Published: 2025-04 ![[Pasted image 20230813151019.png]] # CHAPTER ONE - NAVIGATION ## 100. INTRODUCTION This chapter will cover the various means military aircraft navigate during missions. From visual and instrument navigation ## 101. VMC & IMC **VISUAL METEOROLOGICAL CONDITIONS** Weather conditions in which pilots have sufficient visibility to fly the aircraft maintaining visual separation from terrain and other aircraft. **INSTRUMENT METEOROLOGICAL CONDITIONS** Weather conditions that require pilots to fly primarily by reference to instruments, and therefore under instrument flight rules (IFR), rather than by outside visual references under visual flight rules (VFR). Typically, this means flying in cloudy or bad weather. ## 102. VISUAL NAVIGATION Visual navigation is the use of unique man made and naturally occurring features to navigate the aircraft to its object. Although a pilot flying at 30,000 feet may have visibility for hundreds of miles in any direction, the availability of discernable landmarks and features is greatly reduced. For that reason visual navigation is often times best used in low altitude (LAT) flight. It’s not uncommon for flight plans to transition from instrument navigation while enroute then move to visual navigation once approaching a target area throughout the course of a mission. ## 103. INSTRUMENT NAVIGATION Use of instruments allow for an aircraft to navigate during a variety of conditions and environments. This includes high altitude, poor weather, or night flights. ## 104. GLOBAL POSITIONING SYSTEM & INERTIAL NAVIGATION SYSTEM Used most commonly during high altitude flight where visual navigation conditions are limited, instrument navigation in most modern aircraft is accomplished through the use of GPS and INS. These guidance systems have become more and more precise as technology has advanced allowing for less and less degrees of error. These systems also make the use of precisely guided weapons possible such as the Joint Direct Attack Munitions (JDAM) and Joint Stand-Off Weapon (JSOW). **TECHNIQUE** When utilizing GPS as a means for navigation, the use of latitude and longitude is the standard by which aircraft use to navigate from point to point. In GPS navigation these points are referred to as waypoints. ## 105. TACTICAL AIR NAVIGATION (TACAN) A navigation system used specifically by the military, TACAN creates a network of ground, sea and air stations which provide magnetic bearing and range information to other aircraft within the network. Most commonly, TACAN is utilized on aircraft carriers, airborne tankers and military airfield to assist in guidance and navigation. Operating in the UHF (1000 MHz) band, TACAN utilizes 126 two-way channels across two operational modes, X and Y. This allows for a total of 252 available channels for use. **TECHNIQUE** When utilizing TACAN as a means for navigation, a direct route is established between the TACAN station and the receiving aircraft. This manifests itself by relaying bearing and range information for the receiving aircraft directly to the transmitting TACAN station. ## 106. AIR-TO-AIR TACAN (YARDSTICK) While fighter aircraft are not capable of carrying the onboard beacons which larger airborne tankers utilize to transmit their range to refueling aircraft, TACAN can also be used tactically amongst fighters to determine range. This tactic is used most commonly to find a lost wingman or in IMC conditions in order to keep track of members of a flight. This is accomplished by choosing two channels which are separated by 63 channels. For example if a flight lead of an element chose channel 1x, his wingman would tune 64x. Both aircraft would ensure Transmit/Receive (T/R) is enabled and Air-to-Air (A/A) mode is turned on. Both aircraft would begin receiving range information from the other aircraft. ## 107. YARDSTICK EMPLOYMENT (DIVISION) It’s assumed that in a flight the elements will remain in formation. For that reason, it’s recommended that #1 and #3 tie together followed by #2 and #4. Additionally, by alternating frequencies between X and Y allows for quick transitions between their flight and the other. | Two Ship | (#1/#2) | | ---------- | ------- | | 1st Flight | 29Y/92Y | | 2nd Flight | 30Y/93Y | | Four Ship | Lead element (#1/#2) | Second element (#3/#4) | | --------- | -------------------- | ---------------------- | | 1st Ship | 29Y/92Y | 92X/29X | | 2nd Ship | 30Y/93Y | 93X/30X | If tactics increase the probability of wingmen splitting from formation or do not rely heavily