AIRFIELD

OPENING
MULTI-SERVICE
TACTICS, TECHNIQUES,
AND PROCEDURES FOR
AIRFIELD OPENING

ATP 3-17.2
MCRP 3-20B.1 [3-21.1B]
NTTP 3-02.18
AFTTP 3-2.68

OCTOBER 2018

DISTRIBUTION STATEMENT A: Approved for public release;

distribution is unlimited.

*Supersedes ATP 3-17.2/MCRP 3-20B.1[MCRP 3-21.1B]/NTTP 3-

02.18/AFTTP 3-2.68, dated 18 June 2015.
 FOREWORD
This multi-Service tactics, techniques, and procedures (MTTP) publication is a project of
the Air Land Sea Application (ALSA) Center in accordance with the memorandum of
agreement between the Headquarters of the Army, Marine Corps, Navy, and Air Force
doctrine commanders directing ALSA to develop MTTP publications to meet the
immediate needs of the warfighter.
This MTTP publication has been prepared by ALSA under our direction for
implementation by our respective commands and for use by other commands as
appropriate.

DOUGLAS C. CRISSMAN JAMES

J MES H. ADAMS
JA
Major General, US Army Brigadier General, US Marine
Ma Corps
Director Director
Mission Command Center of Excellence Capabilities Development Directorate

MARCUS A. HITCHCOCK MICHAEL D. ROTHSTEIN

Rear Admiral, US Navy Major General, US Air Force
Commander Commander
Navy Warfare Development Command Curtis E. Lemay Center for Doctrine
Development and Education

This publication is available through the following websites:

ALSA (http://www.alsa.mil/);
US Army (https://armypubs.army.mil);
US Marine Corps (https://www.doctrine.usmc.mil);
US Navy at Navy Doctrine Library System (https://ndls.nwdc.navy.mil);
US Air Force at Air Force E-Publishing System (http://www.e-publishing.af.mil/);
and Joint Electronic Library Plus (https://jdeis.js.mil/jdeis/index.jsp?pindex=0).
 PREFACE
1. Purpose
This multi-Service tactics, techniques, and procedures (MTTP) publication for Airfield
Opening is a single source, descriptive reference guide for opening and transferring an
airfield.
Note: For the Army, the term “command and control” was replaced with “mission
command.” Mission command now encompasses the Army’s philosophy of command
(still known as mission command) as well as the exercise of authority and direction to
accomplish missions (formerly known as command and control). This publication will
use the term command and control (C2) exclusively.
2. Scope
This MTTP publication supports operational commanders and staffs by establishing
tactics, techniques, and procedures (TTP) for airfield opening. This publication provides
guidance for operational commanders and staffs on opening and transferring an airfield.
It contains information on Service capabilities, planning considerations, airfield
assessment and surveys, opening the airfield, and transitioning the airfield in all
operational environments.
3. Applicability
This MTTP publication applies to all commanders, senior airfield authorities, planning
staffs, airfield opening forces, air traffic controllers, and support agencies.
4. Implementation Plan
Participating Service command offices of primary responsibility will review this
publication; validate the information; and, where appropriate, reference and incorporate
it in Service manuals, regulations, and curricula as follows:
Army. Upon approval and authentication, this publication incorporates the TTP
contained herein into the United States (US) Army Doctrine and Training Literature
Program as directed by the Commander, US Army Training and Doctrine Command
(TRADOC). Distribution is in accordance with applicable directives listed on the
authentication page.
Marine Corps. 1 The Marine Corps will incorporate the procedures in this publication
in US Marine Corps doctrine publications as directed by the Deputy Commandant,
Combat Development and Integration (DC, CD&I). Distribution is in accordance with the
Marine Corps Publication Distribution System.
Navy. The Navy will incorporate these procedures in US Navy training and doctrine
publications as directed by the Commander, Navy Warfare Development Command
(NWDC) [N5]. Distribution is in accordance with MILSTRIP/MILSTRAP Desk Guide,
Naval Supply Systems Command Publication 409.

1 Marine Corps PCN: 144 000217 00

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 i
 Air Force. The Air Force will incorporate the procedures in this publication in
accordance with applicable governing directives. Distribution is in accordance with Air
Force Instruction 33-360, Publications and Forms Management.
5. User Information
US Army Combined Arms Center; HQMC, DC, CD&I; NWDC; Curtis E. LeMay
Center for Doctrine Development and Education (LeMay Center); and Air Land Sea
Application (ALSA) Center developed this publication with the joint participation of
the approving Service commands. ALSA will review and update this publication as
necessary.
This publication reflects current joint and Service doctrine, command and control
organizations, facilities, personnel, responsibilities, and procedures. Changes in
Service protocol, appropriately reflected in joint and Service publications, will be
incorporated in revisions to this document.
We encourage recommended changes for improving this publication. Key your
comments to the specific page and paragraph and provide a rationale for each
recommendation. Send comments and recommendations directly to:

Army
Commander, US Army Combined Arms Center
ATTN: ATZL-MCD
Fort Leavenworth KS 66027-6900
DSN 552-4885 COMM (913) 684-4885
E-mail: usarmy.leavenworth.mccoe.mbx.cadd-org-mailbox@mail.mil
Marine Corps
Deputy Commandant for Combat Development and Integration
ATTN: C116
3300 Russell Road, Suite 204
Quantico VA 22134-5021
DSN 278-6217/6233 COMM (703) 784-6217/6233
E-mail: doctrine@usmc.mil
Navy
Commander, Navy Warfare Development Command
ATTN: N5
1528 Piersey St, Building O-27
Norfolk VA 23511-2723
DSN 341-4185 COMM (757) 341-4185
E-mail: NWDC_NRFK_DOCTRINE_AO@navy.mil
Air Force
Commander, Curtis E. LeMay Center for Doctrine Development and Education
ATTN: DDJ
401 Chennault Circle
Maxwell AFB AL 36112-6428
DSN 493-7864/1681 COMM (334) 953-7864/1681
E-mail: afddec.ddj@us.af.mil

ii ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 ALSA
Director, ALSA Center
114 Andrews Street
Joint Base Langley-Eustis VA 23665-2785
DSN 575-0902 COMM (757) 225-0902
E-mail: alsadirector@us.af.mil

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 iii

 This page intentionally left blank.

iv ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 SUMMARY OF CHANGES
ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68, Multi-Service Tactics,
Techniques, and Procedures for Airfield Opening.
This revision:
Updates:
x The structure of this multi-Service tactics, techniques, and procedures publication
for functionality and alignment with Air Force tactics, techniques, and procedures
3-4.4, Contingency Airfield Operations, phasing.
x Service capabilities.
x Joint task force-port opening capabilities and references.
x Lessons learned.
x Checklists to align with current Service doctrine.
Removes:
x The lessons learned appendix.
x Redundant or outdated information.
Adds:
x Expeditionary and contingency airfield planning considerations.
x Air traffic control and air traffic control ratings.
x A discussion of transition operations.
x Checklists for planning, assessments, airfield opening, and transition.
x Planning factors for key personnel.
x Functions of airfield operations.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 v

 This page intentionally left blank.

vi ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 *ATP 3-17.2
MCRP 3-20B.1 [3-21.1B]
NTTP 3-02.18
AFTTP 3-2.68

ATP 3-17.2 US Army Training and Doctrine Command

Joint Base Langley-Eustis, Virginia
US Army Combined Arms Center
Fort Leavenworth, Kansas
MCRP 3-20B.1 [3-21.1B] Headquarters, USMC, Deputy Commandant, CD&I
Quantico, Virginia
NTTP 3-02.18 Navy Warfare Development Command
Norfolk, Virginia
AFTTP 3-2.68 Curtis E. LeMay Center for Doctrine
Development and Education
Maxwell Air Force Base, Alabama

27 October 2018
AIRFIELD OPENING
MULTI-SERVICE TACTICS, TECHNIQUES, AND PROCEDURES FOR
AIRFIELD OPENING

EXECUTIVE SUMMARY ............................................................................................... xi

EXPEDITIONARY AIRFIELD PLANNING CONSIDERATIONS ................ 1
1. Overview............................................................................................................ 1
2. Operational Environment ................................................................................... 1
3. Mission Analysis ................................................................................................ 5
4. JTF-PO .............................................................................................................. 7
5. ATC Considerations........................................................................................... 7
AIRFIELD ASSESSMENT AND SURVEYS ............................................ 11
1. Overview.......................................................................................................... 11
2. Airfield Assessment and Survey Teams .......................................................... 12
3. Assessment Considerations ............................................................................ 14
4. Surveys............................................................................................................ 16
5. Supporting Airfield Products ............................................................................ 18
6. Publishing Airfield Data.................................................................................... 18
7. Airfield Assessments for Mobility Aircraft ......................................................... 19
OPENING AN AIRFIELD........................................................................ 21
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

*Supersedes ATP 3-17.2/MCRP 3-20B.1[MCRP 3-21.1B]/NTTP 3-02.18/AFTTP 3-2.68, dated 18 June 2015.
ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 vii
 1. Overview.......................................................................................................... 21
2. Planning Factors.............................................................................................. 21
3. Command Relationships.................................................................................. 23
4. Functions ......................................................................................................... 26
AIRFIELD TRANSITION OPERATIONS................................................ 39
1. Overview.......................................................................................................... 39
2. Preparation ...................................................................................................... 39
3. Transition to Follow-on Forces, HN, or Governmental Agency Control............ 41
4. Enabling Civil Authority .................................................................................... 41
5. Close the Airfield.............................................................................................. 42
APPENDIX A AIRFIELD PLANNING CHECKLIST...................................................... 45
APPENDIX B AIRFIELD ASSESSMENT AND SURVEY CHECKLIST ....................... 49
1. Overview.......................................................................................................... 49
2. Timeline for the Initial Assessment .................................................................. 49
APPENDIX C AIRFIELD OPENING CHECKLIST........................................................ 59
1. Handoff from Seizure Forces ........................................................................... 59
2. Airfield Operations and Support....................................................................... 62
APPENDIX D AIR TRAFFIC CONTROL AND AIRFIELD TRANSITION CHECKLIST 73
APPENDIX E UNITED STATES ARMY CAPABILITIES.............................................. 77
1. Overview.......................................................................................................... 77
2. TAOGs............................................................................................................. 77
3. AOB ................................................................................................................. 78
4. ATS Company Organization ............................................................................ 80
5. Army Rapid Port Opening Element (RPOE) .................................................... 81
APPENDIX F UNITED STATES MARINE CORPS CAPABILITIES............................. 83
1. Overview.......................................................................................................... 83
2. Marine Wing Support Squadron (MWSS) ........................................................ 84
3. Marine Air Traffic Control Detachments (MATCDs) ......................................... 86
4. MMTs............................................................................................................... 86
APPENDIX G UNITED STATES AIR FORCE (USAF) CAPABILITIES ....................... 87
1. Overview.......................................................................................................... 87
2. Contingency Response Forces (CRFs) ........................................................... 88
3. Contingency Response Wing (CRW)............................................................... 89
4. CRG................................................................................................................. 89

viii ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 5. Pacific Air Forces (PACAF) and United States Air Forces in Europe (USAFE)-
Specific CRGs ..................................................................................................... 91
6. USAF Reserve and National Guard Bureau .................................................... 91
7. CRE ................................................................................................................. 91
8. CRT ................................................................................................................. 92
9. Assessment Team and Airfield Survey Team .................................................. 92
10. Joint Inspection.............................................................................................. 92
11. Air Traffic Control Squadrons (ATCSs) and Combat Communication
Squadrons ........................................................................................................... 93
12. Special Tactics Squadron (STS).................................................................... 93
13. The 820th Base Defense Group .................................................................... 93
14. The USAF Civil Engineer Center Airfield Pavement Evaluation Team........... 94
APPENDIX H AIRFIELD ENGINEER FORCE CAPABILITIES.................................... 95
1. Overview.......................................................................................................... 95
2. US Army Engineer Capabilities........................................................................ 95
3. United States Marine Corps (USMC) Engineer Capabilities ............................ 95
4. US Navy Engineer Forces ............................................................................... 96
5. United States Air Force (USAF) Engineer Forces............................................ 98
APPENDIX I UNITED STATES TRANSPORTATION COMMAND (USTRANSCOM)
JOINT TASK FORCE-PORT OPENING (JTF-PO) CAPABILITIES ........................... 101
1. Overview........................................................................................................ 101
2. Capabilities .................................................................................................... 101
3. Planning......................................................................................................... 103
APPENDIX J SERVICE AIR TRAFFIC CONTROL (ATC) RATING AND
CREDENTIALS........................................................................................................... 105
1. Overview........................................................................................................ 105
2. Background.................................................................................................... 105
APPENDIX K AIRFIELD LAYOUT AND CHARACTERISTICS ................................. 107
1. Airfield and Heliport Planning and Design Guidance ..................................... 107
2. Airfield Facilities ............................................................................................. 107
3. Service Requirements.................................................................................... 116
4. Bare-Base Airfields ........................................................................................ 117
REFERENCES............................................................................................................ 119
GLOSSARY ................................................................................................................ 123

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 ix

 List of Figures
Phases for Opening an Airfield ................................................................... 22
C-RAM Operational Tenets ........................................................................ 28
Depiction of Randomized Arrival/Departure Procedures ............................ 30
AOB Organization....................................................................................... 78
USMC Site Command Scenarios ............................................................... 84
JTF-PO Command and Control Relationships.......................................... 102
JTF-PO Composition ................................................................................ 103
Notional Airfield Layout............................................................................. 118
List of Tables
Airfield Responsibility Planning Matrix............................................................... 5
Survey Organizations and Types of Surveys................................................... 16
Descriptions of Airfield Operations Surveys .................................................... 17
An Example of Communications Out/EMCON Procedures ............................. 29
Airfield Transition Liaison Considerations........................................................ 40
Airfield Planning Checklist ............................................................................... 45
Airfield Assessment Checklist ......................................................................... 49
Initial Handoff Checklist................................................................................... 60
Airfield Operations Checklist ........................................................................... 67
Airbase Support Checklist ............................................................................. 69
Sample Airfield Transition Checklist .............................................................. 73
USAF Airfield Operations Capabilities........................................................... 87
Matrix of Service Engineer Airfield Capabilities............................................. 100
Service Air Traffic Control Credentials ........................................................ 106

x ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 EXECUTIVE SUMMARY
AIRFIELD OPENING
This multi-Service tactics, techniques, and procedures publication for Airfield Opening is
a single source, descriptive reference guide for opening and transferring an airfield.
Chapter I Expeditionary Airfield Planning
Chapter I provides commanders and staffs tactics, techniques, and procedures to use in
planning an expeditionary or contingency airfield. This chapter includes discussion on
the operational environment, mission analysis, integration of the United States
Transportation Command joint task force-port opening, and air traffic control planning
considerations.
Chapter II Airfield Assessment and Surveys
Chapter II examines airfield assessment capabilities including assessment team
options, assessment considerations, provides an overview of surveys, and examines
how to publish survey and assessment data.
Chapter III Opening an Airfield
Chapter III provides guidance on opening an airfield, including planning factors,
command relationships, functions of an airfield, available forces, and how to perform
initial operations.
Chapter IV Airfield Transition Operations
Chapter IV provides an overview of airfield transition operations. This chapter discusses
preparation, transition to follow-on forces or the host nation, enabling civil authority, and
closing an airfield.
Appendix A Airfield Planning Checklist
Appendix A provides users a planning checklist to prepare prior to conducting
contingency airfield operations.
Appendix B Airfield Assessment and Survey Checklist
Appendix B provides users with an assessment and survey checklist to build off the Air
Mobility Command Form 174, Airfield Survey.
Appendix C Airfield Opening Checklist
Appendix C provides users a comprehensive checklist to open and run a contingency
airfield.
Appendix D Air Traffic Control and Airfield Transition Checklist
Appendix D provides users a checklist to transition air traffic control and the airfield to
follow-on forces, the host nation, or a civil authority.
Appendix E United States Army Capabilities
Appendix E examines Army airfield opening capabilities, organizations, and available
forces.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 xi

 Appendix F United States Marine Corps Capabilities
Appendix F examines Marine Corps airfield opening capabilities, organizations, and
available forces.
Appendix G United States Air Force Capabilities
Appendix G examines Air Force airfield opening capabilities, organizations, and
available forces.
Appendix H United States Engineer Capabilities
Appendix H examines Army, Marine Corps, Airforce, and Navy engineering capabilities,
organizations, and available forces as they relate to airfield operations.
Appendix I United States Transportation Command Joint Task Force-Port
Opening (JTF-PO) Capabilities
Appendix H examines JTF-PO Capabilities and organization.
Appendix J Service Air Traffic Control Ratings and Credentials
Appendix J examines Service air traffic control ratings, credentials, and how Services
certify air traffic controllers.
Appendix K Airfield Layout and Characteristics
Appendix K examines the key features of an airfield and layout considerations.

xii ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 PROGRAM PARTICIPANTS
The following commanders and agencies participated in creating this publication:
Army
832d Battalion, 587th Transportation Brigade, Joint Base Langley-Eustis, Virginia
US Army Aviation Center of Excellence, Director of Training and Doctrine, Fort Rucker,
Alabama
US Army Combined Arms Center, Fort Leavenworth, Kansas
US Army Training and Doctrine Command, Joint Base Langley-Eustis, Virginia
Marine Corps
Deputy Commandant, Combat Development and Integration, Quantico, Virginia
Headquarters, United States Marine Corps (APX-8), Air Traffic Control, Washington, DC
Headquarters, United States Marine Corps (APX-10), Aviation Ground Support
Advocate, Washington, DC
Marine Corps Capabilities Development Directorate, Quantico, Virginia
Navy
Naval Fleet Weather Norfolk, Norfolk, Virginia
Navy Warfare Development Command, Norfolk, Virginia
Air Force
22nd Special Tactics Squadron, Joint Base Lewis-McChord, Washington
24th Special Operations Wing, Hurlburt Air Force Base, Florida
36th Contingency Response Group, Andersen Air Force Base, Guam
53rd Air Traffic Control Squadron, Robbins Air Force Base, Georgia
123rd Contingency Response Squadron, Kentucky Air National Guard
423rd Mobility Training Squadron, Joint Base McGuire-Dix-Lakehurst, New Jersey
621st Contingency Response Wing, Joint Base McGuire-Dix-Lakehurst, New Jersey
820th Base Defense Group, Moody Air Force Base, Georgia
Curtis E. LeMay Center for Doctrine Development and Education, Maxwell Air Force
Base, Alabama
Headquarters, Air Combat Command/A3WC, Joint Base Langley-Eustis, Virginia
US Air Force Flight Standards Agency, Tinker Air Force Base, Oklahoma
US Transportation Command
US Transportation Command, J3T, Scott Air Force Base, Illinois

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 xiii

 This page intentionally left blank.

xiv ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Expeditionary Airfield Planning Considerations
1. Overview
The purpose of this chapter is to frame the establishment of an aerial lodgment,
and to identify key planning considerations. This will assist planners in identifying the
five “Ws” (who, what, where, when, and why) on force projection in the initial stages
of planning.
Identifying the combatant commander’s (CCDR’s) intent early in the operational
planning process is important for influencing the Service’s port opening capabilities
as a tool to project airpower. This force is considered a “supported” ground force
maneuver element which ensures adequate force protection measures and resource
allocation are included for potential follow-on missions.
2. Operational Environment
Establishing and maintaining aerial lodgments that enable aviation asset
positioning within the range of supported forces supplement aviation employment.
These tasks become more complicated when airbases are hosts to a variety of
military, nongovernmental organizations (NGOs), other governmental organizations,
and commercial air activities.
The Army and Air Force hold joint responsibility for selecting landing zones (LZs),
with the objective of deploying and sustaining the air-landed or airborne force. The
Army coordinates the LZ site selection with the Air Force before making the final
decision. Information gathered from a landing area study that highlights options
ranging from existing large, modern facilities to more austere and underdeveloped
areas suitable only for short takeoffs and landings provides the basis for this
decision. Planners should include a weather technician in LZ studies and selection
to obtain pertinent climatology and predominant wind direction. Planners evaluate
potential sites based on suitability by type, quantity and sortie rate of aircraft; and the
capacity of available airfield support facilities or services. Planners will identify
infrastructure requirements (in terms of repair or improvement) and provide a
prioritized listing of recommended projects to the commander who will approve and
assign construction tasks (mission) to an engineer force.
The Marine Corps is responsible for selecting landing areas to deploy and sustain
Marine forces ashore. Where time allows, qualified Marine airfield assessors should
forward Air Force (AF) Form 3822, Landing Zone Survey (or other airfield
assessment information) to the combined air operations center (CAOC), via the
operational chain of command, so the information is available to the joint force. This
provides follow-on forces useable information on the airfield status at the time of
information collection. In some instances, it may be the only information available for
a particular location.
Desirable characteristics of LZs are ease of identification from the air; a straight,
unobstructed, secure approach for aircraft, proximity to ground objectives and units,

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 1

 and suitable weather conditions. Some necessary characteristics of LZs identified for
development into theater aerial ports with sophisticated facilities are the following.
An area of sufficient size to accommodate the number and type of aircraft
introduced.
Areas for parking and dispersal to accommodate the planned capacity of the
facility.
An internal road network, capable of supporting use by ground vehicles that
directly support airfield operations.
Minimum construction and maintenance requirements.
Areas and facilities for air terminal operations.
Facilities for holding personnel awaiting evacuation (e.g., medical or
noncombatant persons).
Sufficient aerial port capacity to handle incoming personnel, equipment, and
supplies.
Facilities to support aircraft rescue and firefighting vehicles and equipment.
Well-established and maintained aerial ports are essential to successful aviation
combat and sustainment operations. These operations include air movement and
aerial sustainment of special operations, light, airborne, air assault, and heavy
forces. Aviation sustainment operations also support high-priority resupply and air
movement throughout the theater of operations.
Airfield service elements must maintain the capability of 24/7 operations and an
ability to launch and recover aircraft safely in all weather conditions. This requires:
Experienced and adequately trained airfield management, air traffic
controllers, and airfield systems personnel.
Adequate personnel and resources maintained through appropriate battle
rhythm management.
Operational, sustainable, and certified navigational aids (NAVAIDS) and
approved terminal instrument procedures (TERPS).
Adequate airfield lighting and required airfield markings.
Advanced, digitized communications systems providing increased situational
awareness.
Adequate weather equipment and trained weather personnel.
Types of aircraft using the airfield and the assigned tasks associated with the
airfield’s mission dictate airfield planning principles and services. Consider the
mission, enemy, terrain and weather, troops, time available, and civil considerations
when evaluating airfield requirements.
The combination of the enemy threat, high-density air traffic, lack of established
procedures outside airport traffic areas, and tactical unmanned aircraft system

2 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 (UAS) operations create the potential for midair collisions in a low-altitude
environment.
The most critical components of a successful airfield opening are the senior
airfield authority (SAA) and base operating support-integrator (BOS-I) and their
interactions. The commander should designate the personnel to fill these
responsibilities early to facilitate transition from expedient to sustained operations.
The SAA is appointed by the Service component commander who is responsible
for airfield operations at the direction of the joint force commander (JFC). The SAA
controls, operates and maintains the airfield. This includes the Deployable Air Traffic
Control and Landing System (DATCALS); runways; taxiways and parking ramps;
and air, land, safety surfaces and facilities the proximity of which affects airfield
operations. The SAA coordinates all component or joint task force (JTF) aircraft and
airfield facilities. The SAA controls airfield access and is responsible for safe
operations in the airport traffic area, controlled movement areas, and on all airfield
surfaces. Airfield operations personnel are the on-site focal points of operations and
have primary responsibility for operating the airfield, enforcing airfield operating
procedures, and coordinating airfield requirements on behalf of the SAA. Due to the
rapid and evolving nature of an airfield opening, the SAA may not be designated or
available at the commencement of operations. Under these circumstances, the initial
airfield opening forces commander (e.g., special tactics mission commander,
contingency response force (CRF) commander, or senior officer on the ground) will
serve as the acting SAA until the designated SAA arrives. (See Joint Publication
(JP) 3-17, Air Mobility Operations, or Air Force tactics, techniques, and procedures
(AFTTP) 3-4.4, Contingency Airfield Operations).
The JP 3-17 definition of SAA does not assign authority and is often open to
interpretation, particularly with respect to “land and facilities whose proximity
affects airfield operations”. It is important that a command relationship is
determined among SAA, BOS-I, and tenant units using the airfield to streamline
funding and logistics support channels and ensure the airfield operating surfaces
are deconflicted from the life-support area. The SAA controls airfield access and
coordinates for airfield security with the base commander, base cluster
commander, or joint security coordinator for the area (if a base commander has
not been designated).
To enhance combat effectiveness and operational efficiency, SAA staff
planners should define expectations of the supporting units and for the supported
units. Other details should be discussed; including administrative and operational
responsibilities for supported and supporting units, identification of resource
requirements, and allocation of available resources.
During the planning process, the SAA and staff will ensure the proper
personnel, equipment, and support are coordinated to execute the mission.
Whether conducting deliberate or crisis action planning, the SAA will assign
operational planning team (OPT) members to higher headquarters (HHQ) OPTs.
These OPTs also may convene their own OPTs to plan personnel, equipment,

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 3

 and supplies deployment, build up the site capacity, and conduct sustained
airfield operations.
Sites established on a host nation (HN) air base or airport will require detailed
coordination with the HN air base commander, or site commander, or civil
authority. The SAA will coordinate airfield support, real estate management, and
other air base support with the authority who is responsible for the air base. The
SAA will evaluate the level of support and services provided by the HN air base
commander and identify shortfalls or deficiencies to HHQ.
Note: The USMC uses the term site commander in lieu of base commander (per Marine
Corps reference publication (MCRP) 3-20F.3, MAGTF Aviation Site Command
Handbook). This publication will use base commander exclusively with the
understanding the USMC uses site commander for an air facility.
Upon arrival, the SAA begins to assume the position’s responsibilities from
the airfield seizure force commander, but must coordinate with the airfield seizure
force commander during planning and establishment of airfield operations. SAA
transition is particularly challenging if not preplanned or executed early in base
build-up. Coordination of expeditionary airbase build up between key personnel
of the airfield seizure force, SAA organization, and tenant commands at the
airfield will improve the pace of the build up and the safety and efficiency of
airfield operations.
The BOS-I is a CCDR-designated representative who acts as the joint base
operating support (BOS) or base operating support service provider. The Service
component with the preponderance of forces at a base should provide the BOS-I. A
CCDR may designate an individual within a Service component or JTF as the BOS-I
at each operating location. The BOS-I coordinates using mission support resources
efficiently. Where shortfalls or opportunities for efficiencies exist, the CCDR may
task JTF components to provide or coordinate specific capabilities (e.g.,
infrastructure or installation security communications). The BOS-I conducts master
planning for facilities and real estate. BOS-I responsibilities may include collecting
and prioritizing construction requirements, seeking funding support, environmental
management, emergency management, force protection, facility use, and hazardous
waste management. See AFTTP 3-4.4 for more information.
The communications integrator, a sub-function of communications management
performed by the component or agency, is responsible for coordinating and
integrating all communication services and capabilities at a designated airbase or
airfield.
The BOS-I and SAA have an important interaction. In many cases the CCDR will
designate a BOS-I and SAA from different Services at the same location (e.g., a
common practice is to designate BOS-I responsibilities to the Army component while
designating SAA responsibilities to the Air Force component). The BOS-I is the joint
BOS provider for the operating location or base and the SAA is responsible for
airfield control, operation, and maintenance including runways, associated taxiways
and parking ramps, and land and facilities affecting airfield operations. As such, the
SAA will perform many BOS functions on the facilities immediately surrounding the

4 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 airfield. The BOS-I and SAA should closely coordinate along this seam during
operations planning and execution. A common solution is to form an agreed-upon
boundary line around the airfield and designate the SAA responsibility for the area
inside the line and the BOS-I responsibility for the area outside the line. Refer to
table 1 for an overview of airfield responsibilities.
Airfield Responsibility Planning Matrix
Base Operating Support- Senior Airfield Communications Integrator
Integrator Authority
x Contracting x Aerial port x Frequency
x Feeding x Refueling management
x Water x Crash fire rescue x Communications
security
x Environmental x Air traffic control
x Cybersecurity
x Field engineering x Weather
x Transmission
x Material handling equipment x Lighting
x Explosive ordnance disposal x Fleet service x Technical control
facility
x Medical x Material handling
equipment x Base command,
x Chemical, biological, control,
radiological, nuclear, and communications,
explosive computers and
x Industrial intelligence
x Rail or road infrastructure
x Storage
x Utilities
x Training
x Lodging
x Sanitation/laundry/bath
x Force protection

3. Mission Analysis
Operations that require airfield openings can range from combat operations in a
hostile environment to emergency, humanitarian assistance (HA), and disaster relief
(DR) missions conducted in a permissive environment. An airfield opening can be
nested as part of a larger mission or as a staging point for follow-on operations.
Opening an airfield supports the JFC’s broad mission. An understanding of how the
airfield opening process will align within the larger mission for the joint force is critical
for mission planners. When conducting HA/DR missions, contact the US Defense
Attaché liaison officer of the supported country to gain situational awareness early in
the planning process.
Planners, at all levels, contribute to mission analysis. It is imperative that all
required functional leads are involved in mission planning from the outset, including
the Army rapid port opening element (RPOE) unit, Air Force contingency response
group (CRG), Air Force Special Operations Command special tactics squadron
(STS), Marine air-ground task force planners, HA rapid response team, supported

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 5

 combatant command planners, and the Air Force forces staff. Sharing critical
information will help clarify implied tasks, assess mission risks, and develop
alternative courses of action.
During a mission analysis, planners examine the mission, available assets, facts,
and assumptions to determine the specified and implied tasks. Airfield openings are
a component of larger missions or major operations. Therefore, planning for an
airfield opening should be integrated with planning the larger mission or major
operation. This can be accomplished by providing liaison officers to the
headquarters that is planning the major operation or using electronic collaborative
planning tools and systems to connect that organization. Including airfield planners
early in the process provides sufficient time to perform surveys of the existing airfield
and identify resources (e.g., real estate, materials, equipment, personnel, funding,
time) required to construct an airfield expediently. In addition, it will ensure planners
identify appropriate airfield capabilities to meet the JFC’s requirements for deploying
forces and providing combat support and sustainment.
Integrating airfield operation planners from the commencement of planning helps
the JFC and staff identify requirements associated with establishing and operating
an airfield while sufficient time remains to coordinate resources to match identified
requirements. These include the following.
Developing a task-organized force deployment package for an airfield
opening.
Developing estimates of airfield capabilities and requirements to provide
requisite support to tenants and designated forces.
(a) Identify maximum (aircraft) on ground (MOG).
(b) Identify the aircraft parking plan and movement area.
(c) Identify the cargo throughput capacity (e.g., consider size, locations,
storage area security, and material handling equipment available or required).
(d) Consider forward arming and refueling point (FARP) site location and
assessment.
Providing equipment and manning required for airfield operation.
Coordinating inter-Service and interagency communication.
Establishing priorities of work for airfield opening.
Identifying activities that can be conducted with airfield seizure and airfield
opening.
There are four primary phases of airfield opening. They are:
Phase I, Seize the Airfield. The US Army, USMC, and special operations
forces (SOF) may conduct an airfield seizure by a ground, air-land, or airdrop
method of maneuver.

