text: Airspace Control during Defense Support of Civil Authorities
  appears in the airspace control plan and special instructions section of the air tasking order for command,
  control, and coordination purposes. All participating military aircraft adhere to the air control plan and
  applicable air tasking order and special instructions.
  G-11. AFNORTH’s regional air movement coordination center, located at Tyndall Air Force Base, stands up
  during emergencies and contingencies to provide management of airflow into and out of designated airfields
  for the purpose of maximizing personnel and cargo throughput. The regional air movement coordination
  center coordinates with military command posts present at available airfields to determine constraints and
  limitations that affect airflow into those airfields. Subsequently, the regional air movement coordination
  center coordinates with the FAA, National Guard Bureau, and the Air Force’s Tanker Airlift Control Center
  to determine and issue time slots for aircraft transiting the available airfields.
  G-12. AFNORTH’s (1st Air Force), standing AOC (601st), is particularly suited for DSCA taking place
  within the USNORTHCOM’s area of responsibility. Additional tactical command and control systems
  (ground based or airborne) may be required to deploy to the area based on the availability of the local
  communications and command and control nodes.
  Note The 1st Air Force controls military airspace within the USNORTHCOM area of
  responsibility except in Alaska, where the 11th Air Force Air and Space Operations Center
  supports Joint Task Force-Alaska. The 13th Air Force controls military airspace in Hawaii in
  support of United States Pacific Commands area of responsibility.
  G-13. Coordinating DOD search and rescue support within the continental United States falls to the
  responsibility of 1st Air Force. See ADRP 3-28 for more details. To support DSCA, 1st Air Force is prepared
  to deploy numerous air component coordination elements as well as additional liaison elements to support
  other major commands.
  G-14. Air National Guard air control squadrons provide operationally ready command and reporting center
  mission control elements for support of theater air operations. These elements include radar surveillance and
  tracking, radar service to tactical aircraft, supervision of subordinate deployed air control units, and data link
  of a combined air picture to higher headquarters.
  G-15. Many Navy ships are well suited for air command and control support during DSCA. They possess
  robust communications capabilities. For example, Navy tactical air command and control centers are located
  on amphibious assault ships. They are able to assist the joint force air component command in air space
  planning, integration, and deconfliction of multiagency air assets.
  G-16. Elements of the Marine air command and control system (known as MACCS) may deploy a capability
  for DSCA. Common agencies would include the direct air support center, Marine air traffic control
  detachment, tactical air operations center, tactical air command center, or task organized elements of one or
  all of these.
  G-17. Air Force airborne warning and airspace control aircraft may deploy to provide a detailed air picture
  to the airspace control authority. These airborne control centers can become the link between the FAA
  controllers on the ground, working out of a military facility, and aircraft in and around the incident site.
  G-18. Army air traffic service units may deploy to re-establish air traffic services or augment FAA
  capabilities in support of DSCA. Possible services being requested from Army units include airfield control
  tower, ground controlled approach radar, enroute flight management and airfield management.
  UNMANNED AIRCRAFT SYSTEMS EMPLOYMENT
  CONSIDERATIONS
  G-19. Over the last 10 years, the use of unmanned aircraft has grown exponentially. However, within the
  United States and its territories, the use of unmanned aircraft is severely restricted. During DSCA,
  commanders use unmanned aircraft systems as a last resort, when manned assets are neither available nor
  practical. Often they choose to employ an unmanned aircraft system because they require the capability in
  support of the operation. These systems give the commander many capabilities, but often unmanned aircraft
  systems may not be the most efficient, timely, or practical method of achieving the commander’s desired