SOP-300 - Mission Capable Qualification Manual

Published: Under Review ![[Pasted image 20230813152227.png]] # CHAPTER ONE - AERIAL REFUELING ## INTRODUCTION The ability to refuel without having to land is invaluable to combat aircraft. While this skill is perishable and difficult to grasp at first, once an aviator can perform aerial refueling, their ability to remain on station is only limited by individual fatigue or expenditure of ordinance. ## REFUELING PLATFORMS Currently, the following aircraft are available as tankers. - Drogue and Basket Tankers - S-3B - KC-130 - KC-135 MPRS - IL-78 (Russian) The F/A-18C, F-14C utilize the drogue and basket method. - Flying Boom - KC-135 - KC-10 The A-10C and F-16C utilize the flying boom method. ## REFUELING PATTERN Flight leads will brief the members of their flight on the amount of fuel which should be taken prior to arriving at the tanker. The aerial refueling pattern begins once the flight arrives within visual range of the tanker. Any aircraft in the flight can call visual along with the bearing from the flight and relative altitude, “Two, Visual tankers, One Five Zero, High.” The flight will close the distance and form along the port side in the “Observation area” **(Area 1)**. Flight lead will determine the order for tanking by prioritizing the lowest state fighters first. As refueling areas become available aircraft will move to the “Pre-Contact Position” **(Area 2)**. Once communications have been established with the tanker the fighter will deploy their refueling probe and move to the refueling boom/drogue in “Refueling Area” **(Area 3)**. After a fighter finishes refueling, they will “Abort Rejoin,” reduce power slightly and cross under the aircraft to their right (if applicable) and move to the “Reform Area” **(Area 4)** as they hold for the remaining fighters in their flight. > [!todo] - [ ] #todo Figure 1—1 Refueling Pattern ## EXAMPLE AAR RADIO COMMS Communications should be minimized during aerial refueling however safety is always paramount, especially when operating within such close proximity to other aircraft. Below are sample communications to be used during AAR. >[!quote] When within 20NM of the tanker: **Lead:** “Arco One One, Camelot 1, Flight of four F/A-18’s, Request rejoin.” **Tanker:** “Camelot One, Arco, Proceed to pre-contact at fifteen thousand.” **Lead (AUX):** “Flight, Switches safe, Noses cold.” > [!quote] Once visual of the tanker: **Three (AUX):** “Three, Visual tanker, Zero Nine Zero, High.” > [!quote] Once in formation in “Observation Area”: **Two:** “Two, Moving to pre-contact.” > [!quote] In “Pre-contact area”: **Two:** “Ready, Pre-contact.” **Tanker:** “Clear contact” > [!quote] Once aircraft finished fueling: **Two:** “Two, Abort rejoin, moving to Rejoin Area.” ## REFUELING TIPS Refueling can be one of the more frustrating skills to master next to landing on the carrier. Here are some tips which might help get your sorted quicker: - Slow your approach to the basket. - Try to focus on the refueling pod on the wing rather than the basket. - Refueling is just formation flight. Once you’re hooked up, try using your peripheral vision to maintain position. - Use fingertip pressure for corrections. - Be prepared to lightly counteract throttle inputs with back or forward stick pressure. • If you have trouble with “Pilot Induced Oscillations” (PIO), try lessening your dead zone for your pitch axis. - **F14’s:** Set your wings to “Bomb” sweep mode to prevent unwanted sweeping during throttle inputs. - Avoid using roll input and instead use rudders to shift nose position. --- # CHAPTER TWO - TACFORM ## INTRODUCTION The tactical doctrine for Combat has at its heart a section of Fighters operating in Combat Spread. This chapter will attempt to teach you the basics of TACFORM flying, which is fundamentally how sections maneuver while in Combat Spread. ## CONCEPTS & DEFINITIONS ### Communications As in basic formation flights, an ATC call sign will be used for ATC purposes. Use Lead's call sign if talking with ATC regardless of who is in the Lead. Use your actual call sign (side number) when talking with Tower. Intra flight communications become a little more ‘relaxed,” and Wing will be expected to keep up. To start with, all acknowledgements of Lead's comms will reference your full tactical call sign (i.e., “Hammer 12”). ### Flight Lead, Wingman and their Responsibilities The Flight Lead (or simply Lead) is