6 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Phase II, Open the Runway. The runway is open when the runway, taxiway,
and ramp approved for use with clearance for the first aircraft to land.
Additionally, the airfield is secure and capable of supporting operations.
Phase III, Open the Airfield. The airfield is open when sufficient ramps,
taxiways, and facilities can support the intended airflow and sortie rate.
Phase IV, Open the Airbase. An airbase is open when sufficient space exists
to allow combat and combat support forces to bed down. The task is complete
once forces are in place to extend, and subsequently replace, the initial open–
the-airbase force capability. A checklist with factors to consider during mission
planning is included in appendix A.
4. JTF-PO
Although all Services have the organic capability to execute theater-opening
functions, traditional service port opening and operating forces may not be sufficient
in situations that require rapid response or joint integration. The USTRANSCOM
JTF-PO aerial port of debarkation (APOD) provides the supported geographic
combatant commander (GCC) with a rapid assessment of potential aerial ports and
their distribution infrastructures. It also provides a port opening capability to facilitate
crisis response in established or austere environments. The JTF-PO’s mission is to
be in place in advance of a force deployment or arrival of sustainment, humanitarian,
or relief supplies.
JTF-PO is a scalable joint expeditionary capability that enables USTRANSCOM
to rapidly establish, operate, and clear a port of debarkation (POD). Additionally,
JTF-PO forces can conduct cargo-handling operations to a forward distribution node
and facilitate port throughput in support of a GCC-executed contingency.
Defense Logistics Agency (DLA) can deploy a rapid-deployment team (RDT) with
JTF-PO forces, if necessary, to support the JFC with expeditionary contracting
capability and expertise. DLA can leverage existing strategic-level contracts within
the theater, to support the JFC or help establish provisional contracts to support
mission requirements. DLA’s primary mission is to assist in establishing theater
openings and facilitate distribution operations beyond the forward node.
The Commander, USTRANSCOM has the authority to deploy a JTF-PO in direct
support of the supported GCC (as authorized in the Unified Command Plan and
Secretary of Defense standing execute order). For more information on JTF-PO, see
appendix I.
5. ATC Considerations
Commanders, across the Services, should determine the ATC capabilities and
required forces, arrival sequence, and HN and adjacent nation restrictions to plan
ATC operations. The aircraft control authority will need expertise from Service ATC
representatives and HN liaison elements for coordination with all relevant agencies.
Consider the following critical factors during the planning phase to enable effective
ATC services.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 7

 Plan for the full range of ATC operations to support deliberate and crisis
action planning for deploying, employing, sustaining, and redeploying forces.
Specifically, consider the following.
(a) Length of the operation.
(b) Size of the air base (e.g., forward operating base, main air base, air
facility, air site, and air point).
(c) Complexity of the area (e.g., the mixture and volume of existing civilian
structures, services, NAVAIDS, and runways’ condition).
(d) Type and density of traffic (e.g., rotary wing (RW), fixed wing (FW)
unmanned aircraft operations).
(e) Primary users (e.g., SOF, fighters, cargo transporters, other
governmental agencies, coalition forces, or humanitarians).
(f) Type of service.
x Instrument flight rules (IFR) and visual flight rules (VFR).
x Radar or non-radar.
x Terminal.
x Single or multiple precision or nonprecision approaches.
x En route control.
(g) Personnel requirements (e.g., qualifications, liaisons, and translators).
(h) Equipment reliability, back-up capability, and connectivity.
(i) Disposition of base (e.g., a base that transitions to different use with
different Service and equipment requirements).
(j) Environment (e.g., permissive, nonpermissive, terrain, climatology, visual
or instrument meteorological conditions, winds, temperature, or density
altitude).
(k) Threats and force protection.
(l) Interface between terminal and en route ATC systems.
(m) Base operations support (e.g., power, supply, maintenance, billeting,
medical, and provisions).
(n) Aircraft operation restrictions near munitions storage.
(o) Frequency requirements for radio, radar, and NAVAIDS.
(p) Airfield lighting requirements.
(q) Ensuring the initial plan considers transition procedures that will be
required to transition the ATC back to the HN or another agency.

8 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Coordinate HN integration of the civil ATC system, including agreements for
national and international air traffic coordination and negotiation of international-
level agreements.
Coordinate with adjacent command and control (C2) agencies to establish
procedures for control hand-offs, reference points, and ATC sharing. Use letters
of agreement or memoranda of understanding to record airspace management
and control decisions.
Collaborate with the joint air operations center or CAOC combat plans
division to integrate airspace design into the development of the ATC plan.
Coordinate TERPS reviews for theater airfields. Review preexisting HN or
commercial instrument procedures for Department of Defense (DOD) approval.
Coordinate flight inspections, as required. If instrument NAVAIDS and IFR
procedures are necessary to meet mission objectives, the following two areas are
required:
(a) TERPS specialists (Marine, Army, and Air Force) participate, when
warranted or requested, in initial NAVAID site surveys. TERPS specialists
provide recommendations regarding siting deployable NAVAIDS used in
developing instrument procedures and can forward site survey data to the
appropriate higher headquarters’ TERPS office that is responsible for the
operational area. Authorization to use the procedures remains with the
appropriate flying operations authority and the commander exercising
operational control (OPCON) of the aircraft. If possible, a flight inspection
should be scheduled. Flight inspections specify required obstruction
clearances and verify the performance of air navigation services and ensures
their instrument flight procedures conform to prescribed standards
documented in the Federal Aviation Administration (FAA), DOD, and Annex
10 of the Convention on International Civil Aviation Organization (ICAO)
directives. In accordance with Service regulations, flight inspections must be
performed during daylight hours and require visual, meteorological conditions
weather. Inspecting a single NAVAID takes half a day and as few as one
sortie to complete.
(b) Flight inspection methods incur varying risks for the commander. The
following four options are available to the joint force air component
commander (JFACC) listed from high to low risk.
x Option 1, Approval without FAA Flight Inspection. Theater commanders
have the final authority and responsibility for accomplishing their mission.
If the military situation dictates and a Service allows using an installed
NAVAID and approach without a flight inspection, this authorization is
restricted to aircraft under the individual Service approval authority’s
OPCON will be annotated with specific flying units use only (e.g., “For
Use By [specific unit] Aircraft Only”).
x Option 2, Military Contingency Flight Inspection. The appropriate flying
operations authority and theater commander exercising OPCON of the

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 9

 aircraft may approve an abbreviated flight inspection for radar
approaches and certain new instrument procedures in accordance with
chapter 24 of FAA Order 8200.1C, United States Standard Flight
Inspection Manual (also identified as technical manual (TM) 95-225,
Naval Air Systems Command (NAVAIR) 16-1-520, and Air Force manual
(AFMAN) 11-225). This inspection allows a theater commander to have
temporary IFR capability for aircraft under the direction of the JFC.
x Option 3, Restricted Facility Commissioning. This inspection certifies the
NAVAID and instrument approach using normal procedures to support a
minimal number of IFR approach procedures in accordance with FAA
Order 8200.1C/TM 95-225/NAVAIR 16-1-520/AFMAN 11-225. The
restricted facility commissioning inspection permits use by any aircraft.
Areas evaluated as acceptable are certified for use, and the remaining
areas and procedures are restricted. The local (deployed) airspace officer
or ATC manager will publish the restrictions in a Notice to Airmen.
x Option 4, Normal Commissioning. This is the full certification of all
procedures (i.e., arrival, approach, and departure) and areas of NAVAID
coverage in accordance with FAA Order 8200.1C/TM 95-225/NAVAIR 16-
1-520/AFMAN 11-225. Each Service will submit all instrument procedure
certifications through the appropriate chain of command. Once complete,
the procedures and airspace are certified to support all aircraft (i.e., DOD,
civil, HN, coalition forces, etc.) including aircraft transiting through en
route airspace.
For a detailed planning checklist, refer to Appendix A, Airfield Planning
Checklist.

10 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 AIRFIELD ASSESSMENT AND SURVEYS
Ecuador Humanitarian Assistance/Disaster Relief
“In Ecuador, the host nation advocated for the mobile tower to be placed at a
location specifically decided upon for convenience. The airfield systems’
maintainers emphasized the potential limitations of the equipment in that
location, but were outranked in the decision. The convenient location did not
allow for suitable communication with the inbound aircraft and ultimately was
relocated to the maintainers’ originally advised location.”
SOURCE: Technical Sergeant Nicholas Lossett, United States Air Force,
Airfield Systems Technician, April 2016
1. Overview
When tasked by USTRANSCOM or the supported GCC, assessors perform airfield
assessments prior to an airfield opening. They may perform additional assessments for
unfamiliar airfields, damaged airfields, or any time a large contingent of follow-on forces
is expected. Planners have many tools available to conduct an airfield assessment
remotely; but, usually, an in-person assessment is necessary. Although similar, airfield
assessments and nongeodetic surveys occur at separate times and serve separate
purposes. The terms airfield survey and assessment are sometimes used
interchangeably. Surveys and assessments support two distinctly separate missions.
The following paragraphs describe the different actions that support assessments
versus surveys.
An airfield assessment focuses on identifying and overcoming the impediments to
the mission. An airfield assessment may occur in permissive or uncertain
environments. Timing for an assessment is immediately following an unopposed
entry (permissive) or after an airfield seizure by the joint force (uncertain).
An assessment should validate or determine the suitability of a designated
airfield for a pending air mission, in support of an actual contingency, or for other
airfield assessment requirements designated by the tasking authority. Critical
assessment aspects include airfield capabilities, limitations, air movement
facilities available, and obstruction clearance in the departure and arrival areas.
Planners will need to consider runway characteristics and taxiway, parking, ramp,
and cargo handling areas for operational suitability, and determine MOG
limitations. See JP 3-17 for more information.
The airfield assessment should be done as early as possible to verify
information and to identify additional requirements. Report results back through
secure, dependable, long-range communications, as directed, through command
channels. It will provide a recommendation on the suitability of future airfield
operations to decision makers.
A nongeodetic airfield survey provides data for the Global Decision Support
System (GDSS) airfield database. See paragraph 7d for more information on GDSS
access. This survey is conducted in a permissive environment. This survey is a

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 11

 physical investigation of a location, conducted for gathering data to support planned
or possible contingency operations. The historical data provides the foundation for
future assessment team airfield evaluations conducted in response to an actual
contingency. Site surveys:
Determine the feasibility of a location for planned operations.
Validate information about equipment, terrain, HN resources, and
infrastructure (such as serviceability, availability, and compatibility).
Gather critical information and facilitate planning for future operations.
2. Airfield Assessment and Survey Teams
Airfield assessment teams, specifically trained to conduct a rapid airfield evaluation,
execute airfield assessments enabling commanders to make airfield suitability
decisions. The assessment team may be composed of coalition, single-Service, or
multi-Service personnel; intergovernmental or nongovernmental organizations; or
civilian representatives. The following are some of the most common assessment
teams.
SOF. The composition varies, but it often consists of Air Force combat controllers
assigned to a special tactics team (STT). Combat controllers survey and establish
airfields in austere or hostile areas while providing ATC to land aircraft during
combat and humanitarian missions. (ALSB 2016-2, p. 18) STTs can conduct LZ and
drop zone (DZ) surveys and complete an Air Mobility Command (AMC) Form 174,
Airfield Survey.
Marine Expeditionary Forces. Marine Expeditionary Forces can conduct LZ and
pavement surveys or assessments. A survey team is task organized to meet the
mission requirement. Marine airfield survey teams are trained and equipped to
assess the capabilities of an airfield and its supporting facilities. They relay that
information to authorities who deploy any needed augmentation or engineer forces.
A team usually consists of three to five personnel trained to conduct LZ and airfield
assessments. Marines who have received an airfield pavement evaluation training
course certification also can conduct pavement surveys. Teams typically consist of
air traffic controllers, expeditionary airfield Marines, and engineers. The Marine
Expeditionary Forces’ airfield survey team can produce an expedient pavement
evaluation and a formal assessment report within 24 hours, to assist in command-
level go/no-go decisions.
The USAF 7E1AM. This team can produce an expedient pavement evaluation
and a formal assessment report within 24 hours to assist in command-level go/no-go
decisions.
Personnel. This team is composed of eight Air Force CRG personnel,
including a rated officer, airfield operations officer or airfield manager, civil
engineers, a communications noncommissioned officer (NCO), a security forces
NCO, and a mission-dependent specialty.
Equipment. The team’s equipment includes two high mobility multipurpose
wheeled vehicles, two all-terrain vehicles, very high frequency and ultrahigh

12 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 frequency capable radios, and satellite communications equipment capable of
supporting the team for 72 hours.
Deployment Methods. The team delivery may occur by FW, RW, or convoy
insertion methods.
The USAF 7E1AK. This is an airborne assessment team consisting of 12 Air
Force CRG personnel capable of FW or RW air-land infiltration and airdrop or
overland employment into a bare-base location. The 7E1AK includes a 7E1AM
team, ATC, medical, and logistics readiness personnel.
The USAF 7E1AP. This airfield assessment team conducts worldwide airfield and
site assessments to evaluate airfield capabilities in support of air mobility operations.
Personnel. This team is composed of eight Air Force CRG personnel,
including civil engineers, airfield management, fuels, materiel management,
contracting, and a security forces NCO.
Equipment. The team’s equipment includes hand-carried items specific to the
team’s functional areas used during the survey.
Deployment Methods. The team delivery may occur by FW, RW, sealift, or
convoy insertion methods.
Operation DAMAYAN, Philippines 2013
Within the first 24 hours, members of the CRG assessment team linked with their
Philippine counterparts to build partnerships in improving several operational
areas including crowd control, air traffic control, and ramp control. Additionally,
the CRG commander met up with elements of United States Marine Corps
(USMC) Combat Logistics Regiment 4. CRG and USMC cross-Services
efficiencies were immediately identified to facilitate operating in and around
Tacloban. It was quickly determined that CRG’s focus would be airfield
operations, and CLR-4 elements’ focus would be establishment of operational
water purification units, the distribution of relief supplies beyond the confines of
the airport, and oversight of bed down locations for follow-on forces. Moreover,
the USMC G-4 at Tacloban conveyed that they would coordinate all resupply
requirements for CRG and USMC through the chain of command.
Operation DAMAYAN, Support to the Republic of the Philippines after
Typhoon Haiyan, USMC Center for Lessons Learned, 7 July 2014
The Air Force Civil Engineer Center (AFCEC) Airfield Pavement Evaluation (APE)
Team (4F9AD). This APE team conducts worldwide contingency, sustainment, and
permanent level APEs. The team uses destructive and nondestructive techniques to
evaluate or assess pavement weight bearing capacity and surface conditions.
Additionally, the team can proof load high-capacity aircraft anchoring systems,
determine runway surface friction characteristics, and provide technical expertise
and guidance to design, repair, and construct airfield pavements in support of
regional conflict operations. Taskings support contingency operating locations, aerial
ports, en route bases, or critical stateside bases including humanitarian relief

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 13

 operations. This team also conducts the Contingency Airfield Pavement Evaluation
Training Course and certifies DOD evaluators.
Personnel. This team is composed of four Air Force civil engineering
personnel assigned to the AFCEC.
Equipment. The team’s equipment includes specialized rolling stock (i.e.,
heavy weight deflectors, automated dynamic cone penetrometers, continuous
friction measurement equipment, and anchor testing kit components).
Deployment Methods. The team’s equipment is C-130/C-17 air transportable
or delivery may occur via sealift or convoy insertion methods.
JTF-PO Assessments.
The joint assessment team’s (JAT’s) mission is to evaluate all aspects of
opening deployment and distribution networks. Its two-fold purpose is to gather
information to determine if the airfield and distribution infrastructure are capable
of supporting the mission, and determine the availability of resources to
accomplish JTF-PO assigned tasks. See appendix B for an example of the
airfield assessment and survey checklists.
Mission analysis for the JAT requires coordination between the air element
and surface element, with the HN or seizure forces prior to JAT arrival. At a
minimum, JAT planners should know the expected airflow, type of cargo, delivery
mode to the forward node (FN), and operational environment.
The JAT assessment should emphasize specific areas, including joint aerial
port or marshalling area operations; logistics, work and living spaces, ramp and
transportation route security; and access to, and capabilities of, forward
distribution areas.
The JAT consists of eight Air Force personnel (i.e., seven core members
from 7E1AM and one augmentee), and four Army personnel (i.e., three core
members from RPOE and one augmentee). Members from DLA’s assessment
team may accompany the JAT, as the mission dictates. See appendix I for
additional JTF-PO JAT capabilities.
The go/no-go recommendation by the JAT is a leadership decision made
after the initial assessment, to determine:
(a) If the APOD can handle the distribution mission.
(b) If augmentation is required before operations can commence (i.e.,
additional security, runway repair, etc.).
(c) If additional time is needed before a decision can be made. The JAT must
provide Commander, USTRANSCOM, through the deployment and
distribution operations center, the go/no-go decision within 4 hours.
3. Assessment Considerations
Upon arrival, assessment team personnel should meet with representatives of
the airfield seizure forces (if applicable), HN personnel, or designated

14 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 representatives to discuss local operating conditions, area security, and the
likelihood of the airfield supporting the intended mission. In a permissive
environment, the assessment activity coordination should occur through the defense
attaché officer at the appropriate US Embassy or NGO representatives.
Appendix B depicts sample checklist items for airfield assessments. Teams
should consider each listed item to assess airfield suitability. In addition to checklist
items, teams also should consider assessing operations in support of the following:
Medical Evacuation. Emphasis includes space available for medical
treatment facilities, patient staging areas, and FW or RW patient loading areas.
HA/DR. Emphasis areas include personnel staging areas, cargo hold areas,
and interagency coordination.
Helicopter Operations. Emphasis areas include designated clear zones,
FARP placement, and helicopter LZ placement.
UAS. Emphasis areas include potential UAS LZs, user requirements, and
ATC deconfliction plan.
Fire Missions. Emphasis areas include potential launch sites, user
requirements, and ATC deconfliction procedures. Fire missions includes artillery,
rockets, mortars, etc.
The go/no-go priorities of the assessment team depend on mission objectives
and the condition of the airfield. The primary mission of the assessment team is to
conduct airfield site assessments of austere or established airfields for imminent air
operations. However, the assessment team also may evaluate and report the status
of organic communications, facilities, fuels, pavement, force protection (FP), ATC,
and overall airfield condition or suitability while establishing a minimum operating
strip. If intended for use by air refueling tanker aircraft, the assessment team should
factor in the ability to provide large volumes of fuel required for that operation.
The following are some airfield assessment priorities.
Complete the assessment within 4 hours and provide a go/no-go
recommendation and provide a detailed survey within 24 hours.
Capture airfield capabilities and assist in collecting and validating information,
including airfield suitability.
Evaluate the airfield’s pavement.
Establish a minimum operating strip.
Assume SAA. Complete the “runway open” phase of the initial air base
opening operations.
Determine the capability and suitability of a forward operating location to
support airfield operations and combat airpower sustainment.
Make an overall force bed down assessment, including real estate available.
Establish site bed down for airfield opening personnel, receive each
personnel chalk, and provide an initial briefing to arriving personnel.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 15

 Make a full-spectrum threat assessment, including airfield and airbase
security, enemy activity or intelligence threats, terrorist threats, unexploded
explosive ordnance (UXO) hazards, health threats, and environmental threats.
Once completed, report assessment team findings through secure, long-
range communications as directed through appropriate command channels.
Provide a recommendation to appropriate decision makers on the suitability
for intended airfield operations as soon as possible.
4. Surveys
There are many types of surveys. Table 2 depicts survey organizations and the
types of surveys they conduct.
Survey Organizations and Types of Surveys
ANG
Survey Type STT CRF CC Rotational Marines
ATCS
Landing Zone or Drop X X1 X
Zone
Airfield Survey (AMC X2 X X X2
Form 174)
Airfield Geodetic Survey X
DATCALS X X X X
ESSP X X
Notes:
1. Limited to personnel having documented differences training.
2. Limited to combat controllers and Marines who hold an Air Force Civil Engineer
Center Contingency Airfield Pavement Evaluation Training Course certification.
Legend:
ANG—Air National Guard
ATCS—Air Traffic Control Squadron
CC—combat communications
CRF—contingency response force
DATCALS—deployable air traffic control and landing system
ESSP—expeditionary site survey process
STT—special tactics team
Surveys are completed and reported to the tasking agency within 5 days of the
survey completion date. However, it is important to note pavement evaluations
conducted by CR personnel require functional review and approval from the HHQ
pavement engineer. Table 3 provides a description of each type of survey introduced
in table 2.

16 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Descriptions of Airfield Operations Surveys
Type of Survey Description
Landing Zone (LZ) Air Force Special Operations Command special tactics teams
accomplish this type of survey to support austere, unimproved
landing strips, and may include an entire airfield that has
unique issues. These issues can include missing navigation
aids, insufficient lighting, or obstacles, that prevent it from
operating as an LZ. Air mobility division tactics is the office of
primary responsibility for LZ suitability issues. See Air Mobility
Command (AMC) zone availability report (ZAR) or Talon Point
for LZ/DZ information.
Drop Zone (DZ) A DZ-certified person performs a comprehensive site survey to
certify a location to support DZ operations. See AMC ZAR or
Talon Point for LZ/DZ information.
Airfield Survey An AMC airfield survey is a two-part document that
(AMC Form 174) recommends suitability of an airfield for operations of AMC
aircraft. Part 1, Airfield Suitability, provides specific information
on the physical capability of the airfield to handle air mobility
aircraft. Part II of the survey is a checklist designed to provide
information to determine if the airfield has the facilities to
support air mobility operations.
Deployable Air A DATCALS survey is a siting (placement and setup) function.
Traffic Control and It involves selecting the appropriate location for the DATCALS
Landing System and gathering foundational data required to support terminal
(DATCALS) instrument procedures (TERPS) design and flight inspections.
Expeditionary Site This is predominately a United States Air Force base operating
Survey Process support-integrator (BOS-I) survey process used for
expeditionary site planning. It is an installation survey that
looks at all facets of an installation, to including: supply,
logistics, maintenance, operations, infrastructure, etc. The
survey is published in a multiple chapter document which
resides within the base support and expeditionary (BaS&E)
database, and is supposed to be updated any time its content
is changed through any survey process. Refer to Air Force
instruction (AFI) 10-404, Base Support and Expeditionary Site
Planning, for more details.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 17

 Table 3. Description of Airfield Operations Surveys (Cont’d)
Airfield Geodetic The primary source for the Department of Defense airfield
Survey survey is the National Geospatial-Intelligence Agency Office of
Geomatics. This office is responsible for gathering aeronautical
data through various means including conducting geodetic
airfield surveys and managing the terminal aeronautical global
navigation satellite system (GNSS) Geodetic Survey (TAGGS)
Program. This program provides ground truth surveyed
coordinates and elevations for the aerodrome, including the
runways, navigation aids, vertical obstructions, and ground-
control points. This information provides highly accurate,
geodetic coordinates, and elevations critical to flight safety. It
also ensures a common geodetic frame of reference (i.e.,
WGS-84) for all air operations on an international scale. The
aeronautical data collected during this geodetic survey is used
for publishing airfield diagrams, developing terminal instrument
procedures, and evaluating the airport imaginary surfaces for
possible navigational hazards.
Airfield Pavement The Air Force Civil Engineer Center APE team personnel
Evaluation (APE) complete this report to support paved airfields and LZs. Refer
Report to AFI 32-1041, Pavement Evaluation Program, and Engineer
Technical Letter (ETL) 02-19, Airfield Pavement Evaluation
Standards and Procedures, for more details.
5. Supporting Airfield Products
TERPS and airfield obstruction charts are two products that support airfield operations.
Both rely on accurate geodetic survey data for their design.
Terminal Instrument Procedures. TERPS-specific data and tasking information is
provided via specific Service publications. For more information see the References
section.
Airfield Obstruction Charts. These are physical or digital analyses of obstacles on
or near runways to determine if those obstructions pose a hazard to air navigation.
They support waiver package development and validation. Find the published results
on the applicable civil engineer map, if available or published.
6. Publishing Airfield Data
Multiple databases containing key airfield information currently exist. The airfield
assessment or survey tasking authority must ensure an appropriate C2 entity is
designated for collecting and disseminating airfield data. Additionally, identification of
a primary database is essential to preclude data conflicts.
Review, update, and validate contingency airfield data weekly.

18 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

7. Airfield Assessments for Mobility Aircraft
The SAA must ensure prompt transmission of airfield assessment information to
the Director of Mobility Forces and Headquarters AMC. AMC, on behalf of
USTRANSCOM, maintains a continuously updated global database of airfield
information. This global airfield database is contained in AMC’s mission
management and planning system, the GDSS.
AMC accomplishes destination airport suitability analysis to build and maintain
the GDSS airfield database used by all Services. AMC airfield suitability
assessments, also called “Giant Reports”, are maintained in the GDSS airfield
database. USAF major command TERPS reviews are included in AMC Giant
Reports, as appropriate. AMC planners and crews review and adhere to guidance
outlined in the Giant Report when doing feasibility studies and mission planning.
The airfield assessment team must ensure prompt transmission of airfield
infrastructure information to AMC Airfield Suitability (AMC/A3AS) after arrival if
mobility aircraft operations are required. Refer to the GDSS airfield database to
determine suitability for mobility aircraft (i.e., C-5, C-17, C-20, C-21, C-32, C-710 37,
C-40, C-130, KC-10, KC-46, and KC-135). Contact AMC/A3AS to provide data or
request an airfield evaluation addition to the GDSS airfield database. Write to:
Airfield.Helpdesk@us.af.mil, or call Defense Switched Network (DSN) 312-779-
3112. See Air Mobility Command instruction (AMCI) 11-211, Destination Airfield
Suitability Analysis; Air Force Pamphlet 10-1403, Air Mobility Planning Factors; and
the AMC Airfield Suitability and Restrictions Report (accessed through the GDSS).
GDSS limits access to DOD (.mil) domains and requires login permissions.
Register for an account by submitting a DD Form 2875, System Authorization
Access Request. The GDSS helpdesk stateside (at DSN 312-576-4949) can assist
with registration.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 19

 This Page intentionally left blank.

