Published: 2024-12 > [!quote] FOREWORD Virtual Carrier Strike Group 3 is a collective effort amongst a group of combat flight sim enthusiasts to try and capture a small piece of what it’s like to be a real-world Naval Aviator. Through the living experiment we’ve created that is vCSG-3, we hope to share and cultivate with the DCS World community as a way to honor the real-world Naval aviators who risk their lives daily doing what many of us only dream of. # CHAPTER ONE - GENERAL INFORMATION ## 100. INTRODUCTION This manual is designed as a means to outline various aspects of how business is conducted within vCSG-3. This ranges from expectations and guidelines for membership to standardized operating procedures (SOP) in order to facilitate commonality across all aircraft platforms within the group. ## 101. MANUALS & INSTRUCTIONS [[SOP-100 - Operations Manual]] [[SOP-200 - Initial Qualification Training (IQT)]] [[SOP-300 - Mission Capable Qualification Manual]] [[SOP-400 - Air-to-Air Beyond Visual Range Tactical Employment Manual]] (==NOT FOR RELEASE==) [[SOP-450 - Air-to-Air BFM/ACM Tactical Employment Manual]] (==NOT FOR RELEASE==) [[SOP-500 - Air-to-Surface Tactical Employment Manual]] (==NOT FOR RELEASE==) [[SOP-700 - Flight Planning]] (==NOT FOR RELEASE==) [[SOP-900 - Landing Signal Officers]] Unit documents are dated and aged through alphanumeric sequencing. Minor updates are indicated by letter changes while major revisions and updates are reflected by numbers. The current version number can be referenced at the beginning of each table of contents. ## 102. MEMBERSHIP REQUIREMENTS vCSG-3 is a group of adults who enjoy the fun and camaraderie associated with an organized group of competitive players. In an effort to maintain this culture, the group has elected to adopt a series of rules and guidelines for those seeking to join our ranks. This is a “Military Simulation” (MILSIM). **Rules:** - Minimum age required is 18 years old - Must be fluent in the English language - Must be able to participate in missions and training occurring in US Time zones. - Must endure and participate in sometimes awkward yet hilarious adult humor - Must be of good character - No political or politically charged discussions or statements are allowed. We’re all here to enjoy our time flying as a group, nothing more. - Membership will not be limited/denied based solely on the grounds of race, gender, sexual preference, or nationality. - Must treat other members of the group with respect at all times. Violations or disagreements should be taken to squadron command to determine a resolution. Major violations will result in removal from the group. Minor violations will result in a verbal warning, and multiple minor violations can result in removal from the group at command’s discretion. **Equipment:** - Hands-on Throttle and Stick - Head Tracking hardware "Track IR or VR" - Headset with mic and ability to use Discord - Adequate PC with a high speed internet service capable of running DCS multiplayer (to be determined during initial training) **DCS Maps and Modules:** - DCS World Open Beta - Nevada Test and Training Range (NTTR) - Persian Gulf - Syria - Super Carrier - Desired Primary Aircraft (F-14, F/A-18C, AV-8B) or Tool (LotAtc) - Certain requirements may be temporarily waived in lieu of the individual planning to purchase the items within a reasonable period of time after recruitment. **Pilot Callsigns:** All new members will be allowed to choose their initial callsign. Just like in real life, Squadron Command reserves the right to change a squadron member’s callsign at any time for any reason. Alternatively, a wing wide Kangaroo Court may be called by Squadron Command. Suggestions will be taken and then voted on. Any member of any squadron may make suggestions and vote. A squadron cannot call for a callsign change for a pilot of another squadron without the consent of that pilot’s parent command. Command members, of any squadron, can initiate a kangaroo court for a callsign change for another member of command (e.g., the CO or XO of VF-103 can open a kangaroo court for the CO or XO of VFA-14, and vice versa). ## 103. ATTENDANCE REQUIREMENTS One of the many advantages of joining an organized group is the benefit of learning and flying in a team environment. Members are expected to maintain a level of activity which facilitates the creation of enjoyable training and missions. At a minimum members are expected to participate in at least 50% of scheduled training/missions throughout the month. Those who are unable to maintain this level of activity will be moved to