lam, the C-130 crew met the airport manager and went indoors for tea offered by the North Vietnamese. The first of three C-141s flown in from Clark landed soon after and repatriation began. As the first returnee moved from the release desk, one of the C-130 flight engineers quickly moved to clear the way, leading the former prisoner by the arm. Taking the cue, the other C-130 crewmen in the same way escorted each man to the waiting C-141. Over and over, returnees expressed their deepest appreciation at having been greeted by a "brother-in-arms" and, in those first few moments of freedom, welcomed home by their own countrymen. A total of 116 Americans were released at Gia Lam that day and all were flown to Clark by the C-141s. Further releases of Americans in Hanoi followed the pattern of the first day. Releases took place on 18 February and on seven dates in March, ending with the final repatriation of the last sixty-seven men on 29 March 1973.[5]
Fall of South Vietnam
With the impending
Most of the American and some Vietnamese refugees departed openly aboard military or contract-jet transports, but a few individuals formerly associated with intelligence activities came out semi-covertly through the Air America terminal. On two days, 21 and 22 April, sixty-four hundred persons left Tan Son Nhut for Clark AB aboard thirty-three C-141s and forty-one C-130s. Operations were around-the-clock, the C-141s landing by day and the C-130s generally by night. Other C-141s and the contract carriers meanwhile moved those refugees already at Clark eastward to Guam and Wake Island. Nearly all aircrews reported tracer fire and airbursts with some bursts reaching to eighteen-thousand feet. On 26 and 27 April, twelve-thousand persons left Tan Son Nhut for Clark AB aboard forty-six C-130 and twenty-eight C-141 flights. The intensifying enemy fire forced the decision to stop C-141 landings at Saigon at nightfall on the twenty-seventh, while C-130 flights continued.[5] On 29 April all US fixed-wing evacuation flights from Tan Son Nhut were stopped due to North Vietnamese artillery fire.[6]
MAC subsequently supported Operation New Life (April 1975 – September 1975), the transport to Guam of Vietnamese refugees and their subsequent resettlement.
Special Air Mission
Inherited from MATS, MAC assumed the Special Air Mission (SAM) of providing global airlift, logistics, aerial port and communications for the
Operation Nickel Grass
When the 1973
The airlift proved key to the Israeli victory. It had not only brought about the timely resupply of the Israeli armed forces but also provided a series of deadly new weapons put to good use in the latter part of the war. These included the AGM-65 Maverick, the BGM-71 TOW anti-tank weapons and extensive new electronic countermeasures equipment that warded off successful attacks on Israeli fighters. Reflecting on the operation's vital contribution to the war effort, Reader's Digest would call it "The Airlift That Saved Israel."[7][8]
The airlift taught the Air Force many lessons, large and small. With refueling denied for MAC airlift flights bound for Israel by France and West Germany, Lajes Field in the Azores had to be used instead. The Air Force established an immediate requirement for aerial refueling to become standard practice in MAC so that its airlifters could operate without forward bases, if necessary.[7]
The C-5 Galaxy proved to be one of the finest military airlift aircraft in history, not the expensive military mistake as it had been portrayed in the media. Since its introduction in 1970, the C-5A had been plagued by problems. The Air Force claimed to have rectified the problems, but the C-5A was still viewed by the press as an expensive failure. During Nickel Grass, C-5s carried 48% of the total cargo in only 145 of the 567 total missions. The C-5A also carried "outsize" cargo such as
Tactical Airlift
It was found during the Vietnam War that there was a large duplication of aerial port facilities and mission objectives between MAC, Tactical Air Command (TAC) and Pacific Air Forces (PACAF). A study group recommended the consolidation of all tactical airlift forces as a cost-saving measure under MAC. On 1 December 1974, all TAC C-130 Tactical Airlift Wings were reassigned to MAC. In 1975, PACAF and USAFE Tactical Airlift Wings were also reassigned to MAC, thus ending the theater troop carrier mission as it had existed since the beginning of World War II.[2]