20 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 OPENING AN AIRFIELD
Joint Task Force-Port Opening (JTF-PO) Operations in Haiti (2010)
A couple of hours after the joint assessment team (JAT) landed in Haiti in support
of hurricane relief, the JTF-PO commander and main body arrived on five C-17s.
The team immediately began coordinating bed down and operations efforts with
the JAT, special operations forces (SOF), controllers, special tactics teams, and
Soldiers from the 688th rapid port opening element. On the periphery of the busy
airfield, the 26-man security force (SF) team set up a layered defense of the
damaged perimeter. Due to the size of the airfield and number of people living in
close proximity to the airfield, it became apparent that more SF assistance was
needed. On 24 January, a squadron of SF Airmen from the 820th Base Defense
Group arrived and began working alongside the JTF-PO defenders to secure the
airfield.
The JTF-PO brought order to the parking area by controlling the flow of aircraft. A
contingency response group maintenance crew chief was assigned to the SOF
special tactics teams and directed aircraft ground and air traffic. Within a day, this
logistical solution doubled the number of aircraft transiting the airfield. Due to the
myriad of aircraft supporting the relief effort and a lack of compatible ground
handling equipment, foreign aircraft were often unloaded by hand.
SOURCE: MAJ Armando Velasquez
690th RPOE Commander, 2010
1. Overview
Integrate subject matter expert (SME) planners into the process as early as possible
when developing and rehearsing operations that may include an airfield opening. The
planning process must incorporate planners versed in the mission and aircraft expected
to operate out of the opened airfield. Planning for an airfield opening begins at the
strategic level of force assignment. The plan should address options for one of the three
operational environments: permissive, uncertain, or nonpermissive. Upon force
assignment, detailed planning must occur coordinated with initial entry forces. CCDRs
identify airfields for use and direct their staffs and subordinate commands to generate
plans, based on whether the airfield is in a permissive, uncertain, or nonpermissive
environment. Once the plan has been finalized the airbase will be seized or secured
initiating the airfield opening process.
2. Planning Factors
Tailor airfield opening activities to the mission of the airfield and operations that
the airfield is supporting. Commanders must get a clear statement of priorities and
future intent, from combatant and subordinate commands, to ensure they shape the
airbase to those roles.
Airbase opening activities take place in three general phases. The phases are:
Runway Open, Airfield Open, and Airbase Open. The duration of airbase operations
is critical in determining the level of development required for the facilities and

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 21

 capabilities. Operations lasting a few hours do not require the same activities that an
enduring airfield will require. Tailor the plans to the duration of the mission. See
figure 1 for the phases of airbase opening.

Phases for Opening an Airfield

Different organizations will provide different capabilities. Each Service’s
capabilities are broken down in appendices E-H. Command of an airfield and
command relationships will change based on the Services chosen to open an airfield
and the unique capabilities and cultures each uses to accomplish this mission. Each
Service has unique organizations and systems for opening an airfield, but the
required tasks are fundamentally the same.
Airfield opening tasks can be broken into three general categories, airfield
operations, airfield support, and airfield sustainment. The responsibility of these
tasks will be divided between SAA and the BOS-I.
Airbase opening operations must consider the physical, human, political, cultural,
and threat geography of where those opening the airfield will be working. An initial
transfer could span between a friendly governmental or HN agency and a seizure
force.
In a permissive environment, forces may take responsibility for, or assume control
of, the airfield (or portions of the airfield) as arranged with the HN or governmental
agency. Coordination with the US Embassy, HN, and local authorities is critical for
mission success in this environment.
Some environments may require area or site seizure. Such operations may
include airborne, amphibious, or air assault forces that should remain in place until

22 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 relieved by airbase opening forces. Planners must ensure the airspace is managed
and aircraft are controlled after landing (e.g., parking locations and taxiing control).
This helps Services accomplish their tasks. Tailor requests for forces to the
capabilities of these units as outlined in Service appendices. Special forces,
pathfinders, and some others can be inserted ahead of the force as part of a joint
airborne advance party; they can jump with the airborne assault or land with the first
assault aircraft. Others will flow in behind the seizure force and replace or expand
seizure force capabilities.
SAA transfer to the oncoming force occurs after the oncoming force is capable of
maintaining airfield security. Airfield opening planners should be involved with
seizure planning to expedite this transfer.
After assuming control, the SAA is responsible for all airfield operations and
coordinates area security requirements with the appropriate authorities. The SAA is
responsible for assessing and validating the airfield and airfield-opening plan.
3. Command Relationships
Building Command Relationships. Military command relationships can be
complex. For example, OPCON of continental United States (CONUS)-based CRGs
remains with USTRANSCOM even when supporting another CCDR. Coordination
with the geographic CCDR or HN also may be required to establish support and
define mission needs. Liaisons can help maintain communication.
Airfield Command and Sustainment. Command of airfield opening forces will vary
based on mission, forces, and time. The mission of the airbase will drive who retains
OPCON and tactical control (TACON). Short duration missions, with organic
support, will not drive the same command relationship as a JTF-PO shaping an
airbase for an enduring mission. The command relationships will change over time
as the mission matures. Key organizations include the combatant commands and
JTFs. Solidify command relationships early in the planning process and ensure they
are clearly defined in operational orders. Commanders must understand, they will
have to negotiate among all mission owners to develop a command relationship that
works for a specific mission. A thorough understanding of joint and Service
doctrines, use of liaisons, and regular joint training are valuable in developing a
command relationship in a compressed timeline.
OPCON. Operational control of forces will vary by mission duration and unit
ownership. For example, for a FARP or raid mission, the unit’s commander may
maintain OPCON. This holds true for missions lasting between 1–14 days. For
missions lasting 14–60 days, the OPCON may transfer to a JTF or similar
authority. Missions lasting more than 60 days, or missions originally planned to
establish an enduring airbase, would fall under the JFACC for OPCON of the
airfield opening forces. It is critical that the execute order (EXORD) clearly define
supported and supporting commands. Verbal orders also should include these
authorities.
TACON. TACON delegation will occur per joint and Service doctrine. Critical
to TACON considerations will be HN abilities and authorities. The authorities on

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 23

 airfield operations that the HN maintains may restrain the SAA’s authorities
considerably.
Sustainment. Sustainment is primarily the responsibility of the supported
GCC and subordinate Service component commander in close cooperation with
Service, combat support agencies, and supporting commands (JP 4-0, Joint
Logistics). In situations where a GCC does not have administrative control
(ADCON), OPCON, or TACON of a force, the parent command should create an
agreement with the GCC for force sustainment, either through a memorandum or
in the EXORD. The on-scene commander will have to develop a positive working
relationship with the geographic combatant command’s logistics leadership and
the forces driving them. Relationships are critical to overcoming unforeseen
circumstances and dealing with high-visibility problems, like casualty reporting,
where multiple commands will want to be informed and may have a specific
process for an event’s resolution.
SAA. The exact delegation and sharing of authorities will depend on the situation
and forces available. Plan the mission with a good breakout of authorities; but
consider, the SAA may have to negotiate with interested parties once on the ground
and gaining situational awareness of the ground truths. In situations where US
forces are not the overarching authorities for airfield operations (e.g., the HN
maintains airfield control, or it is an operational civil airfield), the SAA maintains
oversight for all US or coalition airfield operations and, is the primary negotiator with
the airfield officials for any support required. (See JP 3-17.)
The SAA is responsible for all aspects of airfield operations and should be
allocated resources and personnel to conduct operations. Cooperative efforts of
HN and coalition and joint forces may meet some or all of these needs. Request
force augmentation or additional support, as required, to support air operations
(i.e., ATC, civil engineer, BOS-I, etc.). The SAA should maintain TACON of any
units conducting airfield operations, including STTs, Marine air traffic control
mobile team (MMTs), Army tactical aviation control team (TACT), and Navy
tactical air control squadron units while they operate on the SAA’s airfield. Due to
the specialized nature of some of these units’ missions and the complexities of
conventional forces having TACON of SOF forces, the SAA is encouraged to
communicate command relationship needs to the GCC.
If dual-hatted as the base commander, the SAA has control and direction
over base defense activities within the base boundary through the C2 mechanism
of the base defense operations center (BDOC). (See JP 3-10, Joint Security
Operations in Theater.) The base commander, through the BDOC, addresses
threats with attached forces within the designated base boundary, coordinates
with the designated area commander(s) for additional support or forces, and (if
required) requests joint fires within the base boundary. Within this context, clear
lines of authority are required to ensure personnel and resource protection from
ground-based and standoff attacks commensurate with the commander’s
integrated base defense plan. (See JP 3-17.)

24 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 The SAA and BOS-I Relationship. The working relationship between SAA
and BOS-I is critical to determining the success of an airbase opening. The BOS-
I and SAA should meet regularly to coordinate their activities. These meetings
should be daily at the beginning of a mission and can be weekly as each gains an
appreciation of the other’s mission and priorities. Whenever there is a change of
SAA or BOS-I, execute daily meetings to establish a good relationship between
the new leaders. Any parties with interests that effect SAA and BOS-I should
attend these meetings (e.g., engineering, security, ATC, or logistics).
Transition and Establish Authority. Ensure a positive transition of authority from
seizure forces or integration with HN or existing authorities. Transferring
responsibility should happen when the incoming force can meet or exceed the
existing force’s capability. The SAA must establish a position in the local command
structure.
Build HN Relationships. Navigating these relationships can be challenging and
impact operations if not clearly understood. Build relationships with the local
embassy, diplomats, or other HN officials to facilitate coordination on concerns, such
as overflight and access agreements or arrangements that suit the foreseeable
period of operations.
HN and SAA. In situations where the HN retains control of the airfield, it still may
be desirable to appoint an SAA. The SAA must have a good working relationship
with HN airfield managers that is built on trust and expertise. The SAA is responsible
for coordinating all US military flight operations and movement procedures, and
becomes the single clearinghouse between the HN airfield managers and any US
military airfield users. All US military operations on the airfield and any
improvements or changes to the airfield should be coordinated through the SAA and
transmitted to the HN airfield manager to ensure HN buy in and approval.
“When I stepped off the aircraft at Port-au-Prince [Haiti] there was no one there
who knew we were coming. I immediately asked for directions to the office of the
airport manager and then began introducing myself as the JTF-PO [joint task
force-port opening] airfield management and ATC [air traffic control] expert at
every office I walked past until I was taken to the Chief of Airfield Operations’
office. Once there, we sat down and started talking about how we should work
together. From then on, I informed him and his offices everything that was
happening on the airfield.”
ņ Capt Andrew T. Schnell, United States Air Force, Airfield Manager for
Joint Task Force-Port Opening MATTHEW
Partner Service Mobility Liaisons.
Air mobility liaison officers (AMLOs) are rated USAF mobility air forces
officers selected, trained, and equipped to assess, train, advise, and assist
mobility air forces and ground force integration for air movement and
sustainment. They integrate with supported joint force component staff functions
at the echelons that make decisions for air movement and sustainment planning,
validation, prioritization, preparation, and execution. AMLOs are organized to
advise ground force commanders on air mobility issues and are granted

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 25

 coordinating and direct liaison authority to provide essential coordination and
enhance the interoperability between the global mobility enterprise, supported
combatant commands, joint force partners, and other authorized mobility users in
garrison and forward deployed. AMC’s AMLOs are forces assigned to
USTRANSCOM. The Air Force transportation component retains OPCON, and
the contingency response wing has ADCON responsibility.
Ground liaison officers (GLOs) are US Army liaison representatives assigned
to contingency response organizations in support of air mobility operations. GLOs
provide Army expertise to Air Force organizations by analyzing and briefing the
ground tactical situation to contingency response personnel before and during
operations.
4. Functions
Airfield Operations. Airfield operation forces, during expeditionary military
operations, require tactical-level procedures to provide a unity of effort supporting
the JFC. Integrate air assets from across the Services to achieve operational
success. The following paragraphs serve as guides to execute airfield operations.
See appendix C for an airfield operations checklist.
Airfield Systems. Responsibilities include NAVAIDS, arresting gear, and
lighting.
Airfield Management. Airfield managers survey or assess airfield conditions
to determine suitability for future aircraft operations. Managers develop aircraft
parking plans and determine parking MOGs. For detailed information refer to
appendix K or the Unified Facilities Criteria (UFC) 3-260-01, Airfield and Heliport
Planning and Design. The following are airfield layout considerations.
(a) Runways.
x Consider the type of runway surface available for the required mission,
such as unprepared or semi-prepared surfaces (e.g., grass, dirt, and
matting) or prepared surfaces (e.g., asphalt or concrete).
x Assess the weight-bearing capacity and surface conditions required on
a continual basis. These should be based on the type of required aircraft.
x Periodically, engineers should assess the runway to determine its
capacity and feasibility for sustained operations.
x Conduct runway inspections daily to ensure a safe airfield environment.
(b) Taxiways. Ensure proper control procedures exist for ground aircraft
movement and deconfliction. Update procedures if the taxiways are opened
or become available.
(c) Ramp Parking. Consider the size of the parking area in relation to the
number of required aircraft. Coordinate, establish, and publish an aircraft
parking plan.
x MOG. See JP 4-01.5, Joint Terminal Operations.

26 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 x Working MOG. Determine how many aircraft can be loaded, receive
maintenance, or refueled simultaneously.
x Parking MOG. Determine how much physical space is available by size
and type of aircraft.
(d) Hazard Area. Identify and mark hazards.
(e) Crossing Areas. Coordinate with the airfield manager and ATC to
establish crossing procedures for runway and perimeter roads.
(f) Frangibility and Clear Zones or Areas. Review and establish criteria based
on mission requirements.
(g) Lighting or Approach Systems. Establish runway, taxiway, ramp lighting,
marking, NAVAIDS, and approach systems based on mission requirements.
(h) Emergency Landing Surface Operations. Airfield operations may
experience loss of the primary landing surface due to an unplanned event
(e.g., dual barrier engagement or enemy action). Develop emergency landing
surface procedures to ensure there are continuous airfield operations
supporting the joint force.
(i) Considerations for using a taxiway as an alternate runway.
x Obtain the appropriate command approval.
x Coordinate with airfield management and the tower supervisor.
x Move all arming and de-arming areas at least 100 feet from the
alternate runway.
x Have ground control direct taxiing aircraft to clear the taxiway and hold
all others in parking areas.
x Visually, ensure the taxiway is clear.
x This is only for daylight operations or time-critical missions.
x The taxiway is only for straight-in approaches.
x There may be a displaced threshold.
x There may be obstructions near the taxiway.
x A taxiway is narrower than a runway.
x There is a rapid deterioration of the taxiway’s surface.
x Taxiway lighting and markings are different than for a runway.
ATC. ATC units must remain operationally creative, within regulatory
guidelines, to ensure the full range of capability is available to support the JFC.
(a) UAS Operations. ATC should prepare to modify deconfliction procedures
used within the national airspace system. Procedural deconfliction will
transition to real-time deconfliction within the assigned airspace due to
expeditionary UAS operations.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27

 (b) Counter-rocket, Artillery, Mortar (C-RAM) Operations. These operations
likely share the operational environment with ATC units. The C-RAM is
designed to integrate a variety of capabilities and assets to defeat indirect fire
efforts. Rapid action to defeat indirect fire may limit ATC units’ reaction time
and their operations. It is critical that ATC units maintain situational
awareness on operations to deconflict fire with flying activities and ensure
ATC operations do not inadvertently preclude or block C-RAM efforts. Close
coordination with the BDOC will allow ATC units to integrate with the
appropriate C2 feed and receive the quickest possible warning prior to
interception. See figure 2 for the C-RAM operational tenets.
(c) Deconfliction of Surface-to-Surface Fires. Coordination with ground forces
to deconflict surface-to-surface fires must be accomplished to ensure safe,
orderly, and expeditious air traffic flow and timely fires clearance.

C-RAM Operational Tenets

(d) Communications Out/Emission Control (EMCON) ATC Operations.
During these procedures, aircraft operations may require alternative
communication procedures between the aircraft and airfield ATC. In most
instances, these prebriefed procedures use light signals for communication
between the control tower and aircraft. An alternative uses airport vehicles

28 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 vice lights. The tower communicates with a vehicle using low powered,
handheld radios, and the vehicle blocks or gives way to the aircraft based on
permission to restrict taxi or allow takeoff. The vehicle method allows more
positive control on high-tempo airfield traffic. These procedures require close
coordination between the tower and aircrew for mission accomplishment.
Table 4 is an example of communications out/EMCON procedures.
An Example of Communications Out/EMCON Procedures
If back taxi is required or safety is in doubt, cancel communications out/emission
control (EMCON), and crews should resume normal communication procedures.
Request a restart of these procedures at any time by making a request with the
ground/tower (i.e., “Midas 20, resume communications out/EMCON”).
Once airborne, resume communication with air traffic control.
1. Provide the following information to airfield operations no later than two hours
prior to takeoff:
x Call sign, number, and type of aircraft (i.e., Midas 20, four F-15Es).
x Tail numbers.
x Start, taxi, and takeoff times.
x Runway line-up procedures.
2. Make start, taxi, and takeoff times on time or up to five minutes late. After
engine start, request time changes with operations (refer to the original time).
3. Flight leads will accomplish a radio check with operations using the tail
number; and obtain routing clearance by telephone prior to step, secure, or in the
clear with ground using the tail number.
4. All flight members will monitor ground, tower, and departure frequencies.
5. During a large force employment, a representative from air traffic control will
attend the mass brief.
6. When the communications out/EMCON launch light signals, display a steady
taxi or landing light at the tower when the aircraft is ready for takeoff.
x Steady Red: Stop.
x Flashing Red: Taxi clear of active runway.
x Steady Green: Cleared for takeoff.
x Flashing Green: Cleared to taxi.
(e) Reduced Same Runway Separation. The sequential nature of military
operations, coupled with the limited number of airfields, highlights the need to
achieve and maintain a peak level of operation into a busy airfield or airspace.
Using reduced runway separation (i.e., allowing aircraft to land in proximity to
other aircraft) increases overall traffic flow into a congested airfield. See FAA
Order JO 7110.65, Air Traffic Control for additional information.
(f) Randomized Arrival or Departure Procedures. Terminal ATC procedures
in a high-threat situation can enhance aircraft survivability. A sector, or wagon
wheel, overlay divides the airspace into eight 45-degree sectors starting at 5

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 29

 nautical miles (nm) and continuing in 5 nm increments, out to 15 nm, or
whatever number of sectors and mileage is deemed appropriate (figure 3).
Designate sectors using an alpha-numeric system that is changed regularly
and published within the special instructions (SPINS) of the current air tasking
order or airspace control order cycle. The frequency of changes is based
upon the threat activity level. The sectors are aligned with existing runways or
helipads on the airfield and allow aircraft freedom to maneuver below the
established coordinating altitude. Sectors and control become more restrictive
the closer aircraft are to the airfield. Using sectors and landing pads
eliminates the need for traffic or holding patterns. Aircraft report crossing each
phase line (5 nm increments) of the sector until aircraft are cleared to land.
Position calls enable traffic advisories and procedural separation by
controllers and eliminates the need for runway use by RW traffic in situations
where a large volume of FW air traffic exists.

Depiction of Randomized Arrival/Departure Procedures

(g) Aircraft Traffic Patterns During Tactical Operations. Increase aircraft
survivability in the terminal phase of flight operations by modifying and
randomizing aircraft traffic patterns. For more information, see FAA Order JO
7400.2, Procedures for Handling Airspace Matters.

30 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Other Airfield Support. The following list shows support required for executing
additional airfield operations. See appendix C for more information.
Cargo or Passenger Handling.
Aircraft Maintenance and Ground Equipment. Plan for initially austere, limited
capabilities, to full maintenance support after arrival of sustainment forces.
Safety. Provides ground, flight and weapons safety oversight.
Aircraft Rescue and Firefighting (ARFF). ARFF depends on vehicles, an
agent, and personnel available to conduct operations.
Munitions and Ordnance.
Weather Support. The initial deployed weather capability provides basic
airfield-focused weather services consisting of weather observations, warnings,
and advisories. A theater weather support unit provides theater-focused weather
forecast products; weather watches, warnings, and advisories; and other
services.
Airfield Engineer Forces. Engineer units should accompany the assault force.
Their task is to clear runways of obstacles. The type and quantity of obstacles on
a runway demand special consideration. These obstacles have a major impact on
engineer assets required by the task force, the time for clearance, and the
planned time of arrival of air-land sorties. The initial assault may include airdrop
bulldozers and handheld mine detectors to assist engineers. Assault forces
should consider training select personnel to hot wire indigenous vehicles and
airfield support vehicles required to assist an offload. Once the assault echelon
has seized initial objectives, runway clearance teams (i.e., engineers, explosive
ordnance disposal (EOD), and other designated personnel) begin clearing or
repairing the runway(s). See appendix H for unique engineer capabilities.
Support Functions. The following are recommended airbase support
functions for integrated operations.
(a) Contracting. Provides oversight, execution, and closeout of any contracts
with HN, nongovernment agencies, and joint Services. They should be a first
in and last out capability. They must have ability to terminate or transfer
contracts prior to retrograde or redeployment
(b) Finance. Provides financial expertise, funding oversight and Service
member financial support.
(c) Medical Services. Provides medical care for tenant units. Aviation and
flight medicine staff are necessary for aviators and aircrew personnel. Refer
to JP 4-02, Health Service Support, for more information.
(d) Supply. Provides oversight and management of supply classes.
(e) Communications. Provides internal and external communication support
and oversight for the communications working group to integrate or deconflict
as required.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 31

 (f) Fuel Services. Provides aviation and ground fleet petroleum, oil,
lubricants; other specialized equipment fuel needs; fuel testing; and defueling
services.
(g) Morale, Welfare and Recreation Services. Provides morale, welfare and
quality of life resources.
(h) Personnel. Provides personnel accountability, casualty reporting, and
personnel control operations.
(i) Religious Support. Provides direct religious support and advisement for
command and staff on the impact of religion, ethics, morals, and morality.
(j) Vehicle Fleet Management and Maintenance. Provides oversight,
accountability and maintenance of nontactical and tactical vehicle fleets.
(k) Intelligence. Provides geospatial planning and support; intelligence
analysis; and intelligence, surveillance, and reconnaissance operations.
(l) Legal. Provides legal advice, to the commander, on rules of engagement
and the Uniform Code of Military Justice.
(m) Public Affairs. Provides public communications, command information,
audiovisual documentation, and community and key-leader engagement
support to the airfield commander.
(n) Force Protection. Provides oversight of defense forces, conducts liaison
with HN and coalition partners, prepares and coordinates base defense plans
with the SAA and support agencies, and implements physical security
measures, coordinating deviations from standards with HHQ FP directorate.
Establishing Airfield Security. Airfield opening forces can have some organic
security for airfield access control and limited self-defense. However, expansion
of FP services for the airfield, base perimeter, base security zone (BSZ),
suppression of enemy air defense and patrols for indirect fire standoff often
depend on additional forces.
Security Measures.
(a) Airfield physical security is integral to protect forces and equipment.
Physical security measures are designed to deter, detect, delay, defend, and
defeat threats from terrorists, criminals, and unconventional forces. These
measures include:
x Fencing and perimeter standoff space.
x Lighting and sensors.
x Vehicle barriers.
x Blast protection.
x Intrusion-detection systems and electronic surveillance.
x Camouflage, concealment, and deception.

32 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 (b) Procedural measures protect US personnel and equipment regardless of
mission or geographical location. Procedural measures include:
x Security checks.
x Training and awareness.
x Property accountability and inventory requirements.
x Physical security inspections of mission essential or vulnerable areas.
x Physical security surveys of installations.
Airfield Defense.
(a) Airfield defense requires a dedicated security force coordinated with a
BDOC. The airfield may house a base-cluster commander, or it may be a
cluster itself. A dedicated security force is responsible for the airfield’s base
BSZ, suppression of enemy air defense and patrols for indirect fire standoff.
Its internal defense is primarily the responsibility of the quick reaction force
(QRF) and Security Forces assigned to the airfield. The QRF provides in-
depth defense for weapons, weapons systems, command centers, personnel,
and other priority resources established by the base commander.
(b) When the threat exceeds the capability of the assigned airfield security
force and QRF, the base commander requests FP assistance through the
base cluster operations cell. The base cluster operations cell is the Army
maneuver enhancement brigade responsible for or the joint security areas’
joint security coordination center. (See JP 3-10).
Base Defense Plan.
(a) The SAA provides assistance in developing and implementing
comprehensive defense plans to protect the airfields. The defense plan
includes measures to deter, detect, delay, and defeat Level I and Level II
threats.
x Level I Threat. A small enemy force that can be defeated by those units
normally operating in the echelon support area or by the perimeter
defenses established by friendly bases and base clusters. Level I threats
include enemy agents and terrorists whose primary missions include
espionage, sabotage, assassination, and subversion. These include a
potential for insider attacks by elements or individuals of HN partners and
security forces, often characterized as green-on-blue.
x Level II Threat. An enemy force or activities that can be defeated by a
base or base cluster’s defensive capabilities when augmented by a
response force. Level II threats include small-scale forces conducting
irregular warfare that can pose serious threats to military forces and
civilians. Attacks by Level II threats can cause significant disruptions to
military operations and the orderly conduct of local government and
services. Forces constituting Level II threats are capable of conducting
well-coordinated, but small-scale, hit-and-run attacks; improvised

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 33

 weapons attacks with roadside or vehicle-borne improvised explosive
devices; raids; and ambushes. These forces may employ significant
standoff weapons threats, such as mortars, rockets, rocket-propelled
grenades, and man-portable air-defense systems.
Note: See Army techniques publication (ATP) 3-91, Division Operations, for more
information on threat levels.
(b) To maximize mutual support and prevent fratricide, the SAA or base
commander will assist in deconflicting defense plans with adjacent base and
base clusters, and joint, multinational, and HN forces. The base commander
must ensure proper integration of defense plans into the overall base and
joint forces’ security plans. SAA airfield defense responsibilities include:
x Developing and monitoring unit training as it relates to the base defense
plan.
x Participating in base defense planning.
x Providing, staffing, and operating base defense facilities per base
defense plans.
x Conducting individual and unit training to ensure force readiness in
defense of the base.
x Providing appropriate personnel to the BDOC.
x Providing liaison personnel to advise the base commander on matters
unique to the airfield.
x Providing communications systems, including common-user
communications, within the command.
Establish the Airfield Layout. (See appendix K for more information.)
General. When arriving at an airfield, the SAA, airfield assessment team, and
airfield management personnel should consider the operational needs of current
and future aviation units, the tactical requirements for the mission, and any
hazards and risks associated with contingency airfield operations. Upon
identification of risks, the base commander begins the process of mitigation to
ensure the airfield expansion can occur safely and meet the needs of the using
force. Certain regulations will dictate the criteria used for airfield opening and
follow-on operations. This may require formal safety waivers and risk mitigation at
varying leadership levels, depending on the size of the force and the nature of the
tactical mission.
SAA Requirements. The SAA must proactively seek an airfield manager or
operations officer with airfield management and opening experience to ensure
safety requirement implementation.
(a) Preserve Usable Pavement. Airfield pavements (e.g., runways, taxiways,
aprons, etc.) capable of supporting aircraft movement and parking are scarce
and finite resources. As such, the use of airfield pavements for non-aircraft

34 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 related activities (i.e., cargo storage, maintenance and support facilities, etc.)
should be limited to the maximum extent possible.
(b) Prioritize Flight Line Functions and Placement. Certain functions need
immediate flight line access for mission accomplishment, while some can
support operations further away from the flight line or from the base-support
layer. Depending on the mission, some critical functions can provide support,
fully, from just off the flight line (e.g., life support, EOD, maintenance, flight
operations, etc.). Some other functions, such as ARFF, require immediate
access to the airfield. In some cases, physically splitting a function may be
the best solution. For example, locate aeromedical evacuation adjacent to the
ramp and in the main medical center support section.
(c) Place Support Facilities. Determine the placement of critical airfield
support facilities. FARP, arm/de-arm pads, and munitions storage areas are
hazardous and should not be located in the approach or departure areas of
the runway or helipad, or near high-population areas and facilities. In addition,
arm/de-arm headings should be positioned in a safe direction.
(d) Plan Explosive Routes. Coordinate explosive delivery routes to limit entry
control points and minimize personnel and aircraft exposure.
(e) Plan Ammunition Storage. Ammunition storage requires a minimum safe
distance from facilities and other munitions depending on the net explosive
weight and type of munition. In addition, there are rules concerning hazards of
electromagnetic radiation to ordnance which must be followed per MIL-HDBK-
240, Hazards of Electromagnetic Radiation to Ordnance Test Guide, and
DOD 6055.09-STD, DOD Ammunitions and Explosive Safety Standards.
(f) Know Airfield Criteria. Establish and enforce airfield criteria. All airfield
construction and airfield support sighting should be coordinated with the SAA
to ensure they do not encroach on runway, taxiway, or apron clear zones.
The airfield manager can determine the airfield planning and design criteria to
apply to the airfield (UFC 3-260-01). See UFC 3-535-01, Visual Air Navigation
Facilities, and ETL 09-6, C-130 and C-17 Landing Zone (LZ) Dimensional,
Marking, and Lighting Criteria, for additional airfield technical requirements.
(g) Manage Expansion. The SAA should develop an airfield master plan that
captures requirements for planned airfield expansion and potential additional
bed down. Installing airfield matting (i.e., airfield matting second-generation
(AM2)) may enable temporary taxiways, runways, and parking area
expansion.
(h) Determine Dispersal Distances. UFC 3-260-01 is the source document for
joint airfield criteria. Civil engineers and airfield managers plan airfield and
camp layouts taking into account all factors and Service guidance (such as
Air Force Pamphlet 10-219v5, Bare Base Conceptual Planning).
Required Assessments Implementation. Continually assess the airfield’s
weight-bearing capacity and surface condition based on the aircraft type required

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 35

 for mission accomplishment. Periodically, engineers should assess the runway to
determine its capacity, and feasibility for sustained operations.
Austere or Expeditionary Condition Preparations. Preparation of temporary
airfield surfaces provides the SAA with immediate runway and parking solutions
for supported aircraft (manned or unmanned). Soil and ground preparation
analyses are critical to install and certify AM2 matting, expeditionary lighting, and
arresting equipment.
(a) The Marine Corps uses AM2 matting to construct runways, taxiways,
parking areas, vertical short takeoff and landing expanses, and vertical
takeoff and landing pads. AM2 matting is suitable for all FW, RW, and tilt-rotor
aircraft in the USMC inventory. AM2 is also suitable for C-17 operations. All
AM2 matting will be installed and certified in accordance with NAVAIR
Instruction 13800.12 Series, Certification of Expeditionary Airfield AM2 Mat
Installations, Aircraft Recovery Equipment, Visual or Optical Landing Aids,
and Marking or Lighting Systems; NAVAIR 51-60A-1, USMC EAF Surfacing
Systems and Accessories. Assembling AM2 to accommodate these
applications requires a number of special pieces (e.g., connectors, key locks,
spacer mats, and adapters) not used for an AM2 patch. Many applications
require anchoring or staking to stop vertical and horizontal movement. Install
and test anchors and stakes in accordance with NAVAIR 51-60A-1.
“…The few minor airfield operating considerations that we had during
predeployment training were with nacelles and being non-compatible with some
of the surfaces that we have in some of our zones. You can’t go into helo
matting, it can’t go into mobi-matting but it can land, obviously, on AM2 (airfield
mat 2nd generation) matting. Those were all addressed prior to the unit arriving.
There are no concerns that haven’t been looked at, scrutinized, and thoroughly
addressed during the deployment or post deployment stage.”
ņ LtCol Kurt Diehl, Assistant G3, 2nd Marine Aviation Wing
(b) USAF. The extruded aluminum alloy matting, designated as AM2, has
been in the Air Force inventory for almost 40 years. Once the mainstay of
rapid runway crater repair, it is now mostly relegated to a secondary use for
taxiway repairs and parking apron expansion. However, it represents a viable
option for runway repairs if other methods are not possible. AM2 mat repair
must meet the repair quality criteria for its location on the runway. The
following limitations apply.
x AM2 mat repair kits are acceptable for fighter aircraft and C-130s, but
are inadequate for jet cargo aircraft landing strips. This limitation is due to
the inadequate anchoring system, narrow patch width (16.5 meters wide
by 23.6 meters long (54 feet wide by 77.5 feet long)), and susceptibility to
jet blast from outboard engines.
x AM2 mats may be used to repair taxiways and aprons if braking and
tight turns are limited on the mat. Adequate drainage of the base and
subbase layers is important. Excess moisture in these layers will cause a

36 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 reduction in the load-bearing capacity of the subsurface material and,
subsequently, mat failure.
(c) Adjacent Parking. Expand parking areas adjacent to existing aircraft
pavements using expedient techniques, such as graded and compacted
earth, compacted crushed stone, or AM2 matting over a compacted subbase.
Once used primarily for rapid runway crater repairs, AM2 matting is now used
to repair or expand aircraft parking areas. Refer to UFC 3-270-07, Airfield
Damage Repair, for more information on AM2 matting assembly and
installation.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 37

 This page intentionally left blank.