the inactive or reserve roster for their squadron. After a period of one month on the inactive roster with no change in activity, members will be removed from the group. Individual squadrons reserve the right to adjust attendance policy. **Exceptions and Extenuating Circumstances** Real life commitments will always come first and members who experience a period of unavoidable inactivity will be held on the inactive roster until their availability normalizes. In these cases, members should reach out to their squadron command staff so that the situation can be reviewed. ## 104. LEAVE OF ABSENCE POLICY vCSG-3 understands that its members have many real-life “life” commitments that will take precedence over training nights. We ask that all members notify their squadrons of their absence so our hard-working mission planners and team leaders can adjust plans accordingly. Members who are unable to attend scheduled events are asked to post notice of their absence in the “[#Leave-of-Absence](https://discord.com/channels/560143720947646465/568802509330841610)” Discord channel. Providing a reason for the LOA is not required. Failure to post an LOA notice across three consecutive events may result in members being moved to the inactive roster within their squadron. Continued failure to post LOA’s will result in removal from the group. ## 105. ORGANIZATIONAL COMMAND STRUCTURE vCSG-3 is composed of several squadrons, each of which operate independently under their own command staff. Each squadron will have 2 O-5 billets (CO, and XO) and up to 3 O-4 billets (OPSO, AOPSO, WO, TO, etc). These O-5 and O-4 billets comprise the wing Command Staff. Squadron leadership is responsible for the decision making within their own unit while larger decisions which affect the wing as a whole are decided collectively among the leadership of all squadrons through a majority vote. Each squadron will have 2 votes and the highest 2 ranking squadron members present will vote. Command staff may choose at their discretion to bring certain issues to a wing wide vote. Any changes in a squadron’s O-5 billets must be approved by a wing command vote. ## 106. COMMITTEES The core functions within vCSG-3 are divided into various committees which are chaired by a command staff member or FMQ member in good standing with the wing. Line pilots are encouraged to join and contribute to committees which interest them. The committees are as follows: [[STANDARDS Committee]] – This committee is responsible for maintaining the wing’s SOP and documentation. [[PAO Committee]] – This committee is responsible for maintaining social media accounts and recruitment material. Members conduct screening interviews with potential candidates and communicate with squadrons to place new members in the appropriate squadron. They also assist with aiding new members in initial setup. [[WEB MANAGEMENT Committee]] – This committee is responsible for maintaining the web-based systems of the wing to include updating the website along with the virtual private server and Discord. They also maintain the wing’s MOD repository and compile weekly updates as needed. [[MISSION DEVELOPMENT Committee]] – This committee is tasked with creating and testing weekly missions for the wing. Additionally, they create and maintain the dedicated server missions which run on a consistent basis and troubleshoot when required. They also train interested members on mission creation and flight planning software. [[LSO Committee]] - While not a true “committee” the LSOs are structured in a similar manner to the other committees. They are responsible for the safe and expeditious recovery of aircraft during large scale missions. ## 107. vCSG-3 REQUIRED SOFTWARE [Simple Radio Standalone](https://github.com/ciribob/DCS-SimpleRadioStandalone/releases) - in game communications [Open Mod Manager](https://github.com/iquercorb/OpenModMan/releases) - MOD Manager See new member checklist and supplemental guide for installation instructions ## 108. vCSG-3 DEDICATED SERVER vCSG-3 hosts a virtual private server which runs the multiple instances of current version DCS Open Beta. Prior to joining our server, ensure your game name is as follows: CSG-3 | Callsign | <Modex\> Example: “CSG-3 | Tex | 200” This is done in the main multiplayer screen on the top right corner. Servers can be found by searching for vCSG-3 in the multiplayer server list. vCSG Dedicated Server 1 - Typically a training mission vCSG Dedicated Server 2 - Typically a combat mission with threats Individual squadrons may run additional servers per their needs. Squadrons are encouraged to fly