MCWP 3-25.8 

Marine Air Traffic Control 

Detachment Handbook

U.S. Marine Corps

PCN 143 000030 00
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 MARINE AIR TRAFFIC CONTROL DETACHMENT 

HANDBOOK

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DEPARTMENT OF THE NAVY

Headquarters United States Marine Corps

Washington, DC 20380-1775

1 August 1997

FOREWORD

The Marine air command and control system (MACCS) provides

the Marine aviation combat element commander with the means

to exercise control of those organic and nonorganic aviation

assets that are necessary to support Marine air-ground task force

(MAGTF) operations. Fleet Marine Force Manual (FMFM)

5-60, Control of Aircraft and Missiles, addresses basic planning

considerations for MACCS operations, employment, and

interoperability among MACCS and joint Service agencies.

Marine Corps Warfighting Publication (MCWP) 3-25.8, Marine

Air Traffic Control Detachment Handbook, complements and expands on the information in FMFM 5-60 by focusing on the details of the Marine air traffic control detachment (MATCD)

operations and the role it plays in MAGTF, joint, and multinational operations. Designated for MAGTF, naval expeditionary

force, and joint force commanders and staffs, MCWP 3-25.8

highlights MATCD—

 Organization

 Equipment

 Planning considerations

 Operational fundamentals

 Employment options
By investigating these areas, MCWP 3-25.8 provides the requisite information needed by commanders and staffs to understand and evaluate the operational principles and capabilities of

various MATCD employment options.

Reviewed and approved this date.

BY DIRECTION OF THE COMMANDANT OF THE MARINE 

CORPS 

 PAUL K. VAN RIPER

 Lieutenant General, U.S. Marine Corps

 Commanding General

Marine Corps Combat Development Command

DISTRIBUTION: 143 000030 00
Marine Air Traffic Control

Detachment Handbook

Table of Contents

Page

Chapter 1. Fundamentals

Role 1-2

Tasks 1-2

MATCD Operational Organization 1-3

Chapter 2. System Description

Marine Air Traffic Control and Landing System 2-1

AN/TSQ-120A/B Air Traffic Control Central 

 (ATC Tower) 

2-5

AN/TRC-195 Control Central 2-6

AN/TRN-44 Tactical Air Navigation (TACAN) Set 2-7

AN/TPN-30 Marine Remote Area Approach and

 Landing System (MRAALS) 2-7

AN/TSM-170 Maintenance Repair Group 2-8

Mobile Electric Power 2-8

Environmental Control Unit 2-9

Limitations 2-9

Equipment Upgrades and Replacements 2-10
iii

Chapter 3. Planning

Initial Planning 3-1

Intelligence Planning 3-3

Communications Planning 3-4

Electronic Warfare Planning 3-5

Site Selection Planning 3-7

Airspace Management Planning 3-9

External Support Planning 3-11

Joint/Multinational Operations Planning 3-11

Operations Brief 3-13

Chapter 4. Operations

Employment 4-1

Concept of Employment 4-3

MATCD/MACCS Interagency Relations 4-6

Operational Requirements 4-7

MATCD in Amphibious/Expeditionary Operations 4-8

Joint/Multinational Operations 4-9

Military Operations Other Than War 4-9

Voice Communications 4-9

Data Link Communications 4-10

Equipment Selection and Siting Considerations 4-11

 _____________________________________________
iv

Chapter 5. Training

Individual Training 5-1

Crew and Individual Proficiency Training 5-3

Unit Training 5-4

Evaluating Training 5-6

Appendices

A Forward Operating Bases A-1

B Communications Nets B-1

C Operations Brief Format C-1

D Glossary D-1

E References and Related Publications E-1

________________________________________________
 v (reverse

blank)

 _____________________________________________
Chapter 1

Fundamentals

The Marine air traffic control detachment (MATCD) is the principal terminal air traffic control organization within the Marine

air command and control system (MACCS). Two MATCDs are

structured to operate as subordinate elements of the Marine air

control squadron (MACS).

Each MATCD is organized and equipped to provide continuous

all-weather air traffic control services to an independent and geographically separated main air base or air facility and one remote

air site or point. Appendix A describes these forward operating

bases.

The MATCD mission is to provide continuous, all-weather air

traffic control services to a main air base/facility and to a remote

area landing site as part of the MACCS.

The MATCD also functions as an integral part of a MAGTF’s

integrated air defense system (IADS). Marine air traffic control

equipment is maintained by the MATCD and supported by the

Naval Air Systems Command.
ROLE

The MATCD—

Provides airspace control, management, and surveillance for

its designated airspace sector.

Provides navigational assistance to friendly aircraft, including

itinerant air traffic control services.

Interfaces with the MACCS, other military air control agencies, and/or civilian agencies/authorities.

Provides required air traffic control services in support of

MAGTF operations.

Provides personnel to the survey, liaison, reconnaissance

party team to ensure MATCD siting criteria and terminal instrument procedures (TERPs) are considered and addressed

during the site survey.

TASKS

The MATCD—

Provides control tower, radar, and non-radar approach/departure control services within its assigned airspace.

Provides precision as well as nonprecision navigational aids

(NAVAIDs).

Provides automatic landing system approach and landing services under all-weather conditions.

1-2 MCWP 3-25.8
Displays and disseminates appropriate air and ground situation information to designated higher and adjacent air command and control agencies, including the Marine tactical air

command center, tactical air operations center, direct air support center, air defense detachment, and low altitude air defense battalion, while functioning as an integral element of the

MACCS.

Serves as the operational liaison between the MAGTF and

national/international air traffic control agencies.

Coordinates the activation of the airfield base defense zone

(BDZ).

MATCD OPERATIONAL ORGANIZATION

The MATCD’s assigned mission and supporting task organization will determine the air traffic control element's exact crew requirements.

The MATCD is headed by a detachment commander who coordinates detachment activities and supervises the detachment’s air

traffic control watch officers. Watch officers are crew managers.

MATCD crews are typically operationally organized into command, radar control, and tower control sections. Each detachment is organized to provide the MAGTF with one Marine air

traffic control mobile team (MMT). Figure 1-1 shows a

MATCD’s notional organization. 

MATCD Handbook 1-3
1-4 MCWP 3-25.8

Figure 1-1. Notional MATCD Operational Organization.
Command Section

The command section supervises and coordinates each

MATCD’s activities. The command section includes the air traffic control (ATC) watch officer, radar supervisor, and tower supervisor.

ATC Watch Officer. The ATC watch officer is responsible for

the detailed operation of the detachment’s crew; the proper coordination between each of the detachment’s sections; and the

proper coordination between the detachment, internal airfield

units, and other MACCS agencies.

Radar Supervisor. The radar supervisor is responsible to the

ATC watch officer for the operational efficiency of the radar section. Responsibilities include briefing the section on the current

weather, equipment and airfield conditions; the exchange and

correlation of aircraft position and identification information with

other MACCS agencies; the conduct of tactical digital information link (TADIL) B and TADIL C data link operations; and the

coordination of electronic protection (EP) within the terminal

control area (TCA).

Tower Supervisor. The tower supervisor is responsible to the

ATC watch officer for the operational efficiency of the tower

section. Responsibilities include briefing the section on current

weather, equipment, and airfield conditions. The tower supervisor is also responsible for coordinating and directing control of

aircraft operating within the TCA as well as the control of air

and surface vehicular traffic operating on runways, taxiways, and

other designated movement areas of the airfield.

MATCD Handbook 1-5
1-6 MCWP 3-25.8

Figure 1-2. Radar Control Section Responsibilities.
Radar Control Section

Under the cognizance of the radar supervisor, the radar control

section is responsible for management of assigned/designated airspace. The radar control section’s division of responsibilities

(fig. 1-2) can be compared to a bull's-eye (though not necessarily

concentric) with the approach, arrival/departure, and final controllers each responsible for aircraft control within an assigned

ring. The radar control section transmits information via data

link or voice cross tell to other air control agencies, supervises

MATCD execution of the emission control (EMCON) conditions

set by the Marine tactical air command center (TACC), and employs appropriate EP measures.

*The tower typically controls the "inner ring" during VFR conditions.

MATCD Handbook 1-7
Approach Controller. The approach controller maintains radar

surveillance of approach control airspace and provides air traffic

control services to aircraft. Approach controllers determine the

separation/sequencing of aircraft and initiate/receive radar handoffs from other control agencies. Approach controllers typically

process and coordinate aircraft passing through the TCA entering

arrival/departure airspace. While radar is the preferred method of

separating aircraft, approach controllers can provide navigation

and aircraft separation information using non-radar procedures.

Arrival/Departure Controller. The arrival/departure controller accepts radar or procedural handoffs from the approach controller

and provides air traffic control services for aircraft until they

reach approach minimums or are handed off to the final controller or tower controller. The arrival/departure controller may use

radar or non-radar methods of control to process aircraft within

the arrival/departure airspace.

Final Controller. The final controller conducts precision approaches using the automatic carrier landing system (ACLS) and

radar approaches using the airport surveillance radar. The final

controller typically provides these services to aircraft during periods of poor weather or visibility. Aircraft operating under visual flight rules (VFR) conditions typically contact the airfield

tower to conduct a VFR approach.