38 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 AIRFIELD TRANSITION OPERATIONS
1. Overview
The transition to follow-on forces and subsequent drawdown have a significant
impact on an airfield opening. Planners must consider the long-term use of the
airfield in the planning phase, because the transition phase brings airfield operations
from the capabilities established in airfield opening to the desired operational
capability determined in planning. Planners also must consider, and provide
resources for, transitioning the airfield to follow-on forces or the HN, in a deliberate
manner.
Specialized military forces providing expeditionary capabilities at locations where
operational support is insufficient or nonexistent conduct airfield opening operations.
As units accomplish airfield-opening objectives, the goal is to create smooth
transitions between the various phases of operations and transfers of authority to
follow-on forces. When available, liaison personnel can be instrumental in ensuring
seamless transitions.
Transition to sustained operations can occur through multiple venues: continuous
military rotation, contracted service support, or returning services to the HN’s
responsibility. Of note, returning services to the HN’s responsibility still may require
oversight, assistance, or support. Establishing sustainable airfield operations
capability requires significant planning to ensure appropriate resources are available
to meet the JFC’s requirements. Sustainment of airfield operations requires long-
term ATC support.
Although the mission circumstances can vary greatly, transferring airfield
responsibility requires detailed and deliberate planning. Functional transitions occur
over time as follow-on capabilities match or exceed existing capabilities. Ideally,
transitioning organizations (i.e., Services, agencies, or nations) use standardized
checklists. Appendix D is an example of a joint capability-based transition checklist
to guide transition operations.
2. Preparation
Establish a Timeline. Timelines provide a template and an execution order to
facilitate an orderly transition of equipment and airbase operations from airfield
opening forces to follow-on forces. Timelines will focus on sustaining capabilities
throughout the transition.
Organize Equipment Transitions. Equipment availability and support
requirements are key planning factors in determining the airfield operations
requirements. Reconstitute equipment used in support of airfield opening during
turnover with follow-on forces to make the equipment available for future tasking.
Functional SMEs determine the order of equipment teardown for their individual area
of operations to ensure mission continuation. Transferring equipment to follow-on
forces should be reserved for extreme circumstances to preserve a rapid-response
airfield opening capability.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 39

 Synchronize. The infrastructure necessary to support follow-on equipment must
be in place prior to transition. Replacement parts and trained maintenance
technicians are Service specific and, often, equipment specific. Sustainable
operations require in-place base support (e.g., power, supply, communications, and
force protection personnel). For ATC, setup times may vary from hours to days,
depending on the weather, equipment deployed, and availability of flight check
aircraft. Increasing capabilities may require changes to assigned airspace, and must
be coordinated with the aircraft control agency and the HN.
Ensure Interoperability. Current DATCALS of one Service may not be fully
compatible with those of other Services, coalition partners or HN. Consider the
equipage of all aircraft operating from the airfield in determining required capabilities
and services.
Facilitate Point of Contact (POC) Transition. Liaisons are instrumental in ensuring
a smooth transition. The transition POC is a person from the deployed unit who
possesses experience in, and a broad understanding of, the mission.
Coordinate Personnel Transition. SMEs should link up with their follow-on
counterpart to pass airfield or airbase operations information.
Assign Functional Area POCs. Functional transitions occur as follow-on forces
arrive on station. Functional area POCs and SMEs help facilitate a detailed and
deliberate airfield and airbase responsibility transfer. Some liaison considerations
are listed in table 5.
Airfield Transition Liaison Considerations
Item
Aerial Port
- Air terminal operations center
- Passenger processing
- Cargo handling
Airfield Operations
- Airfield management
- Air traffic control
- Weather support personnel and equipment
Command and control
Communications
Logistics
Intelligence
Medical
Contracting
Civil engineering
Maintenance

40 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

3. Transition to Follow-on Forces, HN, or Governmental Agency Control
Functional airfield capabilities and responsibilities will transition from airfield
opening when similar forces are in place to extend or expand airfield operations.
As soon as possible, establish specific priorities, timelines, and common
checklists for integration and transition. When planning for a transition, allocate
sufficient time to hand off and transfer contractual obligations and supply accounts,
and foster follow-on force or HN relationships.
Once the transition is complete, the airfield opening force can redeploy or move
forward, as required. Required airfield functions do not change after the transition.
The transition is merely a change in organizations from airfield opening forces to
organizations that are responsible for providing long-term airfield operations.
Joint Service Capabilities. Services can provide VFR and IFR service to all
aircraft through mobile control towers, radar systems, and communications
connectivity. Air Force and Marine ATC sustainment equipment provides complete
ATC service to support a theater airbase mission but requires extensive airlift to
deploy. Navy shipboard systems, with their inherent resupply and embarked
maintenance, are limited by the ship’s ability to remain on station and maintain the
operational health of its systems. The Army provides complete service, except
approach control. See appendices E–H for Service specifics.
Continued Responsibility. Sustained operations may not end when airfield
operations’ personnel and equipment completely redeploy. With HN or contracted
services, the joint force still may have responsibility for oversight, quality assurance
evaluation, procedures review, and HN agreements. The sustained operations
phase ends when the JFC determines the mission is complete and transfers
responsibility.
4. Enabling Civil Authority
General. During the enabling civil authority phase of military operations, place
emphasis on restoring HN jurisdiction and airspace control following the operation.
This phase also reestablishes the HN infrastructure and prepares forces for
redeployment, while progressively transferring airfield and airspace control to HN
authority. Service ATC units continue to provide airspace information and terminal
services to aid the safe, orderly, and expeditious flow of air traffic until the HN can
assume all ATC responsibilities. However, some airfields may require complete
termination of operations due to nature of the airfield, or HN inability or desire to
assume ATC responsibilities.
Planning Considerations. Planning for the transition back to civil ATC services or
military ATC operation cessation should begin early and be continually updated. As
early as possible, coordinate with HN, NGO, and JFC planners to restore or contract
ATC services to relieve military ATC units. The transitioning forces should determine
if improvements are needed for airfield and ATC facility infrastructure to meet ICAO
standards and recommended practices.
Transferring Airspace Control. When an ATC agency receives a request to
transfer control of airspace, the agency should consider the following:

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 41

 Receiving Agency. Consider the personnel and equipment to be transferred
or loaned to the HN or Service during the transfer period, and associated costs.
Consultation with Affected Agencies. Agencies and organizations with
established procedures require notification of an impending transfer. Examples of
agencies requiring notification are aviation units, fire support elements, air
defense agencies, intelligence organizations, and multinational forces.
Identification of the Date of Transfer. Knowing the expected date and time of
transfer is critical to executing a workable plan to accomplish the transfer.
Identifying the key elements of the transfer plan and liaisons with the transfer
authority will minimize delays and expedite the handover.
5. Close the Airfield
Closure Planning. Closure planning requires a coordinated interagency effort that
addresses all joint, US Government, and HN issues and concerns. In a joint
operations area, the joint staff in the area of responsibility should provide
overarching closure policies and procedures for all Services. The CCDR’s staff will
lead in negotiating HN agreements. The termination of military operations ends with
a transition to civilian control. The result will be a timely, efficient, and effective
closure that leaves a positive message with the HN and properly marshals US forces
and equipment for future employment.
Drawdown. The drawdown of operations may require reversing the buildup
process, including a second deployment of initial entry ATC assets who are able to
operate without base support (e.g., Marine MMT, Army TACT, or Air Force STT) to
allow for joint force withdrawal. End of operations will require a handover or phase-
out of ATC services. Then, units may deploy ATC equipment to another location or
the home station, or transfer it to the HN, as determined by higher authority.
Phasing and Considerations.
Phases.
(a) Phase 1, Assessment and Plan Development. Inventory and determine
equipment and personnel to redeploy, transfer to the HN, or remain in place.
Assess actions, forces, and equipment required to accomplish the closure or
transition. Produce a time-phased plan that encompasses all closing
activities, while sustaining required airfield operations capabilities.
Communicate the plan to all organizations involved.
x The plan should be site specific, but reflect lessons learned from
previous airfield closures.
x BOS-I and SAA require consideration because different Services may
be responsible for one or both.
x FP and accountability must continue until all personnel have departed.
(b) Phase 2, Execution of the Closure Plan. Redeploy non-closure related
personnel and equipment. Manage infrastructure disposition.

42 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 x Direct and frequent communication will significantly benefit closure
operations.
x There may be closure forces assigned from two or more branches of the
US military, US Government agencies, or partner nations.
x Detailed sequencing is the key to effectively executing the closure plan.
(c) Phase 3, Final Closure Actions. Relinquish control of the airfield and
complete personnel and equipment redeployment.
x Security is most vulnerable during this phase.
x Personnel accountability is vital.
Risks.
(a) There may be an increased ground threat due to localized or standoff
attack, sabotage, and civil unrest.
(b) Operational requirements may change during closure.
(c) There may be an accelerated timeline to close.
(d) There may be a contractor or contract default due to closure.
Closing Limitations. Airfield closure requires integrating in-place forces and
may include a minimal amount of closure-specific forces and equipment to
execute closure processes. Closing installations must develop comprehensive
local plans and dedicate sufficient personnel and transportation assets for closure
functions. Most military equipment will redeploy with units or be retrograded to
support reset programs. In some cases, the closing authority may only return a
portion of a location to the HN authority. In these instances, the closing authority
would consider the location “partially returned,” and it will remain usable as an
operational platform. This may involve turning over responsibility to the HN
authority for base operating support, in accordance with proper international
agreements.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 43

 This page intentionally left blank

44 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix A
AIRFIELD PLANNING CHECKLIST
This appendix provides a planning checklist to ensure the joint force has thought
through all the required detail described in chapter 1. Table 6 is the planning checklist.
Airfield Planning Checklist
Planning Factors
Mission purpose.
Nature of air mission.
Intended airfield usage (e.g., mobility, fighter, bomber, remote piloted aircraft, rotary
wing aircraft).
Airfield layout or site planning.
Projected number or nature of supported personnel at the airfield.
Tenant unit requirements.
Is a user liaison officer required?
Forces available for a mission.
Projected mission length.
Organizations or agencies involved.
Coalition forces.
Other government agencies.
Nongovernmental organizations.
Current airfield data.
Global Decision Support System information pull.
Is a survey or assessment required?
Threat Environment Force Protection
Threat to airfield or base.
Force protection.
Unique security needs.
Quick reaction force (QRF).
QRF communications plan.
Fire support.
Unexploded ordnance threat evaluation.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 45

 Table 6. Airfield Planning Checklist (Cont’d)
Medical
Essential care for airfield opening team.
Bioenvironmental.
Public health.
Environmental health site assessment.
Environmental
Emergency management.
Chemical, biological, radiological, nuclear, and high-yield explosives threat.
Local weather (predominant and climatology).
Weather observation, forecasting, and dissemination capabilities or requirements
needed.
Host nation weather observing capabilities.
Communications
Requirements.
Communications security required.
Joint keys.
Classification level.
Compatibility.
Frequency requirements and deconfliction.
Host nation spectrum management.
Coalition joint spectrum management.
Navigation aids (NAVAIDS) or radar frequencies.
Intelligence
Enemy situation.
Friendly forces.
Local national threat.
Key terrain.
Surface-to-air missile, small arms fire, and indirect fires threat areas.
Lines of communication.
Enemy order of battle.
Host Nation Considerations
Host nation force size and composition (airfield security forces).
Cultural sensitivities or sensitive areas.
International agreements.
Aircraft positional diplomatic clearance requirements.
Arms control agreements.
Existing host nation agreements.
Airfield Infrastructure
The ability to support a planned mission.

46 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 6. Airfield Planning Checklist (Cont’d)
Airfield data and surveys.
The availability of engineering materials.
The condition of utilities on the airfield.
Air Traffic Control (ATC) or deployable air traffic control and landing system
available.
Lighting, NAVAID, and marking condition.
Arresting systems.
Environmental baseline survey.
Contracting or financial management.
Airspace
Airspace control plan.
Airflow requirements.
Fires integration and deconfliction.
Air defense integration.
ATC
Visual flight rules or instrument flight rules services.
Radar or non-radar.
Terminal.
En route.
Approaches required.
Terminal instrument procedures review.
Flight inspection.
Personnel required.
Qualifications.
Liaisons.
Translators.
Duty-day considerations.
Airfield Support and Services
Material handling equipment available.
Air-ground equipment available.
Hazardous materials requirements.
Aircraft rescue and firefighting requirements (e.g., fire suppression or crash
rescue services).
Aircraft armament.
Explosive ordnance disposal.
Airfield management.
Weather personnel and equipment.
Established equipment available.
Portable equipment required.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 47

 Table 6. Airfield Planning Checklist (Cont’d)
Manpower requirements for operations.
Safety.
Availability of supplies.
Local economy.
Military supply system.
Cargo staging.
Storage size and capacity.
Road network availability and capability.
Airfield Transition
(See the Transfer of Authority checklist in Appendix D.)
Security transition.
Condition of facilities.
Environmental risk mitigation.
Explosive ordnance disposal.
Inventories.
Supplies and equipment transfer.
ATC or airspace plan.
Anticipated future use.
Department of State integration.
Tactical airspace transition.

48 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix B
AIRFIELD ASSESSMENT AND SURVEY CHECKLIST
1. Overview
A single standard for airfield assessment data does not exist. The Air Mobility
Command (AMC) Form 174, Airfield Survey, is one product that can be used as an
airfield assessment or survey. The form can be downloaded from http://static.e-
publishing.af.mil/production/1/amc/form/amc174/amc174.pdf.
Additionally, the joint task force-port opening joint assessment team (JAT)
assessment report format is in United States Transportation Command
(USTRANSCOM) Instruction 10-27, Vol 2, Attachment 2, Joint Task Force–Port
Opening. Table 7 is a sample of an assessment checklist.
2. Timeline for the Initial Assessment
Four Hours. When the JAT leader or commander arrives at the point of
debarkation (POD) the “go/no-go” is provided by leadership, after the initial
assessment, to determine:
If the POD can handle the stated mission.
If augmentation is required before operations can commence (i.e. additional
security, runway repair, etc.).
If additional time is needed before the decision can be made.
Twenty-four Hours. This is after JAT personnel arrive at the POD to submit a JAT
report (including the POD, distribution network, and forward node assessment) to
USTRANSCOM and the geographic combatant commander.
Airfield Assessment Checklist
Airfield Layout Checklist
Airfield name.
Runway data and condition.
- Useable or unusable.
- Damaged.
- Unexploded ordnance (UXO) present.
- Drainage problem.
- Rutting.
- Length.
- Width.
- Surface.
- Weight-bearing capacity.
- Slope and gradient.
- Longitudinal and lateral transverse gradient.
Glide-slope.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 49

 Table 7. Airfield Assessment Checklist (Cont’d)
Runway markings.
- Centerline.
- Runway edge.
- Distance.
Lighting.
- Edge.
- Approach.
- Threshold.
Visual approach slope indicator and precision approach path indicator.
Shoulder width.
Overrun data.
- Length.
- Surface type.
- Condition.
- Slope.
Arresting system.
- Type.
- Location.
Obstruction.
Approach illusions.
- Visual terrain.
- Zero city lights.
Engine blast information.
Obstacles on airfield (height, location).
Graded area zone (width, slope, obstacles).
Elevation.
Clear zone (obstacles, glide slope).
Approach zone (obstacles, clearance slope).
Hazards to flight.
Capability to support airlift operations.
- Maximum (aircraft) on ground (MOG) by type of aircraft.
Air Traffic Assessment Checklist
Field elevation.
Terminal area airspace (Airspace class and dimensions).
Traffic patterns.
Altitudes.
Type.
Prevailing wind.
Departure procedures.
- Radar handoff (Call sign, fix, altitude, frequency, location).
- Non-radar handoff (Call sign, fix, altitude, frequency, location).
- Heading.
Reporting points, visual flight rules, or instrument flight rules.

50 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 7. Airfield Assessment Checklist (Cont’d)
- Location.
- Altitude.
- Pattern.
- Minimum safe altitude.
Missed approach instructions.
Jettison, bailout, and fuel dump areas.
- Location.
- Altitude.
Terminal approach procedures.
Notice to airmen .
Alternate airfields.
Navigational aids.
- Location.
- Type.
- Identifier.
- Frequency.
Obstacles in class D airspace or tower controlled airspace.
Arrival procedures.
Taxiway Assessment Checklist
Taxiway status.
- Unusable.
- Damaged.
- Checked for UXO.
Width.
Surface type.
Weight-bearing capability.
Markings.
Lighting.
Runway hold lights.
Shoulders stabilized.
Obstructions.
Serves as an emergency landing zone (LZ).
Environmental considerations.
Aircraft (fixed- or rotary-wing) movement on the ground.
- Identify any area not accessible to aircraft.
- Identify any specific taxi routes for aircraft.
Helipad Assessment Checklist
Dimensions.
Surface type.
LZ locations.
Forward arming and refueling point locations.
Existing approach plan.
Existing departure plan.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 51

 Table 7. Airfield Assessment Checklist (Cont’d)
Existing emergency egress plan.
Hazards to flight.
Environmental considerations.
Parking Assessment Checklist
MOG.
Designation.
Dimensions.
Surface type.
Weight-bearing capacity.
Tie-down rings.
Ground points.
Lighting.
Obstructions.
Special parking spots.
- Hot pads.
- Explosive and hazardous materials (HAZMAT) storage.
- Engine run clearance area.
- Hot refuel.
- Arm/de-arm.
Slope of ramp.
- Breakaway.
- Taxi power requirements.
Taxiway area for parking.
Factors that may affect aircraft operations.
Environmental considerations.
Lighting Assessment Checklist
Significant local lighting.
Surrounding area lighting.
Location of airport lighting controls.
Point of contact for turning lights on or off (phone number).
Pavement Analysis Assessment Checklist
Pavement type.
Pavement condition index.
Soil structure.
Load classification number.
Aircraft classification number.
Pavement classification number.
Airfield Support Assessment Checklist
Control tower facility.
- Operational.
- Unrestricted vision of all approaches, departures, runways, and taxiways.
- Electrical power available.
- Radio blind spots.

52 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 7. Airfield Assessment Checklist (Cont’d)
Airfield management operations.
- Facilities.
- Bird aircraft strike hazard level history (BASH).
- BASH or bird avoidance model program.
- Bird hazard reporting signals or system.
- Braking action reporting capability.
- Airfield photos and maps.
Operations facilities.
- Room or building available.
- Space available for operations tents.
- Sanitation accommodations.
- Trash disposal.
Portable airfield lighting and marking.
- Airfield marking pattern 1, 2, or 3.
Weather.
- Equipment.
- Observation capability.
- Forecast capability.
- Conditions reporting capability.
Airfield communications.
- Ultrahigh frequency.
- Very-high frequency.
- High frequency.
- Frequency modulation.
- Satellite communications.
- Internet capability.
Telephones.
- Commercial.
- Defense Switched Network.
- Friendly forces communication list.
Manhole or cable ducting system.
Aircraft rescue and firefighting.
- Equipment.
- Capacity.
- Water and foam rates.
Environmental considerations.
Transportation and Logistics Assessment Checklist
Aerial port facility requirements.
- Covered spaces available.
- Dimensions.
- Outside storage space available.
- Location.
- Dimensions.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 53

 Table 7. Airfield Assessment Checklist (Cont’d)
- Fencing.
- Lights.
- Hazardous cargo buildup areas.
- Passenger service area.
Aircraft support.
- Fire bottles.
- Power units.
- Light carts.
- Aerospace ground equipment.
- Maintenance stands.
- Maintenance hangars available.
Revetments available.
Munitions storage area.
Electrical power (volt and hertz) availability with hangar space.
Fuels.
- Jet fuel storage capabilities.
- Jet fuel dispensing capabilities.
- Refueling vehicles.
- Supported aircraft type.
- Liquid oxygen.
- Gaseous oxygen.
- Gaseous nitrogen.
- Ground fuel storage and distribution.
- Determine Resupply nodes.
- Oil and lubricants.
Transportation.
- Material handling equipment and vehicles available.
- Host nation (HN) support.
- Contract transportation assets.
- Assets available from support agencies.
- Location of the movement control center.
- Availability of local road maps.
- Identified arrival/departure airfield control group procedures.
- Identified seaport of debarkation.
- Location.
- Route.
- Procedures.
- Environmental considerations.
Base Support Assessment Checklist
Base facilities.
- Billeting area.
- Messing facilities.

54 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 7. Airfield Assessment Checklist (Cont’d)
- Open and covered storage areas for base operations support materials and, if
necessary, for vehicles and equipment.
Hospitals and medical support.
- Location of medical facilities.
- Capabilities.
- Location of area support medical company.
- Emergency evacuation procedures.
- Location of civilian medical facilities.
- Capabilities.
- Availability of emergency medical transportation.
- Hours medical service is available.
- Mortuary collection point.
Water.
- Suitability of local water sources.
- Sources of the local drinking water.
- Location of potable water points.
- Location of non-potable water points.
Bulk fuels.
- Location of the nearest seaport capable of handling bulk fuel delivery by ocean
tanker.
- Delivery means to the airfield.
Firefighting support.
- Manpower.
- Facilities.
- Equipment.
- Location and response time.
- HN firefighting support.
- Procedures to request firefighting.
- Can support what MOG quantity? For what time duration?
- Fire/rescue point of contact.
Field Sanitation.
- Field latrines.
- Locations.
- Servicing.
- Status.
- Service agreements in place.
- Theater-specific health concerns.
- Preventative measures identified.
- Trash collection procedures.
- Burn procedures.
Power generation.
- Status of commercial power.
- Augmentation of commercial power to tactical power.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 55

 Table 7. Airfield Assessment Checklist (Cont’d)
- Structure of power limitations.
- Environmental considerations.
Security and Disaster Preparation Assessment Checklist
Note: This portion of the checklist is classified once security information is filled in.
Airfield security force.
- Nationality.
- Strength.
- Point of contact information.
Configuration of security personnel.
- Communication procedures.
- Inner and outer perimeters.
Airfield physical defenses.
- Entry control points.
- Observation points.
- Remote sensors or cameras.
Man-portable air defense system threat.
- Vulnerabilities.
- Mitigation measures.
Small arms threat.
- Vulnerabilities.
- Mitigation measures.
Mortar threats.
- Vulnerabilities.
- Mitigation measures.
- Rockets and rocket propelled grenades.
Threats in the airfield boundary.
Dispersal plan.
Danger spaces around the airfield.
The distance from the airfield perimeter to aircraft.
Perimeter fencing or barriers in place.
Types of security responses.
Chemical, biological, radiological, nuclear, and high-yield explosives considerations.
Weather and Geography
Types of weather conditions encountered in the area and time of year for these
occurrences.
Prevailing winds per calendar year quarter.
Maximum and minimum average precipitation per month.
Frequency, duration, and density of fog and dust.
Effect of weather on terrain (e.g., flash flooding, mudslides, avalanches, etc.).
Effects of weather on node logistics operations.
Seasonal climatic conditions that would inhibit node operations (more than 24 hours).
Available Cargo Handling Equipment
Quantity, location, and type of cargo handling equipment .

56 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 7. Airfield Assessment Checklist (Cont’d)
Characteristics of equipment (such as power, lift capacity, dimensions, make, model,
condition, age, compatibility with other equipment, certification and characteristics for
handling explosive and hazardous cargo).
Joint Task Force-Port Opening (JTF-PO) Forward Node (FN) Assessment
Checklist
Status of threat and force protection on the main supply route out to 10 kilometers.
Convoy security and support.
Road and bridge support capability.
Site selection of FN.
Physical security of the site.
Size and composition.
Quantity and types of vehicles.
Facilities available at the forward distribution node.
Required communications infrastructure and in-transit visibility required and available.
JTF-PO Land Transportation Forward Node
Map sheet number.
Grid coordinates or latitude/longitude.
Node capacity.
Culturally-sensitive site in or near the node.
Names, titles and addresses of the node or terminal authorities or agents.
Nearest United States’ consulate.
Current tariffs.
Command and control key contacts, including phone numbers.
Terrain description within 10 kilometers of the aerial port of debarkation.
Location of nearest towns, or other airports, seaports, and military installations.
Terminal data.
Type of node terminal: truck, rail, inland waterway or combination.
Length and weight-bearing capacity of roads and parking ramps.
Description of terrain in the node area.
JTF-PO Node Terminal Workforce
Number and size of HN contractor or nongovernmental organization support groups.
Work hours available.
Availability of HN labor.
Special handling certifications.
Security requirements.
JTF-PO Cargo Throughput Facilities at Designated Nodes
Number and characteristics of facilities.
Types.
Capacity.
Flooring, walls, roofing.
State of repair.
Special facilities.
Map of node location (attach if available).

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 57

 Table 7. Airfield Assessment Checklist (Cont’d)
HAZMAT and hazardous waste facilities.
Lines of communications available.
Primary and secondary roads.
Types of roads (concrete, asphalt, dirt).
Capacity of the road network.
Conditions of roads.
Bridges constructed along the main supply route.
Available bridge construction materials along the main supply route.
Width and weight allowances of bridges on the main supply route.
Overpass and tunnels, width and height allowances.
Major cities or towns along the main supply route.
Communications limitations along the main supply route.
Note: Complete an individual section for multiple runways or forward nodes. For
example, if there are two assessed nodes, complete a separate FN assessment
checklist for both.