on the same server whenever possible. >[!note] >Servers are funded through member donations which can be made directly to PayPal coffer: [email protected]. Donations are by no means required but help offset running costs. Monthly running costs are currently $170, and an annual cost of $108 for the website upkeep. ## 109. RANK SYSTEM vCSG-3 utilizes a ranking system to denote qualification levels of members. Members will be assigned a rank according to their squadron’s assigned Branch of Service: O-1: New members O-2: Members that have successfully completed IQT / MCQ O-3: Members that have successfully completed all trainings and are FMQ O-4: Command Members (OPSO, APOSO, etc) and Committee Chairs O-5: COs and XOs \*individual squadrons reserve the right to modify requirements for rank --- # CHAPTER TWO - TRAINING PROGRAM ## 200. INTRODUCTION The vCSG-3 training program utilizes a phased approach to training to produce capable and effective aviators. This phased approach provides a structure for newly joined pilots that allows them to start with the basic building blocks of aviation and progressively layer new skills. New and experienced pilots alike are taught from the ground up beginning with Initial Qualification Training (IQT). From there, pilots will train mission critical skills such as Carrier Aviation to achieve their Mission Capable Qualification (MCQ). Finally, pilots will study advanced techniques in their chosen airframe’s missions to achieve Combat Mission Qualification (CMQ). To enhance unit cohesion, vCSG-3 employs standardized training requirements that ensures all pilots meet the same standards and capabilities throughout this process. ## 201. PHASES **INITIAL TRAINING PHASES:** Initial Checkride Phase One – Initial Qualification Training (IQT) Phase Two – Mission Capable Qualification (MCQ) 2b. - Carrier Qualification (CQ) Phase Three – Combat Mission Qualified (CMQ) 3a. Air-to-Air Tactical Employment 3b. Air-to-Surface Tactical Employment ## 202. ACCEPTABLE INITIAL PIPELINE TIMEFRAME Progression through the training program is based on the initiative of the individual student. Individual squadrons will set expectations on time in the pipeline to remain on their active roster. ## 203. FORMAT OF TRAINING Students are expected to coordinate with a qualified instructor to train on each of the many skills that comprise the three training phases. The instructor will then use their judgment to determine if a student has met the criteria to sign off that skill. Additionally, some skills have stricter pass/fail criteria referred to as “GO/NO-GO” that must be passed in addition to the instructor pilot’s judgment of a student’s ability in that skill. Maintaining a proactive approach towards scheduling training time with an instructor is expected of each student and will contribute greatly towards timely progression through the training pipeline. Additionally, regular attendance of their squadron’s weekly training nights will greatly aid a student’s progression through the pipeline. As a result of the varying levels of complexity in each phase, manners in which instruction is given can vary. Generally speaking, most training sessions will follow a certain flow: - Assigned material to review prior. I.E. vCSG-3 manuals and material, community created content, etc. - Further discussion relating to the training topic. - Practical application of topic ## 204. INITIAL QUALIFICATION TRAINING (IQT) IQT covers the basics of flight including: - Startup, taxi and airfield ground handling procedures - Basic navigation - Basic air traffic control and intra-flight communications - Field takeoff and landing procedures - Administrative formations / Night Formations \*exact requirements may vary slightly between squadrons and airframes ## 205. MISSION CAPABLE QUALIFICATION (MCQ) MCQ builds upon skills learned in IQT and adds non-combat related flight skills such as: - Air-to-Air refueling - TACFORM - Instrument Approach - Airfield - Systems familiarization \*exact requirements may vary slightly between squadrons and airframes ## 206. CARRIER QUALIFICATION (CQ) CQ covers all aspects of naval carrier ops. Pilots will be expected to be proficient in - CASE I Departure, Marshall, and Recovery - CASE III Departure, Marshall, and Recovery ## 207. COMBAT MISSION QUALIFICATION (CMQ) CMQ covers airframe specific combat weapons systems and tactics. Pilots will be trained in: - Advanced strike mechanics - Air-to-Surface weapons employment tactics and techniques - Air-to-Air weapons employment tactics & techniques *exact requirements may vary slightly between