on inter-element cooperation, leads may favor tying element mates together e.g. 29X/92X, 29Y/92Y. --- # CHAPTER TWO - PRE-FLIGHT # 200. INTRODUCTION This chapter will detail some procedures which are important to accomplish prior to setting a foot in the server. These procedures will save time and ensure a smooth mission. # 201. PC SETUP Ensuring that your PC is ready before your jet will save you from headaches once you’ve realized that you forgot to turn something on prior to starting your jet. Some examples of this include: - Key binds correctly set - Simple Radio System updated and running (Sometimes SRS works best if started once DCS is launched) - SRS can also be testing in single player as the SRS client just looks for you to be positioned in a jet. You should hear a audible click when keying a radio in SRS. - Liveries, Core Mods and Standardized Kneeboard Cards are updated via Repo or manually. - Mission specific kneeboard cards are updated. - HOTAS is setup and tested. # 202. MISSION DATA CARDS In many cases, organized missions will be accompanied by mission data cards which outline all pertinent info for quick reference once airborne. This includes: - Takeoff time - Sunrise/Sunset - WX - Waypoints - Other aircraft packages - Target data - Weapons profiles - Weapons employment - Rules of engagement ![[Pasted image 20230813151159.png]] # 203. FLIGHT BRIEFING Prior to entering the jet, members of the flight should be briefed on the following - Tasks for the flight - Strategy for how to accomplish the tasks - Short flight plan description - Load out - Frequencies - Latest weather report This is the time for flight members to request clarification on unclear procedures to avoid issues once in the seat. --- # CHAPTER THREE - FIELD OPERATIONS ## 300. INTRODUCTION This section will cover the standardized procedures for airfield operations from startup to takeoff # 301. START-UP PROCEDURES For standardized start-up procedures for individual aircraft reference Appendix B. # 302. CONTROLLED VERSUS UNCONTROLLED AIRSPACE/AIR FIELDS In instances where an air traffic controller is online and present at your airfield, your communication with “Ground”, “Tower”, “Departure” will be made and responded to by the controlling player. Flight Lead should make a check in on ATC Ground Frequency (**BTN 6 - 334.600AM**) , to determine if the current airspace is controlled or uncontrolled. If a controller is present, request permission to taxi once flight is ready and follow ATC instructions for frequency changes. In instances where a player is not acting in the ATC role, radio callouts should still be made in order to maintain situational awareness of other pilots who may be operating from your airfield Regardless, it is your responsibility to get your head up and looking outside your cockpit to avoid collisions and other safety concerns. All airfield comms at uncontrolled airfields should be made on Ground Frequency (**BTN 6 - 334.600AM**). State your intentions (do not ask for permission). If your intentions conflict with another flight, it is their responsibility to speak up and the pilots should then work out a deconfliction plan. # 303. INITIAL CHECK-IN Once your radios become available to use, normally after the first engine has started, you should conduct a check-in with flight lead on your briefed inter-flight frequency referred to as AUX or “Auxiliary”. > [!quote] **Two:** “Two, In the Pit on 30.” **Three:** “Three, In the Pit on 30.” **Four:** “Four, In the Pit on 30.” You should continue with your start-up procedures. # 304. START-UP COMPLETE Once your aircraft start-up is complete let your flight lead know through your briefed AUX frequency. > [!quote] **Two:** “Two, Good Jet.” **Three:** “Three, Good Jet.” **Four:** “Four, Good Jet.” Once the last aircraft has reported a good jet flight lead will request taxi to the active runway. > [!quote] **Flight Lead:** “Senaki Tower, Camelot 1-1, Flight of 4 F/A-18s requesting taxi to the active.” **Tower:** “Camelot 1-1, Senaki Tower, Cleared to Taxi, Hold Short Runway 08.” **Flight Lead:** “Cleared to Taxi, Hold Short Runway 08, Camelot 1-1.” > [!note] When you first begin taxiing from your parking spot ensure you conduct a quick brake check to function test wheel brakes before you enter the taxiway. ## 305. SECTION / DIVISION HOLD SHORT Sometimes, flights have specific take-off times also referred to as push times which require them to hold short of the active runway to allow other flights to pass and takeoff before them. In these