Data Link Coordinator. The data link coordinator is responsible

for the orderly functioning of the data link with other

MACCS/joint Service air control agencies, the accuracy of situation displays, and track coordination functions with the data

link’s interface control unit.

1-8 MCWP 3-25.8
Tower Control Section

The tower control section is responsible for the control of

friendly aircraft operating within the tower’s assigned airspace.

Airspace is typically limited to an area that can be visually observed and surveyed from the tower (approximately a 5-mile radius from the airfield up to an altitude of 2,500 feet above

ground level). The tower control section is also responsible for

air and vehicular traffic operating on runways, taxiways, and

other designated areas of the airfield.

Local Controller. The local controller maintains visual surveillance of the TCA and other movement areas to formulate and issue clearances and control instructions to aircraft operating under

the jurisdiction of the tower. Clearances and control instructions

given by the local controller are designed to provide necessary

separation between aircraft.

Ground Controller. The ground controller provides general surveillance of the airfield and formulates and issues ground movement clearances to aircraft and vehicles operating on the airport

movement area.

Flight Data Operator. The flight data operator posts, relays, and

coordinates aircraft movement data and posts weather updates.

Marine Air Traffic Control Mobile Team

The MMT is normally the lead element for establishing initial

MAGTF air traffic control services. MMTs usually support operations at air sites, forward arming and refueling points

(FARPs), rapid ground refueling (RGR) points, or lagger points.

(See app. A.) As a stand-alone air traffic control capability, the

MATCD Handbook 1-9
MMT can task-organize to provide air traffic control services for

airfield seizures, noncombatant evacuation operations, humanitarian/civil assistance operations, and other MAGTF operations.

Functions. The MMT rapidly establishes and controls tactical

landing zones (TLZs), which are temporary, austere landing

strips for fixed-wing aircraft, and helicopter landing zones

(HLZs) for rotary wing aircraft in remote locations. The MMT

is specifically trained and task-organized to—

Recommend/assist in TLZ/HLZ site selection.

Conduct TLZ/HLZ surveys.

Mark TLZ/HLZ.

Provide air traffic control services at designated TLZs/HLZs.

Coordinate with civil and military control agencies.

Tasks. The MMT supports the MAGTF by—

Formulating and issuing air traffic control clearances, instructions, and advisories to effect safe, orderly, and expeditious

movement of air traffic in their assigned airspace.

Surveying air sites to determine each site’s operational suitability for the number and the type of aircraft.

Marking TLZs/HLZs (as the mission dictates).

Establishing a control point from which to exercise air traffic

control.

Establishing a TCA around each TLZ and controlling all air

1-10 MCWP 3-25.8
traffic within this area under VFR and instrument flight rules

conditions. This task may be extended to include non-radar

approach control services.

Developing terminal instrument procedures for TLZs/HLZs.

Providing and operating NAVAIDs.

Providing limited weather observations and information.

Assisting in selecting sites for TLZ/HLZ operations.

Establishing communications for air traffic control services

and coordination within the MMT’s TCA and for MMT connectivity with the MACCS.

MATCD Handbook 1-11
Chapter 2

System Description

The MATCD’s equipment serves two primary purposes. Equipment is used to provide air traffic controllers with the information necessary to maintain situational awareness and to

effectively control and coordinate friendly aircraft activities in

and around forward operating bases. MATCD equipment also

provides information to aircraft navigating in MATCD-controlled

airspace. The MATCD task-organizes the equipment it needs to

meet mission requirements.

MARINE AIR TRAFFIC CONTROL

 AND LANDING SYSTEM (MATCALS)

The MATCALS provides continuous radar approach, departure,

and en route air traffic control capabilities. MATCALS collects,

evaluates, and displays air track data and disseminates information to other air control agencies. MATCALS consists of three

subsystems: AN/TPS-73 air traffic control subsystem (ATCS),

AN/TPN-22 all-weather landing subsystem (ALS), and AN/TSQ131 control and communications subsystem (CCS).

AN/TPS-73 Air Traffic Control Subsystem

The AN/TPS-73 ATCS (fig. 2-1) is a two-dimensional, transportable tactical airport surveillance radar system operating in the

E band (2705 - 2895 MHz). This nonlinear radar is capable of a

60 nautical mile (nmi) surveillance range for its primary radar
and a 120 nmi search range for its secondary radar (identification, friend or foe [IFF]). It can also detect airborne targets up to

an altitude of 60,000 feet. The AN/TPS-73 ATCS can interrogate

IFF Modes I, II, III, IV, and C. Radar and IFF information from

the ATCS are processed within the CCS and can be forwarded to

other agencies via data link (TADIL B) and/or voice communications. The AN/TPS-73 ATCS can simultaneously detect and

track up to 600 air targets.

AN/TPN-22 All-Weather Landing Subsystem

The AN/TPN-22 ALS (fig. 2-2) is an I band (9000 - 9200 MHz),

three-dimensional, transportable phased array radar which provides the MATCD with tactical precision approach capabilities.

2-2 MCWP 3-25.8

Figure 2-1. AN/TPS-73 Air Traffic Control Subsystem.
The AN/TPN-22 ALS’s pencil beam radar has a 10 nmi range

and an 8 degree (-1 to +7 degree) angular coverage in elevation.

The AN/TPN-22 ALS provides ACLS Mode I/IA, Mode II, and

Mode III approach services via TADIL C for all-weather landings. The AN/TPN-22 ALS is capable of automatic tracking for

up to six aircraft simultaneously.

AN/TSQ-131 Control and Communications Subsystem

The AN/TSQ-131 CCS (fig. 2-3) is the heart of MATCALS. It

functions as a collection point for radar data produced by the

ATCS and the ALS. The CCS consists of two International Standards Organization shelters which allow its employment in either

a single or dual shelter configuration. Each shelter provides four

processor display system (PDS) consoles which serve as operational workstations for crew members. Each PDS has its own

MATCD Handbook 2-3

Figure 2-2. AN/TPN-22 All-Weather Landing System.
communications capability. In addition to intercommunications

and switchboard circuits, the CCS provides access to one high

frequency (HF), three very high frequency (VHF) amplitude

modulation (AM), one VHF frequency modulation (FM), and

eight ultrahigh frequency (UHF) radios. One UHF radio is reserved for TADIL C. In addition to accessing single channel radios, the CCS provides access to 10 external telephone lines. 

The CCS has the capability to automatically exchange certain elements of command tactical intelligence and situation data with

other MATCDs, tactical air operation centers (TAOCs), and the

TACC via TADIL B. The AN/TSQ-131 is also capable of encrypted communications.

AN/TSQ-120A/B AIR TRAFFIC CONTROL

 CENTRAL (ATC TOWER)

The ATC tower (fig. 2-4) is a transportable tower facility which

2-4 MCWP 3-25.8

Figure 2-3. AN/TSQ-131 Control

 and Communications Subsystem.
provides operators with a 360 degree visual observance of aircraft, both on the ground and in the air, operating within a designated control zone and visual control over ground vehicles

operating in the vicinity of the runway. The ATC tower can be

erected to heights of 8, 16, or 24 feet. The ATC tower provides

three operator positions from which aircraft and airfield control

is effected through the use of radio communications and visual

aids. The ATC tower provides operators with access to 1 HF, 3

VHF/ AM, 1 VHF/FM, and 5 UHF single channel radios, and

up to 10 telephone lines. The AN/TSQ-120B model is capable of

encrypted communications. All audio communications are recorded. Visual communication is effected through the use of an

ALDIS lamp. 

AN/TRC-195 CONTROL CENTRAL

The AN/TRC-195 (fig. 2-5) provides a limited tower capability

for remote site operations. Typically employed in the rear section

of a high mobility, multipurpose wheeled vehicle (HMMWV),

MATCD Handbook 2-5

 Figure 2-4. AN/TSQ-120A/B

 Air Traffic Control Central.
the AN/TRC-195 provides up to two controllers with communications access to four 20 Hz telephone lines and one HF/VHF

FM, one VHF AM, and two UHF single channel radios.

AN/TRN-44 TACTICAL AIR

 NAVIGATION (TACAN) SET

The AN/TRN-44 TACAN (fig. 2-6) is a transportable, dualchannel navigational aid which provides up to 100 TACANequipped aircraft with range, bearing, and station identification

2-6 MCWP 3-25.8

Figure 2-5. AN/TRC-195 Control Central.
information within an effective radius coverage of 200 miles. It

is used for both en route navigation guidance and as an instrument approach aid. The AN/TRN-44 TACAN tower can be

erected to heights of 6, 12, 18, 24, and 30 feet.

AN/TPN-30 MARINE REMOTE AREA APPROACH

AND LANDING SYSTEM (MRAALS)

The AN/TPN-30 MRAALS (fig. 2-7) is a two-person, portable,

all-weather instrument landing system. It provides a 40 degree

azimuth and 20 degree elevation guidance out to 10 nmi on final

approach to aircraft equipped with the ARA-63 airborne radar

system. It also provides 360 degree distance measuring equipment and station identification information out to 40 nmi.