As a result, MAC became the controlling Major Command for C-130 wings at
C-141/C-5 Upgrade Programs
During the Vietnam War era, the C-141A was found to "bulk out" (e.g., exceeded max cubic foot in the cargo bay) before it "massed out" (e.g., exceeded max gross weight of cargo in the cargo bay), meaning that it often had additional lift capacity that went wasted because the cargo hold was too full. To correct the perceived deficiencies of the original model and utilize the C-141 to the fullest of its capabilities, the entire fleet of 270 in-service C-141As were stretched, adding needed payload volume.[9]
These modified aircraft were designated C-141B. Additional 'plug' sections were added before and after the wings, lengthening the fuselage by 23 ft 4 in (7.11 m) and allowing the carriage of 103 litters for wounded, 13 standard pallets, 205 troops, 168
During its development phase, problems with the C-5 had been discovered, including structural problems that required the replacement of wing sections. During the early 1980s, the C-5A force was retrofitted with a new wing to strengthen the aircraft and allow it to carry additional cargo loads. Also, a shortage of airlift capability was addressed with the introduction of the C-5B, The first C-5B incorporating significant improvements such as strengthened wings and updated avionics was delivered to Altus Air Force Base in January 1986. C-5B production concluded with delivery of the last "B" model aircraft in April 1989.[10]
A third C-5 variant, the C-5C was developed for transporting large cargo. Two C-5As (68-0213 and 68-0216) were modified to have a larger internal cargo capacity to accommodate large payloads, such as satellites for use by NASA and the National Reconnaissance Office.[10]
Cold War Operations
After the Vietnam War ended, MAC returned to a training role, though it continued to operate the worldwide route structure to support United States interests around the world. With the tactical airlift mission now part of MAC, emphasis on tactical operations was increased. While C-130s were assigned an increased logistical role C-141 and C-5 crews were given training in tactical procedures as more emphasis was placed on deployment.
NATO Support
In addition to the forces in the Pacific, MAC operated air transshipment facilities on
- Wheelus Air Base, Libya, (623d MASS) (Closed 1969)
- Torrejon Air Base, Spain, (625th MASS)
- RAF Mildenhall, England, (627th MASS)
- Incirlik Air Base, Turkey, (628th MASS)
- Hellenikon Air Base, Greece, (629th MASS)
- Rhein-Main Air Base, West Germany, (630th MASS)
- Ramstein Air Base, West Germany, (Det. 1, 630th MASS)
- Lajes Field, Azores, (1605th MASS)
Annual
In addition,
Operation Urgent Fury
In 1983 the United States invaded the tiny island of
Operation Just Cause
During Christmas Week 1989, MAC transports dropped paratroopers onto key military points in
Special Operations
Beginning in World War II, special operations utilizing transport aircraft were a part of the USAAF mission. Troop Carrier Command (TCC) C-47 squadrons worked with the Office of Strategic Services (OSS) in Europe, Asia and other regions flying clandestine missions behind enemy lines.[11]
In the 1950s, the MATS Air Resupply And Communications Service (ARCS) controlled special operations forces during the Korean War and throughout the 1950s supporting both DoD as well as CIA activities. MATS worked closely with the USAF Special Air Warfare Center (later, USAF Special Operations Force) in the 1960s and early years of the Vietnam War.
After 1964, Special Operations were assigned to Tactical Air Command's Ninth Air Force, and when the war in Vietnam ended, the special operations forces were cut back along with the rest of the military.[11]
The ill-fated Operation Eagle Claw Iranian rescue mission in April 1980 led to a resurgence of emphasis on long-range special operations teams whose mission would be primarily to conduct operations such as the rescue of hostages. A new special operations force was created under the Ninth Air Force, and based at Hurlburt Field, Florida, but the mission soon transferred to the Military Airlift Command where it became the Twenty-Third Air Force on 10 February 1983.[11][12]
Twenty-Third Air Force units both in Europe (Rhein-Main Air Base, RAF Mildenhall) and Japan (Yokota Air Base supported various clandestine missions throughout the 1980s, flying specially-equipped MC-130s.
