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Foreword iii

Chapter One--RESPONSIBILITIES 1

CVAM 1

89 AW 1

Contacts 1

Chapter Two--PROCEDURES 2

Pre-mission planning 2

Execution phase 5

Post mission 9

SAM FOX service 9

Chapter Three--SECURITY 10

Crew responsibility 10

Contact responsibility 10

Communications security 11

Chapter Four--AVOIDING THE PITFALLS 12

APPENDICES

Appendix A--SAM Directory 14

Appendix B--Crew Requirements & Aircraft Data 15

Appendix C--Aircraft Interiors 19

Appendix D--Contact's Checklist 21

Appendix E--Customer Survey 22

Appendix F--89 AW SAM Operations 23

OPR: 89 OG/OGX (Jun 99)

No. of Printed Pages: 27

Special Air Missions (SAM) support the executive travel requirements of the President, Vice President, Cabinet, Congress, and other high ranking dignitaries of the US and foreign governments. The Air Force Vice Chief of Staff has overall responsibility for SAM operations. Designated mission escort officers known as "Contacts" are the primary link between the 89th Airlift Wing (89 AW) and the users of SAM (e.g., White House, Department of State, Department of Defense, etc.).

It is a Contact's duty to coordinate their agency's SAM air transportation requirements with the Office of the Vice Chief of Staff, HQ USAF (CVAM), and the 89th Airlift Wing (89 AW). This guide is designed to assist the Contact in this coordination process.

The purpose of this guide is twofold: First, it provides the Contact with procedural guidance, and it serves as a critical reference when mission-related questions arise. Second, the guide gives a Contact background information about SAM operations.

This guide is organized into four chapters and six appendices. Chapter One addresses the interdependent responsibilities of CVAM, the 89 AW, and the Contacts. Chapter Two outlines the three phases of mission procedures: pre-mission planning, execution, and post mission. Chapter Three lists the security procedures used to protect SAM aircraft, crews, and passengers. Chapter Four, entitled "Avoiding the Pitfalls," identifies previous mistakes and lessons learned.

Each of the six appendices is designed to assist a Contact during pre-mission planning. Appendix A is a SAM directory that lists pertinent SAM telephone and facsimile numbers. Appendix B describes crew requirements and lists aircraft-specific crew size/composition and other aircraft data. Appendix C depicts aircraft interiors. Appendix D is a checklist a Contact should use to coordinate mission requirements. Appendix E is a copy of the 89th Operations Group customer survey, and Appendix F highlights 89 AW SAM-related operations.

Colonel Brooks L. Bash

Commander, 89th Operations Group

1240 Menoher Drive

Andrews AFB, MD 20762

Dear Contacts

You play a key role in the success of Special Air Missions. The lines of communication you establish and maintain, particularly with our aircraft commanders, are a vital link in the chain of support required to jointly do our jobs, and we rely on your inputs to better serve the VIPs/DVs we support. I encourage you to keep the feedback loop alive before, during and after the mission.

Together our mission is to provide safe, comfortable and reliable transportation to our nation's leaders. I want to emphasize these priorities in order. The 89 AW will not compromise safety to make a block time (reliability). We place operational restrictions on our crews to enhance safety, such as the length of a duty day, and wearing seat belts during certain phases of flight. I need your assistance to understand our operational restrictions and then to help articulate them to our customers.

One of the best tools to improve service is the customer survey our crews give you at the end of a mission. Please take time to critique our performance and facilities. I truly appreciate your inputs, good and bad, and I really use them. Please feel free to contact me personally at (301) 981-5714.

On behalf of the men and women of the 89th Operations Group, I want to thank you for the important work you're doing to ensure our Nation's leaders receive the safest possible air transport.

Sincerely

BROOKS L. BASH, Colonel, USAF

Commander, 89th Operations Group

CVAM can only validate and approve airlift requests when three conditions are satisfied: First, SAM is only authorized for Distinguished Visitor (DV) Codes One, Two, or Three (i.e., four-star general equivalent or higher). Second, commercial air transportation is not available, or its use is not consistent with the DV's travel objectives or requirements and third, an appropriate SAM aircraft is available for the day/dates of intended travel.