58 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix C
AIRFIELD OPENING CHECKLIST
1. Handoff from Seizure Forces
Planning. Transfer of senior airfield authority (SAA) from seizure forces to follow-
on forces is a deliberate planning event. The transfer of authority, despite its
operational connotations, is a tactical event that requires tactical considerations. See
table 8 for an initial handoff checklist.
Planning Factors. Key planning factors include:
Determine who the follow-on forces should speak to during the transfer of
authority event.
The communications between seizure forces and follow-on forces.
Where the transfer of authority will take place on the field.
Go/no-go contracts between the seizure force and the follow-on forces.
Consider tactical movement on the field.
Procedures for follow-on forces to request aid or a quick reaction force (QRF)
from seizure forces.
Sustaining follow-on forces until their own equipment and sustainment arrive.
Establishing the command relationship between seizure forces and follow-on
forces.
Determining reactions to attack and indirect fire.
General Procedures. Discuss and finalize all aspects of the initial handoff
checklist (table 8). When the transfer is to Air Force units, the air mobility liaison
officer (AMLO) is critical for initiating and facilitating these planning events. Joint
training in this process will help seizure and hand-off forces build a common
understanding of each force’s needs, capabilities, limitations, and lexicons. If seizure
forces conduct a rehearsal, the follow-on force’s action officers should participate.
Initial Contacts. Establish contact with the land force commander. If following an
Army brigade combat team (BCT), the assessment team commander or Service-
specific contingency response force (CRF) commander will want to make contact
with the land force, unit commander occupying the airfield for a situation report
(SITREP). This person may be the BCT commander, brigade support battalion
commander, brigade engineer battalion commander, or another tasked unit’s
commander.
Initial SITREP. The information in table 8 must be complete prior to the formal
battlefield hand over between the BCT commander (if possible) or a designated
representative and the CRF commander. Priorities 1, 2, and 3 list tasks that need
attention before seizure forces complete a hand off.
Note: The checklist in table 8 guides assessment of, but does not require adherence to.
Be mindful of battlefield conditions to determine the specific applicability of each

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 59

checklist item. If the seizure force is still engaged in the fight, expect limited hand-over
information. Expect the commander of the seizure force unit occupying the airfield to
provide the initial SITREP. Prioritize discussion topics to aid with brevity, depending on
battlefield conditions.

Initial Handoff Checklist

Tasks and Considerations
Priority 1
Situation report. Consider the threat environment, enemy location, airfield or landing
zone condition, or sustainment requirements. Is additional support needed to
complete the mission?
Location of Friendly Forces. Where are the fields of fire?
Status of the runway or landing zone. Has the airfield been damaged by the
operation?
Base defense operations center or joint operations center. Establish one if none
exists.
Sensors. What sensors are available and what is required after handoff?
Configuration and location of seizure force airfield security forces. Where are the
fields of fire?
Force integration. How can incoming forces best integrate with forces already in
place?
Signal operating instructions. Ask for the current signal operating instructions, if not
part of the seizure force. Only if breaching operations security would they require a
change.
- Challenge and use passwords.
- Implement near and far recognition.
- Use a running password.
- Use a number combination.
Location of casualty collection or evacuation point.

60 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 8. Initial Handoff Checklist (Cont’d)
Tasks and Considerations
Ground communication status. Conduct a communications check on frequency
modulation nets, as required, if it is not part of the seizure force’s procedures.
(Complete this prior to operation commencement, if part of the seizure force’s
procedures.)
Team notification of threats to the airfield.
Deconflict command and control of airspace over the airfield or landing zone.
Where, and what are the capabilities of, artillery and mortars in the airfield
environment?
What are their standard operating procedures for firing indirect fires?
What is the command net frequency?
- How do airfield opening forces deconflict fires with inbound and outbound aircraft?
- Who is the fire direction officer?
- Who is the fire support officer?
Priority 2
Determine rules of engagement changes (if any).
Determine the seizure force’s logistical support requirements.
Establish traffic control points, as needed.
Create a vehicle-parking plan (airfield).
Determine if environmental concerns exist. If they do, determine their locations.
Priority 3
Type and number of stay-behind forces.
- Commander.
- Noncommissioned officer in charge.
- Follow-on forces.
Allotted time on the objective.
The command relationship.
Additional points of contact.
- Force protection.
- Civil engineering.
- Explosive ordnance disposal.
- Communications.
- Airfield operations.

Note: After completing the coordination, notify the BCT commander, or the designated
representative, of CRF or assessment team operations.
CRF posts airfield assessment actions and guidelines for the battle handover.
Establish a CRF tactical operations center.
Verify communications connectivity between the CRF tactical operations
center and seizure force operations center.
Ensure repairs are complete.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 61

 Determine seizure force augmentee requirements.
(a) Is an additional security detachment required for augmentation?
(b) Are additional seizure force augmentees required to service or
onload/offload organic Service aircraft?
The CRF assumes airfield management and SAA authority over the airfield.
Conduct a battle handover of airfield internal security from the seizure force
to the CRF security forces.
Establish air traffic control (ATC).
2. Airfield Operations and Support
Establish an operations center.
Designate initial work centers, physical areas of responsibility, and priority of
effort.
Set up the battle rhythm (e.g., work schedules, meeting times, etc.).
Set up and check communications with local and outside agencies.
Manage personnel accountability and equipment control procedures, as
required.
Update personnel on current force protection conditions, weather conditions
(e.g., watches, warnings, and advisories), health threats, and protection
measures.
Coordinate and build a personnel bed-down plan (e.g., billeting, messing,
medical, sanitation, laundry, latrines, etc.).
Establish command and control procedures and aircraft flow control with higher
headquarters.
Coordinate with the air operations center (AOC) and other scheduling
agencies to manage aircraft and cargo flow.
Synchronize mission requirements with airfield support and aircraft
schedules.
Manage the airfield.
Inspect runway, taxiway, and ramp areas daily.
Synchronize daily airfield operations, including construction and repairs.
Coordinate a parking plan.
Process notices to airmen.
Establish a comprehensive airfield driving program to train vehicle operators
to operate safely in the airfield environment.
Implement wildlife control measures to prevent bird and animal strikes.
Initiate runway condition reading capabilities and equipment.

62 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Plan for aircraft rescue and firefighting (ARFF) needs.
Ensure the ARFF capability is sufficient for the intended aircraft mission.
Initiate waivers thru the joint force commander’s staff if the capability is below
minimum standards.
Establish mishap and incident response plans.
Plan for chemical, biological, radiological, nuclear, and high-yield explosive
(CBRNE) considerations.
Determine cargo and passenger handling requirements.
Establish procedures to handle and hold hazardous materials, munitions,
outsized or oversized cargo, rolling stock, and pallets.
Establish passenger-processing procedures (i.e., security screening,
baggage, manifest, scheduling, host nation (HN) and United States (US)
customs, etc.).
Establish facilities and procedures to prepare and inspect cargo for onward
movement.
Determine special handling requirements for casualties, noncombatant
evacuation operation passengers, non-US passengers, or enemy prisoners of
war, for example.
Develop aircraft maintenance support. Coordinate space and resources to
support mission requirements.
Establish ATC support.
Coordinate with appropriate ATC agencies to establish and control airspace.
Coordinate with tactical control units, as required (e.g., a special tactics
team).
Integrate procedures with air defense and artillery elements, such as a fire
direction center and base defense plan.
If not given full control of airspace, provide air traffic liaison services to aid the
HN in handling the increased airbase workload.
Provide civil engineer and engineer support.
Inspect runways and supporting infrastructure to certify airfield capabilities.
Perform regular maintenance to the airfield, including lighting and marking.
If the airfield is damaged, conduct repairs or facilitate contracted repair
services.
Be prepared to conduct airfield damage repair operations.
Remove snow and ice.
Implement required CBRNE plans.
Provide utilities support.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 63

 Power production and distribution.
Environmental controls.
Manage fuels, petroleum, oil, and lubricants.
Determine the quantity and type of fuel required and resupply and sampling
procedures.
Ensure a sufficient area and clear zones exist for refueling operations.
Develop a plan to minimize the environmental impact of fuel spills, leaks, and
storage failures.
Enable communication.
Prioritize and establish lines of communication with all airfield entities, in
accordance with mission needs.
Publish communication information (e.g., phone, frequencies, email, etc.)
with ATC, higher headquarters, AOC, air mobility division, HN, aircraft, etc.
Provide contracting and financial management.
Determine the HN’s availability of goods and services for supply and
requirement augmentation, particularly, critical-mission support supplies such as
food, water, and fuel.
Establish contractual agreements, as required.
Identify procurement items through base supply and HN organizations, and
acquire construction materials through contracting and HN resources.
Verify availability of funds (through signature certification) and accurate
payments for supplies and services.
Plan for specific ordnance and armament considerations.
Ensure ordnance storage and loading areas are away from potential hazards,
including radiation or high-frequency communication.
Ensure the location supports ammunition storage and up-load.
Ensure there is adequate ammunition storage and segregation by
compatibility.
Establish a safe distance based on net explosive weight.
Provide for explosive ordnance disposal (EOD) operations.
Ensure the EOD capability is sufficient for the intended aircraft mission and
coverage of ordnance disposal.
Verify unexploded explosive ordnance (UXO) clearance in the area.
Ensure the appropriate reaction forces are available to support aircraft
armament.
Plan UXO reconnaissance, assessment, render safe, and removal.

64 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Ensure there is a counter-improvised explosive device capability.
Establish safety and risk management.
Ensure personnel and plans are in place to maintain safe flight and ground
operations and safe weapons and ammunitions handling.
Develop and implement a foreign object damage mitigation plan based on
aircraft type and surface conditions.
Ensure mishap response and investigation teams are identified.
Establish weather support for the airfield.
Establish personnel and resource protection requirements, thresholds, and
dissemination procedures, including designated airfield shelters and evacuation
plans.
Provide airfield and mission weather services, including weather
observations, weather warnings or advisories, and mission weather products
supporting operations originating or terminating at the airfield.
Provide security.
Existing airfield opening forces can have some degree of organic security for
airfield access control and limited self-defense. However, force protection for the
expanded base area, suppression of enemy air defense, and patrols for indirect
fire standoff depend on additional forces.
Coordinate with the base defense operations center, seizure force, or HN to
establish entry control points, guard towers, or defensive fighting positions, in and
around the airfield environment.
Determine requirements for aircraft and ramp security to prevent
unauthorized vehicle or pedestrian access to the flightline. Inadvertent or
uncontrolled entry onto the runway or other controlled movement areas is a
serious concern, and is one of the leading hazards to flight safety.
Integrate airfield defense requirements into an overall base defense plan.
Incorporate intelligence support to capture and disseminate information affecting
air operations.
Establish procedures for ceasing, altering, and resuming aircraft operations
during and after an attack.
Create and disseminate an anti-hijacking, bomb threat, and crisis action plan.
Ensure rules of engagement are clear and understood.
Coordinate HN considerations.
Establish liaison capability with the local embassy and diplomats, if
applicable.
Coordinate with nongovernmental organizations to assist in humanitarian
relief and HN authorities.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 65

 Understand local airfield, flight hour, and noise abatement restrictions.
Determine command relationships with HN forces.
Seek HN overflight and access agreements that suit the foreseeable period
of operations.
Consider unmanned aircraft systems.
Due the large variety of unmanned aircraft systems employed, consult a
systems expert for airfield and airspace planning.
Consider low-altitude air defense and counter-UAS. Systems may need to be
emplaced to counter enemy air threats, including UAS, rockets, and mortars.
Table 9 provides a checklist to use for conducting airfield operations. Table 10 provides
a checklist to use for conducting airbase support activities.

66 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Airfield Operations Checklist
Tasks and Considerations
Manage the airfield.
(1) Inspect runway, taxiway, and ramp areas daily.
(2) Synchronize daily airfield operations including construction and repairs.
(3) Coordinate a parking plan.
(4) Process notices to airmen.
(5) Establish a comprehensive airfield driving program to train vehicle operators to
operate safely in the airfield environment.
(6) Implement wildlife control measures to prevent bird and animal strikes.
(7) Install runway condition-reading capabilities and equipment.
(8) Inspect runways and supporting infrastructure to certify airfield capabilities.
(9) Perform regular maintenance to the airfield, including lighting and marking.
(10) If an airfield is damaged, repair it or facilitate contracted repair services.
(11) Be prepared to conduct airfield damage repair operations.
(12) Conduct snow and ice removal.
(13) Implement required chemical, biological, radiological, nuclear, and high-yield
explosives response plans.
Plan for aircraft rescue and firefighting needs. (See Air Force pamphlet 32-2004,
Aircraft Fire Protection for Exercises and Contingency Response Operations for more
information.)
(1) Ensure the aircraft rescue and firefighting capabilities are sufficient for the
intended mission. Initiate waivers through the joint force commander’s staff if the
capability is below minimum standards.
(2) Establish mishap and incident response plans.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 67

 Table 9. Airfield Operations Checklist (Cont’d)
Tasks and Considerations
Establish safety and risk management.
(1) Ensure personnel and plans are in place to ensure safe flight and ground
operations, and safe weapons and ammunitions handling.
(2) Develop and implement a foreign object damage mitigation plan based on aircraft
type and surface conditions.
(3) Ensure mishap response and investigation teams are available or identified.
Enable communication.
(1) Prioritize and establish lines of communication with all airfield entities, in
accordance with mission needs.
(2) Publish communication information (phone, frequencies, email, etc.) with air traffic
control, higher headquarters, air operations center, air mobility division, host nation,
aircraft, etc.
Coordinate host nation considerations.
(1) Establish liaison with existing host nation operations entities.
(2) Understand local airfield, flight hour, and noise abatement restrictions.
(3) Seek host nation overflight and access agreements that suit the foreseeable period
of operations.
Manage aviation fuels, petroleum, oil, and lubricants.
(1) Determine the quantity and type of fuel required and resupply and sampling
procedures.
(2) Ensure sufficient area and clear zones exist for refueling operations.
(3) Develop a plan to minimize environmental impact of fuel spills, leaks, and storage
failures.

68 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Airbase Support Checklist
Tasks and Considerations
Establish an operations center.
(1) Set up and check communications with local and outside agencies.
(2) Designate initial work centers, physical areas of responsibility, and priority of
effort.
(3) Set up the battle rhythm (i.e., work schedules, meeting times, etc.).
(4) Manage personnel accountability and equipment control procedures, as required.
(5) Update personnel on current force protection conditions, weather conditions (e.g.,
watches, warnings, and advisories), health threats, and protection measures.
(6) Coordinate and build a personnel bed-down plan (i.e., billeting, messing, medical,
sanitation, laundry, and latrines).
Establish command and control procedures and aircraft flow control with higher
headquarters.
(1) Coordinate with the air operations center and other scheduling agencies to
manage aircraft and cargo flow.
(2) Synchronize mission requirements with airfield support and aircraft schedules.
Plan for chemical, biological, radiological, nuclear, and high-yield explosive (CBRNE)
considerations.
Determine cargo and passenger handling requirements.
(1) Coordinate with airfield management agencies to designate and mark off cargo
marshalling and processing yards.
(2) Arrival/Departure Airfield Control Group. Designate a unit that processes cargo
and passengers.
(3) Establish procedures to handle and hold hazardous materials, munitions, outsized
or oversized cargo, rolling stock, and pallets.
(4) Coordinate with airfield management agencies to designate and mark off
passenger processing, anti-hijacking, and holding areas.
(5) Establish passenger-processing procedures (i.e., security screening, baggage,
manifest, scheduling, and host nation (HN) and United States (US) customs services).
(6) Establish facilities and procedures to prepare and inspect cargo for onward
movement.
(7) Determine special handling requirements, as required (e.g., casualties,
noncombatant evacuation operation passengers, non-US passengers, or enemy
prisoners of war).
(8) Medical evacuation (MEDEVAC)/casualty evacuation (CASEVAC). Planners
should consider ramp parking for MEDEVAC/CASEVAC. Designate a work area for
MEDEVAC/CASEVAC personnel.
(9) Determine responses to CBRNE events.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 69

 Table 10. Airbase Support Checklist (Cont’d)
Develop aircraft maintenance support.
Coordinate space and resources to support mission requirements.
Utilities support.
(1) Power production and distribution.
(2) Environmental controls.
Provide contracting and financial management.
(1) Determine the HN’s availability of goods and services for supply and requirement
augmentation; particularly critical are mission-support supplies such as food, water,
and fuel.
(2) Establish contractual agreements, as required.
(3) Identify procurement items through base supply and HN organizations and acquire
construction materials through contracting and HN resources.
(4) Verify the availability of funds through signature certification and accurate
payments for supplies and services.
Plan for specific ordnance and armament considerations. An ammunition or ordnance
expert should be included on all staffs for missions that include arming or de-arming
aircraft. This function should coordinate with the airfield manager on an arm/de-arm or
engine running on-load ramp and hot pit.
(1) Ensure ordnance storage and loading areas are away from potential hazards,
including radiation or high-frequency communication.
(2) Ensure the location supports ammunition build up and up-load.
(3) Ensure there is adequate storage and segregation for ammunition, including
compatibility.
(4) Ensure proper distance is established based on net explosive weight.
Provide for explosive ordnance disposal (EOD) operations. EOD technicians render
safe or neutralize unexploded explosive ordnance (UXO), mines or explosive hazards
on the airfield and base operating areas. In addition, EOD forces support sortie
generation by responding to in-flight and ground emergencies or crash situations.
(1) Ensure the EOD capability is sufficient for the intended aircraft mission and
coverage of ordnance disposal.
(2) Verify UXO clearance in the area.
(3) Ensure the appropriate reaction forces are available to support aircraft armament.
(4) Plan UXO reconnaissance, assessment, rendering safe, and removal.
(5) Ensure there is a counter-improvised explosive device capability.

70 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 10. Airbase Support Checklist (Cont’d)
Establish weather support for the airfield.
(1) Establish personnel and resource protection requirements, thresholds, and
dissemination procedures, including designated airfield shelters and evacuation
plans.
(2) Provide airfield and mission weather services, including weather observations,
weather warnings or advisories, and mission weather products supporting operations
originating or terminating at the airfield.
Provide security.
(1) Existing airfield opening forces can have some degree of organic security for
airfield access control and limited self-defense. However, force protection for the
expanded base area, suppression of enemy air defense, and patrols for indirect fire
standoff depend on additional forces.
(2) Coordinate with the base defense operations center, seizure force, or HN to
establish entry control points, guard towers, defensive fighting positions, etc., in and
around the airfield environment.
(3) Determine requirements for aircraft and ramp security to prevent unauthorized
vehicle or pedestrian access to the flightline, runway, or controlled movement area.
Inadvertent or uncontrolled entry onto the runway, or other controlled movement area,
is a serious concern and is one of the leading hazards to flight safety.
(4) Integrate airfield defense requirements into an overall base defense plan.
Incorporate intelligence support to capture and disseminate information affecting air
operations.
(5) Establish procedures for ceasing, altering, and resuming aircraft operations during
and after an attack.
(6) Create and disseminate an anti-hijacking, bomb threat, and crisis action plan.
(7) Ensure rules of engagement are clear and understood.
Coordinate HN considerations.
(1) Establish liaison capability with the local embassy and diplomats, if applicable.
(2) Coordinate with nongovernmental organizations to assist in humanitarian relief
and HN authorities.
(3) Determine command relationships with HN forces.
Consider unmanned aircraft systems as they relate to airfield and airspace planning.
Consider air defense and counter-unmanned aircraft systems.
Consider friendly surface-to-surface fires requirements.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 71

 This page intentionally left blank.

72 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix D
AIR TRAFFIC CONTROL and AIRFIELD TRANSITION CHECKLIST
The checklist in table 11 is a guide for airfield operation processes and procedures
during transfer of authority between transitioning forces (e.g., seize to open, open to
establish, establish to operate, operate to sustain).
Sample Airfield Transition Checklist
Available Items
Completed Air Force (AF) Form 3822, Landing Zone Survey.
Completed AF Form 3823, Drop Zone Survey.
Completed AF Form 4303, Helicopter Landing Zone Survey.
Completed Air Mobility Command Form 174, Airfield Survey.
General Airfield Information
International Civil Aviation Organization designation.
Coordinates.
Field elevation.
Airfield imagery or diagrams.
Runways:
- Designations.
- Lengths and widths.
- Markings and lighting.
- Pavement classification number and weight-bearing capacities.
- Obstructions or obstacles.
Taxiways:
- Designations.
- Lengths and widths.
- Markings and lighting.
- Pavement classification number and weight-bearing capacities.
- Obstructions or obstacles.
Aprons and parking areas:
- Designations.
- Dimensions.
- Markings and lighting.
- Pavement classification number and weight-bearing capacities.
- Obstructions or obstacles.
Approach lighting systems.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 73

 Table 11. Sample Airfield Transition Checklist (Cont’d)
Available navigational aids (NAVAIDs):
- Location.
- Type.
- Identifier.
- Frequency.
Closed or unusable sections of an airfield.
Arresting gear.
Hazardous cargo parking.
Ground Vehicle and Aircraft Movement
Aircraft parking plan and spot restrictions.
Controlled movement area locations and procedures.
NAVAID or precision approach critical areas.
Vehicular call signs.
Emergency vehicle operations.
Aircraft taxi routes and restrictions.
Aircraft towing requirements.
Airfield maintenance (e.g., mowing or sweeping).
Transient alert services.
Hot pit refueling areas.
Engine run and test locations.
Air Traffic Control
Terminal area airspace:
- Classification.
- Dimensions.
- Special use airspace.
- Minimum safe altitude.
Frequencies:
- Tower.
- Ground.
- Approach.
- Center.
- Alternate communications (e.g., a cell phone or back up radios).
Visual flight rules (VFR) procedures:
- Traffic pattern types.
- Traffic pattern altitudes.
- VFR reporting points.

74 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Table 11. Sample Airfield Transition Checklist (Cont’d)
Instrument flight rules (IFR) procedures:
- Arrival procedures or available approaches.
- Departure procedures.
- IFR reporting points.
- Local climb-out procedures.
- Missed approach procedures.
- Radar hand-off procedures.
Adjacent air traffic control facilities.
Local airspace authority.
Local aircraft priority.
Breakout procedures.
Opposite direction procedures.
Noise abatement.
Special procedures (e.g., for rotary-wing aircraft or a distinguished visitor).
Weather reporting procedures.
Tower visibility reference points.
Automatic terminal information service procedures.
A facility operating instruction.
Host nation (HN) memorandum of agreement.
Facility staffing requirements.
Airfield Management
Criteria violations and waiver status.
Airfield check and inspection schedule or information:
- Procedures for opening or closing the airfield.
- Runway surface condition and runway condition reading procedures.
Procedures for suspending runway operations.
Notice to airmen procedures.
Flight plan information.
Prior permission required procedures.
Flight information publication availability.
Weight-bearing capacity waiver procedures.
Bird aircraft strike hazard (BASH) information:
- BASH measures.
- Bird watch conditions guidelines.
- Local wildlife information.
Airfield driver’s license procedures and penalties.
Airfield construction.
Snow removal operations.
Anti-ice or deice operations.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 75

 Table 11. Sample Airfield Transition Checklist (Cont’d)
Facility operating instructions.
HN memorandum of agreement.
Facility staffing requirements.
Weather
Equipment available.
Observation capability.
Forecasting capability.
Condition reporting capability.
Severe weather procedures.
Emergency Procedures
Aircraft rescue and firefighting information:
- Vehicles available.
- Personnel and shifts.
- Response time.
- Contact method and frequency.
Primary and secondary crash net procedures.
In-flight emergency and ground emergency response procedures.
Arresting gear procedures.
Hot brake procedures.
Jettison and bailout procedures.
Fuel dumping procedures.
Alternate facilities for evacuation.
Emergency locator transmitter procedures.
Anti-hijacking procedures.
Areas of Concern
Force protection:
- Man-portable air defense system threat.
- Tactical arrival procedures.
- Approach and departure corridor security.
HN limiting factors or concerns.
Points of Contact
HN airfield manager.
HN chief controller or ATC representative.
Flying unit points of contact.
Combatant command functional contacts.

76 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix E
UNITED STATES ARMY CAPABILITIES
1. Overview
Theater airfield operations groups (TAOGs) and airfield operations battalions (AOBs)
were designed and implemented as a result of lessons learned identifying the need for
an airfield management capability to execute theater-level airfield missions. TAOGs
provide the joint force commander (JFC) with the expertise to execute the theater
airfield mission and coordinate all support requirements not organic to the AOB. The
TAOG may be deployed in total, or task organized by teams, to provide the JFC the
coordination and command and control (C2) capability to operate a single airfield or
conduct operations in multiple locations within the theater.
2. TAOGs
There are two TAOG organizations within the Army; one active duty group and
one Army National Guard group. The active TAOG has two AOBs based in the
continental United States (CONUS) and one AOB located outside the CONUS. The
reserve component TAOG provides oversight for four CONUS-based National Guard
AOBs in Tennessee, Mississippi, North Carolina, and Florida.
The TAOG’s mission is to plan, integrate, and provide oversight of airfield
management and air traffic service (ATS) operations within a theater of operation.
The TAOG operates as the airfield management and ATS headquarters and
interfaces with host nation (HN), coalition, and joint forces to enable Army aviation
and joint force operations.
The TAOG executes theater airfield operations and synchronizes air traffic in a
joint environment. It establishes theater airfields in support of reception, staging,
onward movement, and integration requirements, seaport of debarkation, aerial port
of debarkation (APOD) and joint operations. The TAOG coordinates and integrates
terminal airspace use requirements with the airspace command and control element.
The TAOG is the standardization element for all Army airfields within a theater of
operations. The TAOG coordinates and schedules flight checks, reviews and
processes terminal instrument procedures (TERPS) procedures, and provides
quality assurance of controller, air traffic control (ATC), maintenance, and flight
operations training and certification programs. It also supports the Army Service
component commander (ASCC) on Title 10, United States Code, ATS issues; liaison
responsibilities with HN airspace authority; and other United States and combined
Services and agencies.
The TAOG has the following capabilities:
Developing and validating theater ATS force requirements.
Interfacing with appropriate theater staff elements for planning and executing
airfield and ATS mission sets.
Reviewing and processing TERPS for terminal areas.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 77

 Providing personnel for a survey or reconnaissance party team, ensuring air
traffic procedures, ATS equipment emplacement criteria, and TERPS are
considered and addressed during site surveys.
Providing expertise to the ASCC on Title 10, HN, and ATS issues, including
ATC and ATS systems support contractors.
Coordinating and synchronizing ATS field service representatives.
Synchronizing theater ATS maintenance efforts.
Identifying ATS equipment staging or reset requirements.
Executing ATS liaison responsibilities, as required by ASCC, with HN
airspace authority and a combined or joint air operations center.
3. AOB
The AOB provides airfield management and ATS at a designated airfield, within a
theater of operations. The AOB establishes an airspace information center for
airspace management and interfaces with the theater airspace system. It is
comprised of a headquarters company, airfield management element, and an ATC
company. See figure 4 for a diagram of the AOB organization.

AOB Organization

78 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 The battalion consists of an ATC operations element, an airfield services
element, a safety/standardization section, and a communication/navigation
maintenance section. The AOB organizational design does not include the
associated equipment and personnel needed to provide a full range of airfield
activities in support of aviation operations. With augmentation, the AOB can provide
mission command to other airfield service support assets such as: aircraft crash
rescue; hazardous material handling; cargo loading; weather services; a petroleum,
oil, and lubricants section; and the base defense operations center (BDOC).
AOB has the following systems:
A mobile ATC tower system.
An air traffic navigation, integration, and coordination system which, is a
radar approach control system that is International Civilian Aviation Organization
(ICAO) or National Airspace System (NAS) compliant.
A tactical airspace integration system that is Link 16 capable and provides
flight following and command air picture.
A tactical terminal control system that is a vehicle-mounted ATC system. It
provides for visual flight rules (VFR) control in remote locations, such as landing
zones (LZs), drop zones (DZs), pickup zones, or forward arming and refueling
points (FARPs).
The AOB has the following capabilities:
Conducting airfield safety inspections.
Developing the local flying area rules and hazards map.
Transmitting flight movement messages.
Developing and coordinating the pre-accident plan.
Coordinating local flying rules on theater airspace.
Providing personnel for a survey or reconnaissance party team, ensuring air
traffic procedures, ATS equipment emplacement criteria, and TERPS are
considered and addressed during site surveys.
Providing liaison with the airspace authority joint force air component
commander or combined air operations center.
Establishing an airfield crash system and provides flight dispatch services.
Processing and disseminating the air tasking order and airspace control order
and special instructions (SPINS) information.
Processing airspace coordinating measure requests for terminal areas.
Providing the airspace common operational picture.
Establishing terminal ATS from the tower and ground control approach
(GCA).
Establishing airspace information centers.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 79

 Interfacing with theater or corps C2 air on airspace, aviation procedures
guide, or heliport procedures guide.
Ensuring tactical aviation control teams (TACTs) in austere conditions or
tactical environments are operational 15 minutes after arrival in an area of
operations (AO).
With augmentation, the AOB can provide mission command to, or provide the
following services.
Aircraft fuel and refueling services.
Hazardous material handling.
Cargo up and down loading.
Force protection, security, or quick reaction force.
Weather.
4. ATS Company Organization
The tactical ATS company organization, within the general support aviation
battalion of a combat aviation brigade (CAB), provides tactical ATS in support of
Army aviation operations. An ATS company supports the CAB by providing terminal
area and en route airspace information and control services. ATS companies
provide services to support CABs throughout full-spectrum operations. ATS
companies are composed of a control tower, GCA, an airspace information center,
and two tactical aviation control teams. They also deploy as part of the CAB and are
an integral part of the brigade’s readiness.
The ATS company has the following systems.
A mobile ATC tower system.
An air traffic navigation, integration, and coordination system (an ICAO and
NAS compliant radar approach control system).
A tactical airspace integration system that is Link 16 capable and provides
flight following and command air picture.
Two tactical terminal control systems, that are vehicle mounted ATC
systems. They provide for VFR control in remote locations such as LZs, DZs,
pickup zones, or FARPs.
The ATS company is deployable within 96 hours of notification, and are equipped
and capable of the following in any environment:
Controlling tower operations upon 30 minutes of arrival in an AO. They
become fully operational within 1 hour of arrival.
Providing self-sustaining operations for 72 hours upon arrival in an AO.
Ensuring TACTs in an austere or tactical environment are operational 15
minutes after arrival in an AO.