Special Operations Divestiture
On 22 May 1990, Twenty-Third Air Force was redesignated as
Gulf War
As a response to the
MAC C-130s were deployed to Saudi Arabia to support the arriving ground forces as they arrived in-country by air and by ship. Fortunately, Iraq made no move against Saudi Arabia, and the United States and an international coalition was able to build up a massive military force that eventually drove the Iraqis out of Kuwait.[3]
Inactivation
With the end of the Cold War the Air Force reorganized its command structure. A lesson learned from the 1990 Gulf War was that the division of forces as then existed in the USAF led to confusion in actual combat operations. The emphasis on rapid force deployment led the Air Force to reorganize its major commands, with MAC being inactivated on 1 June 1992.
Most of the personnel and equipment formerly assigned to MAC was absorbed by the new
Lineage
- Air Transport Command
- Constituted as the Air Corps Ferrying Command on 29 May 1941
- Redesignated: Army Air Forces Ferry Command on 9 March 1942
- Redesignated: Army Air Forces Ferrying Command on 31 March 1942
- Redesignated: Air Transport Command on 1 July 1942
- Inactivated, on 1 June 1948
- Consolidated with Military Airlift Command as Military Airlift Command on 13 May 1982
- Military Airlift Command
- Established as Military Air Transport Service on 1 June 1948 and activated
- Redesignated Military Airlift Command on 1 January 1966
- Designated a specified command on 1 February 1977
- Consolidated with Military Air Transport Service on 13 May 1982
- Lost specified command status on 1 October 1988
- Inactivated on 1 June 1992[13]
- Consolidated with Air Mobility Command as Air Mobility Command on 1 October 2016[14]
Components
Headquarters
- Headquarters, MAC
- Scott AFB, Illinois, 1 January 1966 – 1 June 1992.
- McGuire AFB, New Jersey, 3 January 1966 – 1 June 1992.
- Travis AFB, California, 8 January 1966 – 1 June 1992
- Scott AFB, Illinois, 1 March 1983 – 22 May 1990,
- Redesignated Air Force Special Operations Command, with the status of a major command
Services
- Air Weather Service, 1 January 1966 – 30 June 1991
- Air Rescue Service, 1 January 1966
- Redesignated: Aerospace Rescue and Recovery Service, 8 January 1966 – 30 June 1991
- Air Photographic and Charting Service, 1 January 1966 – 1972
Divisions
- 2d Air Division, Hurlburt Field, Florida, 1 March 1983 – 1 February 1987
- 76th Airlift Division, Andrews Air Force Base, Maryland, 1 March 1976
- Redesignated 76th Military Airlift Wing, 30 September 1977
- Redesignated 76th Airlift Division, 15 December 1980 – 1 October 1985
- High Wycombe Air Station, United Kingdom, 1 January 1966 – 24 December 1968; Ramstein Air Base, Germany, 3 June 1978 – 1 April 1992[15]
- 832d Air Division, Sewart Air Force Base, Tennessee, 1–31 December 1974
- 834th Airlift Division, Hickam Air Force Base, Hawaii, 1 October 1978 – 1 April 1991, Little Rock Air Force Base, Arkansas, 1–31 December 1974 (as 834th Air Division)
Military Airlift Units
Operated
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Tactical Airlift Units
Operated
- Little Rock AFB, Arkansas, 31 December 1974
- Redesignated: 314th Airlift Wing, 1 November 1991 – 1 June 1992
- Langley AFB, Virginia, 31 December 1974 – 30 June 1975
- Andrews AFB, Maryland, 15 December 1980 – 12 July 1991
- Pope AFB, North Carolina, 31 December 1974
- Redesignated: 317th Airlift Wing, 1 January-1 Jun 1992
- Dyess AFB, Texas, 31 December 1974
- Redesignated: 463d Airlift Wing-1 November 1991 – 1 June 1992
Other Airlift Units
- Andrews AFB, Maryland, 8 January 1966 (Special Air Mission)