squadrons and airframes ## 208. PILOT UPGRADES Several Pilot upgrades may be available either by wing standards or individual squadrons. Some examples are: - Flight Lead - JTAC / Airborne Forward Air Controller - CATCC / ATC - Air Intercept Controller - Landing Signal Officer - Instructor Pilot - Other upgrades per individual Squadrons ## 209. PHASE PROGRESSION When a student feels that their proficiency in a group of GO/NO GO criteria can be demonstrated, a check ride will be conducted with a qualified instructor pilot who will ensure the student demonstrates the skill with proficiency. Check rides can be conducted in sterile training environments where appropriate, however it is recommended that check rides be conducted in mission environments if possible. The following guidelines are recommended to be followed: - The evolution will be recorded with Tacview for review and debrief. - Should encompass a combination of all the material previously learned and demonstrated in addition to the skills currently being graded. - Instructor will determine if the check ride is best observed in a mission-type environment or a sterile training-type environment. ## 210. PHASE CHECK RIDE SKILL CHECKLISTS Instructors will grade the performance of students during their check ride based on a set outline of GO/NO GO tasks available for review by students prior to the evaluation. **CRITICAL TASKS** - Within these criteria, certain tasks will be designated as “Critical”, meaning proficiency must be demonstrated in order to achieve an overall passing grade for their check ride. An example of this might be during the MCQ Carrier Qualifications where a critical GO/NO-GO task may be to make no more than 2 Cut Passes during 10 graded Case I recoveries. Failing to achieve a GO on this task would mean that the student would not pass their check ride and would need to complete that particular task again in order to achieve a GO score and continue onto the next phase. ## 211. SQUADRON ASSIGNMENT Upon joining, members will be automatically assigned to their first squadron based upon preferred airframe and current squadron rosters. Pilots may request to transfer to another squadron at any time. Transfers must be approved by both incoming and outgoing squadron commands. ## 212. SQUADRON TRAINING PROGRAM In the period leading up to a deployment, the strike group will enter a training period known as work ups. This period is designed as a means for the strike group to conduct a period of retraining. During this time the squadrons conduct an assessment of their lethality and effectiveness throughout deployment. During this period, squadrons will normally conduct classroom training and training missions. The debrief conducted preceding the training mission will be used to identify deficiencies and areas of improvement for the following week’s classroom training. --- # CHAPTER THREE - FLIGHT FAMILIARIZATION ## 300. INTRODUCTION In military aviation, operations are organized from the individual airplane up to the mission commander responsible for the overall success of a mission. ## 301. FLIGHT ROLES **LEAD** The flight lead's responsibilities cover two areas: flight lead and formation lead. The flight lead is an instructor ultimately responsible to conduct a safe and orderly flight. The flight lead may fly either position (lead or wingman) in formation. The formation lead flies the lead position and is responsible for immediate conduct of the flight. **WINGMAN** The wingman's primary responsibility is to maintain position off the lead. Wingmen are responsible for collision avoidance. Wingmen must know the procedures to carry out the flight's mission, maintain situational awareness, and be prepared to assume the lead at any time. By maintaining position as a wingman, you enhance the formation's effectiveness and ability to accomplish the mission. ## 302. BASIC FLIGHT ORGANIZATION **SECTION** The most basic grouping of aircraft, a section is two aircraft linked together throughout the duration of a flight responsible for providing mutual support for each other. **DIVISION** A division is four aircraft linked together throughout the duration of a flight responsible for providing mutual support for each other. A division lead may temporarily break their flight up into two sections at any point in order to better accomplish their mission. Three aircraft in a flight is referred to as a ‘light division’. ## 303. MISSION ORGANIZATION **PACKAGES** In any particular mission, flights are organized into packages. A package is normally assigned to a particular mission set such as Combat Air