80 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Supporting aircraft recovery operations, including personnel recovery,
medical evacuation (MEDEVAC), and assistance to aircraft in distress (e.g.,
battle damaged, located in inclement weather, and disoriented aircraft).
Providing airspace management operations in support of manned and
unmanned air operations for its designated airspace sector by providing updates
of airspace information.
Providing navigational assistance to friendly aircraft.
Coordinating ATC procedures with military C2 agencies and civilian agencies
or organizations, including the Federal Aviation Administration and ICAO.
Providing personnel for a survey or reconnaissance party team; ensuring air
traffic procedures, ATS equipment emplacement criteria, and TERPS are
considered and addressed during the site survey.
Providing personnel, as required, for integrated aviation planning and air
operations management.
Providing precision and nonprecision navigational aids.
Providing essential situational awareness information for use in activating
and executing the airfield base defense zone.
Providing ATS subject matter experts to assist with the CAB’s mission area
relating to the joint force.
Providing ATS operations across the conflict continuum, including civil
support and homeland security operations facilitating restoration, revitalization,
stability, and sustainment services.
5. Army Rapid Port Opening Element (RPOE)
Army RPOE is the surface element of joint task force-port opening (JTF-PO) whose
mission is to assess the distribution network, clear the cargo ramp, organize the forward
node up to 10 kilometers from the APOD, facilitate throughput, and provide in-transit
visibility. The RPOE deploys for up to 60 days, until the mission is transitioned to HN or
follow-on forces. See appendix I for a description of JTF-PO. The RPOE:
Provides a fully constituted force, prepared to deploy within 12 hours of initial
notification.
Is tailorable to mission requirements for maximizing cargo throughput or
minimizing the joint task force’s footprint.
Maintains 100% cargo in-transit visibility from offload at the port of debarkation
(POD) until it is distributed to the customer.
Establishes and maintains a common operational picture, providing supported
forces and agencies with near real-time cargo data.
Establishes and maintains a radio frequency identification network for the POD.
Establishes a forward distribution node up to 10 kilometers from the POD.
Moves eight pallets per hour from the POD to the forward distribution node.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 81

 Receives, stages, and transloads up to 560 short tons in a 24-hour period.
Clears 150 passengers per every 6 hours through the APOD.

82 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix F
UNITED STATES MARINE CORPS CAPABILITIES
1. Overview
The United States Marine Corps (USMC) provides great versatility and flexibility
to deal with situations across the range of military operations. Fighting as an
integrated air-ground team, the Marine air-ground task force (MAGTF) is a task-
organized force comprised of four elements: command element; ground combat
element; aviation combat element (ACE); and combat service support element. The
ACE’s ability to deploy and operate in proximity to the fighting heightens the
MAGTF’s ability to project power. Potential operating sites range from urban areas
containing established aviation facilities to areas with crude, austere facilities. The
MAGTF requires responsive air support during all phases of its operations.
Marine aviation is expeditionary and, therefore, organizes, trains, and equips
Marines for expeditionary operations. The ACE’s expeditionary ability sets it apart
from the aviation organizations of other Services. Marine aviation can operate from
aircraft carriers; amphibious ships; or shore based, forward operating bases (FOBs).
As an extension of sea-based aviation in littoral warfare, FOBs provide the ACE the
capability to phase warfighting assets ashore in support of sustained operations, or it
can provide shore-based support to naval campaigns in distributed operations.
Essential to the success of FOBs are certain infrastructure and ground support
requirements that facilitate flight operations, commonly referred to as aviation
ground support (AGS). The Marine Corps has also perfected short-duration aviation
support operations designed, expressly, to provide aviation rearming and refueling
operations, commonly referred to as a forward arming and refueling point (FARP).
FARPs can vary in size, scope, and duration; but they support a specific mission to
minimize the response time and decrease turnaround time in support of a specific
operation. FARPs are not enduring and only require minimal personnel and
equipment for the specific mission. Figure 5 highlights some USMC site command
scenarios.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 83

 USMC Site Command Scenarios
2. Marine Wing Support Squadron (MWSS)
The MWSS commander provides AGS to enable the Marine aircraft group (MAG)
commander, designated as the site commander, to generate sorties. AGS consists
of ground support functions required (except aircraft supply, maintenance, and
ordnance) for sustained air operations at FOBs and air bases. AGS directly supports
employing the six functions of Marine aviation, making it the critical component that
gives Marine aviation its expeditionary capability. AGS consists of numerous ground,
functional capabilities that support MAGTF aviation assets in austere environments.
Internal airfield service and airbase logistical requirements of attached and
supported units are coordinated through the aviation ground support operations
center (AGSOC). The Marine air control group (MACG) and Marine aviation logistics
squadrons execute air traffic control (ATC) and aircraft maintenance, and supply,
respectively.

84 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 The MWSS is a subordinate command of the MAG. The MWSS mission is to
provide AGS to enable a MAG or a composite MAG, designated site commander,
and supporting or attached elements of the MACG to conduct expeditionary
operations. To support ACE units, the MWSS conducts the 11 AGS functions. They
are: expeditionary airfield services, expeditionary firefighting and rescue, aircraft and
ground refueling, explosive ordnance disposal, essential engineer services, internal
airfield communications, medical services, air base commandant, motor transport,
field messing, and airfield security operations.
The MWSS does not provide meteorological and oceanographic services; ATC;
aircraft maintenance; aviation supply, chemical, biological, radiological, nuclear, and
high-yield explosives defense; or law enforcement functions. Other elements of the
Marine aircraft wing (MAW) or MAGTF provide these functions. The MWSS is
structured to accomplish its missions in combat and is capable of task-organizing
into detachments to meet specific mission requirements. The MWSS can establish
and support one FOB and two FARPs simultaneously. The MWSS is organized into
four operational companies with a headquarters staff. Each staff section conducts its
traditional staff role with the operations and logistics sections responsible for the
other functions.
The MWSS operates from an AGSOC and responds to the MAG/ACE
commanding officer or site commander who it is assigned to support. The AGSOC is
the nucleus for coordinating and executing AGS services for the ACE. From the
AGSOC, the MWSS commander supervises the MWSS companies and manages
squadron activities in accordance with the priorities established by the supported
MAG commanding officer or site commander. The squadron S-3 runs the AGSOC,
which includes representation from the squadron’s other staff sections and
subordinate companies (i.e., airfield operations, engineer, and motor transport). The
S-3 must be able to receive, prioritize, assign, and track AGS activities. The AGSOC
must be flexible to respond to changes in operations, tempo, and environment. The
AGSOC processes AGS requests from supported units and tasks subordinate
elements to respond to them. It manages the AGS effort and provides the command
and control for other activities which are important to operations, including:
Airfield operations.
Airfield security operations.
Base recovery after attack.
Airfield damage repair (ADR) operations.
FARP operations.
Aircraft salvage and recovery operations.
Base camp construction and repair.
Base camp services for the ACE.
The AGSOC setup, internal functioning, and staffing are operationally driven and,
therefore, change as the situation and the mission dictate. The AGSOC’s operation
is established in the unit’s standing operating procedures.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 85

3. Marine Air Traffic Control Detachments (MATCDs)
MATCDs are the principal terminal ATC organizations within the Marine air
command and control system (MACCS). (See Marine Corps reference publication
(MCRP) 3-20F, Control of Aircraft and Missiles, for more information.) In garrison,
the MATCD is a subordinate element of the Marine air control squadron. An MATCD
deploys as part of MACCS within a MAGTF, but may deploy independently or as
part of a joint or coalition force, should the mission dictate. MATCDs also function as
integral parts of a MAGTF or joint force integrated air defense system. (See MCRP
3-20F.7, Marine Air Traffic Control Detachment Handbook, for details.)
Each MATCD is organized and equipped to provide continuous, all-weather ATC
services to an independent and geographically separated main air base or air
facility, and two remote air sites or points. The MATCD includes the staff, controllers,
technicians, and equipment under a single detachment commander. MATCD
equipment is maintained by the technicians assigned to the MATCD and supported
by Naval Air Systems Command.
MATCDs provide the full range of services from liaison at existing host nation,
coalition, or joint air traffic control facilities; to augmenting existing facilities to
increase interoperability and capability; to a full approach control with precision
approach capability where no services existed. The MATCD may retain an
embedded Marine air traffic control mobile team (MMT) to support additional
requirements.
The MATCD deploys credentialed air traffic controllers that are trained and
qualified at Marine Corps Air Stations. Each MATCD is collocated in garrison with an
ATC facility, and the controllers assigned to the MATCD train at the facility under the
Fleet Assistance Program. The MATCD will task organize for deployment to support
specific mission requirements, in accordance with Naval Air Training and Operating
Procedures Standardization (NATOPS) manning requirements. See NAVAIR 00-
80T-114, NATOPS Air Traffic Control Manual.
4. MMTs
MMTs are trained and equipped to provide initial, rapid-response ATC and command,
control, and communications to support MAGTF and joint missions. MMTs support
operations at air sites, FARPs, and rapid ground refueling or lager points. As a
standalone ATC capability, the MMT can task-organize to provide ATC services for
airfield seizures, noncombatant evacuation operations, domestic or foreign
humanitarian assistance operations, civil assistance operations, and other short-
duration MAGTF or joint operations. Although often employed with other combat units,
the MMT provides all self-sustainment equipment (for up to 72 hours) during initial
operations. The MMT may serve as a precursor to a more robust capability from the
MATCD. A MMT is assigned to each Marine expeditionary unit.

86 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix G
UNITED STATES AIR FORCE (USAF) CAPABILITIES
1. Overview
The USAF’s airfield operations mission is to enable a full range of military operations
from airfield seizure to closure or transition operations. The USAF, with the Air National
Guard (ANG) component, provides safe, efficient, and effective airfield operations
support to theater combat operations, similar to those fixed-based facilities provide in
the continental United States (CONUS) and overseas. The USAF has a robust ANG
component, which plays a key role in airfield operations and can be available to support
theater operations. See table 12 for an overview of USAF airfield operations
capabilities.
USAF Airfield Operations Capabilities

Landing Airfield Day and Tactical

Airfield Limited IFR Full IFR Airfield
Zone Geodetic TERPS 1 Night Airfield PAR3
1 Assessment 2 Services2 Services2 Management
Operations Survey VFR Lighting

STTs X X X X4 X5, 6

AEF7 X8 X X X X X X3 X

ATCS/1st X X X X3
Combat
Communications
Squadron
ANG ATCS X X X X X X3
9 10
Contingency X X X X X X
Response Force
Notes:
1. This is a basic airfield survey or assessment conducted during the initial entry phase, which is not a formal
geodetic survey, and cannot be used to gather data for TERPS certified approaches.
2. This requires high-intensity airfield lighting or host nation lighting. If neither is available, aircrew night vision
device systems are required.
3. Air Force or ANG PAR controllers require SEI 365 and must be tasked to ensure qualified controllers are
deployed.
4. STTs carry man portable, battery operated, short duration, airfield lighting (all others require tactical lighting
systems or operational host nation systems). Use under visual meteorological conditions only.
5. This is limited to tactical airfield markings, lighting, runway surveillance, and landing surface evaluations.
6. Air Force airfield management personnel are tasked by the same command authority as ATC personnel.
7. Fixed-base unit type codes consist of personnel that join ATC equipment in the forward area or may be tailored
via TPFDD to work in host nation or inter-Service facilities.
8. This is the responsibility of National Geospatial-Intelligence Agency Office of Geomatics.
9. Instrument meteorological conditions only.
10. This is limited to TACAN systems. There is no approach control or PAR function. It may be limited to non-radar
operations that may hamper the operational tempo.
Legend:
AEF—air expeditionary force SEI—special experience identifier
ANG—Air National Guard STT—special tactics team
ATC—air traffic control TACAN—tactical air navigation
ATCS—air traffic control squadron TERPS—terminal instrument procedures
IFR—instrument flight rules TPFDD—time-phased force and deployment data
PAR—precision approach radar VFR—visual flight rules

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 87

2. Contingency Response Forces (CRFs)
CRFs are scalable to meet specific tasking requirements. Their capabilities
include:
Limited airfield assessment.
Contingency response element (CRE) command and control (C2).
Aerial port.
Quick-turn aircraft maintenance.
Force protection (FP).
Intelligence.
Airfield security.
Airfield management.
Air traffic control (ATC).
Communications.
Fuels.
Medical.
Financial management.
Contracting.
Supply.
CRFs are on 12-hour initial deployment requirements (36 hours for ANG) and will
be used when there is limited planning time. CRF, and associated equipment, will be
retrograded upon departure.
A CRF also may have mobility advisory roles that include air mobility division
augmentation or standalone capability, Service mobility liaisons, and a partner-
building capacity.
CRFs task organize based on mission requirements. In a planning framework,
the terms contingency response group (CRG), CRE and contingency response team
(CRT) are used frequently. The size and capabilities associated with these terms are
explained in the following paragraphs. Understand, these are planning frameworks
only. The deployed CRF is not beholden to the described size or structure.
Commanders and planners will generate the forces required from the capabilities
available to them and present them to the supported command as a CRF (possibly
referred to as a CRT, CRE, or CRG) only to help describe the general size and
capability of the force.
Consider the following CRF limitations.
Working, parking, and contingency maximum (aircraft) on ground (MOG) vary
for each mission.
There is no organic aircraft rescue and firefighting.

88 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Beyond personal protective equipment, the CRF has no chemical, biological,
radiological, and nuclear defense or detection capabilities .
There is limited organic FP for airfield access control and self-defense.
However, FP for the expanded base area depends on additional forces.
Communications may be limited. Depending on the geographic location and
crisis, worldwide access to cell phone and broadband global area network
bandwidth may be limited due to high-demand commercial use.
Sustained operations are limited because CRFs are equipped to be self-
sufficient for the first five days of deployment.
CRF tasking to provide defense support of civil authorities (DSCA) and
noncombatant evacuation operation (NEO) missions may occur.
DSCA. CRFs may assist in DSCA operations. Homeland Security
Presidential Directive 5, Management of Domestic Incidents, established new
federal emergency management rules based on the requirement that all levels of
government have a single, unified approach to managing domestic incidents.
Such incidents may include the following conditions.
(a) Major disaster.
(b) Emergency.
(c) Fire management assistance.
(d) Catastrophic incident.
(e) Hazard.
NEO. CRFs may support NEOs. NEOs assist the Department of State in
evacuating United States citizens, Department of Defense (DOD) civilian
personnel, and designated host nation (HN) and third country nationals whose
lives are in danger, from locations in a foreign nation to a safe haven. Although
considered in connection with hostile action, evacuation in anticipation of, or in
response to, any natural or man-made disaster is possible.
3. Contingency Response Wing (CRW)
The CRW is the basis of USAF contingency airfield operations. The in-garrison structure
of CONUS-based CRW include two CRGs split between two operating locations: Joint
Base McGuire-Dix-Lakehurst, New Jersey; and Travis Air Force Base, California. Each
operating location has one CRG consisting of two Contingency Response Squadrons
and one Contingency Response Support Squadron.
Deployable CRF units normally are not used in a sustainment role.
CRWs normally do not change operational control.
4. CRG
The CRG mission is to assess; open; and, initially, operate airfields. The group
consists of a force module dedicated to the airfield-opening task. This module
includes a tailored selection of all forces needed after seizure, or handoff from

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 89

 seizure forces, to assess an airfield, establish initial air mobility C2, and operate the
flow of air mobility into and out of that airfield.
CRGs may open and operate airfields or airbases after seizure, or when needed
to assess, open, and initially operate airbases in support of the USAF component of
the combatant command. Operational control (OPCON) will not transfer. The CRG
may represent senior USAF leadership initially. For this reason, an O-6 commands
the CRG.
CRGs may open an airfield for the USAF, another Service, or a coalition partner.
To ensure continuity of operations, CRGs should coordinate planning and
agreements with the theater commander, commander USAF forces, or the joint force
air component commander staffs.
CRGs are limited to a 60-day deployment cycle to complete transition to follow-on
forces. CONUS-assigned CRGs maintain OPCON with the United States
Transportation Command. Their primary capabilities include:
Airfield assessment.
Air mobility mission management, C2, and senior airfield authority (SAA).
Aerial port support (cargo and passenger handling).
Limited quick-turn aircraft maintenance.
FP and limited airfield security.
Intelligence.
Airfield management.
ATC.
Communications.
Navigational aids.
Fuel servicing.
Financial management (paying agent).
Contracting.
Supply.
Airfield weather services.
Special external capabilities (available for planning, but not immediately
present in every unit). These include airborne, air assault, pathfinder, expanded
combat communication, Rapid Engineer Deployable Heavy Operational Repair
Squadron Engineer (RED HORSE), expeditionary engineering, and explosive
ordnance disposal.
CRF’s deploy with only five days of food, water, and diesel fuel. Resupply
will be required by day six.

90 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

5. Pacific Air Forces (PACAF) and United States Air Forces in Europe (USAFE)-
Specific CRGs
PACAF CRG. The PACAF organization is somewhat different than an Air Mobility
Command controlled CRG. The PACAF CRG has four squadrons and a theater staff
to support wing-type functions inside the CRG. The four squadrons include:
RED HORSE. The RED HORSE squadron provides the theater construction
capability and is associated with an ANG and a USAF Reserve RED HORSE
unit.
Security Force Squadron. The security force squadron is responsible for in-
theater security force squadron training (e.g., fly away security teams, commando
warrior, etc.) and containing the FP element for the CRG.
Mobility Response Squadron. The mobility response squadron has limited
aerial port and aircraft maintenance personnel assigned to it. Therefore, these
positions may require augmentation from other PACAF units.
Combat Communication Squadron. The combat communication squadron
provides in-theater deployable communications for all PACAF.
USAFE CRG. The USAFE CRG is an in-garrison organization and deployable
unit. The deployable size, organization, and mission are similar to other USAF
CRGs. The in-garrison organization consists of three squadrons. They are:
Air mobility squadron (which includes the operational and combat support
mission elements of the aerial port, C2, and quick-turn maintenance).
Security forces squadron.
Construction and training squadron.
6. USAF Reserve and National Guard Bureau
The USAF Reserve and National Guard Bureau possess CRF capability. The
ANG CRGs consist of in-garrison and deployable units. The in-garrison organization
consists of a global mobility squadron, a global mobility readiness squadron, and
airlift control flight (ALCF). The deployable size and mission are consistent with
active-duty CRGs. See Air Force Tactics, Techniques, and Procedures 3-4.7,
Contingency Response, for more information.
The CRG is an in-garrison organization and a deployable unit. The in-garrison
organization consists of two squadrons, a global mobility squadron (GMS) and a
global mobility readiness squadron (GMRS). The GMS includes the operational and
combat support mission elements of the aerial port, C2, and quick-turn aircraft
maintenance. The GMRS includes selected mission elements of agile combat
support, such as security forces and other base operating support-integrator support
roles.
7. CRE
A CRE is a deployed organization at forward locations where air mobility support
is insufficient or nonexistent. A CRE’s core capability sets consist of C2, aerial port,

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 91

 and aircraft maintenance. CREs provide minimum essential on or offload and en
route aircraft mission support during deployment, employment, and redeployment
operations. The standard CRE is capable of supporting a working MOG of two with
24-hour C2 coverage.
The ANG ALCF is a temporary deployed organization established where air
mobility operational support is nonexistent or insufficient. An officer, trained within
the unit and certified by the commander, leads the ALCF. The core capability sets
that define an ALCF are the same as those for a CRE. Aerial port and aircraft
maintenance specialists will have to be obtained through through unit sourcing.
ALCFs provide minimum, essential onload, offload, and en route aircraft mission
support during deployment, employment, and redeployment operations. An ALCF
can support a working maximum of two aircraft on the ground for 24 hours.
8. CRT
A CRT performs the same functions as a CRE, but on a smaller scale and with
no aircraft maintenance capability. CRTs are led by an enlisted supervisor (E-7 or
above) trained and certified by the unit’s commander. A CRT can support a working
MOG of one for 12 hours a day, but will maintain 24 hour a day C2 coverage.
An ALCF performs the same functions as a CRE, but on a smaller scale. The
ALCF is led by an enlisted supervisor (E7-level or above) trained within the unit and
certified by the commander. An ALCF is capable of supporting a MOG of one for 12
hours a day, but will maintain 24-hour C2 coverage. Contingency support elements
will augment a CRT as required.
9. Assessment Team and Airfield Survey Team
An assessment team or airfield survey team accomplishes assessments to verify
known information and evaluate and obtain any items that were not already
assessed. Assessment teams compile and report results to higher headquarters, as
directed, through appropriate command channels. Airfield surveys will address areas
such as runways, ramps, taxiways, FP, communications, and facilities. Completed
surveys provide a recommendation to decision makers on the suitability of future
airfield operations (fixed or rotary wing). Team personnel should meet with
representatives of the airfield seizure forces, HN, and follow-on forces to understand
the supported commander’s mission for the airfield and proposed layout.
The ANG ALCFs maintain the same capabilities and can be used in the same
manner as an assessment team.
10. Joint Inspection
Joint inspection personnel deploy worldwide to support the air movement of hazardous
cargo and equipment, in accordance with Defense Transportation Regulation 4500.9-R,
Part III, Mobility, June 2016. Joint inspection personnel are specially trained and
experienced aerial port personnel whose inspections ensure all documentation
requirements are met and shipments are airworthy and safe for flight.

92 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

11. Air Traffic Control Squadrons (ATCSs) and Combat Communication
Squadrons
The 53d ATCS is an Air Combat Command unit based at Robins Air Force Base,
Georgia. The 53d ATCS provides combat-ready Airmen to enable airpower basing
maneuverability and total force engagement across the full range of military
operations through the deployable air traffic control and landing system (DATCALS)
enterprise.
The 1st Combat Communication Squadron in Ramstein Air Force Base, Germany
also possesses a DATCALS capability. However, the preponderance of DATCALS is
supported by the ANG within 10 ATCS. All 10 squadrons are equipped with control
towers, tactical air navigation systems, and approach radars. They are the USAF’s
interim airfield-opening response force and designed to provide an initial cadre of
associated maintenance personnel. As such, they continually engage in the
contingency planning process to help ease the transition from airbase opening
planning and execution to airbase sustainment.
The 53d ATCS, 1st Combat Communications Squadron, and ANG ATCSs can
provide a full range of ATC service and procedural and positive control capabilities.
For additional information, see Air Force Doctrine Annex 4-0, Combat Support,
Airbase Opening Forces and Air Force tactics, techniques, and procedures 3-4-4,
Contingency Airfield Operations.
12. Special Tactics Squadron (STS)
The STS is a ground, special operations force maneuver element consisting of several
special tactics teams (STTs). The primary STS missions are global access, precision
strike, personnel recovery, and battlefield surgical operations.
Global access includes special reconnaissance or direct action in support of an
airfield seizure to establish and control temporary lodgments for follow-on actions.
STTs are comprised of combat controllers, pararescue, special operations weather
teams, and select tactical air-control party units and are augmented with special
operations surgical and evacuation teams. (For more information on STT
augmentation, see Joint Publication 3-05, Special Operations.)
The STT can reconnoiter, survey, establish, and control landing zones; provide
weather observations and forecasting; and provide battlefield trauma care. These
forces operate in hostile environments that may be beyond the range of survivability
limitations of other specialized USAF elements.
Consider quick relief on station with ATC forces to ensure their availability for
follow-on, emergent combat missions. They employ with airfield seizure forces,
CRGs, or unilaterally to provide terminal control of an airfield. These teams can
sustain themselves for limited amounts of time before needing a resupply. Many
combat control personnel are also qualified as joint terminal attack controllers. The
highest ranking combat controller or special tactics officer can perform SAA duties.
13. The 820th Base Defense Group

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 93

This unit can provide fully integrated, highly capable, FP and response forces to support
an expeditionary airfield opening. The unit is capable of airborne, air land, or air mobile
insertion operations for up to 30 days and has the organic capability to provide airfield
security and an initial airfield security assessment. The unit can partner with initial entry
or base seizure forces engineering battalion to provide a smooth transition to airfield
opening and sustainment of forces.
14. The USAF Civil Engineer Center Airfield Pavement Evaluation Team
This team conducts worldwide contingency, sustainment, and permanent level, airfield
pavement evaluations. The team uses destructive and nondestructive techniques to
assess pavement weight-bearing capacity and surface conditions. The team can rapidly
deploy to provide pavement classification numbers and allowable gross load information
for paved airfield surfaces, and certify airfield pavements up to 50,000 passes.
Additionally, the team can proof load high-capacity aircraft anchoring systems;
determine runway surface friction characteristics; and provide technical expertise and
guidance for designing, repairing, and constructing airfield pavements in support of
regional conflict operations. Operations support contingency operating locations, aerial
ports, en route bases, or critical stateside bases; and include support for humanitarian
relief operations. This team also conducts the Contingency Airfield Pavement
Evaluation Training Course and certifies additional DOD evaluators. The team’s
equipment is C-130 and C-17 air-transportable and includes specialized rolling stock
(i.e., heavy-weight deflectors, automated dynamic cone penetrometers, continuous-
friction measurement equipment, and anchor testing kit components).

94 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix H
AIRFIELD ENGINEER FORCE CAPABILITIES
1. Overview
The United States Army, Marine Corps, Navy, and Air Force have expeditionary
engineer capabilities which can construct, rebuild, or maintain airfields in support of a
commander. This appendix portrays each of these Service’s engineer capabilities and
how they can support airfield operations.
2. US Army Engineer Capabilities
Army Engineers. The Army provides robust engineering planning and command
capability ranging from theater engineer commands led by major generals, to
colonel-level engineer brigades, through engineer battalions organic to maneuver
brigade combat teams. Army engineer support to airfield openings ranges from
providing forward aviation combat engineering operations (as a part of combat
engineering) to planning, constructing or expanding, and maintaining airfields
executing large-scale general engineering tasks. This includes providing geospatial
information and services. Engineer units may be organic to a maneuver element or
part of an airfield seizure team. Combat engineers may provide the following:
Route or area clearance missions in support of airfield or forward arming and
refueling point operations.
General horizontal and vertical engineering (i.e., runway repair, expansion,
surveying, and maintenance; and support infrastructure construction and
maintenance).
Special capabilities, including quarry operations, well drilling, power
generation, structural firefighting, and diving operations.
United States Army Corps of Engineers (USACE). USACE provides technical
engineering assistance to the operational force using its field force engineering
capability. Field force engineering draws on USACE capabilities from the engineer
disciplines (primarily general engineering) to support operations through reachback
and forward presence. Field force engineering forward presence includes deployable
teams designed and trained to provide technical engineering support. The USACE
provides field-force engineering that consists of deployable civilian technical support
teams and reach-back teams to provide base development and technical support
provided by technically specialized personnel and assets. The USACE provides
contract horizontal and construction services worldwide. Also, it provides
contingency, real property estate support teams, procurement and lease program
management, and environmental support teams.
3. United States Marine Corps (USMC) Engineer Capabilities
USMC engineer capabilities organic to a Marine wing support squadron (MWSS)
support airfield services and base requirements of the aviation combat element
(ACE) commander. The engineer company provides general engineering services,
utilities services, heavy equipment, and material handling equipment services. The

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 95

 engineer company also includes a drafting and survey capability to assist in
designing the layout of airbase facilities and expeditionary airfields.
MWSS engineer personnel and equipment enable the MWSS commander to
execute airfield and airbase requirements including:
Construction and maintenance of fuel storage revetments, bunkers, aircraft
parking areas, and expedient roads.
Construction, improvement, and maintenance of vertical takeoff and landing
and vertical short takeoff and landing facilities.
Technical and equipment assistance for erecting and constructing
prefabricated structures.
Repair, improvement, and maintenance of bare-base airfields (e.g., airfield
damage repair (ADR) or existing roads).
Mobile electric power, refrigeration, water supply, and hygiene services.
Limited combat engineer services.
Soil stabilization and dust mitigation.
Reinforcement or augmentation become necessary when ACE engineering
requirements exceed the capability or capacity of the MWSS. Primary augmentation
will come from organic Marine air-ground task force assets including the Engineer
Support Battalion or the naval construction force (e.g., naval mobile construction
battalion).
4. US Navy Engineer Forces
The naval construction force’s (NCF) engineering and construction capabilities for ADR
are executed by the Naval Mobile Construction Battalion. The Naval Facilities
Engineering Command (NAVFAC) provides the NCF engineering reach back capability
to obtain a wide range of NAVFAC design expertise and construction contracting
capability beyond the organic capabilities of the NCF.
The NCF’s naval mobile construction battalion (NMCB) provides a full spectrum
of horizontal and vertical engineering capabilities and limited combat engineering
capabilities for the supported commander across all phases of military operations
including, theater security cooperation, DSCA, humanitarian assistance disaster
relief, construction in support of forward deployed naval forces, and exercises
supporting regional partnerships with allied and partner nations.
The NMCB’s mission sets include expeditionary, temporary, or permanent
general engineering; limited combat engineering and construction missions in
support of operations. These include the following.
ADR (including battle damage repair).
Advanced base facilities CONSTRUCTION and maintenance.
Power generation and distribution.
Vertical and horizontal construction.