CVAM's Pentagon office hours are 0730-1630 weekdays (Room 4D 945). During non-duty hours, one CVAM officer is on call (see Appendix A--SAM Directory).

Success of every SAM flight is contingent upon CVAM, the 89 AW, and the Contact working together and following a set of time-tested procedures. This chapter describes the three mission phases of a SAM. These phases are pre-mission planning, mission execution, and post mission activities. Let's begin with a discussion of pre-mission procedures.

Pre-mission planning begins with a request for SAM airlift from a using agency. Each request is analyzed, and if established criteria are met, CVAM may approve the mission. Obviously, because of limited assets and established priorities, CVAM cannot approve all requests. For example, a request to support a four-star general equivalent may get disapproved due to a conflicting White House requirement. Only after an airlift request is approved will CVAM and a Contact finalize an itinerary.

CVAM and 89 OSS Mission Operations build the itinerary. En route times do not include built-in delays to load and unload the official party. For example, Mission Operations may determine it takes 45 minutes for a C-20 to fly from Andrews to New York. If a desired New York arrival time is 1000, the Contact must ensure the DV is on board the aircraft before the scheduled 0915 departure time. Flight conditions and air traffic control may also affect en route times.

Once an itinerary is completed, CVAM and a Contact must then arrange a variety of other issues like luggage capacities, onboard communications, and any other special requirements (e.g., copy machine, laptops, etc.).

When discussing seating capacities, Contacts often ask about carrying space available (Space-A) passengers on SAM aircraft. CVAM will limit seating to members of the official party, unless the Contact specifically releases Space-A seats to either CVAM or the aircraft commander. Contacts must understand that DoD regulations include a priority system for determining Space-A passengers. CVAM can explain this priority system and other Space-A passenger restrictions.

Pre-mission arrangements between CVAM and a Contact are firm. CVAM must approve any change thereafter, no matter how slight and seemingly insignificant. This policy remains in effect even after the mission is released to the 89 AW. A mission is released to the 89 AW when the party confirms the mission with CVAM.

The 89 AW cannot begin mission planning until CVAM confirms the mission with the Wing. Mission confirmation is very important and directly affects the lead time required for crews to obtain diplomatic clearances, visas and plan the flight. After a crew is selected, two key crew members; the aircraft commander and the First Flight Attendant (FA), usually coordinate with the Contact. The reason the 89 AW does not begin mission planning prior to the DVs official travel notification, is due to the political sensitivities surrounding external worldwide coordination associated with the mission.

The purpose of the aircraft commander's coordination with the Contact is to introduce himself/herself, to exchange phone numbers, and to review mission details. This is a good time to use the Contact's Checklist. During this call, the aircraft commander should introduce the First FA.

Flight attendant/Contact meetings are generally used to set up cabin services for longer, more complex missions. Flight attendants coordinate seating arrangements, advance funds, billing requirements, and specialty items (e.g., medical conditions, flowers, birthday cakes, DV likes/dislikes, etc.).

EXPENSES

Normally, the Contact must provide expense monies to the FA no later than 72 hours prior to departure. An Inflight Service Fund (IFSF) provides a source of money flight attendants draw from when preparing for short-notice (less than 72 hours) Special Air Missions, and missions requiring less than $300, when the agency/Contact cannot provide expense money before mission departure. This special nonappropriated fund is a revolving fund for food and beverages on a "cash and carry" basis. In other words, expenses incurred are individual expenses the party reimburses at the completion of the mission.

Originally, the IFSF covered missions when prepayment was not possible, as opposed to situations where it is simply not convenient. Over time, we have migrated to a point where the majority of missions are executed using IFSF advances. To keep the fund solvent for the long term, under these conditions, a minimal per-meal fee is necessary. The overall cost of meal and beverage service, including this fee, is still well within government per diem rates.

CANCELLED MISSIONS

If the using agency cancels a mission after purchases are made using the IFSF, but before the mission has departed from Andrews, the FA will bill the using agency for the expenses. Prior to billing the agency, the First FA will attempt to return all unused items. The First FA will coordinate with the Contact for disposal instructions of any nonreturnable items. The agency is billed for all nonreturnable items regardless of acceptance of such items. Under no circumstances will IFSF, aircrew, or ground support personnel use these items for personal consumption. If the using agency cancels a mission after it departs from Andrews, the agency is responsible for the cost of items the party uses and all remaining unused items.