the Fighter responsible for all navigation, external comms, and mission/training objectives, and is the default for all tactical decisions. The wingman (Wing) is responsible for maintaining sight and staying in position. Both Fighters are responsible for good lookout doctrine, internal communications, and flight safety. ### Bandit The term Bandit refers to a threat that may or may not be employing maneuvers/weapons in a hostile manner. ### Bogey A Bogey is an unidentified aircraft or an aircraft of known type but unknown origin. > [!todo] - [ ] #todo Figure 2—1 Shorthand Symbology ### Defensive Combat Spread (DCS) Defensive refers to the potential of a section to react defensively to threats from any axis. Wing will fly on Lead’s 90-degree bearing line (abeam) at a distance of .8 to 1.0 nm, and 1,000 ft stepped up from Lead’s altitude at 350 KIAS. The two Fighters are spaced far enough abeam to still be maneuverable, but allowing aircrew the ability to devote more time to cockpit tasks and visual lookout. In addition to being stepped up, wing may also fly stepped down. > [!todo] - [ ] #todo Figure 2—2 Defensive Combat Spread ### Offensive Combat Spread (OCS) Offensive refers to a section employing offensively to known threats from a specific axis. Wing will fly abeam, 1.2 to 1.5 nm, up to 3,000 ft above or below Lead’s altitude at 350 KIAS. The combination of these parameters may be varied based upon environmental factors (sun angle, atmospherics, terrain, etc.) so the Fighters can remain mutually supportive, and hopefully diminish the ability of the Bandit to gain sight of either or both of the Fighters. > [!todo] - [ ] #todo Figure 2—3 Offensive Combat Spread ### “Visual/Tally” and “Blind/No Joy” ‘Visual’ and ‘Blind’ refer to whether or not you can see a friendly aircraft. ‘Tally’ and ‘No Joy’ mean the same thing respectively, but are applied to bandits or bogeys. ### Lookout Doctrine An effective lookout doctrine is the cornerstone of mutual support, requiring each pilot to develop and employ a thorough visual scan pattern inside and outside of the cockpit. Coordinated scan patterns between Lead and Wingman in Combat Spread ensure maximum visual coverage, while allowing sufficient reaction time to engage a threat. The threshold of visual detection depends on numerous factors, such as aspect, environmental conditions, etc. Starting with your eyeball as your primary sensor, focus on a distant point (cloud formation, terrain feature, etc.) to give your eyes a depth of vision from one mile out to infinity. This technique greatly aids in detection of potential threats at distance before they get close enough to become a factor. Lead and Wing’s primary scan region starts 30 degrees outside of the formation, sweeping through the formation to the aft visual limit for roughly 75% of the time. Visual search beyond 30 degrees outside the formation is a secondary responsibility for both Lead and Wing and requires the pilot's attention roughly 25% of the time. Don't limit this scan to just the horizon, but include scans both above and below the horizon such that the combined scan of both Fighters covers as much of the 3-dimensional airspace surrounding the section as possible. Finally, be disciplined with your scan pattern because searching random points in the sky tends to result in poor detection rates. > [!todo] - [ ] #todo Figure 2—4 Lookout Doctrine Directly behind each Fighter is a small unseen area (to that specific pilot) referred to as the ‘blind cone’; we are in section so that each Fighter’s scan includes the other Fighter's blind cone, so as to cover each other’s ‘six-o’clock.’ This scan pattern does however result in a mutual blind area formed at the intersection of each aircraft’s visual limit, between 1.5 and 2 nm astern, in between the section, depending on lateral separation between Fighter aircraft. As the above discussion goes to mutual support via your eyeballs, good lookout doctrine doesn’t do any good if members of the flight are not communicating what they see or do not see. You will use clock codes and degrees above or below the horizon when referencing other aircraft. By practicing making these calls, it will come easier in the jet when your brain is task saturated. ### Engaging Turns An Engaging Turn is an energy-sustaining turn performed at 3Gs, 350 KIAS, and is the most common turn you will use during TACFORM. It allows the section to be maneuvered