cases, a flight will taxi and angle themselves along a side of the runway. ![[Pasted image 20230813151228.png]] ## 306. READY FOR DEPARTURE Once your flight reaches the active runway, flight lead will advise tower that your flight is “Ready for Departure.” This is not clearance to enter the runway but an advisory call to the airfields tower. > [!quote] **Flight Lead:** “Camelot 1, Flight of 4 F/A-18’s, Ready for departure, Runway 08.” ## 307. TAKEOFF CLEARANCE Once the active runway becomes available your flight will receive instructions to occupy the runway for departure. >[!quote] **Tower:** “Camelot 1, Tower, Cleared for takeoff, Runway 08, Climb and maintain runway heading to 3000 for 5.” **Flight Lead:** “Cleared for takeoff, Runway 08, Climb and maintain runway heading to 3000 for 5, Camelot 1-1.” ## 308. TAKING THE ACTIVE Once tower clears your flight for takeoff you should begin taxiing into place for departure. Formations will lineup in elements with the lead aircraft on the downwind side. This mitigates the possibility of lead being pushed into his wingman and also allows #2 to avoid leads jet wash. ### FINAL CHECKS Once all aircraft have taken the active runway and set into position, they should begin final checks. Final checks are a series of procedures and steps to verify the jet is in the proper takeoff configuration and that all systems are functioning normally. These steps include: ● Verify flap position ● Verify Takeoff trim set ● Verify External lights on ● Verify A/A TACAN (if applicable) ● Set Internal Lighting (as desired) ● Check Engine Temperature and Exhaust Gas Temperatures are in normal ranges ● Check other gauges for normal operating parameters ● Set Radar Altimeter and DDIs as desired ● ARM Ejection Seat >[!note] >Final checks should be made while holding short in busy airspaces as to not tie up the runway unnecessarily As the flight completes their final checks a call should be made on Flight Common. For example: >[!quote] >Flight Lead on Tower Frequency: “Camelot 1, Final checks.” >#2 (AUX): “Two, Final checks complete.” >#3 (AUX): “Three, Final checks complete.” >#4 (AUX): “Four, Final checks complete.” >Flight Lead on Tower Frequency: “Camelot 1, Final checks complete.” ### RUN'EM UP At the completion final checks flight lead will instruct the flight to spool their engines to 80% throttle and hold brakes. Each pilot will verify their instruments reflect normal operating parameters. >[!quote] >Flight Lead: “Flight, Run ‘em up.” As each pilot verifies normal operation of their systems, they will report a “Good Jet” and perform a control wipe but moving their flight stick to left / right limits, fore / aft limits then a complete circle. This tests that all flight control surfaces are operating normally. >[!quote] >#2: “Two, Good jet.” >#3: “Three, Good jet.” >#4: “Four, Good jet.” ### SECTION FORMATION TAKEOFF A section takeoff consists of two aircraft launching simultaneously. After flight lead commands the flight to “Run ‘Em Up” the next command will be for the first element consisting of Flight Lead and his wingman to launch. The lead will give the preparatory command “Brakes” three times. After the third “Brakes” call Lead give “Off” call and element will release brakes and advance throttles to MIL/MAX power. For example: >[!quote] >Flight Lead: “Brakes, brakes, brakes, Off.” >(Section releases breaks simultaneously and begins slowing advancing throttles) Once flight reaches rotation speed, lead will call “Rotate” followed by “Gear”, “Up” and “Flaps”, “Up.” ### INTERVAL TAKEOFF An interval takeoff occurs in much of the same way as a section takeoff except the lead aircraft will “Kiss off” their wingman. The “Kiss off” is a 7 second interval between the lead aircraft and wingman launching. After flight lead commands the flight to “Run ‘Em Up” the next command will be for the first element consisting of Flight Lead and his wingman to launch. The lead will give the preparatory command “Brakes” three times. After the third “Brakes” call, Lead give “Off” call and lead will release breaks and advance throttles to MIL then MAX power. After 7 seconds the wingman will release brakes and advance throttles to MIL/MAX. ## 309. DEPARTURE The below standard departure procedures are used during single-ship, VRF and IFR conditions. ### VISUAL TRAIL DEPARTURE Takeoff at a 350 KCAS / 0.80M / 725 FPM climb. Use 7’s spacing after brake release. Wingmen join to Parade. When visual and able to remain visual call: > [!quote] **Two:** "Two, visual, request