MATCD Handbook 2-7

Figure 2-6. AN/TRN-44 TACAN.
AN/TSM-170 MAINTENANCE

 REPAIR GROUP

The AN/TSM-170 consists of four shelters which contain workbenches, test equipment, cabinets, tools, and other equipment

n

e

c

e

s

s

a

r

y

f

o

r

maintenance of air traffic control equipment.

MOBILE ELECTRIC POWER

The MATCD and its parent MACS provide 60 Hz mobile electric power to support detachment operations.

ENVIRONMENTAL CONTROL UNIT

The HD-1099 environmental control unit is used with MATCD

electronic equipment shelters for cooling and heating.

2-8 MCWP 3-25.8

Figure 2-7. AN/TPN-30 MRAALS.
 LIMITATIONS

Electronic Signature

The MATCD has a large electronic signature generated by its air

surveillance radars and voice and data communications equipment. Effective planning and employment of EMCON measures

are paramount to maximizing the MATCD’s survivability.

Low Altitude Air Surveillance

The MATCD employs ground-based radar systems. Therefore,

its radar coverage is susceptible to line of sight (LOS) limitations. Use of high ground for radar emplacement, airborne sensors, dispersion of sensors, and incorporation of other radar

units’ air picture can be used to minimize terrain masking effects

on the MATCD.

Dispersion

The MATCD must contend with physical limitations of the

equipment when considering options for dispersal. Dispersion

between each radar and the CCS is restricted to the 250-foot

length of the connecting cable. 

EQUIPMENT UPGRADES

AND REPLACEMENTS

Among the planned improvements to Marine air traffic control

equipment are two principal initiatives: the remote landing site

tower (RLST) and the common aviation command and control

MATCD Handbook 2-9
system (CAC2

S).

Remote Landing Site Tower

The RLST (fig. 2-8) is intended as a replacement for the

AN/TRC-195 control central. The RLST will provide the means

for rapid emplacement, establishment, and withdrawal of communications and other related capabilities required for VFR air

traffic control services at remote landing sites. 

The RLST will consist of an extendible-roof S-250 shelter containing the equipment required for air traffic control services at

remote sites. The system will include a high mobility trailer to

carry antennas, generators, and communications equipment. 

The RLST will be capable of operating in a HMMWV-mounted

configuration or in a stand-alone configuration. The RLST system will include six radios and have the capability to introduce

up to six land lines into its communications system.

2-10 MCWP 3-25.8
Common Aviation Command and Control System

Upon the end of its service life, the AN/TSQ-131 CCS may be

replaced with CAC2S and the CAC2S communications suite. The

CAC2S initiative will provide a common equipment suite within

the MACCS, thus enhancing interoperability and reducing logistics requirements. CAC2

S’s standardized hardware suite will be

equipped with a MACCS-common complement of servers, workstations, processors, etc. CAC2

S’s software will consist of standardized common components with agency-specific (TACC,

TAOC, direct air support center [DASC], etc.) applications.

Each system will be modular in design and configured to meet

each agency’s mission requirements.

MATCD Handbook 2-11

(reverse blank)

Figure 2-8. Remote Landing Site Tower.
Chapter 3

Planning

Specific information on the MAGTF planning process and the

documents useful in conducting MAGTF and aviation combat

element (ACE) planning are contained in FMFM 3-1, Command

and Staff Action, FMFM 5-70, MAGTF Aviation Planning, and

FMFRP 5-71, MAGTF Aviation Planning Documents. MCO

3501.9B, Marine Corps Combat Readiness Evaluation System

(MCCRES), outlines MATCD specific planning requirements.

Though the planning phases outlined below may occur in sequence, most of these steps are conducted concurrently.

INITIAL PLANNING

Considerations for the initial planning phase include—

Conducting a mission analysis, including specified and implied tasks, based on the MAGTF and ACE commanders’ intent and concept of operations.

Identifying assumptions necessary for continuation of the

planning process. These assumptions should supplement assumptions already addressed by higher headquarters and be in

concert with planning guidance received from higher headquarters.

Analyzing the friendly force composition from the joint/

multinational level down to the MACCS and addressing

integration/interface requirements with MAGTF and joint
force planners (specifically the airspace control authority

[ACA], the area air defense commander, and adjacent air control agencies).

Conducting initial coordination/liaison with the International

Civil Aviation Organization (ICAO), host nation air traffic

control facilities, and the Federal Aviation Administration

(FAA) for airspace and liaison requirements.

Analyzing the threat’s air and ground order of battle and electronic warfare (EW), reconnaissance, and unconventional

warfare capabilities.

Analyzing the amphibious objective area (AOA)/area of operations (AO), with particular emphasis on the ACA’s guidance, to begin initial planning for terminal control airspace,

Class D airspace, and minimum risk routes (MRRs). Class D

airspace is that airspace from the surface to 2,500 feet above

the airport elevation surrounding those airports/airfields that

have an operational control tower.

Identifying communications requirements for subordinate, adjacent, and higher level circuits with the ACE/MAGTF communications planners. Initial communications planning should

focus on the critical information flow and the desired connectivity necessary to achieve this flow.

Providing air traffic control specialist input to aviation estimates of supportability for all assigned operations. Input

should summarize significant aviation aspects of the situation

that might influence any course of action (COA) proposals.

The input is also used to evaluate and determine how aviation

units can best be employed to support contemplated MAGTF

COAs. The aviation estimate is prepared by the ACE commander, his staff, and subordinate elements. The end product

3-2 MCWP 3-25.8
of the aviation estimates of supportability will include recommending a COA to the MAGTF commander. At a minimum,

aviation estimates of supportability will include—

Which contemplated COA(s) can best be supported by the

ACE.

Salient disadvantages of less desirable COAs.

Significant aviation limitations (including command and

control) and problems of an operational or logistical nature.

INTELLIGENCE PLANNING

MATCD personnel will coordinate intelligence planning with the

squadron S-2 or higher headquarters. Intelligence planning considerations include—

Obtaining preliminary and detailed aviation intelligence estimates.

Identifying intelligence requirements and submitting them to

the squadron S-2 in the form of simple, concise requests. Intelligence requirements should state the preferred product format.

Determining the MATCD staff’s requirements for maps,

charts, photographs, and other graphic aids.

Obtaining a complete enemy order of battle including information on the threat’s missiles, aviation assets, EW, naval,

and ground force capabilities.

MATCD Handbook 3-3
Preparing a detailed rear area assessment for the MATCD and

any deployed sites within its assigned sector.

Determining the enemy’s access to and the overhead times for

satellite systems and the enemy’s processing time for the imagery. 

COMMUNICATIONS PLANNING

Communications planning involves a coordinated effort between

MATCD/MACS representatives and communications planners

within the MACCS and ACE/MAGTF staffs. Communications

planning considerations include—

Establishing required communications connectivity between

adjacent MACCS agencies, as well as those agencies external

and internal to the supported airfield (including civil air traffic

control agencies).

Determining required communications nets, as well as a prioritization and restoration plan for the use of these nets. Appendix B provides a list of communications nets used by the

MATCD.

Determining data link connectivity requirements for both

TADIL B and TADIL C.

Developing a security control of air traffic and navigational

aids (SCATANA) plan. The SCATANA plan will include

procedures for silent aircraft taxi, launch, and recovery procedures for day and night operations, NAVAIDs which will be

secured, and the securing authority for the NAVAIDs.

3-4 MCWP 3-25.8
Identifying communications security material. Planners should

address required encryption hardware and software, authentication tables, brevity codes, and challenge/password changeover times.

Ensuring the MATCD is included on distribution lists for the

automated communications electronics operating instruction

and air tasking order (ATO).

Addressing air traffic control unique frequency requirements

with ACE/MAGTF communications planners. The necessity

for like communications media between the MATCD and

civil aviation authorities requires MATCD planning for using

frequencies within the VHF(AM) frequency spectrum

(116-134 MHz w/50 kHz spacings). This frequency band is

used for the control of civil aircraft; 50 kHz spacing may also

be necessary for the UHF band for communicating with allied

nations’ aircraft.

ELECTRONIC WARFARE PLANNING

When the enemy has a known EW and electronics intelligence

capability, planning considerations may include—

Requesting an assessment of the enemy’s electronic order of

battle (communications and radar jamming capabilities, antiradiation missile capabilities, and delivery profiles).

Submitting recommendations for EMCON and radiation control (RADCON) standards within the MATCD’s assigned sector. EMCON and RADCON plans should incorporate all

ground-based sensors operating within the sector and consider 

MATCD Handbook 3-5
the antiradiation missile threat to maintain effective sector surveillance. EMCON and RADCON planning considerations

should address—

Minimum communications procedures.

Use of brevity codes and authentication devices.

Use and security of COMSEC materials.

Delegation of EMCON authority.

Signals security.

Beadwindow calls.

Gingerbread procedures.

Employment of directional antennas. 

Circuit discipline.

Appropriate radio wattage.

Radar blinking and blanking.

Use of frequency diversity and frequency agile radios.

Physical dispersion and appropriate siting of communications emitters (including radars, radios, and NAVAIDs).

Available demand features on NAVAIDs and their use.

Considering the EW threat when determining the locations of

MATCD radars.

3-6 MCWP 3-25.8
Providing input to the MAGTF command and control warfare

plan.