If a mission is cancelled through no fault of the using agency (i.e., higher priority user requested the aircraft), the First FA will attempt to return unused items or sell the items at cost to another SAM. In this case, the IFSF will absorb the cost of unused items.

MEAL/BEVERAGE SERVICE GUIDELINES

As mentioned earlier, FAs coordinate meal requirements with the Contact. From a diverse menu, the FA and Contact will determine the number and type of meals to serve according to customer desires and mission constraints. Due primarily to logistical limitations and sanitary reasons, FAs can not split entrée service; i.e., half of the passengers get beef, the other half chicken. (FAs will try to accommodate special dietary needs.) Flight attendants will make every effort to meet the food and beverage requests for the DV and guests in the DV compartment. Early confirmation of food and beverage selections are essential to the best possible customer satisfaction. If the Contact fails to finalize menu selections no later than 36 hours prior to departure, the FA may be forced to make the menu choice.

The following cabin meal service standards are based on the FAs ability to complete serving, and have the galley and cabin areas secured for descent:

Leg Length	Less than 20 passengers	More than 20 passengers
Less than 1 hour	beverage + limited food	beverage only
2 hours	full meal	beverage + limited food
Greater than 2 1/2 hours	full meal	full meal

In the past, we have provided in-flight alcoholic beverage sales onboard our aircraft. Our experience has shown the in-flight sale of alcoholic beverage miniatures is rare, and does not cover the high cost of maintaining the liquor licenses required for in-flight retail sales. We were forced to prorate the cost of the liquor license on each miniature sold, thus making the operation cost prohibitive to the customer. In order to maintain the financial health of the IFSF, while keeping overall meal and beverage service costs as low as possible, we are discontinuing the in-flight sale of alcoholic beverages. This change does not affect beverage service that is pre-coordinated with our FAs prior to departure, and still allows the party to continue to provide their own liquor for the FAs to serve.

OTHER ARRANGEMENTS

SAM PAX prepares official passenger manifests for the entire mission. The Contact forwards information needed to prepare manifests to SAM PAX at least one day prior to mission departure, via facsimile, telephone, or direct delivery to SAM PAX. No matter what method is used, a Contact will advise the aircraft commander and flight attendant how the manifests will arrive.

Occasionally, a Contact may plan a particular mission, but someone else may actually escort the DV and their party during the trip. In these cases, it is imperative the new Contact is fully briefed on all pre-mission agreements with CVAM and the aircraft commander. Accomplish this briefing before the execution phase begins.

Note: Early mission confirmation (NLT 72 hours for CONUS missions and 10 days for OCONUS) is important, and greatly facilitates the smooth flow of the aircrew's predeparture activities. Mission Operations is restricted from forwarding requests for diplomatic overflight/landing clearances to embassies in the affected countries until the mission confirms. Most countries require these clearances prior to permitting aircraft overflight or landing. The time it takes to process requests varies, but averages 10 days in advance of the aircraft's arrival. Also, AF Instructions restrict crewmembers from participating in job or duty-related activities (i.e., mission planning, shopping, etc.) during the 12-hour period prior to arriving for a flight, to ensure that they have adequate opportunity to rest before flying duties.

Mission execution actually begins several hours before departure. The crew's preflight activities ensure the aircraft is ready for baggage upload, passenger boarding, and takeoff, according to the published itinerary. Since en route times are fixed, passengers can expect to arrive at the next destination "on time" only if they board prior to the scheduled departure time.

Upon arrival, the DV and their party can usually depart the aircraft immediately; however, at some international locations, customs, immigration, or agricultural inspections may cause short delays. The key to minimizing delay and DV inconvenience is to ensure all requisite paperwork is in order. Flight attendants will provide necessary forms and guidance, but the Contact must ensure they are completed prior to arrival.

A primary and critical initial duty of the Contact is to confirm important details of the mission with the aircraft commander (AC). Before departing the airport, the Contact must confirm with the AC the next departure time, exchange hotel and cell phone numbers, and discuss any proposed itinerary changes to the mission. The aircraft commander will notify the Contact when the crew begins "crew rest." If the Contact can not reach the aircraft commander, call the Andrews Command Post and leave a message. The command post will ensure the aircraft commander is notified.