rejoin" **Flight Lead:** "Two, clear rejoin" **Two:** "Two, saddled, right side" ### RADAR ASSISTED DEPARTURE (BUDDY LOCK) Takeoff at a 350 KCAS / 0.80M / 725 FPM climb. Use 7’s spacing after break release and utilize radar to “Buddy Lock” lead aircraft. When utilizing this method inform lead of “Buddy Lock” through AUX: > [!quote] **Two:** "Two, Buddy lock" **Flight Lead:** "One, Tied" If utilizing RAT due to poor weather, rejoin in parade formation and break “Buddy Lock” as soon as reasonably possible to limit the RWR indications for locked aircraft. ### FORMATION DEPARTURE Formation departures are conducted during section takeoffs when two aircraft launch simultaneously. As both jets release and advance throttles to MIL/MAX power, lead should decrease throttle by approximately 2% RPM in order to leave the wingman excess power. Limit use of “Nose Wheel Steering” during this departure as over corrections are more common resulting in loss of control and instead use quick presses of left and right wheel brakes to maintain position along the runway until rotation. At approximately 100 knots when rudder authority is available to maintain the aircraft travel down the runway, the pilot can disable NWS. ## 310. REJOIN ### RUNNING RENDEZVOUS A running rejoin is a formation rejoin where the flight continues along a briefed outbound course. Lead will set their power to maintain 300kts and remaining flight members will set power to close the distance from lead. Once flight members acquire visual of lead they should request rejoin. For example: > [!quote] **Two:** “Two, Visual, Request rejoin.” **Flight Lead:** “Two, clear rejoin.” Flight members should assume parade / cruise position until instructed otherwise by lead. ### CV RENDEZVOUS A CV rendezvous is a rejoin conducted in a turn. After takeoff, the lead begins a 30-degree angle of bank (AOB) climbing turn at a briefed airspeed. When safely airborne and cleaned up, the wingman executes a climbing turn inside the lead's radius of turn to intercept the lead's 30-degree bearing. Climbing, he places the lead on the horizon. He maintains the rendezvous bearing, closing on the lead using a maximum 10 KIAS of closure when within 1000 ft. The wingman monitors airspeed until close enough to visually discern relative motion. Your throttle adjustments at high power settings affect airspeed and closure more significantly than at low power settings. While in a climb, any throttle decrease has a large effect on closure; conversely, any throttle increase has a smaller effect on closure. Approaching the bearing line, the wingman reduces AOB to avoid going acute and keeps the lead on the horizon to stabilize vertical separation. When the wingman is on the bearing line, 100 ft away (three wingspans), he begins the join-up by increasing stepdown to 15 ft and flying to 10 ft nose-to-tail. He then pauses momentarily on the lead's radius of turn and then moves up into the VFR parade turn away position. The lead's radius of turn is defined as his "plumb line". Techniques for executing a CV rendezvous are discussed under breakup and rendezvous procedures. On cruise and division formation flight, the wingman will not pause on the lead's radius of turn during CV rendezvous, but will make a smooth continuous transition from the rendezvous bearing line through the cross under to the parade position. ![[Pasted image 20230813151414.png]] ### TACAN RENDEZVOUS A TACAN rendezvous is a visual circular rendezvous employed to rendezvous a flight above the weather after takeoff or during the mission if the flight is separated. The TACAN rendezvous is normally executed in a left-hand turn tangent to the briefed TACAN fix (radial/DME) at a specified airspeed, altitude, and direction (inbound or outbound). As shown in Figure 2-6, points around the rendezvous circle are numbered from one to four, with point one located at the TACAN fix and sequential positions located at 90-degree intervals around the circle. ![[Pasted image 20230813151450.png]] --- # CHAPTER FOUR - ADMINISTRATIVE FORMATIONS ## 400. INTRODUCTION Administrative formations are utilized outside tactical environments during routine flight. ## 401. DAYTIME FORMATIONS ### PARADE FORMATION ![[Pasted image 20230813151512.png]] Parade position is used for flight in congested areas, instrument approaches, and, in general, at any time when the formation is likely to be critically observed. Parade formation presents two advantages: 1. It provides good visual communication between aircraft making it easier for the lead to maintain positive control. 