Ensuring that planners, operators, and users of electronic

equipment thoroughly understand the EW threat and the

EMCON/EP techniques used to counter that threat.

SITE SELECTION PLANNING

The site selection process begins once the MATCD’s sector is

assigned. Planners must ensure adequate space for site establishment, access to the site, and radar coverage of the sector are

maximized. The site selection process includes—

Conducting surveys using maps, aerial photos, charts, and

other graphic aids to identify candidate sites.

Producing/obtaining radar coverage diagrams from the tactical

aviation mission planning system, Joint Electronics Office,

other automated sources, or manual computations.

Determining optimum siting locations for communications

connectivity with higher/adjacent and subordinate agencies using applicable computer programs, LOS diagrams, and HF

frequency propagation predictions.

Submitting a list of candidate sites to the ACE commander

based on map surveys and other studies. MATCD siting considerations should encompass all task-organized equipment

and personnel in both movement and physical requirements.

Physical site characteristics considerations include—

Radar coverage of the assigned airspace.

MATCD Handbook 3-7
Ground that has no more than 10 degrees of slope.

Spatial requirements (e.g., antennas or radio frequency

hazards).

Logistics supportability.

Camouflage and concealment.

Trafficability and access.

Emergency destruction and/or movement.

Drainage.

Defensibility. 

In addition to the physical geography of the site, planners should

consider the candidate site’s proximity to related activities occurring in or around the forward operating base. These functional

site considerations should address the locations of—

Fuel points and fuel storage areas.

Ordnance storage areas.

Arming/dearming areas.

Air lift control element locations.

Pre-existing NAVAIDs.

Arresting gear.

Medical evacuation areas.

Search and rescue aircraft.

3-8 MCWP 3-25.8
Crash, fire, and rescue units/hot spots.

Field weather observation services.

Field of view.

Obstructions.

Requesting radar frequency authorization from the appropriate

authorities.

Establishing a phased plan of equipment arrival at the site to

facilitate rapid commencement of operational capabilities and

communications.

Selecting an advanced party to conduct physical reconnaissance, locate positions for equipment, and plan specific equipment sites.

Preparing diagrams or models that depict equipment locations

and are the basis for setup crew briefings.

Ensuring site plans consider maximum dispersal and remoting

of equipment to reduce electromagnetic and infrared signatures.

Designating alternate site locations.

AIRSPACE MANAGEMENT PLANNING

Airspace management planning involves segmenting assigned airspace by volume and/or time for the safe and expeditious flow of

air traffic. Airspace management also involves establishing various air defense control measures which are designed to protect

MATCD Handbook 3-9
friendly installations from enemy air attack. Planning considerations include—

Analyzing the AOA/AO to determine dimensions, suitable

airfields within, possible conflicts with civil aviation, unmanned aerial vehicles (UAV), and preferred routings for

friendly aircraft.

Determining the size and shape of terminal control airspace.

Usable NAVAIDs, civil air traffic patterns, UAVs, and conflicts with other users of this airspace will affect the airspace’s

configuration.

Determining the size and shape of Class D airspace. Military

(manned and unmanned aircraft) and applicable civil traffic

patterns should be considered.

Ascertaining the size and shape of the BDZ. BDZ dimensions

are normally determined by the effective engagement envelope of the supporting air defense systems (e.g., Stinger) and

anticipated air traffic patterns. Entry and exit procedures, including safe lanes as well as IFF mode and code requirements, must be established during BDZ construction.

Preparing TERPs for designated airfields and submitting the

approach plates to the Naval Flight Information Group for approval and publication.

Participating with other MACCS agencies in the planning and

development of MRRs. Planning should include consideration

of UAV and civil aircraft routing.

Coordinating with ICAO, host nation air traffic control,

and/or FAA authorities for the effective use of existing airspace.

3-10 MCWP 3-25.8
Coordinating with higher headquarters to publish air traffic

control procedures in the airspace control order/airspace control plan (ACO/ACP) and pilot controller handbook.

Coordinating with local ground-based air defense unit(s) for

BDZ early warning cueing.

Developing procedures for handling transient aircraft within

the MAGTF’s AO.

EXTERNAL SUPPORT PLANNING

MATCD-unique external support planning considerations include—

Identifying and coordinating sufficient transportation and materials handling equipment necessary to rapidly emplace the

MATCD.

Coordinating aviation supply/logistics support for Naval Air

Systems Command-supported equipment through the Marine

aviation logistics squadron.

JOINT/MULTINATIONAL OPERATIONS PLANNING 

The MAGTF must ensure its operations are integrated and coordinated with joint/multinational forces. MAGTF air command

and control representatives should be included as part of the joint

operations planning (e.g., development of the joint air operations

plan, ACP, or the air defense plan). The ACE commander, his

staff, and/or MACCS agencies normally provide these subject

MATCD Handbook 3-11
matter experts. They also identify MAGTF capabilities and requirements relative to airspace control and air defense operations. Joint/multinational operations plans must specifically—

Integrate with and complement the joint/multinational force’s

mission.

Ensure the interoperability of equipment and personnel.

Ensure the common use and understanding of terminology.

Allow responsiveness and the massing of firepower whenever

and wherever needed.

Identify the proper liaison and staff/agency representation between joint force components. Representatives from each

component must enable and improve the information flow and

provide expertise.

Outline procedures for airspace control and air defense degradation.

Facilitate transition from peacetime conditions to hostilities.

Air operations, airspace, and air defense planning will be integrated with the joint force’s planning cycle. Input from all components must be consolidated and integrated into the joint air

operations plan, the ACP, and the air defense plan. The ACP and

air defense plan are part of the joint air operations plan and must

be included in the joint force operations plan. The ACO is published and disseminated based on guidelines established in the

ACP. As an integral part of the joint ATO, integrated tasking

order, or air tasking message (NATO), the ACO may be distributed as a part of these documents or may be issued separately.

3-12 MCWP 3-25.8
OPERATIONS BRIEF

The MATCD operations brief is developed based on the planning

conducted at the MACCS (e.g., Marine air control group

[MACG]) planning staff level. It is designed to ensure that the

detachment has sufficient information to prepare for operations at

its forward operating base. The brief may serve as an additional

source of information along with operations orders, the ACP, the

ACO, and applicable standing operating procedures for supervisors to prepare crew briefings before assuming their watch. Appendix C is an operations brief format.

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MATCD Handbook 3-13
Chapter 4

Operations

The MAGTF commander uses Marine aviation to assist efforts in

support of the commander, amphibious task force; naval expeditionary force commander; joint task force commander; or joint

force commander. In its most common employment, the

MATCD will operate in support of expeditionary operations

ashore.

EMPLOYMENT

The MATCD task-organizes to fulfill its mission. The services

required at a forward operating base will dictate the number of

personnel and types of equipment necessary to support the mission. Common MATCD employment options follow.

Full Service ATC Detachment

The full service ATC detachment is designed to support continuous all-weather air traffic control services at a main air base.

Services provided by the full service ATC detachment typically

include control tower, TACAN, radar approach and departure

control, and precision/nonprecision and instrument approaches.

Table 4-1 is a notional equipment listing for a full service ATC

detachment.
Table 4-1. Full Service ATC Detachment

Notional Equipment Listing.

Tower and TACAN Detachment

The tower and TACAN detachment capabilities focus on providing all-weather air traffic control services at a designated site.

Services provided by the tower and TACAN detachment include

control tower and TACAN instrument approaches and departures. Table 4-2 is a notional equipment listing for a tower and

TACAN detachment.

4-2 MCWP 3-25.8

System Nomenclature Quantity

AN/TSQ-12 A/B ATC Tower 1

AN/TRN-44 TACAN 1

AN/TPN-22 Precision Approach Radar 1

AN/TPS-73 Airport Surveillance Radar

 1

AN/TSQ-131 Communication Control 2

Subsystem

AN/TPN-30 MRAALS (Microwave 3

Landing System)

OA-9141/TSM-170 Auxiliary Equipment 1

Maintenance Facility

OA-9142/TSM-170 Communications Equipment 1

Maintenance Facility

OA-9143/TSM-170 Radar Equipment 1

Maintenance Facility

OA-9144.TSM-170 Microcomputer Repair Facility 1

HD-1099 Environmental Control Unit 18

MEP006A Generator Set 11

MEP015A Generator Set 7
Table 4-2. Tower and TACAN Detachment

 Notional Equipment Listing.

MMT

The MMT is used for short duration operations, typically 72

hours or less, as the lead element of a follow-on detachment. An

MMT can provide non-radar air traffic control services up to 40

nmi from a TLZ using a portable NAVAID and non-radar procedures. The MMT’s relatively small logistics footprint requires

fewer transportation assets than the larger MATCD options and

is conducive to rapid site establishment and retrograde. Table 4-3

is a notional equipment configuration for the MMT.

CONCEPT OF EMPLOYMENT

The MATCD task-organizes its personnel and assets to support

its MAGTF assigned mission. While a particular MATCD configuration may normally be associated with a Marine expeditionary force (MEF) or Marine expeditionary unit (special operations

capable) (MEU[SOC]), specific requirements for a given tactical

situation will dictate the actual configuration suitable for the mission.

