thus aircraft utilization was far below the programmed capability. This should not be used as a basis for reducing alr support in subsequent Bikini tests, however, since movement of the Teak and Orange events to Johnston Island greatly reduced the number of personnel the airlift had been committed to support. Cargo carried for J-4 totaled 986 Ib. The major recurring problems that arose resulted from the night and over-water flying restrictions which applied to Task Group 7.4 helicopters. Although these problems were never satisfactorily resolved, they were avoided on the second underwater shot by using USMC helicopters from Bikini, which did not have the same operational limitations. Inter-atoll Airlift. Cargo lift from Eniwetok to Bikini was accom#lished by means of a morning and afternoon C-54 flight from Fred to Nan. Cargo arriving at Fred via MATS marked for Bikini was segregated and booked on the C-54 reflector flight, without being first sent to Parry as on previous operations. This procedure saved valuable time and cut down on the wear and tear on cargo due to additional handling. This service was performed by a H&N afr cargo man stationed permanently at Fred. Air cargo for Bikini originating at Parry was documented by J-4 for’ movement through the H&N Shipping Section. This system worked quite well, with very little time lost in movement of this type of air cargo. Air cargo excluding weapon movements was as follows: CARGO AIRLIFT, ENIWETOK TO BIKINI, EXCLUDING DEVICES February March 3,170 40,318 April May June July _ Total 45,536 30,275 32,283 8,151 159,733 lb Cargo airlifted from Bikini to Eniwetok during the entire operation amounted to 102,306 pounds. Initial planning implemented at the start of the operation was based on the Eniwetok Airlift Office - Transportation Control Agent concept. This required each Task Group to designate a TCA, who was responsible for consolidating all requirements for airlift for his Task Group and forwarding the total requirement to the JTF 7 Air Priorities Agent, who was located in the EAO. The APA consolidated the requirements of all the Task Groups and made the necessary arrangements for adquate airlift support with TG 7.4. Task Group 7.1 appointed two TCA's: one from J-1 to handle all passenger requirements and one from J-4 to handle cargo requirements. During the early stage of the operation, one flight daily was made between Eniwetok and Bikini Atolls. This was later increased to three flights daily (except for Sundays, when there was only one flight) during the peak period of the build-up phase, April 8 through May 7. C-54 aircraft were utilized on the Eniwetok-Bikini shuttle. These aircraft replaced the twin-engine C-47 transports used on Redwing and immense- ly improved the shuttle service, since they could carry more passengers and were more comfortable. 87 AFWL/HO 86