2. It presents a professional military appearance. The disadvantages are: 1. The formation is less maneuverable than a single aircraft or a tactical formation. 2. The wingman constantly adjusts power which results in fatigue and higher fuel consumption. 3. It restricts the wingman's lookout doctrine. As a wingman flying parade position, maintain approximately a 30-degree bearing by sighting down the leading edge of the lead's wing line with 10 ft of stepdown and a lateral separation of 10 ft. ### PARADE FINGER FOUR ![[Pasted image 20230813151532.png]] ### VFR PARADE TURNS AWAY FROM WINGMAN ![[Pasted image 20230813151555.png]] ### IFR PARADE TURN AWAY ![[Pasted image 20230813151617.png]] ### VFR/IFR PARADE TURNS INTO WINGMAN ![[Pasted image 20230813151633.png]] ### CRUISE FORMATION ![[Pasted image 20230813151649.png]] Cruise formation is safer, requiring less attention to maintaining position, provides better lookout capabilities, and is more fuel efficient for the wingman. The cruise position allows a section greater maneuverability than the parade formation because the lead is not restricted to 30-degree AOB turns. ## 402. ADMIN CRUISE Admin cruise will often be briefed as the enroute formation for transit to and from the mission area/ship. It is flown referencing the 45 degree bearing line, as previously described cruise checkpoints. During division admin cruise, Dash-2 will not auto-balance. Dash-3 will mirror Dash-2’s position (commonly known as “fingertip” formation) and not leave a maneuvering lane for Dash-2. The wingmen will not cross under during turns on the transit, unless briefed otherwise or when required (i.e., to be in the proper position for the break). ## 403. NIGHT FORMATION Night formation flight creates difficulties not experienced during daytime flight due to the reduction of spatial awareness. This comes from the loss of environmental reference points such as a horizon line, the ground versus the blue sky or aircraft reference points such as wings. For this reason, the use of position and formation lights becomes even more important. ### POSITION LIGHTS Position lights along the left or port side of the aircraft are red. Position lights along the right or starboard side are green. In total there are six of these lights, three on each side. One additional white position light is placed aft on the vertical stabilizer. ### ANTI-COLLISION LIGHTS Anti-collision lights are red and positioned on the outboard side of the vertical stabilizers. ### FORMATION LIGHTS Formation lights are fluorescent in color and position along the left and right sides of the aircraft to help determine aspect. In total there are 10 formation lights, five on each side. ![[Pasted image 20230813151830.png]] ![[Pasted image 20230813151857.png]] ![[Pasted image 20230813151912.png]] --- # CHAPTER FIVE - ARRIVAL ## 500. FIELD LANDING ### VISUAL RECOVERY Recovering at the field is fairly simple. - It begins with the initial which is flown on the runway heading at 1500’ Above Ground Level (AGL) and 5NM from the field. - Once approximately midfield begin a smooth, level pull to the left at 1G per 100 KIAS, i.e. 3.5G @ 350 KIAS. - Once on the downwind the next check point will be a turn to base. Once the runway threshold is abeam – 45 degree off your left should start a smooth 30 degree turn while beginning to descend using throttle manipulation. - At 90 degrees from the runway start gauging your positioning to determine if more or less Angle of Bank (AOB) is needed. - **Remember:** When flying at low speed with gear and flaps down: - higher bank = add power - less bank = remove power ### VISUAL RECOVERY COMMS >[!quote] Initial Contact (30 DME) “207, formation size, VFR or IFR and position (radial and DME, or FIX) with type of landing (Intentions)” >[!quote] Initial Point (5NM) "207, at initials, (Intentions)" >[!quote] Turning Base “207, Three down and locked, (Intentions)” **Intentions** - Touch-n-Go - Full Stop ![[Pasted image 20230813151957.png]] --- # CHAPTER SIX - EMERGENCIES / CONTINGENCIES / SAFETY ## 600. INTRODUCTION Operating in close proximity to other aircraft can be incredibly dangerous. Pair that with the stress of multi-tasking and the potential for aircraft failures both on the ground and in the air, the results have the potential to be disastrous for the pilot and the mission. This chapter will outline common safety issues, emergencies and contingencies along with standardized procedures which will mitigate the risk and associated. As