MATCD Handbook 4-3

System Nomenclature Quantity

AN/TSQ-12 A/B ATC Tower 1

AN/TRN-44 TACAN 1

OA-9142/TSM-170 Communications Equipment 1

Maintenance Facility

HD-1099 Environmental Control Unit 5
Table 4-3. MMT Notional Equipment Listing.

* Equipment not on the MATCD table of equipment which requires

sourcing from other units.

Marine Expeditionary Force

Coordination of MAGTF air operations during MEF operations

requires a considerable amount of air traffic control support and

will typically be based on the number of air bases and forward

operating bases from which MAGTF aircraft are operating. Normally, four full MATCDs will deploy to provide continuous, allweather air traffic control services at up to four main air bases.

The four detachments can also field four MMTs to provide limited air traffic control services at air facilities or air sites. MEF

forward elements are typically supported by two MATCDs. The

two detachments can provide continuous, fully capable air traffic

4-4 MCWP 3-25.8

System Nomenclature Quantity

AN/TPN-30 MRAALS (Microwave 1

Landing System)

MEP015A Generator Set 1

AN/PRC-113 UHF/VHF Radio* 3

AN/PRC-119 VHF/FM Radio* 2

AN/PRC-104 HF Radio* 1

TA-312 Field Phone 2

KY-57 TSEC Device* 2

KY-65 TSEC Device* 1

AS-390 UHF Antenna* 1

RC-292 VHF Antenna* 1

ACR/L-32 Light Set* 1

- - - - Hand-Held Anemometer 1

- - - - Portable ALDIS Lamp* 1

M-9 Pyrotechnic Pistol* 1

- - - - 7x50 Binoculars 1
control services at up to two main air bases and two MMTs for

air traffic control support at two air facilities or air sites.

MEU(SOC)

Limited air traffic control services are typically provided to a

MEU(SOC) by one MMT. The MMT is capable of controlling

TLZs for fixed-wing aircraft and HLZs for rotary wing aircraft

under both visual meteorological conditions and instrument meteorological conditions. The MMT has the organic capability to

operate for up to 72 hours without resupply or augmentation. It

can support a variety of air traffic control missions as an independent unit or as part of a larger force in joint/multinational operations. Specifics regarding MMT employment are discussed in

unit standing operating procedures.

The MMT is specifically designed to be inserted in remote locations to support MAGTF air operations. Common methods of

MMT insertion are tactical vehicle and air insert.

Tactical vehicle insertion is the primary method of deploying an

MMT to its air point. To move personnel and equipment to the

air point, each MMT is equipped with a HMMWV. Normally,

all MMT personnel and equipment fit within the HMMWV.

Air insert operations deliver the MMT to their assigned air point

by fixed-/rotary wing aircraft. The MMT is among the first aviation capabilities introduced into the objective area. Early establishment of air traffic control services at the air point ensures that

all succeeding aviation efforts have air traffic control and navigational guidance available, thus enhancing the safe and expeditious

flow of air traffic into and out of the air point and surrounding

airspace.

MATCD Handbook 4-5
MATCD/MACCS INTERAGENCY RELATIONS

MATCD and TACC

The MATCD is subordinate to the TACC and provides decentralized control functions for friendly air traffic operating in and

around designated forward operating bases. Through liaisons to

host nation air traffic control facilities and operational detachments established at forward operating bases, MATCD personnel

keep the TACC informed on the status of friendly and civilian

air traffic, changes to airspace control measures which impact on

MATGF air operations, and the operational status of various air

bases/airfields. The TACC provides the MATCD with guidance

on the conduct of MAGTF air operations and updates to the air

tasking order and airspace control order.

MATCD and TAOC

The TAOC and MATCD coordinate aircraft departure and return

to force information to assist in the aircraft identification and recovery process. The TAOC advises the MATCD on the current

air threat situation and provides air warning data for the

MATCD activation and control of the BDZ. The MATCD disseminates air defense control measures received from the TAOC

to applicable MAGTF elements and aircraft under MATCD control.

MATCD and DASC

The DASC and MATCD coordinate aircraft departure and return

to force information to assist in the aircraft identification and recovery process. 

4-6 MCWP 3-25.8
OPERATIONAL REQUIREMENTS 

Each MATCD has the capability of supporting one main air base

and one remote air site or point. The detachment has a full range

of air traffic control capabilities to include air surveillance radar,

IFF, ACLS radar, communications, NAVAIDs, and a control

tower. This equipment provides a MATCD with positive airspace control capabilities that encompass airspace extending out

to 60 nmi from a main air base using radar control procedures

and out to the limits of MATCD designated airspace using nonradar procedures (procedural control). To maximize the capabilities of the MATCD, the following general operational requirements should be considered.

Siting

The safe conduct of air traffic control services is predicated on

the controllers’ ability to detect aircraft and communicate with

the aircrew. The location of air traffic control equipment plays a

significant role in facilitating these services. See “Equipment Selection and Siting Considerations,” page 4-11, for further details.

 

Terminal Instrument Procedures

Following selection of an airfield, determination of the level of

air traffic control services, and selection of MATCD equipment

locations, airfield instrument approaches are developed to ensure

obstruction clearance is adequate. Once instrument approach procedures are developed, they are sent to the Naval Flight Information Group for approval. A notice to airmen is disseminated until

published in the flight information publication.

MATCD Handbook 4-7
Flight Inspection

A flight check of air traffic control instrument approaches is required by the FAA. The check is normally conducted by an FAA

flight check aircraft. When an FAA flight check aircraft is not

available, the ACE commander may authorize a military aircraft

to conduct the flight check in accordance with FAA publication

AO P 8200.1, Flight Inspection Manual. This alternative will allow MAGTF aircraft to use the instrument approaches until an

FAA flight check is successfully completed.

MATCD IN AMPHIBIOUS/EXPEDITIONARY

OPERATIONS

MATCD elements, notably the MMT and liaison officers, are

typically among the first MACCS air control capabilities introduced ashore. MMTs, used in either a stand-alone role or as a

precursor for a buildup for a larger MATCD, are initially established to coincide with initiation of forward operating base air

operations. As airfields are secured, additional air traffic control

capabilities may be phased into the AOA/AO to provide additional, continuous air traffic control services for USMC, joint,

and allied Services’ aircraft operating from AOA/AO airfields.

When MAGTF aviation elements are forward based at an allied

nation’s airfield located near the AOA/AO, MATCD personnel

may be assigned as liaisons to the host nation’s air traffic control

administration. With the introduction of air traffic control radars

into the MAGTF’s AO, the MATCD will coordinate the requisite voice and data links necessary to contribute to the force’s

IADS through the Marine or Navy sector antiair warfare coordinator or the antiair warfare commander.

4-8 MCWP 3-25.8
JOINT/MULTINATIONAL OPERATIONS

The MATCD’s role in joint/multinational operations differs little

from amphibious/expeditionary operations. The MATCD will

support MAGTF air operations and integrate with the

joint/multinational force. Marine air traffic control coordination

with the ACA for the promulgation of airspace control measures

and airfield rules is a high priority for MACCS operations. Of

equal significance is the role MATCD controllers play as liaisons

to allied air traffic control facilities to facilitate the coordination

of MAGTF airspace. MATCD personnel may be functioning

from airfields used by both joint and allied Service aircraft. Versatility, familiarity, and experience in joint/multinational air traffic control and airfield procedures is paramount to enhancing

aircrew safety and success.

MILITARY OPERATIONS OTHER THAN WAR 

The MATCD is capable of deploying and operating independent

of the MAGTF, joint force, or joint task force to provide air

traffic control support for various types of operations other than

war. Examples of this type of air traffic control support are providing air traffic control services to assist humanitarian efforts,

assisting other joint/allied Services, and supporting intergovernmental air traffic control requirements.

VOICE COMMUNICATIONS

The MATCD is a communications-intensive agency. A typical

voice communications configuration for a MATCD includes airto-ground communications with aircraft and ground-to-ground

communications with MACCS, joint, and multinational/host naMATCD Handbook 4-9
tion air control agencies. Appendix B lists the communications

nets commonly used by the MATCD. Communications planners

should consider that while secure voice communications may be

used in support of tactical operations, communications with civil

aircraft must be conducted on nonsecure circuits.

DATA LINK COMMUNICATIONS

Expediency in reporting air tracks and updating track position is

crucial to effective air defense operations. The MATCD contributes to the MAGTF’s overall air picture development through air

track exchange over digital data links.

MATCALS is capable of exchanging track data information over

one TADIL B data link with another TADIL B-capable air command and control agency, such as the Marine TACC or TAOC.

If the second TADIL B reporting unit is conducting TADIL operations with other air command and control agencies, air tracks

initiated by the MATCD can be forwarded to other participating

data link agencies, and the MATCD can receive tracks forwarded

from the other air command and control agencies.

This exchange of track information greatly enhances situational

awareness for all participating agencies and significantly assists

in the identification of friendly aircraft, thus reducing chances of

fratricide. Voice reporting (cross tell/voice tell) of air tracks may

be used to supplement the data link picture or when the data link

is inoperative.