quickly without a large energy penalty so as to maintain airspeed while conserving fuel. ### Hard Turns A Hard Turn is a compromise between turn performance and energy depletion. Hard turns are flown at 4- 5Gs (nibble of buffet), and MIL power, and are used when the section is not defensive, but desires to expeditiously orient itself to a threat. ### Break Turns A Break Turn is a maximum performance turn executed at 6-7Gs, but not to exceed 7.5Gs. A break turn gives the best instantaneous turn performance, but at a large energy penalty. A break turn may be used offensively to gain a shot opportunity, or defensively to defeat an incoming missile or a Bandit's firing solution. It is important to note max-performing the aircraft does not mean to use erratic or jerky aircraft control inputs. You will probably encounter pitch buck in your aircraft; if so, ease off the G a little bit, and then smoothly reapply G as required until within the rate airspeed band. ### Significant Airspeeds #### F/A-18 The F/A-18’s Best Sustained Turn Rate Airspeed Band is 310-400 KIAS. The F/A-18’s ability to trade airspeed for angles (energy excursion) is however reduced below 250 KIAS; at slower airspeeds the aircraft becomes more difficult to handle as it is more prone to stall/pitch buck. Initially, targeting the upper portion of the rate band (310-400 KIAS), until an energy excursion is necessary, is prudent in most cases. Corner Airspeed is 390 KIAS. This airspeed yields the aircraft's best instantaneous turn performance, but also sustains the highest airspeed bleed rates. #### F-14 The F-14’s Best Sustained Turn Rate Airspeed Band is .61 IMN at 14.1° per second. The F-14’s ability to trade airspeed for angles (energy excursion) is however reduced below XXX KIAS; at slower airspeeds the aircraft becomes more difficult to handle as it is more prone to stall/pitch buck. Initially, targeting the upper portion of the rate band (XXX-XXX KIAS), until an energy excursion is necessary, is prudent in most cases. Corner Airspeed is XXX KIAS. This airspeed yields the aircraft's best instantaneous turn performance, but also sustains the highest airspeed bleed rates. #### F-16 The F-16’s Best Sustained Turn Rate Airspeed Band is XXX-XXX KIAS. The F-16’s ability to trade airspeed for angles (energy excursion) is however reduced below XXX KIAS; at slower airspeeds the aircraft becomes more difficult to handle as it is more prone to stall/pitch buck. Initially, targeting the upper portion of the rate band (XXX-XXX KIAS), until an energy excursion is necessary, is prudent in most cases. Corner Airspeed is XXX KIAS. This airspeed yields the aircraft's best instantaneous turn performance, but also sustains the highest airspeed bleed rates. ### Engaged Fighter The Engaged Fighter is either the most defensive or the most offensive Fighter, in that order. If you are about to get shot, you are by default engaged defensively. If you find yourself within visual range with a valid shot on a Bandit, or are maneuvering for a shot and no other Fighter is engaged defensively with that Bandit, you are engaged offensively. Anyone in the flight can designate the engaged role (including the Bandit) based upon who is attempting to be engaged. ### Free Fighter The Free Fighter is the Fighter that is not engaged and, having achieved separation from the Engaged Fighter, is responsible for flight deconfliction. ### Lift Vector The Lift Vector is an imaginary line that extends upward (relative to your body), and perpendicular to the plane of your wings, regardless of pitch or roll angle. ### Line of Sight (LOS) Line of sight is just what it sounds like. It’s the line from a pilot’s eyeball to something that he/she may be looking at. ‘LOS rate’ describes how an object appears to move across your canopy. ### Target Aspect Angle (TAA or Aspect) Target Aspect Angle quantifies (in general terms) where your aircraft is positioned relative to another aircraft, such as the Bandit. If you are looking up the bandit’s tailpipe then TAA is 0 degrees. If you are directly in front of the Bandit, then TAA is 180 degrees. Extending this into 3D, you can imagine cones extending out from the Bandit’s longitudinal axis. You can be at 30 degrees TAA if you are above, below, or to the sides of the bandit as long as you are sucked back towards their tail. TAA has nothing to do with headings. It may also help to think about it in terms of where you are relative