- Redesignated: 89th Military Airlift Group, 30 September 1977
- Redesignated: 89th Military Airlift Wing, 15 December 1980
- Redesignated: 89th Airlift Wing, 12 July 1991 – 1 June 1992
- 65th Military Airlift Group^, Yokota AB, Japan, 14 August 1967 (PACAF Operations)
- Redesignated: 65th Military Airlift Support Group^, 24 December 1968 – 1 January 1972
- Replaced by: 610th Military Airlift Support Squadron^, 1 January 1972 – 1 October 1978
- MAC operations at Yokota operated by MAC/TA Section, 475th Air Base Wing (PACAF) 1 October 1978 – 1 October 1989
- Clark AB, Philippines, 8 January 1966 (PACAF Operations)
- Redesignated: 69th Military Airlift Support Squadron^, 1 January 1972
- Replaced by: 374th Tactical Airlift Wing, 31 March 1975
- Reassigned: Yokota AB, Japan, 1 October 1989 – 1 April 1992
- 435th Military Airlift Support Wing, RAF High Wycombe, England, 24 December 1968 (USAFE Operations)
- Reassigned: Rhein-Main AB, West Germany (later Germany), 1 July 1969 – 1 June 1992
- Redesignated: 435th Tactical Airlift Wing, 1 July 1975
- Redesignated: 435th Airlift Wing, 1 April 1992
Note: ^Commanded by:
Major Aircraft
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source for lineage, assignments, stations, components, aircraft[16][12]
See also
References
This article incorporates public domain material from the Air Force Historical Research Agency
- ^ Dreyer, MSgt Kristine. "AMC consolidates with MAC". Air Mobility Command Public Affairs. Retrieved 7 October 2016.
- ^ a b c d e f g h i j k l Betty R. Kennedy, ed. (May 1991). "Anything, anywhere, anytime: an illustrated history of the Military Airlift Command, 1941–1991" (PDF). Scott AFB, Il.: Headquarters Military Airlift Command.
- ^ a b c d e f g MATS, MAC and AMC[dead link]
- ^ ISBN 0-912799-53-6
- ^ a b c d e f g h i The United States Air Force in Southeast Asia: Tactical Airlift, Ray L. Bowers, 1983.; Department of the Air Force History office
- ISBN 978-1-4102-0571-1.
- ^ a b c d Nickel Grass, by Walter J. Boyne. Air Force magazine, December 1998 Vol. 81, No. 12
- ^ Two O'clock War: The 1973 Yom Kippur Conflict and the Airlift that Saved Israel. New York: Reader's Digest Press, 1976.
- ^ a b C-141 Starlifter Narrative Archived 6 October 2008 at the Wayback Machine, Office of MAC History, Military Airlift Command, 1973
- ^ ISBN 1-58007-061-2.
- ^ a b c Thigpen, Jerry L. (2001). The Praetorian STARShip: The untold story of the Combat Talon. Air University Press, Maxwell AFB, Alabama. ASIN: B000116LSI
- ^ a b c d Air Force Historical Research Agency website
- ^ AFHRA Military Airlift Command Lineage Archived 16 October 2014 at the Wayback Machine
- ^ Dreyer, MSG Kristine (30 September 2016). "AMC consolidates with MAC". Air Mobility Command Public Affairs. Retrieved 7 October 2016.
- ^ "Factsheet 322 Airlift Division". Air Force Historical Research Agency. 12 October 2007. Archived from the original on 30 October 2012. Retrieved 3 March 2014.
- ISBN 0-912799-12-9
- MAC Office of History (1991). Anything, Anywhere, Anytime: An Illustrated History of the Military Airlift Command, 1941-1991 (PDF). Scott AFB, IL: Military Airlift Command. ASIN B001GTIDDA. Retrieved 15 April 2020. (part I)
- MAC Office of History (1991). Anything, Anywhere, Anytime: An Illustrated History of the Military Airlift Command, 1941-1991 (PDF). Scott AFB, IL: Military Airlift Command. ASIN B001GTIDDA. Retrieved 15 April 2020. (part 2 Chapter VI to end)
External links
- Krisinger, Chris J. Operation Nickel Grass – Airlift in Support of National Policy, Aerospace Power Journal, Spring 1989.
- U.S. Air Force: Aerospace Rescue and Recovery – Southeast Asia to Apollo