4-10 MCWP 3-25.8
EQUIPMENT SELECTION AND

 SITING CONSIDERATIONS

Upon receipt of a warning order or after initial tasking, MATCD

planners begin determining the equipment needed to support operations.

Generally, equipment requirements are based on the detachment’s mission, location(s), available lift and logistics support, anticipated duration, and space available at the site. The MATCD

commander and maintenance officer will typically weigh these

factors against historical data to determine the equipment suites

necessary to support operations, necessary maintenance facilities,

mobile electric power support, and parts pack-up. The initial

equipment plan is briefed to the MACS commanding officer for

initial approval. Specific concerns for selecting potential sites

that follow apply to all MATCD operations, whether the

MATCD is operating in a garrison or tactical situation.

Surveys

Two types of surveys are necessary for determining the equipment needed to support operations: the map survey and the

physical survey.

The map survey is normally conducted concurrently with initial

equipment planning. Map surveys of potential airfields/air sites

are used to gain an initial impression of the surrounding terrain,

runways, taxiways, and parking aprons and to determine how

these factors influence MATCD equipment siting. The goal of

the map survey is to ascertain the practicality of providing unobstructed “views” for the tower and radars and to identify potential locations for the detachment’s equipment. Key considerations

MATCD Handbook 4-11
to be addressed during the map survey include identification of

the limitations on equipment separation based on cable length,

etc., safety zones around radiation hazards, and potential of electromagnetic interference from other radio-electronic sources.

When practical, a physical site survey should be conducted to

confirm or refute site locations identified during the map survey.

The physical survey affords MATCD personnel the opportunity

to update site information that was not available from a map, adjust equipment locations, and determine the types of support,

such as commercial power and telephone access, available at the

airfield/air site. Physical site surveys conducted by qualified

MATCD personnel are recommended prior to deployment of the

detachment’s equipment.

Equipment Siting

When conducting the map and physical surveys and during the

actual equipment emplacement, MATCD Marines should consider unique properties associated with the various equipment.

 

AN/TSQ-120 (ATC Control Tower). When siting the control

tower, priority should be given to the controller’s field of vision.

A clear view of runways, movement areas, and approach surfaces is paramount. Tower personnel should have unobstructed

views of taxiways, ramp areas, and arming/dearming sites to enhance safe movement in and around the airfield. The tower requires a 10’ x 15’ level area with firm soil for erection. Tower

height should be kept as low as practical to reduce its vulnerability as a target.

AN/TRN-44 (TACAN). The TACAN is an LOS transmitter. Antenna height is determined by local terrain and obstacles. Like

4-12 MCWP 3-25.8
the control tower, it should be raised no higher than necessary.

To achieve the best approach possible (a straight-in approach to

minimums of 1 mile and 500 feet), the TACAN must be located

within 1 mile of the approach end of the runway. The site should

be a clear, flat area free of obstructions; e.g., buildings or trees,

for 1/4 mile if possible. Hard surfaces; e.g., runways or taxiways, especially if constructed of metal matting, should be

avoided due to reflections that distort the TACAN’s pattern.

Radars. Siting of the radars is generally more difficult than the

other equipment suites due to their susceptibility to terrain effects, necessary logistics support, and limitations to interface

with other equipment suites.

An operational analysis of the airfield, number of approaches to

different runways, number of touchdown points, and desired

landing minimums should be made before selecting radar sites.

The primary instrument runway is selected after taking into account factors such as weather, terrain, and obstacles. Normally,

this runway will have the least restrictive (lowest) landing minimums. Secondary instrument runways and their attendant touchdown points are identified and covered if possible.

Two key factors for radar site consideration are the landing operations to be supported and physical and electromagnetic effects

on a radar’s tracking. The airport surveillance radar must be

placed such that radar blind spots are eliminated. The precision

approach radar must be sited to maximize coverage and preclude

drop-tracks due to clutter. The approach corridor for the primary

instrument runway should be free of obstructions. The TPN-22

precision approach radar’s siting is the most critical as it provides terminal guidance for aircraft landing in adverse weather

and/or poor visibility situations.

(reverse blank)

MATCD Handbook 4-13
Chapter 5

Training

Every Marine Corps leader has the responsibility to establish and

conduct technical and tactical training to successfully accomplish

the unit’s mission. The complexities of amphibious, joint, and

multinational operations, as well as the importance of MATCD

individual, crew, and unit level training, cannot be overstated. 

INDIVIDUAL TRAINING

Air Traffic Controllers

Air traffic controller entry-level training is conducted at Naval

Air Station (NAS), Pensacola. Air traffic controller training requirements, both individual and crew-specific, are standardized

by NAVAIR 00-80T-114, Air Traffic Control Facilities Manual,

and MCO P3500.19, Training and Readiness (T&R) Manual.

NAVAIR 00-80T-114 ratings are issued by the FAA or designated examiners within the MATCD. Procedures for rating air

traffic controller skills are outlined in applicable ICAO and FAA

regulations. NAVAIR 00-80T-114 specifies the training and position requirements for controllers to progress through various levels of qualification within the tower or radar facility.

On-the-Job Training. Subsequent to basic ATC school training,

each air traffic controller undergoes a period of on-the-job training (OJT) to attain hard-skill military occupational specialty

(MOS) and initial certifications.
Technical MOS and proficiency training for tower and radar positions are conducted at Marine Corps ATC facilities. Approach

controller training is available at Marine Corps Air Station

(MCAS), Beaufort; MCAS, Cherry Point; MCAS, Iwakuni;

MCAS, Yuma; and Marine Corps Air Facility, Kaneohe Bay.

Follow-on Schools. Several formal and nonformal schools are

available to air traffic controllers once initial certifications are

achieved. Courses of instruction include—

Weapons and Tactics Instructor Course.

MMT Leaders Course (given by Marine Aviation Weapons

and Tactics Squadron 1).

Advanced Radar Air Traffic Control (Approach) Course.

Advanced MATCALS Course.

Joint Airspace Management Course.

Airspace Management Course.

Terminal Instrument Procedures.

MATCD Technicians

MATCD technicians undergo their entry-level training at NAS,

Pensacola. Maintenance technician training requirements are outlined in MCO P4790.12A, Individual Training Standards System

(Maintenance Training Management and Evaluation Program)

(Short title: ITSS [MATMEP]). Subsequent to initial in-service

training schools, technicians will undergo a period of OJT before

performing in their assigned billets.

Training Levels. ITSS (MATMEP) training is conducted and

5-2 MCWP 3-25.8
maintained at the unit level. ITSS (MATMEP) training is taskoriented and encompasses OJT for MATCALS equipment. ITSS

(MATMEP) delineates four levels of certification:

Level 1, Apprentice Technician.

Level 2, Advanced Apprentice Technician.

Level 3, Journeyman Technician.

Level 4, Master Technician.

Follow-on Training. Marines demonstrating the required technical proficiency may be selected to attend advanced training. Two

common follow-on schools available to technicians are the microminiature component repair course and the advanced technician

course. Additional on-site training opportunities include the operational software supplemental training course and system-specific on-site technical training. 

CREW AND INDIVIDUAL

 PROFICIENCY TRAINING

Training for individual MATCD crew members and the intercrew coordination is accomplished through several different

methods, including both live and simulated training events. Two

of the more common methods of attaining crew and individual

proficiency is through ATC timeshare operations and simulated

training.

ATC Timeshare Operations

MATCD Handbook 5-3
Timeshare operations are operations conducted with tactical ATC

equipment sited at existing air stations. They allow air traffic

controllers assigned to air stations under the fleet assistance program to receive proficiency training on tactical equipment and to

complete some T&R Manual training requirements. MATCD

maintenance technicians and utilities personnel also receive training. Timeshare operations provide the local air station with backup FAA certified equipment in the event of station equipment

failure.

Simulated Training

MATCALS has an internal simulation capability that allows for

basic ground-controlled approach, flight data coordination, arrival control, and approach and departure control training. TADIL

B data link training is accomplished via shelter-to-shelter simulation and live traffic data transfer.

UNIT TRAINING

Unit training involves that training required to prepare the

MATCD to perform its mission. Unit training can take on many

forms, including command post exercises, simulated exercises,

and field training exercises (FTXs). MATCD personnel are intimately involved in preparing training plans and coordinating with

higher, adjacent, and subordinate air command and control and

support elements. 

5-4 MCWP 3-25.8
Marine Aviation Planning Problem (MAPP)

MAPP exercises are low-cost, low-overhead training which allows commanders to train their staffs to perform special integration and control functions in a simulated environment. MAPP

exercises are particularly effective for determining command and

control requirements to support possible contingencies.

MACCS Integrated Simulated Training Exercise

(MISTEX)

The MISTEX is a MACG locally produced exercise which involves the detailed preparation of a simulated scenario and its

subsequent execution at the MACCS level. The MISTEX can

serve to prepare units for upcoming FTXs or contingencies.

Joint Service Training Exercises (JSTEs)

Similar to the MISTEX, JSTEs provide integrated systems training that incorporates the challenges of integrating the MACCS in

the joint arena. JSTE scenarios have been developed to support

joint training for probable contingency operations worldwide.