to the Bandit’s wing line. Between 0 and 45 degrees (Low Aspect), you are pretty much behind the bandit and they aren’t much of a threat to you. Medium Aspect is anywhere from 45 to 90 degrees. High Aspect is anywhere from 90 to 180 degrees (e.g. they’re looking at you). When we talk about “changes in Aspect”, we are describing how the bandit’s aircraft appears to us along the line of sight. Increasing aspect means their nose is coming to bear on us or we’re moving in front of them, while decreasing aspect means the Bandit is turning away from us or we’re moving towards their tail. > [!todo] - [ ] #todo Figure 2—5 Target Aspect Angle ### Angle-Off-Tail (AOT or Angle-Off) Angle-Off-Tail is a way to describe the relationship between your aircraft’s direction of travel relative to another aircraft. If you are traveling in level flight on the same heading as another aircraft then your AOT relative to that aircraft is 0 degrees, regardless of your physical position or Aspect. If you are traveling opposite each other, then AOT is 180 degrees. Note also that AOT is applied in 3D. If another aircraft is flying level and you are traveling straight up or down, then your AOT relative to that aircraft is 90 degrees. All measurements are made using the other aircraft’s longitudinal axis as a frame of reference. > [!todo] - [ ] #todo Figure 2—6 Angle-Off-Tail > [!todo] - [ ] #todo Figure 2—7 Angle-Off-Tail ### Closure Closure is the rate at which separation between two aircraft is decreasing. A negative closure would describe a separation that is increasing, or opening. ### Pursuit Geometry The concept of pursuit geometry between attacker and defender is basic to every tactical maneuver. The type of pursuit can be determined by the attacker’s nose position when in the same plane of motion as the defender, and lift vector placement when not in the same plane of motion. There are three basic types of pursuit: 1. Lead pursuit: used to decrease nose-to-tail separation, or solve for a gun solution, often at the cost of generating high AOT and closure. 2. Pure pursuit: used primarily to gain an IR missile lock. Pure pursuit is achieved by putting your nose (velocity vector) right on the bandit. While not as rapid as lead pursuit, pure pursuit can be used to close nose-to-tail distance if the pursuing Fighter is at least co-airspeed with the Bandit. 3. Lag pursuit: used to maintain or increase nose-to-tail separation. Lag pursuit allows the Fighter to maintain his energy while keeping AOT and closure under control. > [!todo] - [ ] #todo Figure 2—8 Pursuit Curves In-Plane We can expand the concept of pursuit geometry from the two-dimensional discussion above, to three dimensions. For example, an attacker that is flying in a different plane of motion can orient his lift vector ahead of, on, or behind a defender to achieve many of the same goals as would be achieved with nose position if flying in the same plane of motion. ### Turn Circle A Turn Circle is an imaginary two-dimensional circle that an aircraft is scribing through the sky, defined by the aircraft’s performance parameters at any instance in time. In a horizontal turn, the turn circle is, more or less, just a circle. In the vertical plane, such as an aircraft in a constant-G loop, gravity will shrink an aircraft's turn radius at the top and widen its turn radius at the bottom. ### Bubble The Bubble is a three-dimensional representation of an aircraft’s turn circle in a max performance turn; the Bubble should not be confused with the 500 ft bubble that Wing needs to maintain from Lead at all times during dynamic maneuvering. The average Bubble of the T-45 is represented by a circle with a radius of 3,000 ft. You will draw it on the white board prior to your brief along with the Attack Window, Control Zone, Post, and the Bandit. ### Post The Post is the center point of a turn circle. This is the same Post we encounter during TACAN rendezvous, but is not restricted to turn circles in the horizontal plane. The Post does not define pursuit curves, but is used in the discussion of the Bubble, Attack Window entry, etc. ### Control Zone (CZ) The Control Zone is a truncated cone extending from 2000 ft to 4000 ft behind the defending aircraft, and along its flight path. The volume is defined along this length expanding from 20 degrees wide at the front, to 40 degrees wide at the back. The practical application of the Control Zone is such that