96 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Water well drilling and water distribution, purification and storage.
In times of emergency or disaster, the NMCB conducts foreign humanitarian
assistance/DSCA and consequence management operations, including
contingency public works support.
Base construction and facility public works operations and maintenance.
Civil engineer and construction support during stability, security, transition,
and reconstruction operations.
Bridging.
NAVFAC is a global military command with an headquarters and component
commands that provide acquisition, facilities, and engineering and other technical
support to the Navy, Marine Corps, US Government departments and agencies,
JFCs, and other (e.g., DOD) clients.
NAVFAC provides forward elements dedicated to support JFCs and subordinate
commanders in contingencies. While not part of the operating forces, NAVFAC
supports combatant and component commanders by:
Executing contract construction.
Providing construction supplemental and contingency contracting capability
for planning, designing, and executing construction.
Providing technical support across a broad spectrum of engineering and
scientific disciplines, including environmental restoration and Navy and Seabee
logistics support.
NAVFAC has expeditionary capabilities in its contingency engineer response
team, RC contingency engineer unit detachments, and mobile utilities support
equipment.
NAVFAC provides a multitude of contingency engineering reach-back support
services to the NCF, including:
Structural analyses and damage assessments.
Airfield repairs.
Force protection.
Water and wastewater treatment.
Fire protection.
Waterfront facilities.
Amphibious systems.
Real estate acquisition.
Environmental services.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 97

5. United States Air Force (USAF) Engineer Forces
Prime Base Engineer Emergency Force (Prime BEEF). These are modular teams
capable of rapidly responding, worldwide, to provide the full range of engineering
expertise and emergency services. These services are needed to establish, sustain,
recover, and close bases for employing Air Force weapons systems or supporting
joint interagency or multinational operations. Their capabilities include the following
per Air Force Doctrine Annex 3-34, Engineer Operations.
Constructing light horizontal and vertical structures.
Erecting specialized structures.
Performing pest and environmental management.
Providing bare-base master planning, design, and contract support.
Providing emergency services.
Responding to hazardous materials issues.
Fighting structural and aircraft fires.
Rendering safe and removing unexploded ordnance.
Defeating improvised explosive devices and chemical, biological, radiological,
nuclear, and high-yield explosive (CBRNE) threats.
Performing base recovery after an attack, including repairing airfields,
facilities, or infrastructure system damage.
Providing airfield pavement evaluation teams capable of performing airfields
structural evaluations to determine suitability for aircraft operations. This includes
different types of aircraft and the number of takeoffs and landings the airfields
can support.
Rapid Engineer Deployable Heavy Operational Repair Squadron Engineer (RED
HORSE). This is a self-sustaining, heavy construction unit staffed and equipped to
provide highly mobile, rapidly deployable teams. These teams support force bed-
down requirements and repair war damage, and are largely self-sufficient for limited
periods (up to 30 days). These forces are theater engineer assets. They provide
Commander, Air Force forces a dedicated, flexible, airfield and base heavy
construction and repair capability that allows the unit control center to move and
support missions as the order of battle dictates. RED HORSE capabilities include
the following.
Prime BEEF.
Contracting.
Logistical support.
Secure communications.
Food service.
Supply.

98 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Medical.
Special capabilities, including:
(a) Water-well drilling.
(b) Explosive demolition.
(c) Quarry operations.
(d) Concrete and asphalt batch operations and paving.
(e) Material testing and evaluation.
(f) Expedient horizontal and vertical construction.
(g) Initial site survey assessment.
(h) Site assessment for CBRNE threats and hazards.
(i) Obstruction removal.
(j) Airfield surface repair.
(k) Initial site survey assessment.
(l) Obstruction removal and demolition.
(m) Expedient airfield repair.
(n) Internal force protection.
(o) Limited CBRNE capabilities.
(p) Expedient pavement and airfield evaluations.
Air Force Civil Engineering Center Airfield Pavement Evaluation Team. This team
provides a reach-back capability and forward-deployed technical expertise. It
manages and directs the USAF pavement evaluation program that maintains an
inventory of all identified airfield conditions, surface characteristics, and geospatial
information associated with these landing surfaces. Airfield pavement evaluation
teams complete detailed airfield evaluations to determine suitability for aircraft
operations, including different types of aircraft and the number of takeoffs and
landings airfields can support.
Table 13 provides a matrix of Service-specific engineer capabilities for airfields. The
information comes from Joint Publication 3-34, Joint Engineer Operations.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 99

 Matrix of Service Engineer Airfield Capabilities
USA* USMC* USN* USAF*
(This information (This information (This information (This information
Functions applies to the majority applies to the four applies to the seven applies to the four unit
of baseline types, unit types, unless unit types, unless types, unless noted.)
unless noted.) noted.) noted.)
Build, repair, and P2,3,4 P2,3 P P1,2,3
maintain an
expeditionary airfield.
Perform airfield damage P1,2,3 P2,3 P P1,2
repair.
Perform rapid runway P1,2,3 P3 P P1,2
repair.
Improve and sustain P2,3,4 P2,3 P P1
airfields.
Construct aircraft P2,3 P2,3 P P2
revetment and dispersal
sites.
Provide aircraft crash, P3 P3 N P1
fire, and rescue support.
Install and maintain P2,3,4 P3 S P1,2
airfield lighting and
navigating systems.
Install, certify, and P2,3,4 P3 P1 P1,2
maintain aircraft
arresting barriers.
Provide airfield planning. P2,3,4 P3 P2 P1,2
Key: Key: Key: Key:
(1 and 2 are baseline) 1 CEB 1 NAVFAC 1 Prime BEEF
1 Combat 2 ESB 2 Specialized 2 RED HORSE
2 General 3 MWSS 3 Specialized
3 Specialized
4 Technical expertise
(USACE)
Notes:
*Information in this table reflects the highest engineer capability for each Service.
P—Primary capability: This is organic within the unit and a specified task within the mission of the unit. The unit is
trained and equipped to accomplish this capability.
S—Secondary capability: The unit has a limited ability (i.e., training, expertise, and equipment) to accomplish the
task. This is an implied task for the unit. This task is specified as a secondary role for the unit.
N—This is not a capability of this organization.
Legend:
AFCEC—Air Force Civil Engineer Center
CEB—combat engineer battalion
ESB—engineer support battalion
MWSS—Marine wing support squadron
NAVFAC—Naval Facilities Engineering Command
Prime BEEF—prime base engineer emergency force
RED HORSE—rapid engineer deployable heavy operational repair squadron engineer
USA—United States Army
USACE—United States Army Corps of Engineers
USAF—United States Air Force
USMC—United States Marine Corps
USN—United States Navy

100 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix I
UNITED STATES TRANSPORTATION COMMAND (USTRANSCOM)
JOINT TASK FORCE-PORT OPENING (JTF-PO) CAPABILITIES
“When a joint task force (JTF) arrives to respond to a disaster, it is a behemoth of
capability compared to all other interagency, international, and nongovernmental
agencies. The unique capability that makes a JTF valuable is the ability to
organize and execute logistics operations in a chaotic environment.”
—Colonel James A. Vohr, United States Marine Corps, Director for
Logistics, J-4, United States Southern Command
1. Overview
The JTF-PO is an enabling force capable of rapid deployment to establish and initially
operate ports of debarkation, establish a forward distribution node, and optimize port
throughput. It provides the supported geographic combatant commander (GCC), joint
force commander (JFC), and combatant commander with an expeditionary aerial port of
debarkation (APOD) deployment and forward distribution node capability consistent with
the single port manager concept. The JTF-PO’s capabilities are tailorable to support
varying situations within the tasking authority’s operational area. For detailed
information regarding JTF-PO roles, responsibilities, and capabilities, see Joint
Publication 4-01.5, Joint Terminal Operations. See figure 6 for a diagram of JTF-PO
command and control relationships. See figure 7 for JTF-PO composition.
2. Capabilities
Joint assessment team (JAT) and JTF-PO air and surface elements are ready to
deploy within 12 hours of unit notification. Subsequent units will be prepared to
deploy and entered into an alert posture to fulfill any additional taskings within 96
hours.
JTF-PO includes the following initial port opening and distribution capabilities.
Establishes a forward node (FN) not exceeding 10 kilometers from the
APOD.
Provides movement control, including coordination for onward movement of
arriving cargo and passengers.
Works a maximum on ground of two C-17 aircraft loads during 24/7
operations in no- or low-light conditions.
Provides aircraft maintenance support.
Establishes joint in-transit visibility and radio frequency identification network.
Receives, stages, and transloads 560 short tons in a 24-hour period.
Receives and processes 150 passengers every 6 hours.
The Defense Logistics Agency (DLA):

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 101

 (a) A DLA rapid deployment team travels with JTF-PO to provide expertise
and assistance with strategic-level logistics, including warehousing and
procurement for all classes of supply in support of the assigned mission.
(b) If deployed with JTF-PO, DLA’s rapid deployment team can provide the
team expeditionary contracting capability and expertise. When deployed with
JTF-PO, DLA can leverage existing strategic-level contracts, within the
theater, to support the JFC or help establish provisional contracts to support
mission requirements.

JTF-PO Command and Control Relationships

102 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 JTF-PO Composition
JTF-PO JAT.
The JAT is the first JTF-PO element to deploy and is responsible for
conducting an assessment of opening a deployment and distribution network at a
designated APOD.
The JAT will provide a go/no-go report to the Commander, USTRANSCOM
within 4 hours of arrival to the port of debarkation. Additionally, the JAT will work
with supported forces and agencies to determine which JTF-PO capabilities are
required to support the mission. The go/no-go report will identify:
(a) If the APOD is able to handle the distribution mission.
(b) If augmentation is required before operations can commence (i.e.,
additional security, runway repair, etc).
(c) If additional time is needed before a decision can be made.
3. Planning
Mission planners should note the following when planning for tasked JTF-PO
APOD missions.
JTF-PO forces are ready to deploy within 12 hours.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 103

3-2.68
 If the JAT deploys prior to the main body, it will work with the supported
forces or agencies to identify the main-body JTF-PO airflow based on mission
requirements.
JTF-PO is an expeditionary force that will operate for up to 60 days before
requiring relief by follow-on forces. Therefore, JFC planners must plan for and
request sufficient forces to replace the JTF-PO enabling capability to ensure
timely notification and arrival of replacement forces.
Modular and scalable, JTF-PO APOD capabilities are tailored to meet the
mission requirements and constraints.
The mission planning team should use imagery and work with security forces
and intelligence sources, during mission analysis, to identify potential threat
areas. JTF-PO mission planners identify security requirements for APOD access
and egress, and routes to and from the FN and living areas. Force protection
measures for JTF-PO are coordinated with the GCC or JFC.
The JTF-PO APOD is not a standing force and should only be formed when
the mission dictates. Information on its mission, capabilities, and design is
located in the USTRANSCOM JTF-PO Standing Execute Order and
USTRANSCOM Instruction 10-27, Volume 2, Joint Task Force Port Opening.
JTF-PO manages the entire mission: from planning, assessment, and execution
to redeployment.
Initially, the JTF-PO APOD facilitates joint reception, staging, onward
movement, integration, and theater distribution by providing near real-time, in-
transit visibility of arriving passengers and cargo and, expeditiously, clears the
APOD. Such forward distribution node operations are critical components of GCC
efforts to establish an effective distribution network within a theater of operations.
The JAT will require two C-130s or one C-17 (or equivalent) to deploy into the
theater. Airflow requirements for the JTF-PO main body forces will be shaped by
mission requirements and constraints.

104 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix J
SERVICE AIR TRAFFIC CONTROL (ATC) RATING AND CREDENTIALS
1. Overview
The Federal Aviation Administration (FAA) established the Air Traffic Safety Oversight
Service under the Associate Administrator for Aviation Safety to provide independent
oversight of the air traffic organization. A key component of this oversight is the
credentialing program managed by air traffic oversight (AOV). This program covers
personnel who perform direct safety-related ATC services or certify systems,
subsystems, or services in support of the National Airspace System (NAS).
2. Background
Since its origin, Title 14, Code of Federal Regulations (14 CFR), Aeronautics and
Space, part 65 required ATC tower operators must hold a control tower operator (CTO)
certificate. In February 2015, 14 CFR, part 65 was amended and persons who hold an
FAA credential, for the performance of their duties, are no longer required to hold a
CTO certificate. This amendment formally established the FAA’s transition from the
CTO program. The purpose of the FAA credentialing and the CTO programs is to
establish that air traffic controllers possess the requisite skills to do their jobs safely.
However, the FAA AOV credentialing program is broader than the CTO program and
includes tower and radar facility ratings. While an FAA credential is comparable to a
CTO certificate, the two programs are different and require separate administrative
activities. Credentials play a vital role in assuring the FAA provides the safest, most
efficient NAS in the world. The credentialing system is a robust online data
management system designed to maintain FAA credentials for nearly 20,000 air traffic
controllers, airways transportation system specialists, and managers within air traffic
organization. Table 14 shows the Service ATC credentials.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 105

 Service Air Traffic Control Credentials
Service
Function Army Marine Corps Navy Air Force
Ratings Qualifications Ratings Qualifications Ratings Qualifications Ratings Qualifications
Control Tower Facility
AOV* or Tower
Tower Watch E-5 with 4
Tower Shift As designated as Tower Supervi
Supervisor Supervi year’s
Supervisor Leader CTO/ATC SP Designa Supervisor sor with
(All) sor experience
ted AOV
CTO/ Local Control
Local GC/FD/LC AOV Local AOV ATC SP GC/FD/LC
ATC SP (GC and TD)
CTO/
Ground GC/FD/LC AOV Ground AOV Ground (GC) ATC SP GC/FD/LC
ATC SP
CTO/ Tower Flight
Flight Data GC/FD/LC AOV AOV TD ATC SP GC/FD/LC
ATC SP Data
Tower
Coordinat ATC SP GC/FD/LC
or
Radar Facility
E-5 with 4
Radar Radar Radar Watch year’s
AOV AOV
Supervisor Supervisor Supervisor Sup experience
and RAPC
Approach Approach
Approach AOV Controller AOV Controller ATC SP RAPC
(TRACON) (TRACON)
Arrival Arrival
GCA
Arrival ATC SP AOV Controller AOV Controller ATC SP RAPC
Controller
(RATCF) (RATCF)
Clearance Clearance
ATC SP RAPC
Delivery Delivery
GCA GCA
ATC SP As Designated ATC SP
Supervisor Supervisor
GCA GCA GCA GCA
GCA/PAR ATC SP AOV AOV ATC SP
Controller Controller Controller Controller
GCA Radar Flight Radar Flight
Flight Data ATC SP AOV AOV ATC SP RAPC
Controller Data Data
En route En route
AOV AOV ATC SP En route
Control (FACSFAC)
Legend: LC—local control
AOV—Air Traffic Oversight PAR—precision approach radar
ATC—air traffic control RAPC—terminal radar approach control (Air Force)
CTO—control tower operator RATCF—radar air traffic control facility
FACSFAC—Fleet Area Control and Surveillance Facility SP—specialist
FD—flight data TD—tower data
GCA—ground control approach TRACON—terminal radar approach control facility
GC—ground controller (Navy/Marine)
Note: *AOV is synonymous with CTO in the Service components that have adopted this program.

106 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Appendix K
AIRFIELD LAYOUT AND CHARACTERISTICS
1. Airfield and Heliport Planning and Design Guidance
The Unified Facilities Criteria (UFC) system provides planning, design,
construction, sustainment, restoration, and modernization criteria, and applies to the
military departments, the defense agencies, and the Department of Defense (DOD)
field activities. All DOD projects employ UFC. All construction outside the United
States (US) is governed by status-of-forces-agreements (SOFAs), host nation
funded construction agreements, and in some instances, bilateral infrastructure
agreements. Ensure compliance with the more stringent of the UFC, SOFA, and
bilateral infrastructure agreements, as applicable.
UFC 3-260-01, Airfield and Heliport Planning and Design, provides standardized
airfield, heliport, and airspace criteria for geometric layout, design, and construction
of runways, helipads, taxiways, aprons, and related permanent facilities to meet
sustained operations.
In addition to a local terminal instrument procedures (TERPS) review, existing
facilities modifications, temporary construction, airfield surface modifications,
maintenance or construction requiring equipment on- or near-the-airfield flying
environment, and new facilities construction must be closely coordinated. Coordinate
with the US Air Force major command; US Army Aeronautical Services Agency and
US Army Aeronautical Services Detachment, Europe; and Naval Flight Information
Group to determine the impact to existing and planned instrument approach and
departure procedures. The criterion in UFC 3-260-01 does not address instrument
flight procedures. TERPS evaluations and processes are described in Air Force
instruction (AFI) 11-230, Instrument Procedures; Air Force manual (AFMAN) 11-225,
US Standard Flight Inspection Manual; and Federal Aviation Administration (FAA)
JO 8260.3C, US Standard for Terminal Instrument Procedures. Consider TERPS
criteria when designing or modifying airfields and facilities on instrument flight rules
(IFR) airfields.
2. Airfield Facilities
An aviation facility consists of four land-use areas: two airside facilities (landing and
takeoff areas, aircraft ground movement, and parking areas) and two landside facilities
(aviation maintenance and aviation operations support areas).
Landing and Takeoff Areas.
Runways and Helipads. Landing and takeoff areas require either a runway or
helipad. The landing and takeoff areas consist of the runway and helipad
surfaces, shoulders, and overruns; the approach slope surfaces, safety
clearances, and other imaginary airspace surfaces.
(a) Number of Runways. Aviation facilities have only one runway. Additional
runways may be necessary to accommodate operational demands, minimize
adverse wind conditions, or overcome environmental impacts. FAA AC
150/5060-5, Airport Capacity and Delay, provides methodologies for

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 107

 calculating runway capacity in terms of annual service volume and hourly IFR
or visual flight rules (VFR) capacity. Initiate planning efforts to analyze the
need for more than one runway when it is determined traffic demand for the
primary runway will reach 60 percent of its established capacity (FAA
guidance).
(b) Number of Helipads. Sometimes at airfields or heliports, a large number
of helicopters are parked on mass aprons or are in the process of takeoff and
landing. When this occurs, there is a requirement to provide landing and
takeoff facilities that permit more rapid launch and recovery operations than
can otherwise be provided by a single runway or helipad. Increase efficiency
by providing one or more of the following options. These are not the only
options.
x Multiple helipads, hoverpoints, or runways.
x Rotary-wing runways in excess of 240 meters (800 feet) long.
x Landing lanes.
Runway Location. Runway location and orientation are paramount to airport
safety, efficiency, economics, practicality, and environmental impact. The degree
of concern given to each factor influencing runway location greatly depends on
meteorological conditions, adjacent land use and availability, airspace availability,
runway type and instrumentation, environmental factors, terrain features and
topography, and obstructions to air navigation.
(a) Obstructions to Air Navigation. The runway must have approaches that
are free of obstructions. Plan runways so the ultimate airport development
provides unobstructed navigation. Conduct a survey of obstructions to identify
objects that may affect aircraft operations.
(b) Airspace Availability. Existing and planned instrument approach and
departure procedures, control zones, and special use airspace and traffic
patterns influence airfield layouts and runway locations. Construction projects
for new airfields and heliports, or construction projects on existing airfields,
have the potential to affect airspace. These projects require notification to the
applicable airspace control authority to examine feasibility for conformance
with, and acceptability into, the theater airspace system.
(c) Runway Orientation. Wind direction and velocity are major considerations
for determining runway sites. To be functional, efficient, and safe, the runway
should be oriented in alignment with the prevailing winds, to the greatest
extent practical, to provide favorable wind coverage. Use wind data (obtained
from local sources) for a period of not less than five years, as a basis for
developing the wind rose shown on the airfield general site plan.
Runway and Helipad Separation. The type of aircraft the runway serves
dictates the lateral separation of a runway from a parallel runway, or parallel
taxiway, helipad, or hoverpoint. UFC 3-260-01 contains runway and helipad
separation criteria.

108 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 Airfield Markings. Airfield marking is an invaluable form of nonverbal
communication to aircrew and ground crew alike. Proper marking and lighting
allows safe operation of aircraft and ground vehicles throughout the airfield.
Runway markings differ from a VFR only runway to an IFR runway to a precision
approach runway. For more information, refer to FAA AC 150/5340-1L,
Standards for Airport Markings or Engineer Technical Letter (ETL) 04-2; Standard
Airfield Pavement Marking Schemes, with Change 2; or ETL 94-01, Standard
Airfield Pavement Marking Schemes.
(a) Runway Landing Designator. The runway landing designator identifies the
end of a runway. It consists of one or two digits representing the whole
number nearest the one-tenth of the magnetic azimuth along the runway
centerline when viewed from the direction of approach (i.e., 183 degrees
would have 18 as the designator). If the azimuth ends in 5 (i.e.,185 degrees)
the designator may be either 18 or 19.
(b) Runway Centerline Marking. The runway centerline marking identifies the
physical center of the runway width and provides alignment guidance to pilots
during takeoff and landing operations.
(c) Runway Threshold Marking. The runway threshold marking closely
identifies the actual beginning of the runway threshold used for landings.
(d) Runway Aiming Point Marking. The runway aiming point marking provides
a visual aiming point for landing operations.
(e) Runway Touchdown Marking. This identifies the touchdown zone along a
precision runway in 500-foot increments.
(f) Runway Edge Marking. This provides enhanced visual contrast between
the runway edge and the surrounding terrain or runway shoulders, and
delineates the width of suitable paved areas for runway operations.
(g) Runway Hold Lines. Runway hold lines show stopping points in a taxiway
that provide deconfliction during takeoff and landing operations between
arriving or departing aircraft and static aircraft preparing to depart or cross
runways. The VFR hold line provides lateral traffic deconfliction. The
instrument hold line provides lateral separation from arriving aircraft and
prevents aircraft structures from interfering with instrument landing systems.
(h) Taxiway Centerline Markings. Taxiway centerline markings provide pilots
continuous visual guidance to permit taxiing along a designated path.
(i) Taxiway Edge Markings. Taxiway edge markings are used to alert pilots
where the demarcation line exists between usable pavement for taxi
operations and to identify the edges of a taxi route.
Airfield Lighting.
(a) Airfield lighting is required for operations at night and complements
airfield markings. There are varying levels of airfield lighting including using
overt and covert lights. Standard tactical lighting schemes for airfields are
contained in Engineer Technical Letter (ETL) 09-6, C-130 and C-17 Landing

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 109

 Zone (LZ) Dimensional, Marking, and Lighting Criteria, or AFI 13-217, Drop
Zone and Landing Zone Operations.
(b) For permanent, long term airfields refer to FAA AC 150/5340-30H, Design
and Installation Details for Airport Visual Aids.
Runway Instrumentation (Navigational Aids (NAVAIDS) and Lighting).
NAVAIDS and airfield lighting are integral parts of an airfield. Consider NAVAID
location, airfield lighting, and grading requirements of a NAVAID when locating
and designing runways, taxiways, aprons, and other airfield facilities. UFC 3-260-
01, table B16-1, includes a list of design documents governing NAVAIDS and
lighting and the agency for obtaining site position and design information.
(a) NAVAIDS require land areas of specific sizes, shapes, and grades to
function properly and remain clear of safety areas. NAVAIDS assist the pilot
in flight and during landing. Instrumented runway studies dictate the type of
air NAVAIDS installed at an aviation facility.
(b) Remote or standalone landing sites may require a lighting equipment
vault for airfields and heliport facilities with NAVAIDS.
(c) Airfields with NAVAIDS require a NAVAIDS building. A separate facility
houses each type of NAVAIDS equipment. UFC 3-260-01 lists technical
advice and guidance for air NAVAIDS.
Aircraft Ground Movement and Parking Areas. These consist of taxiways and
aircraft parking aprons.
Taxiways. Taxiways provide free ground movement to and from runways,
helipads, maintenance, cargo, passenger, and other areas of the aviation facility.
The objective of taxiway system planning is to create a smooth traffic flow. This
system allows unobstructed ground visibility; a minimum number of changes in
aircraft taxiing speed; and, ideally, the shortest distance between the runways or
helipads and apron areas.
(a) Taxiway System. The taxiway system is comprised of entrance and exit
taxiways; bypass, crossover taxiways; apron taxiways and taxi lanes; hangar
access taxiways; and partial-parallel, full-parallel, and dual-parallel taxiways.
UFC 3-260-01, chapter 5 provides design and layout dimensions for various
taxiways.
(b) Taxiway Capacity. At airfields with high levels of activity, the capacity of
the taxiway system can become the limiting operational factor. Enhance or
improve runway capacity and access efficiency by installing parallel taxiways.
Provide a full-length parallel taxiway for a single runway, with connecting
lateral taxiways, to permit rapid entrance and exit of traffic between the apron
and the runway. At facilities with low air traffic density, a partial-parallel
taxiway or mid-length exit taxiway may suit local requirements. Develop plans
for construction of a full-parallel taxiway when such a taxiway is justified.
(c) Runway Exit Criteria. The number, type, and location of exit taxiways are
functions of the required runway capacity. Provide exit taxiways at the ends

110 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 and in the center and midpoint on the runway. Provide additional locations, as
necessary, to allow landing aircraft to exit the runway quickly.
(d) Dual-Use Facility Taxiways. Apply fixed-wing criteria for taxiways at
airfields supporting fixed- and rotary-wing operations.
(e) Paved Taxiway Shoulders. Paved taxiway shoulders reduce the effects of
jet blast on areas adjacent to the taxiway. Paved taxiway shoulders help
reduce ingestion of foreign object debris into jet intakes.
(f) Traffic Deconfliction. Establish a controlled movement area to deconflict
ground and aircraft traffic.
Aircraft Parking Aprons. Aircraft parking aprons are the paved areas required
for aircraft parking, loading, unloading, and servicing. They include the necessary
maneuvering area for access into and exit out of parking positions. Design
aprons to permit safe and controlled movement of aircraft under their own power.
Mission requirements dictate aircraft apron dimensions and size. AFMAN 32-
1084, Facility Requirements, Section D, Apron Criteria, provides additional
information concerning Air Force aprons.
(a) Requirement. Individually design aprons to support specific aircraft and
missions at specific facilities. The size of a parking apron depends on the type
and number of aircraft authorized. UFC 3-260-01, chapter 6 provides
additional information on apron requirements.
(b) Location. Aircraft parking aprons are located between the parallel taxiway
and the hangar line. The apron location, with regard to airfield layout, will
adhere to the operations and safety clearances provided in UFC 3-260-01,
chapter 6.
(c) Capacity. Information in UFC 3-260-01, Appendix B, Section 2; UFC 2-
000-05N, Facility Planning Criteria for Navy/Marine Corps Shore Installations,
Appendix E, Airfield Safety Clearances; and AFMAN 32-1084 discuss aircraft
parking capacity.
(d) Clearances. Provide lateral clearances for parking aprons from all sides
of aprons to fixed and mobile objects.
(e) Access Taxi Lanes, Entrances, and Exits. UFC 3-260-01, chapter 6
provides the dimensions for access taxi lanes on aircraft parking aprons. Two
should be the minimum number of exit and entrance taxiways provided for
any parking apron.
(f) Aircraft Parking Schemes. Park aircraft in rows on a mass parking apron.
The recommended tactical or fighter aircraft parking arrangement is to park
aircraft at 45-degree angles. This is the most economical parking method for
achieving the clearance needed to dissipate jet blast temperatures and
velocities to levels that will not endanger aircraft or personnel. (For the Navy,
these are 38 degrees Celsius (100 degrees Fahrenheit) and 56 kilometers per
hour (35 miles per hour) at breakaway (intermediate power).)

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 111

 (g) Departure Sequencing. Establish formal aircraft egress patterns from
aircraft parking positions to the apron exit taxiways to prevent congestion at
the apron exits. For example, aircraft departing from one row of parking
positions should taxi to one exit taxiway; simultaneously, allowing other rows
to taxi to a different exit.
(h) Army and Navy Aprons. Three categories of Army aircraft parking aprons
exist: unit, general purpose, and special purpose. Base the category on the
facility’s mission support requirement. The following information explains the
categories.
x Unit Parking Apron. The unit parking category supports fixed- and
rotary-wing aircraft assigned to the facility.
x General Purpose Apron. This is an aviation facility anticipating transient
parking with no tenant units assigned and provides a personnel loading
apron or aircraft general-purpose apron in lieu of a mass parking apron.
x Special Purpose Apron. Provide special purpose aprons for specific
operations, such as safe areas for arming and disarming aircraft and
other specific mission requirements that demand separation of, or distinct
handling procedures for, aircraft.
Aircraft Maintenance Area. An aircraft maintenance area is required when
regularly performing aircraft maintenance at an aviation facility. Base the space
requirements for maintenance facilities on aircraft type.
Aircraft Maintenance Facilities. The aircraft maintenance facility includes the
following. (The aircraft maintenance areas include utilities, roadways, fencing,
and security facilities, and lighting.)
(a) Aircraft maintenance hangars.
(b) Special purpose hangars.
(c) Hangar access aprons.
(d) Weapons system support shops.
(e) Aircraft system testing and repair shops.
(f) Aircraft parts storage.
(g) Corrosion control facilities.
(h) Special purpose maintenance pads.
Air Force and Navy Aviation Maintenance Buildings. For aviation
maintenance building information, see AFMAN 32-1084 (Air Force), or UFC 4-
211-01N, Aircraft Maintenance Hangars: Type I, Type II and Type III, (Navy).
Army Aviation Maintenance Buildings.
(a) Maintenance Hangars. Maintenance hangars are required to support
aircraft maintenance, repair, and inspection activities under complete cover.