Field Training

Field training provides a unit with the most beneficial training

opportunities available: living and operating conditions are similar to those expected in combat. FTXs provide live operational

training covering all phases of planning and operational employment including—

Actual employment of an operational tactical approach control

MATCD Handbook 5-5
facility.

Unique opportunity for training in an operational tactical control tower.

Full liaison training with external air traffic control organizations.

Full embark and planning training.

MCCRES evaluation of equipment employed.

Full maintenance support training.

Integration training with MACCS agencies.

EVALUATING TRAINING

Both individual and unit training must be continuously scrutinized and evaluated to identify areas for improvement. The two

key instruments used to aid MACCS commanders in assessing

their readiness are MCO P3500.19 and MCO 3501.9B.

MCO P3500.19B addresses specific training requirements for

MATCD operators and controllers and specifies the training required to progress from qualification to qualification. The

MCCRES is a standardized, Headquarters Marine Corps-directed

evaluation program designed to measure a unit’s warfighting

readiness. MCCRES specifies mission performance standards

that agencies are expected to perform during their wartime mission.

5-6 MCWP 3-25.8
Appendix A

Forward Operating Bases

MAGTF aviation operates from sea- or shore-based airfields

close to or within its area of operations. When operating ashore,

MAGTF aviation uses forward operating bases to support tactical

operations without establishing full support facilities. Forward

operating bases increase responsiveness through basing flexibility

and aircraft dispersal and by decreasing distances to support areas.

The distinguishing characteristic among the various MAGTF airfields is the services that are available at a given type of air base.

The maintenance functions and sustainability aspects, not the

method of construction, give each type of forward operating base

its specific definition. Classifications for various forward operating bases follow.

MAIN AIR BASE

A main air base is a secure airfield that is capable of handling all

types of aircraft, up to and including theater lift assets. A main

air base’s support agencies and facilities are determined by task

organization requirements but should include intermediate maintenance activity support and engineering functions necessary to

support current and anticipated needs. In the classic amphibious

operation, this base would be located near the coastline and integrated with the MAGTF logistics pipeline. The main air base

functions to support sustained operations ashore.
AIR FACILITY

An air facility is a secure airfield capable of supporting a detachment or squadron and its associated organizational maintenance

activity. An air facility should be capable of sustained operations at a combat sortie rate and provide the support required to

initially stage and later replenish forward sites.

Organizational maintenance activity support should include basic

troubleshooting and repair, daily turnaround inspections, refueling, weapons loading/downloading, and arming/dearming functions. Major maintenance functions such as engine changes and

phase inspections are not accomplished at an air facility unless it

is more advantageous than returning the aircraft to the rear area

main base or a sea base. Aviation ordnance is stored in the open,

using accepted procedures. Support equipment with rough terrain

capability is desirable for movement, loading, and maintenance

of aircraft. An air facility might be an airfield, road segment,

matted runway, or in the case of vertical/short takeoff and landing aircraft and helicopters, flat ground or a grass strip.

AIR SITE

The air site is a secure location where combat aircraft are prepositioned to enhance response time. It is suitable for a fully

loaded and armed aircraft to land and ground loiter awaiting a

mission, either preplanned or on-call. Ideally, fuel and ordnance

would be staged at this site. During normal operations, the air

site requires minimal logistics support. Operations are limited to

receiving and launching previously loaded aircraft and require a

minimum number of support personnel. The air site has the potential to expand its capabilities to meet operational requirements. Upon completion of a mission from an air site, aircraft

A-2 MCWP 3-25.8
normally return to an air facility or main base for refueling,

arming/dearming, and maintenance. Personnel typically required

to accomplish site maintenance include a plane captain or crew

chief per aircraft and one ordnance man per air site. Generally,

only handcarried support equipment and tools are required.

AIR POINT

Air points are specific predetermined geographic locations that

will support a specific tactical mission. Types of air points include the FARP and the lagger point.

Forward Arming and Refueling Point

FARPs are temporary and transitory in nature and are established for a specific mission. The ultimate objective of the FARP

is to minimize flight time to and from the objective area. This is

accomplished by locating the FARP as close to the objective area

as allowed by mission, enemy, terrain and weather, troops and

support available, and time available. Normally, FARP support

consists of fuel, ordnance, communications, and command element personnel. When fixed-wing assets are used, plane captains

are required. Aviation maintenance conducted at a FARP should

be restricted to minor repair and adjustments that can be made by

the crew chief or plane captain. Equipment that normally supports the FARP should be limited to that which directly supports

the mission (i.e., helicopter expeditionary refueling system, rapid

ground refueling, short airfield for tactical support loaders, and

other necessary ground support equipment).

Lagger Point

MATCD Handbook A-3
Lagger points are secure locations designated by aviation units

for the rendezvous, marshalling, or positioning of flights of aircraft between missions or when awaiting completion or activation

of an assigned mission. Other than communications, no other

equipment support should be required. Lagger points can be isolated or independent, or they may be adjacent to a main base, air

facility, air site, or FARP.

A-4 MCWP 3-25.8
Appendix B

Communications Nets

TACTICAL AIR COMMAND (TAC)

(VHF/HF/UHF-SATCOM)

Purpose

Provides the primary means by which the ACE commander tasks

subordinate elements to meet the six functions of Marine aviation. 

Composition

Marine TACC

Sector antiair warfare facility

TAOCs

DASC

Marine aircraft groups/squadrons

MATCDs

Early warning and control (EW/C) sites
TADIL B

(CABLE/MUX)

Purpose

A point to point, full duplex digital data link designed to exchange air track information between appropriately equipped air

command and control agencies.

Composition

Marine TACC

TAOCs

EW/Cs

MATCDs

Other Service air command and control agencies

INTERFACE COORDINATION NET (ICN)

(MUX/HF/UHF)

 

Purpose

Provides a means for command level coordination of joint data

link employment. 

B-2 MCWP 3-25.8
Composition

Marine TACC

TAOCs

EW/Cs

MATCDs

Other Service data link-capable air command and control

agencies

TRACK SUPERVISION NET (TSN)

 (HF/UHF/MUX)

Purpose

Provides a means for track surveillance personnel to exchange

voice information to maintain a clear data link picture. This net

may be used as the data link coordination net based on equipment

availability.

Composition

Marine TACC

TAOCs

EW/Cs

MATCDs

MATCD Handbook B-3
Other Service data link capable air command and control

agencies

COMBAT INFORMATION/DETECTION (CI/D) NET

(MUX/HF)

Purpose

Provides a means for reporting on hostile or unidentified aircraft.

Multiple CI/D nets may be required when several radar surveillance activities are employed.

Composition

Marine TACC

TAOCs

EW/Cs

MATCDs

HAWK engagement sections

Low altitude air defense units

Other surveillance agencies

B-4 MCWP 3-25.8
HANDOVER/CROSS TELL (H/O/X-TELL) NET

(UHF/MUX)

Purpose

Provides a means to coordinate aircraft control between air control agencies. Multiple nets can be established or the functions

may be combined based on traffic load.

Composition

Marine TACC

TAOCs

EW/Cs

DASC

MATCDs

TACTICAL AIR TRAFFIC CONTROL (TATC) NET

(UHF/VHF)

Purpose

Provides a means for the TACC/TADC, TAOC, EW/C,

MATCDS, and DASC to exercise control of all tactical and itinerant aircraft in the objective area. 

MATCD Handbook B-5
Composition

Marine TACC

TAOCs

EW/Cs

MATCDs

DASC

DASC(A)

Fixed-wing aircraft

Rotary wing aircraft

GUARD NET

 (UHF/VHF)

Purpose

Emergency distress net for aircraft; also used to warn aircraft of

emergency conditions. 

Composition

Marine TACC

TAOCs

EW/Cs

B-6 MCWP 3-25.8
DASC

MATCDs

Fixed-wing and rotary wing aircraft

Other Service air command and control agencies

SEARCH AND RESCUE (SAR) NET

 (UHF)

Purpose

Provides a means for control and coordination of SAR missions.

Multiple SAR nets may be required. 

Composition

All elements within the air command and control system

Aircraft involved in SAR operations

CRASH, FIRE, AND RESCUE (CFR) NET

 (VHF)

Purpose

Provides a means to coordinate crash recoveries on or around an

airfield. 

MATCD Handbook B-7
Composition

Crash crew

Air traffic control facilities

Airfield operations

AIR TRAFFIC CONTROL (ATC) COMMON

 (MUX/HF)

Purpose

Provides a means for ATC facilities to coordinate airspace management between airfields.