Patrol, Suppression of Enemy Air Defenses or Strike. Each package may contain multiple flights which are accomplishing similar missions but in different or the same geographical areas. **PACKAGE LEAD** As stated, a package may contain multiple flights which are working to accomplish a common objective. The package lead is responsible for tracking and ensuring the successful completion of the package’s mission. For example, the Strike Lead may be responsible for coordinating with SEAD and Fighter Leads and ensuring all strike aircraft are able to attack their assigned targets. **MISSION COMMANDER** The mission commander is normally assigned to a Flight Lead within the mission set of the overall mission’s primary objective. For example, if the overall mission is to conduct Offensive Counter Air Strikes against a series of enemy buildings with supporting mission sets of Fighters and SEAD, a Flight Lead from the Strike Package would become the Mission Commander. In this case, the Mission Commander and Strike Package Lead may or may not need to be the same pilot so as to spread the workload. --- # CHAPTER FOUR - COMMUNICATION BASICS ## 400. INTRODUCTION The following chapter will discuss the basic standardized communications utilized throughout vCSG-3. ## COMMUNICATIONS MATRIX A current communications matrix is provided in the form of a kneeboard in the OMM repo. All communications should follow vCSG-3 standards unless a specific mission requires a change. An example is below. ![[005a CSG3 Common Comms.png]] ## 401. FLIGHT CALL SIGNS A flight can contain up to four aircraft. Normally a flight will be identified by an Administrative call sign which will coincide with their squadron’s call sign. For example, VFA-14 is assigned the Admin Call Sign “Camelot.” During non-tactical flight, a flight lead will utilize their squadron’s admin call sign throughout the duration of a flight for communications with controlling agencies and other flights. A tactical call sign may be used for specific missions. If no tactical call sign is briefed, the squadron admin call sign should be used. For instance, if a member of VFA-14 leads a flight for four F/A-18’s for a training flight they might adopt the call sign of “Camelot 1”. Members within this flight would communicate to other flights and controlling agencies by attaching their assigned number within the flight to the end of their flight’s call sign. > [!quote] > **Camelot 1-1:** Flight Lead > **Camelot 1-2:** Lead’s Wingman > **Camelot 1-3:** Section Lead > **Camelot 1-4:** Section’s Wingman When communicating internally on inter-flight frequencies, members of a flight shorten their call sign to simply their assigned number within the flight. > [!quote] > **Dash One or One:** Flight Lead > **Dash Two or Two:** Lead’s Wingman > **Dash Three or Three:** Section Lead > **Dash Four or Four:** Section’s Wingman This shortened call sign is also used to acknowledge preparatory commands from lead. > [!quote] > **Lead:** “Flight, Check Right 090.” > **Two:** “Two.” > **Three:** “Three.” > **Four:** “Four.” The last aircraft acknowledging lead’s call for a check right turn to a heading of 090 would be the execution command for the flight to begin the maneuver. ## 402. RADIO PROCEDURES Radio communication can best be summarized by the following example: > [!quote] > **Who you are calling** –”Tower” > **Who you are** –”Camelot 1, Flight of 4 F/A-18’s” > **Where you are** (If applicable) > **What you want** –”Ready to Taxi” Quick, clear, and concise radio procedures are essential to maintain the constant flow of pertinent information. This is especially important later on when entering into tactical environments where numerous aircraft are working jointly to accomplish various mission sets. Accuracy, Brevity and Clarity known as the ABC’s of radio communication ensure that you pass the most accurate information, in as few words as necessary in a normal rate of speech so that the receiving party can understand your message without the need to repeat yourself. This idea can be further explained by the term, “Think, Key, Speak,” I.E. Think about what you need to say, key the mic, and get it out over the net so other pilots can relay their information in a timely manner. ## 403. CHECKING IN AND OUT ON FREQUENCIES When acting as a flight lead, it’s important to inform other aircraft and agencies on those frequencies when you leave and arrive on their channel. > [!quote] > **Flight Lead:** “Camelot 1-1, checking out on 264, pushing 251.” > **AWACS:** “Camelot 1-1, Copy.” > **Flight Lead:** “Camelot 1-1, Flight of 4 F/A-18’s