112 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 The number of assigned aircraft determines the size requirement for
maintenance hangars.
(b) Security and Storage Hangars. These hangars are limited in use and do
not require the features found in maintenance hangars.
(c) Avionics Maintenance Shop. These provide avionics maintenance space
within the maintenance hangar; however, it is important to provide a separate
building for consolidated avionics repair at aviation facilities with multiple
units.
(d) Engine Repair and Test Facilities. Engine repair and test facilities reside
at air bases with aircraft engine removal, repair, and testing requirements.
Those positioning engine test facilities on sites should consider the impact of
jet blast and provide jet blast protection and noise suppression.
(e) Parts Storage. Provide covered aircraft parts storage at all aviation
facilities and located close enough to the maintenance area to allow easy
access to end users.
Apron Lighting. Provide apron area lighting (floodlights) when aircraft
movement, maintenance, and security are required at night and during poor
visibility. The amount of apron space or number of aircraft positions that receive
active use during nighttime operations determines the type of lighting required.
Security. The hangar line represents the boundary of the airfield operations
area. Maintenance buildings should be located close together to discourage
unauthorized access and enhance facility security.
Aviation Operations Support Area.
Aviation Operations Support Facilities. Aviation operations support facilities
include facilities that directly support the flying mission. Operations support
includes the following.
(a) Air traffic control.
(b) Aircraft rescue and firefighting.
(c) Fueling facilities.
(d) The airfield operations center and airfield management facility.
(e) Squadron operations and aircraft maintenance units.
(f) Air mobility operations groups.
Location. Aviation operations support facilities should be located along the
hangar line, with the central area allocated to airfield operations (i.e., airfield
management facility), air traffic control, aircraft rescue and firefighting, and flight
simulation. Aircraft maintenance facilities should be located on one side of the
runway to allow simplified access among maintenance areas, aircraft, and
support areas.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 113

 Orientation of Facilities. Facilities located either parallel or perpendicular to
the runway use space most efficiently. Diagonal and curved orientations tend to
divide an area and result in awkward or unusable spaces.
Multiple Supporting Facilities. When multiple aviation units are located at one
facility, retain their integrity by locating the units adjacent to each other.
Transient Facilities. Make provisions for transient and very important person
aprons and buildings. These facilities should be located near the aviation
operations supporting facilities.
Other Support Facilities. When required, site other support facilities (such as
aviation fuel storage and dispensing, heating plants, water storage, consolidated
parts storage, and motor pools) on the far side of an access road parallel to the
hangar line.
(a) Air Traffic Control Facilities. Determine the site and height of the air traffic
control tower cab by conducting an operational assessment with an Army air
traffic control activity; and in accordance with UFC 4-133-01N, Navy Air
Traffic Control Facilities, for the Navy and Marine Corps. Site Air Force air
traffic control towers in accordance with UFC 3-260-01, appendix B, section
17.
(b) Radar Buildings. Some airfields are equipped with a radar capability.
Provide space for radar equipment when the functional proponent determines
the need for radar capability. Provide space for radar equipment in the flight
control tower building.
(c) Aircraft Rescue and Fire Facilities. Support airfield facilities and flight
operations with fire and rescue equipment. The aircraft rescue and fire
facilities must be located strategically to allow aircraft firefighting vehicles to
meet response time requirements to all areas of the airfield. Coordinate the
airfield fire and rescue facility and special rescue equipment with the facility
protection mission and master plan. It may be economically sound to develop
a consolidated or expanded facility to support airside and landside facilities.
The site of the fire and rescue station must permit ready access of equipment
to the aircraft operational areas and the road system serving the airfield
facilities. A centrally located site, close to the midpoint of the runway, and
near the airfield operations area (airfield management and base operations
building (Air Force)) and air traffic control tower, is preferred.
(d) Rescue and Ambulance Helicopters. With the increasing use of
helicopters for emergency rescue and air ambulance services, consider
providing an alert helicopter parking space near the fire and rescue station.
This space may be part of the fire and rescue station or in a designated area
on an adjacent aircraft parking apron.
(e) Hospital Helipad. Site a helipad in proximity to each hospital to permit
helicopter access for emergency use. Subject to necessary flight clearances
and other hospital site factors, the hospital helipad should permit reasonably
direct access to and from the hospital emergency entrance.

114 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 (f) Miscellaneous Buildings. Provide these buildings as part of an aviation
facility: an airfield operations building, an aviation unit operations building
(Army), a squadron operations building (Air Force), and a weather station.
Determine authorization and space allowances in accordance with directives
for each Service.
Aircraft Fuel Storage and Dispensing.
(a) Location. Provide aircraft fuel storage and dispensing facilities at all
aviation facilities. Provide operating fuel storage tanks wherever dispensing
facilities are remotely located from bulk storage. Bulk fuel storage areas
require locations that are accessible by tanker truck, tanker rail car, or
watercraft. Provide space for parking and loading vehicles used to service
aircraft within the bulk and operating storage areas.
(b) Safety. Fuel storage and operating areas have requirements for minimum
clearances from buildings, aircraft parking, roadways, radar, and other
structures or areas, as established in Service directives. Aviation fuel storage
and operating areas also require lighting, fencing, and security alarms. All
liquid fuel storage facility locations must address spill containment and leak
protection and detection.
Roadways to Support Airfield Activities.
(a) General. Vehicular roads on airfields should not cross or be within the
lateral clearance distance for runways, high-speed taxiways, and dedicated
taxiways for alert pads. This will prevent normal vehicular traffic from
obstructing aircraft in transit. Roads should be located so surface vehicles will
not be hazards to air navigation and air navigation equipment.
(b) Rescue and Firefighting Roadways. Provide rescue and firefighting
access roads for unimpeded, two-way access for rescue and firefighting
equipment to potential accident areas. Connecting these access roads to the
airfield operational surfaces and other airfield roads, to the greatest practical
extent, will enhance fire and rescue operations. Dedicated rescue and
firefighting access roads are all-weather roads designed to support vehicles
traveling at normal response speeds.
(c) Fuel Truck Access. Fuel truck access points to aircraft parking aprons
should be located to provide minimal disruptions and hazards to active aircraft
movement areas. Fuel truck access from the facility boundary to fuel storage
areas should be separate from other vehicular traffic. Park fuel trucks as
close to the flight line as is reasonably possible.
(d) Explosives and Munitions Transfer to Arm and Disarm Pads. Transfer
explosives and munitions from storage areas to arm and disarm pads on
dedicated transfer roads (i.e., roads used exclusively by explosives and
munitions transfer vehicles).
Navy and Marine Corps Exemptions from Waivers. Certain NAVAIDS and
operational aids are placed at sites in violation of airspace clearance to operate
effectively. The following aids are within this group and require no waiver if they

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 115

 are positioned at sites in accordance UFC 3-535-01, Visual Air Navigation
Facilities, or UFC 3-535-02, Design Drawings for Visual Air Navigation Facilities.
(a) Approach lighting systems.
(b) Visual approach slope indicator systems.
(c) Precision approach path indicator systems.
(d) Permanent optical lighting system, portable optical lighting system, and
Fresnel lens equipment.
(e) Runway distance markers.
(f) Arresting gear systems, including arresting gear signs.
(g) Taxiway guidance, holding, and orientation signs.
(h) All beacons and obstruction lights.
(i) Arming and de-arming pad.
3. Service Requirements
When criteria in UFC 3-260-01 differ among the Services, the criteria for the specific
Service are noted in the following paragraphs. For the Air Force, the airfield manager
must sign all work orders processed for work within the airfield environment before it
may proceed, in accordance with UFC 3-260-01, paragraph 1-9, “USAF Work Order
Coordination and Authorization.”
Theater of Operations. Standards for theater-of-operations facilities are contained
in US Army technical manual (TM) 3-34.48-1, Theater of Operations: Roads,
Airfields, and Heliports-Road Design, TM 3-34-48-2, Theater of Operations: Roads,
Airfields, and Heliports-Airfield and Heliport Design, and UFC 3-260-01, section 7 for
C-17 and C-130 landing zones. The information in UFC 3-260-01, section 7
supersedes the information in the field manual.
Security Considerations for Design. Regulatory requirements for asset security
can significantly influence airfield and heliport planning and design. The arms,
ammunition, explosives, and electronic devices associated with aircraft, and the
aircraft themselves, require varying types and levels of protection. Operational
security of the airfield is also a consideration.
Integrating Security Measures. Integrate protective features into the airfield
planning and design process to minimize problems with aircraft operations and
safety requirements. These include barriers, fences, lighting, access control,
intrusion detection, and assessment. (UFC 3-260-01, chapter 2 and UFC 4-010-
01, DOD Minimum Antiterrorism Standards for Buildings, provide more
discussion.) The protective measures should be included in the design based on
risk and threat analyses with an appropriate level of protection, or should comply
with security-related requirements.
Security-Related Requirements. A detailed discussion of security-related
requirements is beyond the scope of UFC 3-260-01. Designers should refer to
Service security regulations for planning and design guidance.

116 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

4. Bare-Base Airfields
A bare-base airfield is a site with a usable runway, taxiway, parking areas, and
source of potable water. It must be capable of supporting assigned aircraft and
providing other mission-essential resources, such as a logistical support and
services and an infrastructure composed of people, facilities, equipment, and
supplies. This concept requires mobile facilities, utilities, and support equipment that
can be deployed and installed rapidly.
The bare-base concept is more important than ever before. Many
underdeveloped, foreign nations resist development of major fixed installations on
their soil. However, these underdeveloped nations may have runways, taxiways, and
air terminal facilities to offer US forces during contingency situations. US forces must
be able to transform undeveloped real estate into an operational air base virtually
overnight.
There are, roughly, 1,200 bare-base airfields in the world that could support air
operations, although many bare bases are limited and inadequate. Since most
underdeveloped nations are subject to aggression, the military must be able to
deploy and operate from their own facilities.
During contingency operations, efficient and effective use of limited airfield
capacity and resources is often critical to a successful military response. The task is
complicated when foreign airfields are hosts to a variety of allied military,
nongovernmental organizations, and commercial air activities. To achieve a unity of
effort for airfield operations, there should always be a senior airfield authority
appointed for each airfield.
Figure 8 is an example of a layout that depicts how airbase functions can be
layered around an airfield to balance operations, support, and security
considerations. The layout serves as a sketch and provides a guideline for setting up
operations in a way that allows the mission to continue while minimizing disruptions
as the base and airfield develop and expand.

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 117

 Notional Airfield Layout

118 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 REFERENCES
JOINT PUBLICATIONS
DOD Dictionary of Military and Associated Terms, September 2018
DOD 6055.09-STD, DOD Ammunitions and Explosive Safety Standards, 29 February
2008
JP 2-03, Geospatial Intelligence Support to Joint Operations, 5 July 2017
JP 3-02, Amphibious Operations, 18 July 2014
JP 3-05, Special Operations, 16 July 2014
JP 3-09.3, Close Air Support, 25 November 2014
JP 3-10, Joint Security Operations in Theater, 13 November 2014
JP 3-17, Air Mobility Operations, 30 September 2013
JP 3-34, Joint Engineer Operations, 6 January 2016
JP 4-0, Joint Logistics, 16 October 2013
JP 4-01.5, Joint Terminal Operations, 2 November 2015
JP 4-02, Health Service Support, 11 December 2017
ARMY
ATP 3-91, Division Operations, 17 October 2014
TM 3-34.48-1, Theater of Operations: Roads, Airfields, and Heliports—Road Design, 29
February 2016
TM 3-34.48-2, Theater of Operations, Roads, Airfields, and Heliports—Airfield and
Heliport Design, 29 February 2016
MARINE CORPS
MCRP 3-20F, Control of Aircraft and Missiles, 30 July 2012
MCRP 3-20F.3, MAGTF Aviation Site Command Handbook, 17 August 2011
MCRP 3-20F.7, Marine Air Traffic Control Detachment Handbook, 2 May 2016
MCTP 3-20B, Aviation Ground Support, 16 October 2001
NAVY
NAVAIR 00-80T-114, NATOPS Air Traffic Control Manual, 15 September 2015
NAVAIR 51-60A-1, USMC EAF Surfacing Systems and Accessories, 1 September 2014
NAVAIRINST 13800.12C, Certification of Expeditionary Airfield AM2 Matting
Installations, Aircraft Recovery Equipment, Visual or Optical Landing Aids, and
Marking or Lighting Systems, 9 July 2012

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 119

AIR FORCE
Air Force Doctrine Annex 4-0, Combat Support, Airbase Opening Forces, 21 December
2015
Air Force Doctrine Annex 3-34, Engineer Operations, 15 August 2017
AFI 10-404, Base Support and Expeditionary (BaS&E) Site Planning, 27 August 2015
AFI 11-230, Instrument Procedures with Change 1, 27 September 2013
AFI 13-217, Drop Zone and Landing Zone Operations, 10 May 2007
AFI 32-1041, Pavement Evaluation Program, 17 February 2017
AFMAN 32-1084, Facility Requirements, 26 February 2016
AFPAM 10-1403, Air Mobility Planning Factors, 12 December 2011
AFPAM 10-219v5, Bare Base Conceptual Planning, 30 March 2012
AFPAM 32-2004, Aircraft Fire Protection for Exercises and Contingency Response
Operations, 25 September 2014
AFTTP 3-4.4, Contingency Airfield Operations, 2 November 2017
AFTTP 3-4.7, Contingency Response, 30 September 2017
MULTI-SERVICE PUBLICATIONS
ETL 02-19, Airfield Pavement Evaluation Standards and Procedures, 12 November
2002
ETL 04-2, Standard Airfield Pavement Marking Schemes, with Change 2, 19 July 2004
ETL 09-6, c-130 and C-17 Landing Zone (LZ) Dimensional, Marking, and Lighting
Criteria, 17 August 2009
ETL 94-01, Standard Airfield Pavement Marking Schemes, 4 May 1994
UFC 2-000-05N, Facility Planning Criteria for Navy/Marine Corps Shore Installations,
Appendix E, Airfield Safety Clearances, January 1982
UFC 3-260-01, Airfield and Heliport Planning and Design, 17 November 2008
UFC 3-270-07, O&M: Airfield Damage Repair, 12 August 2002
UFC 3-535-01, Visual Air Navigation Facilities, 17 November 2005
UFC 3-535-02, Design Drawings for Visual Air Navigation Facilities, 17 November 2005
UFC 4-010-01, DOD Minimum Antiterrorism Standards for Buildings with Change 1, 1
October 2013
UFC 4-133-01N, Navy Air Traffic Control Facilities, 24 February 2005
UFC 4-211-01N, Aircraft Maintenance Hangars: Type I, Type II and Type III with
Change 3, 27 September 2007
OTHER PUBLICATIONS

120 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

14 Code of Federal Regulations, Aeronautics and Space, Part 65: Certification: Airmen
other than Flight Crewmembers, Accessed 18 January 18
AMCI 11-211, Destination Airfield Suitability Analysis, 18 May 2017
Air Land Sea Bulletin, Issue number 2016-2, Summer 2016
Defense Transportation Regulation 4500.9-R, Part III, Mobility, June 2016
FAA AC 150/5060-5, Airport Capacity and Delay, 23 September 1983
FAA AC 150/5340-1L, Standards for Airport Markings, 27 September 2013
FAA AC 150/5340-30H, Design and Installation Details for Airport Visual Aids, 21 July
2014
FAA Order JO 7110.65, Air Traffic Control, 10 December 2015
FAA Order JO 7400.2, Procedures for Handling Airspace Matters, 10 April 2008
FAA Order 8200.1C, United States Standard Flight Inspection Manual, September 2009
(also identified as TM 95-225, NAVAIR 16-1-520, and AFMAN 11-225)
FAA JO 8260.3C, US Standard for Terminal Instrument Procedures, 14 March 2016
(also identified as National Policy 8260.3B, TM 95-226, AFMAN 11-226(1), and
Coast Guard 318)
Homeland Security Presidential Directive 5, Management of Domestic Incidents, 28
February 2003
Global Decision Support System(GDSS) airfield database
https://gdss.maf.ustranscom.mil/, Accessed 30 April 2018
MIL-HDBK-240, Hazards of Electromagnetic Radiation to Ordnance Test Guide, 1
November 2002
USTRANSCOM Instruction 10-27, Volume 2, Joint Task Force-Port Opening, 8 October
2013
FORMS
AF Form 3822, Landing Zone Survey
AF Form 3823, Drop Zone Survey
AF Form 4303, Helicopter Landing Zone Survey
AMC Form 174, Airfield Survey
AF IMT and AMC Forms are available on the US Air Force e-publishing website
(http://www.e-publishing.af.mil/).
DD Form 2875, System Authorization Access Request (SAAR)
DD Forms are available on the Office of the Secretary of Defense (OSD) website
(www.dtic.mil/whs/directives/infomgt/forms/formsprogram.htm).

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 121

 This page intentionally left blank.

122 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 GLOSSARY
PART I – ABBREVIATIONS AND ACRONYMS
A
ACE aviation combat element
ADCON administrative control
ADR airfield damage repair
AF Air Force
AFCEC Air Force Civil Engineer Center
AFI Air Force instruction
AFMAN Air Force manual
AFTTP Air Force tactics, techniques, and procedures
AGS aviation ground support
AGSOC aviation ground support operations center
ALCF airlift control flight
ALSA Air Land Sea Application Center
AMC Air Mobility Command
AMCI Air Mobility Command instruction
AMLO air mobility liaison officer
ANG Air National Guard
AO area of operations
AOB airfield operations battalion
AOC air operations center
AOV air traffic oversight
APE airfield pavement evaluation
APOD aerial port of debarkation
ARFF aircraft rescue and firefighting
ASCC Army Service component commander
ATC air traffic control
ATCS air traffic control squadron
ATP Army techniques publication
ATS air traffic service
B
BaS&E base support and expeditionary

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 123

BASH bird aircraft strike hazard
BCT brigade combat team
BDOC base defense operations center
BOS base operating support
BOS-I base operating support-integrator
BSZ base security zone
C
C2 command and control
CAB combat aviation brigade
CAOC combined air operations center
CASEVAC casualty evacuation
CBRNE chemical, biological, radiological, nuclear, and high-yield
explosives
CCDR combatant commander
CD&I Combat Development and Integration
CDRUSTRANSCOM Commander, United States Transportation Command
CFR Code of Federal Regulations
CONUS continental United States
C-RAM counter-rocket, artillery, mortar
CRE contingency response element
CRF contingency response force
CRG contingency response group
CRT contingency response team
CRW contingency response wing
CTO control tower operator
D
DATCALS deployable air traffic control and landing system
DC Deputy Commandant
DLA Defense Logistics Agency
DOD Department of Defense
DR disaster relief
DSCA defense support of civil authorities
DSN Defense Switched Network

124 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

DZ drop zone
E
EMCON emission control
EOD explosive ordnance disposal
ESSP expeditionary site survey process
ETL Engineer Technical Letter
EXORD execute order
F
FAA Federal Aviation Administration
FARP forward arming and refueling point
FN forward node
FOB forward operating base
FP force protection
FW fixed-wing
G
GC ground controller
GCA ground control approach
GCC geographic combatant commander
GDSS global Decision Support System
GLO ground liaison officer
GMRS global mobility readiness squadron
GMS global mobility squadron
GNSS global navigation satellite system
H
HA humanitarian assistance
HAZMAT hazardous materials
HHQ higher headquarters
HN host nation
HQMC Headquarters, Marine Corps
I
ICAO International Civil Aviation Organization
IFR instrument flight rules
J, K
JAT joint assessment team

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 125

JFACC joint force air component commander
JFC joint force commander
JP joint publication
JTF joint task force
JTF-PO joint task force–port opening
L
LeMay Center Curtis E. LeMay Center for Doctrine Development and
Education
LZ landing zone
M
MACCS Marine air command and control system
MACG Marine air control group
MAG Marine aircraft group
MAGTF Marine air-ground task force
MATCD Marine air traffic control detachment
MAW Marine air wing
MCRP Marine Corps reference publication
MCTP Marine Corps tactical publication
MEDEVAC medical evacuation
MMT Marine air traffic control mobile team
MOG maximum (aircraft) on ground
MTTP multi-Service tactics, techniques, and procedures
MWSS Marine wing support squadron
N
NAS National Airspace System
NATOPS Naval Air Training and Operating Procedures Standardization
NAVAIDS navigational aids
NAVAIR Naval Air Systems Command
NAVFAC Naval Facilities Engineering Command
NCF Naval Construction Forces
NCO noncommissioned officer
NEO noncombatant evacuation operation
NGO nongovernmental organization

126 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

nm nautical mile
NMBC Naval Mobile Construction Battalion
NTTP Navy tactics, techniques, and procedures
NWDC Navy Warfare Development Command
O
OPCON operational control
OPT operational planning team
P
PACAF Pacific Air Forces
PAR precision approach radar
POC point of contact
POD port of debarkation
Prime BEEF prime base engineer emergency force
Q
QRF quick reaction force
R
RDT rapid deployment team
RED HORSE rapid engineer deployable heavy operational repair squadron
engineer
RPOE rapid port opening element
RW rotary-wing
S
SAA senior airfield authority
SF security force
SITREP situation report
SME subject matter expert
SOF special operations force
SOFA status-of-forces-agreement
SPINS special instructions
STS special tactics squadron
STT special tactics team
T
TACON tactical control
TACT tactical aviation control team

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 127

TAGGS Terminal Aeronautical GNSS Geodetic Survey
TAOG theater airfield operations groups
TERPS terminal instrument procedures
TM technical manual
TRADOC United States Army Training and Doctrine Command
TTP tactics, techniques, and procedures
U
UAS unmanned aircraft system
UFC Unified Facilities Criteria
US United States
USA United States Army
USACE United States Army Corps of Engineers
USAF United States Air Force
USAFE United States Air Forces in Europe
USMC United States Marine Corps
USN United States Navy
USTRANSCOM United States Transportation Command
UXO unexploded explosive ordnance
V, W
VFR visual flight rules
X, Y, Z
ZAR zone availability report
PART II – TERMS AND DEFINITIONS
aerial port—An airfield that has been designated for the sustained air movement of
personnel and materiel as well as an authorized port for entrance into, or
departure from, the country where located. See also port of debarkation; port of
embarkation. (DOD Dictionary of Military and Associated Terms. Source: JP 3-
17)
airfield—An area prepared for the accommodation (including any buildings,
installations, and equipment), landing, and takeoff of aircraft. See also departure
airfield; landing area; landing site. (DOD Dictionary of Military and Associated
Terms. Source: JP 3-17)
air base commander—The air base commander reports directly to the site commander
and is responsible for providing air base and airfield support at the site. The air
base commander will normally be a Marine wing support squadron commanding
officer or a detachment officer-in-charge, depending upon the level of support
that is required at the site. To support initial planning requirements, the air base

128 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 commander should participate in the advanced planning trips and support
coordinating: airfield support, real estate management, other air base support
with the staffs of the host nation air base commanders, and elements of the
Marine air control group detachment, specifically air traffic control. (MCTP 3-
20F.3)
air facility—An air facility is a secure airfield capable of supporting squadron-sized
elements and providing organizational maintenance activity support. The facility
sustains operations at a combat sortie rate and supports staging and
replenishment of forward sites (e.g., forward arming and refueling points).
Normally, an air facility does not perform major maintenance functions. An air
facility stages aviation ordnance. Rough terrain-capable support equipment move
and maintain aircraft and load ordnance. An air facility can be an airfield, road
segment, matted runway (i.e., expeditionary airfield), or clear, level ground. The
aviation combat element will usually employ a site commander at an air facility.
(MCRP 3-20F.3)
air point—Air point design supports specific tactical missions at predetermined
geographical locations. Air points are further broken down into forward arming
and refueling points or lager points. (MCRP 3-20F.3)
air site—An air site is a secure location where aircraft preposition to reduce response
time. The site is suitable for fully loaded and armed aircraft to land and await
preplanned or immediate missions. Operations are limited to receiving and
launching previously loaded aircraft. An air site may stage fuel and ordnance, but
the site does not receive routine logistic support and contains minimum
personnel. Operational requirements determine air site capability. Upon
completion of a mission, aircraft must return to either a main base or air facility
for refueling, weapons loading, and maintenance. (MCRP 3-20F.3)
base cluster—In base defense operations, [it is] a collection of bases, geographically
grouped for mutual protection and ease of command and control. (DOD
Dictionary of Military and Associated Terms. Source: JP 3-10)
base cluster commander—In base defense operations, a senior base commander
designated by the joint force commander responsible for coordinating the
defense of bases within the base cluster and for integrating defense plans of
bases into a base cluster defense plan. (DOD Dictionary of Military and
Associated Terms. Source: JP 3-10)
datum (geodetic)—A reference surface consisting of five quantities: the latitude and
longitude of an initial point, the azimuth of a line from that point, and the
parameters of the reference ellipsoid. World Geodetic System (WGS) 84 is the
official DOD positional reference system. (JP 2-03)
forward arming and refueling point—A temporary facility, organized, equipped, and
deployed to provide fuel and ammunition necessary for the employment of
aviation maneuver units in combat. Also called FARP. (DOD Dictionary of Military
and Associated Terms. Source: JP 3-09.3)

27 October 2018 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 129

forward operating base—An airfield used to support tactical operations without
establishing full support facilities. Also called FOB. (DOD Dictionary of Military
and Associated Terms. Source: JP 3-09.3)
landing area—1. That part of the operational area within which are conducted the
landing operations of an amphibious force. It includes the beach, the approaches
to the beach, the transport areas, the fire support areas, the airspace above it,
and the land included in the advance inland to the initial objective. 2. (Airborne)
The general area used for landing troops and materiel either by airdrop or air
landing. This area includes one or more drop zones or landing strips. 3. Any
specially prepared or selected surface of land, water, or deck designated or used
for takeoff and landing of aircraft. See also airfield; amphibious force; landing
beach; landing force. (DOD Dictionary of Military and Associated Terms. Source:
JP 3-02)
landing site—A site within a landing zone containing one or more landing points. See
also airfield. 2. In amphibious operations, a continuous segment of coastline over
which troops, equipment, and supplies can be landed by surface means. (DOD
Dictionary of Military and Associated Terms. Source: JP 3-02)
landing zone—Any specified zone used for the landing of aircraft. Also called LZ. See
also airfield. (DOD Dictionary of Military and Associated Terms. Source: JP 3-17)
main air base—A main air base is a secure airfield capable of supporting sustained
operations ashore. The base can handle aircraft up to, and including, C-5B and
C-17. Task organization requirements determine support agencies and required
facilities. At a minimum, the main air base includes an intermediate maintenance
activity support and full ground, logistic, and engineering functions required to
support current and future needs. (MCRP 3-20F.3)
senior airfield authority—An individual designated by the joint force commander to be
responsible for the control, operation, and maintenance of an airfield to include
the runways, associated taxiways, parking ramps, land, and facilities whose
proximity directly affects airfield operations. Also called SAA. (DOD Dictionary of
Military and Associated Terms. Source: JP 3-17)
site commander—A group or squadron commanding officer or detachment officer in
charge designated by the aviation combat element commander directly
accountable to the aviation combat element commander for everything that takes
place within the (air) base. The site commander’s authority and responsibilities
are not restricted to rear area operations but include all operational functions
supporting the base, including force closure and deployment to and from the site,
and [the site commander] must be intimately involved in the detailed planning of
all units to ensure the commander’s assigned mission timelines are met. The
JFC also may designate a site commander as the SAA. (MCRP 3-20F.3)

130 ATP 3-17.2/MCRP 3-20B.1/NTTP 3-02.18/AFTTP 3-2.68 27 October 2018

 *ATP 3-17.2
MCRP 3-20B.1 [3-21.1B]
NTTP 3-02.18
AFTTP 3-2.68
27 October 2018
By Order of the Secretary of the Army

Official: MARK A. MILLEY

General, United States Army
Chief of Staff
0$5.) $9(5,//
$FWLQJ$GPLQLVWUDWLYH$VVLVWDQW
WRWKH6HFUHWDU\RIWKH$UP\
1828802

DISTRIBUTION:
Active Army, Army National Guard, and US Army Reserve: Not to be distributed.
Electronic means only.

By Order of the Secretary of the Air Force

MICHAEL D. ROTHSTEIN
Major General, USAF
Commander
Curtis E. LeMay Center for Doctrine
Development and Education

ACCESSIBILITY: Publications and forms are available on the e-Publishing website

at www.e-publishing.af.mil for downloading or ordering.
RELEASABILITY: Distribution is unlimited
* Supersedes ATP 3-17.2/MCRP 3-20B.1[3-21.1B]/NTTP 3-02.18/AFTTP 3-2.68
dated 18 June 2015.
MARINE CORPS PCN: 144 000217 00 PIN: 104823-000