Special restrictions apply to the length of a flight crew's duty day (normally 16 hours) and the mandatory rest and preparation time required between duty days (normally 15 hours). Short-notice missions and itinerary changes pose additional challenges - please try to minimize changes en route. The squadrons are not manned to stage crews at various locations to permit mission continuation beyond the normal crew duty day.

Unplanned itinerary changes such as diversions and delays, although rare, usually result from weather or aircraft maintenance problems. In either case, the aircraft commander will work with the Contact to reschedule the next leg of the mission. In instances where maintenance is the factor, CVAM will attempt to arrange alternate transportation for the DV and party. Alternate transportation is normally either a replacement aircraft or commercial carrier. If alternate means are unavailable or inappropriate, the mission will continue as soon as aircraft or weather permit safe travel.

The Contact is the liaison between the DV party and the crew. If a problem occurs during the mission, the aircraft commander is the focal point for crew issues while the Contact is the focal point for the party. The aircraft commander is chartered to provide the safest most comfortable and reliable service possible to the party, and if our service is not up to the highest standards we want to know immediately.

CARRY-ON BAGGAGE

All Aircraft

Passengers and crews will store all carry-on baggage in an area that provides the maximum amount of protection in the event of severe turbulence, emergency evacuation, crash landing, or ditching. Approved areas are closets, overhead storage bins, and under seats. At no time will carry-on baggage protrude into the aisle or impede access to the primary emergency exits or any emergency equipment.

Place bags in a passenger seat only when: (1) the seat is not next to an emergency exit, and (2) the bag is adequately constrained using the passenger seat belt (3) the baggage does not displace a crewmember/passenger. The aircraft commander is the final authority in determining whether the bag is adequately restrained.

Aircraft commanders will ensure mission contacts are fully apprised of these baggage restrictions during the mission-planning phase.

C-20/C-37

On the C-20 (see below), place bags behind seats #1, 2, 7, 8, 12 and between seats #6 and 9. Do not place baggage behind seats #10 and 11, due to the emergency equipment (two fire extinguishers, portable oxygen bottle and heat-resistant gloves). Do not place baggage, packages, gifts/souvenirs etc., on the C-20 couch (seats 3,4,5) without adequate restraint.

On the C-37, place bags behind all passenger seats with the exception of the aft right hand seat (#6) due to emergency equipment.

PASSENGER SEAT BELT SAFETY PROCEDURES

Instances of seat belt safety violations have increased over time and there is a need to more strictly enforce proper procedures. On several recent occasions, 89 AW pilots have had to delay landing because passengers were not properly seated. The aircraft commander is in the best position to evaluate the need to use seat belts, and makes an informed decision to alert other crew members and passengers. For the safety of both crew and passengers, customers must heed seat belt signs and voice announcements.

Takeoff/Landing/Approach

Crewmembers may stand during taxi operations for essential duties, however, they will seat themselves prior to initiating takeoff roll. On arrival, no later than descending through 10,000 feet AGL, the aircraft commander will make a public address announcement, intercom transmission, or signal the lead flight attendant that it is time to get the passengers seated and stow carry-on baggage. This will allow the FAs sufficient time to seat the passengers, secure the baggage and conduct other "before landing" duties. When all conditions are met, the FA will give the appropriate, airframe specific, response regarding cabin security. It is unsafe to land with any passenger not properly seated, but an unplanned go-around may have equally injurious results. Additionally, all passengers, including security personnel, must keep their seat belts fastened until final parking brake application.

Turbulence

The procedures outlined above represent an increased safety emphasis on 89 AW operations, and to ensure the correct order of our priorities: 1. SAFETY; 2. COMFORT; 3. RELIABILITY. As a Contact, we need your help to ensure that basic Air Mobility Command and FAA safety guidelines are appropriately followed when transporting our Nation's senior leaders.

FLIGHT DEVIATIONS

Contacts should not expect an aircraft commander to deviate from safe flight standards and practices to meet block times. Sometimes it is not possible to make up time en route for a late takeoff, due to weather, aircraft or air traffic control restrictions. Requests for in-flight delays to preclude blocking in too early are not always practical either. The best course of action is for the Contact to make these types of requests to the flight crew as soon as possible. The flight crew will attempt to accommodate special needs within the constraints of safety.