should an attacking aircraft arrive within a defending aircraft’s Control Zone, with range, angles and closure under control, the defending aircraft has little chance of forcing the attacking aircraft out of the Control Zone. > [!todo] - [ ] #todo Figure 2—9 Control Zone ### Attack Window The Attack Window is the point in the sky where, if an attacking aircraft executes a max performance turn, it will arrive in the defensive aircraft’s Control Zone (with the aforementioned range, angles and closure under control). The most useful cue for the Attack Window Entry is a sudden decrease in the Bandit’s aspect change, accompanied by a sudden increase in the Bandit's LOS rate. In practical terms, the Bandit’s aircraft appears to stop pivoting and begins to rapidly move aft in your canopy. ### Misaligned Turn Circles (MATC) MATCs are created due to the fact that each aircraft's bubble is displaced over a different geographic point in space. Given the same exact turn performance, the geometry of MATCs will enable an attacker's nose to eventually come to bear on the defender through pure geometry without having to perform an energy excursion. > [!todo] - [ ] #todo Figure 2—10 Misaligned Turn Circles ### Low Yo-Yo The Low Yo-Yo is a nose-low (and possibly out-of-plane) maneuver used to decrease nose-to-tail separation. > [!todo] - [ ] #todo Figure 2—11 Low Yo-Yo ### High Yo-Yo The High Yo-Yo is a nose-high (and again, possibly out-of-plane) maneuver to slow or stop closure and/or increase nose-to-tail separation. > [!todo] - [ ] #todo Figure 2—12 High Yo-Yo ### Weapons Envelope A weapons envelope is a graphical depiction of the limits of a particular weapon, centered on the target. A weapons envelope is at best a rule of thumb taking into account shooter and target airspeed, altitude, G, and weapon capability. Firing from within the envelope greatly increases the Probability of Kill (Pk). The Weapons Envelope approximates both an infrared (IR) seeking (Fox-2) AIM-9 Sidewinder missile, and the 20 mm Vulcan cannon. Valid shots will require meeting appropriate wickets. For an IR Missile shot to be valid, it has to be taken with the defender in the HUD FOV, and the Shooter within the CNATRA Sidewinder Envelope. For a Tracking Gun Shot to be valid, it has to occur with the shooter in the Tracking Gun Envelope, and the trigger pulled with the pipper on the target. For a Snap Gun Shot to be valid, it has to occur with the shooter in the Snap Gun Envelope, trigger pulled early (>1 sec. prior) to establish bullets downrange at target distance, and the target must pass through the pipper. > [!todo] - [ ] #todo Figure 2—13 Weapons Envelope ### “Fence(d) In/Out” FENCE is an acronym for Fire control, ECM (Electronic Countermeasures), Navigation, Communication, Emitters. To FENCE In means that administrative functions (to include G-warm) and setting of cockpit switchology have been completed prior to entering the combat area, and/or tactical portion of the flight; FENCE(d) Out means just the opposite, weapons switchology has been returned to a non-employment mode, and you are ready to return to a non-tactical portion of the flight. ### PADS PADS is an acronym for the starting parameters of an engagement or maneuver: Position, Altitude, Distance, Speed. ### OPS CHECKS (Fuel and G) This is a call initiated by the Lead and echoed by the Wingman after the ‘Fenced In/Out’ call and after every KIO stating the current fuel state and “good G” if within limits (fuel state in thousands of pounds, alibis by exception). If G is not within limits, say the actual max G. Do not delay aviating and navigating your jet back to Spread just to communicate your ‘fuel and G’ call. ### “Speed and Angels” This is a call initiated by Lead and echoed by Wing when in position (that is, on your PADS) for the next maneuver set and it implies that you are visual. Lead should initiate this call when he feels you are in a good position. If Lead calls it and you are not in position yet, call “standby.” Being in position is being within +/- 200 ft, +/- 10 kts, and +/- .1 nm. The maneuver will not begin until all aircraft have called Speed and Angels. ### “Pipper On, Tracking”/“Pipper Off” Due to the low AOT of Tracking shots, closure is much easier to control, and you may find yourself able to hold the ‘pipper’ (HUD gun reticle) on the target for long periods of time. Keep in mind that you will only have between 6 and 9 seconds worth