checking in on 251.” > **Tanker:** “Camelot 1-1, Read you 5x5 on 251.” ## 404. READ BACK When receiving instructions from controlling agencies such as Air Traffic Control (ATC), Joint Tactical Air Controllers (JTAC) or Forward Air Controller (Airborne) (FAC A) it’s important to ensure that information which is passed is correctly received. This is facilitated by reading back the information followed your call sign. Required readback items include headings/radials, altitudes, airspeeds, altimeter settings, runways, and any clearances or authorizations. > [!quote] > **Tower:** “200, Mother, CV1 Approach, Marshal 090 radial, Angels 7, Expected Final Bearing 270, Altimeter 29.92, Expected push time 2205.” > **Flight Lead:** “Marshal 090 radial, Angels 7, Expected Final Bearing 270, Altimeter 29.92, Expected push time 2205, 200.” ## 405. PREPARATORY AND EXECUTION COMMANDS Flights will oftentimes utilize two-part commands called preparatory and execution commands throughout their mission. A preparatory command is given in preparation of the execution command. An emphasized phrase is used to allow the receiver of the command to prepare. Several examples are outlined below: > [!quote] Raising Gear (Preparatory and Execution Command by Lead) > **Flight Lead:** “Gear” > **Flight Lead:** “Up” > [!quote] Check-turns (Preparatory by Lead, Execution by Wingman) > **Flight Lead:** “Check Right 090.” > **#2:** “Two” > [!quote] Tail Hook Down (Preparatory by and Execution by Lead) > **Flight Lead:** “Hook.” > **Flight Lead**: “Down” ## 406. ACKNOWLEDGING COMMANDS As a wingman, you will acknowledge and execute commands and instructions at the direction of your flight lead. A brief and simple way to acknowledge lead’s instructions and indicate you are ready is to respond with your shortened position number. For example: > [!quote] Speed change to 350 KIAS > **Flight Lead:** “Bringing power to 350.” > **#2:** “Two” > [!quote] Beginning to climb > **Flight Lead:** “5 degrees, nose up.” > **#2:** “Wait one.” > **#2:** “Two” If you are not ready, reply with “Wait one” and make position call to inform lead when you are ready. ## 407. FIELD COMMUNICATIONS Reference [[SOP-200 - Initial Qualification Training (IQT)]]. ## 408. NON-COMBAT FLIGHT COMMUNICATIONS Reference [[SOP-200 - Initial Qualification Training (IQT)]]. ## 409. CARRIER COMMUNICATIONS Reference [[SOP-300 - Mission Capable Qualification Manual]] ## 410. AIR-TO-AIR COMBAT COMMUNICATIONS Reference [[SOP-400 - Air-to-Air Beyond Visual Range Tactical Employment Manual]]. ## 411. AIR-TO-SURFACE COMBAT COMMUNICATIONS Reference [[SOP-500 - Air-to-Surface Tactical Employment Manual]]. ## 412. BREVITY CODES Being brief on communications can be critical in ensuring other pilots are able to relay important messages which might be time sensitive. In order to facilitate this we utilize brevity terms also known as ‘prowords’ which quickly relay information in an abbreviated fashion. Some examples of this include: - **Bandit** – An aircraft identified as an enemy in accordance with theater identification criteria. The term does not necessarily imply direction or authority to engage. - **Hostile** – A contact identified as an enemy upon which clearance to fire is authorized in accordance with the theater rules of engagement (ROE). - **BRAA** – Bearing, Range, Altitude, Aspect - **Buddy Spike** – Friendly aircraft air-to-air radar track indication on radar warning receiver (RWR). In this example we look at how using brevity can shorten a message and relay the information in a standardized way. Original Message **AWACS:** “Camelot 1-1, Overlord, Showing an enemy contact at Bullseye 250 for 56 miles, 18 Thousand feet, contact is tracking south, confirmed as hostile.” Shortened Message **AWACS:** “Camelot 1-1, Overlord, You have a group at Bulls 250 for 56 miles, 18 Thousand feet, track south, Hostile.” In addition to utilizing brevity terms, in most instances other “filler” words can be omitted from transmissions to shorten messages even further. For example: **AWACS:** “Camelot 1-1, Overlord, You have a contact, Bulls 250 for 56 miles, 18 Thousand feet, track south, Hostile.” The message becomes: **AWACS:** “Overlord, group, Bulls 250, 56, 18 Thousand, track south, Hostile.” The information is relayed quickly and concisely so that receiving parties can react to the information if necessary. While brevity is always best, it is more important that the intent is communicated. Plain english is better than incorrect brevity. For an expanded list of applicable brevity codes reference Appendix A. [[APPENDIX A - ALSSA BREVITY LIST]]