ELECTRONIC DEVICES

Portable electronic devices carried aboard aircraft can cause electromagnetic interference with aircraft systems. Aircraft commanders and First FAs will ensure the mission Contact is informed of all applicable policies concerning these devices on Air Force aircraft.

FCC regulations prohibit use of cellular phones during flight. Use cellular phones only while the aircraft is on the ground, except while taxiing. Just like commercial carriers, use of other electronic devices (CD players, radios, etc.) is not allowed while the aircraft is below 10,000 feet. Communication Systems Operators (CSOs) are onboard to facilitate communication requirements for the party while aboard the aircraft. The Contact must coordinate special communications needs with the CSO.

The 89 AW policy is that any device that transmits a radio frequency that is not tested and/or approved is not authorized for onboard operation. Quite simply, these devices can jeopardize safety of flight. Several recent true stories reflect the associated danger:

1. Crew lost voice communications with the tower controller for over one minute and missed takeoff clearance and subsequent cancellation of clearance. Crew traced problem to a passenger using a cellular telephone.

1. Air traffic control queried aircrew several times regarding position and course guidance and eventually vectored aircraft back on course. FA found a tape recorder and "Game Boy" device in use. When the devices were turned off, navigation systems functioned normally.

1. Aircraft on final approach was forced to go around due to unreliable course guidance. Cellular phone interfered with navigation equipment.

Post mission procedures begin as soon as the passengers have deplaned at Andrews. The first task is for the Contact and flight attendant to search the cabin for passenger items left behind. It is not uncommon to find coats, sunglasses, hats, cameras, and other personal items, (occasionally even classified materials), "tucked away." (The crew will take other misplaced items they find to the SAM counter at the Andrews passenger terminal.)

A second post-mission detail is payment for cabin services. The flight attendant will present the Contact with an AMC Form 410 (Mission Expense Record), itemizing all party expenses. The Contact should understand all form entries and ensure that billing data, if required, is correct. A Contact will receive a copy of the completed AMC Form 410 after all expenses are certified. At this point, post mission procedures are complete unless there are requests for historical data.

The 89 AW maintains historical information about SAM missions (i.e., itineraries, crew lists, manifests, and billing records). This information is most often requested to prepare letters of appreciation or in response to media inquiries. Route all post mission information requests through CVAM for processing.

Our primary goal is to provide a safe, comfortable, and reliable mission. The crew should give you a customer survey form (see Appendix E). Please use it to tell us how we're doing. We take your comments very seriously. If a more personal method is preferred, please send a letter to the 89th Operations Group Commander (see Appendix A--SAM Directory).

We also conduct an annual User's Conference - another forum to exchange ideas, discuss policy issues and promote feedback.

Because of a DV's position and the countries in which he/she must travel, SAM flights are vulnerable to various security threats. To reduce this vulnerability, it is critical that both the crew and Contact follow the guidance of DoD regulations and the SAM security procedures outlined in this chapter.

An aircraft commander's top security priority is always the physical protection of their aircraft. At each overseas airport, they arrange for security forces from arrival through departure. Depending on aircraft type and location, these forces may include USAF security police, other military guards, or civil police. The primary duty of these security forces is to assist the crew in restricting access to the plane.

As an access control measure, only the crew, members of the official party, and persons the aircraft commander approves are allowed aboard SAM aircraft. Either USAF security police or another designated crewmember will use the manifest to check the identities of all passengers prior to boarding. The manifest is also used to check passenger baggage. Do not load unmarked luggage until receiving aircraft commander authorization.

Just as an aircraft commander must ensure the security of the aircraft, a Contact must ensure the security of passengers in their charge. The Contact, not the aircraft commander, is responsible for passenger security away from the plane, especially while en route to/from the airport.

As previously noted, aircraft commanders rely on the Contact to ensure manifests for each mission leg are accurate. Positive identification of every passenger is the Contact's responsibility. This is the only way to maintain security and avoid unnecessary delays at departure time.

Baggage security is also a Contact's concern. The Contact, or the party's designated baggage handlers, must maintain continuous surveillance of all passenger bags. Security personnel are required to open and inspect baggage that arrives at the aircraft unescorted.