a wingman, you must always maintain situational awareness of where other aircraft or obstacles are. ## 601. LOST SIGHT The wingman is always responsible for collision avoidance. Any time the wingman loses sight of the lead aircraft, the wingman shall immediately transmit “lost sight.” The wingman shall then expeditiously take safe separation. For taking safe separation, the wingman shall execute the following procedures: 1. If the flight is in a climb or descent – the wingman shall level off and coordinate altitude separation from the lead. 2. If the flight is straight and level – the wingman shall take a 30 degree cut away from lead’s heading and coordinate altitude separation from the lead. 3. If the flight is in a turn away from the wingman – the wingman shall level the wings and coordinate altitude separation from the lead. 4. If the flight is in a turn into the wingman – the lead shall level the wings while the wingman continues the turn to the 30 degrees past the heading and coordinate altitude separation from the lead. After the flight has separated, the wingman will expect the lead to remain predictable and continue to coordinate the flight via the radio. Wingman should begin looking outside the cockpit while using instruments such as datalink, radar, etc to locate lead. # CHAPTER SEVEN - IFF TRANSPONDERS ## 700. INTRODUCTION A transponder is a radio beacon on an aircraft that replies with the position of an aircraft when interrogated by an IFF interrogator. Transponders can be set with particular codes that they will supply in addition to the position of the aircraft. This is often referred to as “Squawking” There are 5 transponder modes: - Mode I- a two digit code used by military only, usually to denote mission tasking - Mode II- a four digit code used by military only, usually set based on modex - Mode III- a four digit code used by civilian and military, used for unique identification - Mode IIIC- ON/OFF, when set on, transmits own aircraft altitude information, combined with III in DCS - Mode IV-ON/OFF, secure ID used by military only, what fighter “IFF” interrogators check ## 701. vCSG-3 TRANSPONDER SOP VAW-126 uses transponder information to set callsigns and ID information in LotATC and more easily track player flights. Transponders should be set in aircraft when able, or manually in SRS at all times, regardless of VAW-126 presence. See squadron training material for aircraft specific settings. - Mode I is used for mission tasking, the codes are set based on the tasking for the flight - Mode II is set as the modex in the DCS username with a preceding zero ie Camelot 200 would be 0200 - Mode III is set based on the flight assignment of the aircraft - First digit is always 3 (for CSG-3) - Second digit is squadron identifier (first digit of Modex) - Third Digit is flight identifier - Fourth Digit is Element identifier - ie. Victory 1-3 would squawk 3113 - Mode IV should be set to ON to allow fighter interrogation CSG-3 Transponder SOP Kneeboard is below ![[005b CSG3 Transponder SOP.png]] --- # CHAPTER 8 - BULLSEYS BASICS ## 800. INTRODUCTION "Bullseye" is a pre-defined point which is used as a reference for radio calls indicating a position. For example, "bullseye 050 for 30 miles", indicates a position of 30 miles away from the bullseye point on the 050 radial (roughly northeast of Bullseye). “Rock” or a pre-briefed name may be used in place of Bullseye. Real life Navy procedures require a name other than “bullseye”. Bullseye is used in case radio communications are intercepted by the enemy - since the bullseye point is agreed upon prior to the flight and is not stated over the radio, the enemy will not be able to determine location without prior knowledge of Bullseye location. In addition, using bullseye coordinates helps improve situational awareness, since it is an absolute frame of reference. ## 801. FORMAT Bullseye calls use a format similar to BRAA with bullseye as starting point and a cardinal or subcardinal ‘Track’ direction instead of aspect. > [!example] > “Rock 060 for 45 Twenty-thousand track North” indicates an air contact 45 miles from bullseye on 060 radial at 20k and traveling North’ > “Rock 325 for 80 Angles 25” indicates a friendl;y aircraft 80 miles from bullseye on 325 radial at 25k’ > ![[BullseyeFigure.png]] >[!note] >Altitude of bogeys/bandits are always given in **thousands of feet**. Altitude of friendlies are always given in **Angels**. # APPENDICIES [[APPENDIX A - ALSSA BREVITY LIST]] [[APPENDIX B - IQT GO NO-GO CRITERIA]]