Composition

Includes involved ATC facilities

B-8 MCWP 3-25.8
Appendix C

 Operations Brief Format

Weather

Intelligence/Situation Brief

Enemy:

Air order of battle

Ground order of battle

EW capabilities

Nuclear, biological, and chemical capabilities

Surface-to-surface missile threat

Terrorist threat

Friendly:

Forward operating bases

Aircraft

UAVs

Ground forces
MACCS agencies and locations

Joint/multinational air control agencies

ICAO/host nation air traffic control agencies

 

Commander’s Intent

 

Command, Control, and Communications Plan

Airspace management

AOA/AO:

Approach control airspace

Class D airspace

Destruction area

 BDZ

Missile engagement zones

Fighter engagement zones

Terminal control areas

Routing

Fixed-wing

Rotary wing

UAV

C-2 MCWP 3-25.8
Civil

ACP/ACO update

Air defense warning conditions

Lame duck procedures

Communications plan:

Communications connectivity

Required communications nets

Data link

EMCON/SCATANA

Crypto

Rules of Engagement

Identification authority

Engagement authority

Identification criteria

Weapons control status

Self-defense criteria

MATCD Handbook C-3
Emergency Procedures

SAR/MEDEVAC

Tactical recovery of aircraft and personnel

Flush plan

Reports

Questions

C-4 MCWP 3-25.8
Appendix D

Glossary

 Section I 

Acronyms

ACA .................................airspace control authority

ACE ................................... aviation combat element

ACLS ........................ automatic carrier landing system

ACO .................................... airspace control order

ACP ..................................... airspace control plan

ALS ............................... all-weather landing system

AM ..................................... amplitude modulation

AO ......................................... area of operations

AOA ................................ amphibious objective area

ATC ......................................... air traffic control

ATCS ............................ air traffic control subsystem

ATO ......................................... air tasking order

BDZ ........................................ base defense zone

CAC2S ......... common aviation command and control system

CCS ................... control and communications subsystem

CI/D ............................. combat information/detection

COA .......................................... course of action

DASC ................................ direct air support center

DASC(A) .................. direct air support center (airborne)

EMCON ..................................... emission control

EP ........................................ electronic protection

EW ......................................... electronic warfare

EW/C .............................. early warning and control

FAA ..........................Federal Aviation Administration

FARP ...................... forward arming and refueling point

FM ..................................... frequency modulation
FOB ................................... forward operating base

FTX .................................... field training exercise

HF ............................................. high frequency

HLZ ................................... helicopter landing zone

HMMWV .........high mobility, multipurpose wheeled vehicle

Hz ........................................................ hertz

IADS ............................ integrated air defense system

ICAO ................ International Civil Aviation Organization

IFF ................................ identification, friend or foe

ITSS (MATMEP) ......... individual training standards system

 (maintenance training management and evaluation program)

JSTE ..........................Joint Service Training Exercise

kHz .................................................. kilohertz

LOS .............................................. line of sight

MACCS ..............Marine air command and control system

MACG .............................. Marine air control group

MACS ............................ Marine air control squadron

MAGTF ......................... Marine air-ground task force

MAPP ...................... Marine aviation planning problem

MATCALS ...... Marine air traffic control and landing system

MATCD ................. Marine air traffic control detachment

MCAS .............................. Marine Corps Air Station

MCCRES ... Marine Corps combat readiness evaluation system

MEF ............................... Marine expeditionary force

MEU(SOC) ...... Marine expeditionary unit (special operations

 capable)

MHz ................................................ megahertz

MISTEX ....... MACCS integrated simulated training exercise

MMT ................... Marine air traffic control mobile team

MOS ...........................military occupational specialty

MRAALS .... Marine remote area approach and landing system

MRR ..................................... minimum risk route

NAS ........................................ Naval Air Station

NAVAIDs ................................... navigational aids

D-2 MCWP 3-25.8
nmi .............................................. nautical mile

OJT ........................................ on-the-job training

PDS ................................. processor display system

RADCON ................................... radiation control

RLST ................................remote landing site tower

RGR ................................... rapid ground refueling

SCATANA . security control of air traffic and navigational aids

SNCOIC .............. staff noncommissioned officer in charge

SPMAGTF .......................... special purpose MAGTF

TACAN ................................ tactical air navigation

TACC ................... tactical air command center (USMC)

TADIL ....................... tactical digital information link

TAOC ............................ tactical air operations center

TCA ..................................... terminal control area

TERPs ......................... terminal instrument procedures

TLZ ......................................tactical landing zone

T&R .................................... training and readiness

UAV ................................. unmanned aerial vehicle

UHF ...................................... ultrahigh frequency

VFR ........................................ visual flight rules

VHF ...................................... very high frequency

MATCD Handbook D-3
Section II

Definitions

A

air control - The authority to effect the maneuver of aircraft.

The elements of air control are: air control agency, air controller, airspace control, operational control, positive control, procedural control, radar control, and terminal control. (FMFRP 0-14)

Air control is the authority to direct the physical maneuver of

aircraft in flight or to direct an aircraft or SAW unit to engage a

specific target. (FMFM 5-60)

air controller - An individual especially trained for and assigned

the duty of the control (by use of radio, radar, or other means) of

such aircraft as may be allotted to him for operation within his

area. (Joint Pub 1-02)

air control agency - An organization possessing the capability

to exercise air control. (FMFRP 0-14)

airspace control order - An order implementing the airspace

control plan that provides the details of the approved requests for

airspace control measures. It is published either as part of the air

tasking order or as a separate document. (Joint Pub 1-02) Also

called ACO.

airspace control plan - The document approved by the joint

force commander that provides specific planning guidance and

procedures for the airspace control system for the joint force area

of responsibility/joint operations area. (Joint Pub 1-02) Also

called ACP.

airspace management - The coordination, integration, and

D-4 MCWP 3-25.8
regulation of the use of airspace of defined dimensions. (Joint

Pub 1-02)

area of operations - An operational area defined by the joint

force commander for land and naval forces. Areas of operation

do not typically encompass the entire operational area of the joint

force commander, but should be large enough for component

commanders to accomplish their missions and protect their

forces. (Joint Pub 1-02) Also called AO.

area of responsibility - 1. The geographical area associated

with a combatant command within which a combatant commander has authority to plan and conduct operations. 2. In naval

usage, a predefined area of enemy terrain for which supporting

ships are responsible for covering by fire on known targets or

targets of opportunity and by observation. (Joint Pub 1-02) Also

called AOR.

B

base defense zone - air defense zone established around an

air base and limited to the engagement envelope of short-range

air defense weapons systems defending that base. Base defense

zones have specific entry, exit, and identification, friend or foe

procedures established. (Joint Pub 1-02) Also called BDZ.

E

emission control - The selective and controlled use of electromagnetic, acoustic, or other emitters to optimize command and

control capabilities while minimizing, for operations security

(OPSEC): a. detection by enemy sensors; b. minimize mutual

interference among friendly systems; and/or c. execute a military

deception plan. (Joint Pub 1-02) Also called EMCON.

MATCD Handbook D-5
F

forward arming and refueling point - A temporary facility,

organized, equipped, and deployed by an aviation commander,

and normally located in the main battle area closer to the area of

operation than the aviation unit’s combat service area, to provide

fuel and ammunition necessary for the employment of aviation

maneuver units in combat. The forward arming and refueling

point permits combat aircraft to rapidly refuel and rearm simultaneously. (Joint Pub 1-02) Also called FARP.

forward operating base - An airfield used to support tactical

operations without establishing full support facilities. The base

may be used for an extended time period. Support by a main operating base will be required to provide backup support for a forward operating base. (FMFRP 0-14) Also called FOB.

M

Marine air command and control system - A U.S. Marine

Corps air command and control system which provides the aviation combat element commander with the means to command,

coordinate, and control all air operations within an assigned sector and to coordinate air operations with other Services. It is

composed of command and control agencies with

communications-electronics equipment that incorporates a capability from manual through semiautomatic control. (FMFRP

0-14, proposed modification to Joint Pub 1-02)

Marine air traffic control mobile team - A task-organized

element provided by the Marine air traffic control detachment to

perform control of friendly aircraft operating within the assigned

D-6 MCWP 3-25.8
base defense zone of a forward operating base air facility/air site.

The MATCD mobile team can provide continuous, control

tower, non-radar approach, departure, and en route air traffic

control services within its assigned terminal control area and

base defense zone. Normally, a fully manned and equipped mobile team capability can be provided on a 24-hour basis for up to

72 hours without resupply or augmentation. (FMFM 5-50) Also

called MMT.

P

positive control - 1. A method of airspace control that relies

on positive identification, tracking, and direction of aircraft

within an airspace, conducted with electronic means by an

agency having the authority and responsibility therein. (Joint Pub

1-02) 2. The tactical control of aircraft by a designated control

unit, whereby the aircraft receives orders affecting its movements

which immediately transfer responsibility for the safe navigation

of the aircraft to the unit issuing such orders. (FMFRP 0-14 under “Marine air command and control system”)

procedural control - A method of airspace control which relies

on a combination of previously agreed and promulgated orders

and procedures. (Joint Pub 1-02)

R

radar control - The operation of air traffic in a radar environment in which heading, altitude, and airspeed of the aircraft are

directed by the control facility, and radar separation from other

traffic is provided. (FMFRP 0-14 under “Marine air command

and control system”)

MATCD Handbook D-7
S

sector - An area designated by boundaries within which a unit

operates, and for which it is responsible. (Joint Pub 1-02, Part 1

of a 2-part definition)

T

terminal control - The authority to direct the maneuver of aircraft which are delivering ordnance, passengers, or cargo to a

specific location or target. Terminal control is a type of air control. (FMFRP 0-14 under “Marine air command and control system”)

terminal control area - A control area or portion thereof normally situated at the confluence of air traffic service routes in the

vicinity of one or more major airfields. (Joint Pub 1-02) Also

called TCA.

D-8 MCWP 3-25.8