PHOENIX RAVEN

PHOENIX RAVEN is an Air Mobility Command (AMC) initiative to protect AMC aircraft, crews, and passengers transiting foreign airfields where additional security is required. SAM flights into PHOENIX RAVEN locations often times require security personnel to fly aboard the DV's aircraft; this may mean fewer seats available to passengers. The primary duty of security personnel is to guard the aircraft while it's on the ground.

Every Monday and Friday, the 89 AW convenes a Mission Assessment Group (MAG) to discuss security, threat levels and other issues for upcoming missions. Missions are analyzed to determine the best way to satisfy DV requirements and meet security needs. Sometimes the 89 AW can pre-position security personnel. Other times, this is not possible. The number of security personnel required varies with the number and length of en route stops.

It is incumbent upon the Contact to understand some of the constraints SAMs operate under, and to help explain this to the customer. The decision to place security personnel aboard SAM flights is based upon a thorough assessment of the mission and level of threat.

Communications security is a joint responsibility of the crew and the Contact. All details about SAM flights are treated as "close hold," and only those people with a specific need to know will have access to any mission information. Additionally, DoD policy requires personnel to treat DV names as confidential information.

One approach that complies with DoD's confidentiality policy is for crews and Contacts to separate mission details (e.g., itinerary times, support requirements, diplomatic clearance, etc.) from the names of the DVs.

Exercise caution while using the aircraft's radio systems. A Contact must ensure their passengers know whether secure radios are in use, and if not, practice strict radio discipline. Radio discipline includes not discussing any sensitive aspects of the mission such as the itinerary, current location, or information about members of the party. Do not pass DV names "in the clear" without the DV's permission.

Bottom line: SAM security is important. Not following established security procedures may compromise the mission and safety of our nation's senior leaders.

MISSION COMMUNICATIONS

The 89 AW Communication Systems Operators (CSOs) make every effort to obtain the highest quality circuits, but many variables sometimes make communication less than optimum. The aircraft's location and position with respect to the satellite(s), weather, ground switching stations and the quality/availability of land lines may all have an impact. In fact, when the customer experiences communication problems, it's usually not the aircraft system that fails.

Here are some examples of pitfalls. We can all learn from the unfortunate mistakes of others.

"Oops, wrong airport!" Many cities have more than one major airport. For example, Paris and Atlanta each have three airports. A Contact must ensure that the aircraft commander and the destination greeting party all know the correct airport. If possible, select military facilities over civilian fields as security is generally better. Know the four-letter ICAO identifier!

"Hey! Anyone seen the greeters?" Almost as bad as arriving at the wrong airport is to arrive at the right airport with no greeting party. This can happen when a Contact fails to pass along an amended arrival time or when the crew is told to park one place, but the greeters are somewhere else. A Contact will resolve with the aircraft commander where to park, who is meeting the party, and any questions about arrival ceremonies.

"Who said Press coverage was OK?" SAM missions have a habit of generating press interest, and often the news networks will ask to cover departures and arrivals. Aircraft commanders will ask the Contact about press coverage during pre-mission planning and anytime during a mission when a specific media request is made. In turn, a Contact must resolve the issue with the DV to approve or deny the request.

"But, I was promised a hangar." Only 89 AW Current Operations, through CVAM, may approve hangar use for arrivals and departures. Current Operations may grant approval for inclement weather conditions or security considerations but generally not for DV privacy. If a DV desires discreet parking at Andrews, a Contact should ask the aircraft commander to coordinate parking on the north end of the field away from the crowds and cameras.

"Why not just load baggage in the DV compartment and close the door?" Storage space on SAM aircraft, especially C-9s, C-20s and C-37s is limited. Use of any unauthorized area (like the DV compartment) for storage is unsafe and is not permitted. A Contact must keep track of how much their passengers are buying before the plane is full. Coordinating commercial shipping of purchases is not difficult--unless the Contact has to do it just prior to departure. The Contact should brief all members of the party on aircraft space limitations prior to mission departure from Andrews.

"There is a typhoon in Hong Kong--can we go to Taipei instead?" Maybe, but not if the aircraft and party are in Shanghai at the time since it is politically impossible to travel direct from China to Taiwan. What may seem like a reasonable DV request is perhaps completely unacceptable to the host nation. As another example, few Middle East countries will permit overflight or landing of aircraft going to/from Israel. Destination changes may require diplomatic clearances that are simply impossible to obtain with little or no notice. A Contact must remember that some itinerary changes, no matter what the DV wants to do, will not get approved.

"Help me please. The DV's party is upset because bags were opened on the ramp." SAM crews regard baggage security very seriously, and will inspect any bag that appears suspicious, if not clearly identified, or arrives at the aircraft unescorted. A Contact must ensure that each and every member of the party follows baggage security procedures.

"The primary DV is not coming--can we still go?" A SAM mission will not depart any location without the primary DV onboard without CVAM approval. In some cases, the next ranking DV becomes primary, and the mission departs as scheduled. However, to minimize delay, a Contact should promptly advise the aircraft commander of any DV cancellations, or itinerary changes.

As illustrated in the above examples, there is an enormous amount of information a Contact must learn about Special Air Missions. However, a Contact who (1) maintains two-way communication with CVAM and the aircraft commander, (2) never hesitates to ask questions, and (3) follows procedures outlined in this pamphlet can smoothly coordinate mission requirements, and usually guarantee fewer mistakes and more precise execution.

The 89 AW is committed to providing you the best possible support. Working

together, we can ensure your DV and party receive the excellent mission service they deserve and have come to expect.

Pilot (P). Two pilots are always at the controls of a SAM aircraft. One pilot serves as the aircraft commander, and has command responsibility of the mission and aircrew.

Navigator (N). Navigators (C-137 only) assist the aircraft commander with all

phases of mission planning. They also assist with en route navigation, especially during overwater segments.

Flight Engineer (FE). Engineers (C- 137 only) are responsible for inflight

management of aircraft systems. On the ground, they service the aircraft and perform requisite maintenance.

Flight Mechanic (FM). Flight Mechanics (C-9, C-20 and C-37 only) assist the pilots with inflight management functions. Like flight engineers, flight mechanics service and maintain the aircraft on the ground.

Crew Chief (CC). Crew chiefs (C-32 and C-137 only) are technicians who assist with ground servicing and maintenance.

Communication Systems Operator (CSO). The CSOs provide the DV with worldwide voice and data communications. When required, CSOs can maintain continuous communications with any government agency.

Flight Attendant (FA). Duties include cabin safety, food and beverage service, and baggage handling. Flight attendants are responsible to the aircraft commander to ensure all DV and passenger requirements are met.

Aircraft Security NCO (ASNCO). Air Force security police who fly as crewmembers when increased aircraft security is required. ASNCOs are assigned to the 89th Security Police Squadron.

If the 89 AW requests to limit C-20/C-37 seating to 11 passengers, in order to conduct training/evaluations, the Contact should understand the rationale and necessity of this action. Only an actual mission provides the extreme challenges of cooking and serving full meals while managing space limitations and meeting customer expectations - a challenge we can't replicate on the ground or on a local training sortie. CVAM will coordinate with the Contact to accommodate a customer with an overriding need for a seat release of 12 on C-20/C-37 missions.

C-9 (McDonnell Douglas DC-9)
Crew: 2 P, 1 FM, and 2 FA (ASNCO as required).

C-20 (Gulfstream III, IV)
Crew: 2 P, 1 FM, 1 CSO, and 1 FA (ASNCO as required).

C-37 (Gulfstream V)
Crew: 2 P, 1 FM, 1 CSO, and 1 FA (ASNCO as required).

VC-137 (Boeing 707)
Crew: 3 P, 2 N, 2 FE, 2 CSO, 6 FA, and 1 CC (4 ASNCO).

C-32 (Boeing 757)
Crew: 3 P, 2 CSO, 2 CC, 6 FA (4 ASNCO).
 

¹ When training is requested

² With extended range fuel tanks

³ With a full load in the DV compartment

Data Comm = PCs + Facsimile (2.4 baud rate; very slow)

UHF SATCOM - Military "priority" system, global voice and data (Using agency responsible for requesting before mission)

Terrestrial Aeronautical Radiotelephone System (TARS) - Commercial air to ground clear voice and data in North America (Airfone)

Satellite Aeronautical Radiotelephone System (SARS) - Commercial world-wide clear and secure voice + data (Inmarsat)

HF - Clear voice through the military's Global Mystic Star Network

It is important to remember these are estimates, and may vary from actual mission times due to changing weather or routing. 

*Winter/Summer (impact of varying wind component)

ASSUMPTIONS:

1) All flights depart from Andrews

2) Aircraft en route stop/servicing times of 45 min for C-20s and the C-37; 1 + 30 for the C-32 and C-137

3) Crew duty day of 16 hours unless crews are augmented (C-32/C137 only)

4) 15-hour ground time for crew rest stops

Example: A C-32 will arrive in Bangkok an estimated 40 + 00 hours after departing Andrews, including fuel stops and required ground time.

Appendix D

2. Itinerary times/dates

3. Airports and special parking arrangements

4. Arrival ceremonies and conditions for press coverage

5. Security classification/special security requirements

6. Passenger Info:

a. Name, rank, title, and DV code of senior passenger

b. Total number of passengers on each leg; (forward manifests to SAM PAX)

c. Emergency data on file for passengers (i.e., names, SSAN, home address and phone number, etc.)

d. Transportation to/from Andrews (e.g., car, bus, helicopter, etc.)

e. VIP lounge set up with SAM PAX?

f. Baggage arrival, ID, and security procedures (# pieces, how/when delivered)

g. Special request items (e.g., flowers, newspapers, magazines, birthday, anniversary)

h. DV likes and dislikes

7. Advance money--amount (either from agency or inflight fund) and method of payment (either billing to agency or onboard collection)

8. Special requirements such as Honors Arrivals

9. Space available seat release

10. Exchange phone numbers (aircraft commander, flight attendant, and Contact)

11. Onboard escort's name if different from Contact

12. UHF SATCOM Channel access

Your comments will help improve our service to you on your next mission. Please complete this survey and return it to any crewmember. We appreciate remarks on specific individuals if appropriate. You may fax it to (301) 420-8301 or mail it to the 89th Operations Group Commander, 1240 Menoher Drive, Andrews AFB, MD 20762-6511. Our number is (301) 981-5714. Thank you!
 

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VIP Lounge & Facilities
Aircrew Qualities
Communications Quality
Food & Beverage Quality
Cabin Service
Aircraft Facilities & Equip
Overall Rating

 

1. What aspects of the Special Air Mission did you like the most?

2. What area caused the most problems?

3. How can we improve?

4. What policies/procedures should we change?

Additional Comments:

Contact Name: Phone Number: _______________

Mission #: ________________ Tail #: ____________Inclusive Dates: _____________

Aircraft Commander: ____________________ DV: ____________________________

CURRENT OPERATIONS

Current Operations ensures that all mission taskings are scheduled, planned, executed, and closed in accordance with DoD and Air Force directives. They also ensure that the Operations Group Commander and the Office of the Vice Chief of Staff, HQ USAF (CVAM), are kept informed of all activities relating to the SAM fleet and the Special Air Mission.

Current Operations monitors all SAM missions worldwide and maintains direct contact with aircraft commanders. They coordinate mission changes with CVAM and relay approval or disapproval to the aircraft commander.

MISSION OPERATIONS

1 AS/99 AS

Aircraft commanders have overall responsibility for mission execution. To accomplish their assigned missions, aircraft commanders must coordinate a variety of details. The aircraft commander arranges all aircraft requirements (fuel, water, parking, steps, security, etc.) and the crew's lodging and transportation. During the trip, the aircraft commander handles all mission change requests from the Contact and gets approval from CVAM through Current Operations.

SAM PAX

The 89 APS SAM passenger service section (SAM PAX) prepares manifests, handles passenger and baggage check-in, and coordinates ground transportation requirements for Andrews DV arrivals and departures. SAM PAX will coordinate all parking of aircraft at Andrews, and in case of inclement weather will follow Current Operations directions for hangar departures or arrivals.

SAM PAX's normal duty hours are 0730-1630 weekdays. (Maintain 24-hour coverage for scheduled DV arrivals or departures at Andrews.) They can help you schedule the DV lounge so waiting guests may relax until departure time. During non-duty hours, the Air Terminal Operations Center (ATOC) will handle passenger service questions at 301-98l-7405 (see Appendix A--SAM Directory).

COMMAND POST