of ammunition in the gun. A two second burst at most is recommended for each shot. With the pipper on and the trigger depressed call “pipper on, tracking....” As you pull the pipper off for whatever reason, call “pipper off.” ## TACTICAL FORMATIONS ### COMBAT CRUISE Flown at 0.7-1.2 NM spacing, the wingman is free to maneuverer within a 10°-60°cone of maneuverability off leads abeam. > [!todo] - [ ] #todo Figure 2—14 Combat Cruise #### Four Ship Variant The four ship variant looks much similar with the section lead balancing to the opposite side of the formations and setting a spacing of 0.7-1.2 NM. The second section steps their altitude up anywhere from 500-1000 FT. > [!todo] - [ ] #todo Figure 2—15 Four Ship Combat Cruise OFFENSIVE COMBAT SPREAD Flown at 1.2-1.5 NM spacing, the wingman flies line abreast of lead and stepped up or down with 3,000 FT of altitude separation. OCS offers excellent visual mutual support amongst lead and his wingman. ### COMBAT SPREAD The four ship variant has the section lead fly line abreast of lead and each sections wingman fly at a position similar to fighter wing in that the wingman is free to maneuverer within a 10°-60°cone of maneuverability off leads abeam. In DCS, OCS use is limited in the fact that sighting becomes more difficult at OCS spacing. > [!todo] - [ ] #todo Figure 2—16 Offensive Combat Spread #### Four Ship Variant > [!todo] - [ ] #todo Figure 2—17 Four Ship Offensive Combat Spread ### DEFENSIVE COMBAT SPREAD Flown at 0.8-1.0 NM spacing, the wingman flies line abreast of lead and stepped up or down with 1,000FT of altitude separation. DCS offers excellent visual mutual support amongst lead and his wingman. #### Four-Ship Variant > [!todo] - [ ] #todo Figure 2—18 Defensive Combat Spread The four-ship variant has the section lead fly line abreast of lead and each sections wingman fly at a position similar to fighter wing in that the wingman is free to maneuverer within a 10°-60°cone of maneuverability off leads abeam. > [!todo] - [ ] #todo Figure 2—19 Four Ship Defensive Combat Spread ### LINK COMBAT SPREAD Flown at 5-10 NM spacing, the wingman flies line abreast of lead and stepped up or down with 1,000- 3,000 FT of altitude separation. LCS offers no visual mutual support as it relies entirely on the use of aircraft sensors such as Link 16. LCS should only be used to engage a known hostile with limited or no risk of flanking hostiles. ## TACFORM MANUEVUERS > [!todo] - [ ] #todo Figure 2—20 Link Combat Spread TACFORM maneuvers allow for a flight to quickly move the formation in the direction of the threat. Additionally, when in tactical formations but not yet engaged, TACFORM allows for a quick and efficient transition of the flight in a different direction such as when performing a Barrier Combat Air Patrol. ## CHECK TURNS A Check Turn is used to turn the section 30 degrees or less. Lead will roll into a 30-degree AOB turn for 30 degrees or less of heading change at 350 KIAS. Think of these turns as putting you instantly acute or sucked, requiring smooth and aggressive bearing line corrections. As will be the case for all the turns in your TACFORM flights, Lead will not start maneuvering until Wing acknowledges the Lead’s comm: >[!quote] **Lead:** “Hammer, Check right, 030” **Wing:** “Hammer 12, 030” > [!todo] - [ ] #todo Figure 2—21 Check Turn ## SHACKLE Shackle Turns allow the Lead to re-dress the section (get Wing back into position), or to have the jets maneuver to opposite sides of the formation. If Lead desires to keep the section on the current heading, both aircraft begin a level 3G turn toward each other for approximately 45 degrees of heading change, adjusting power as necessary to maintain 350 KIAS. Both aircraft will roll out with the new heading on the appropriate 45-degree benchmark and wait for the pass. **The wingman is responsible for altitude deconfliction, and should keep Lead in sight throughout the Shackle.** If both aircraft cross over each other and reverse back to the flow heading _at the same time_ (roughly 2 sec after the pass), you should come out of the turn on bearing line at the appropriate abeam distance. ### OFF-HEADING SHACKLES Lead will call an Off-Heading Shackle to a new heading of 30 degrees or less from the original flow heading. Each jet will turn towards the other at 3Gs and 350 KIAS until the new flow heading reaches the first 45-degree benchmark on the HSI. One jet will turn a lot (~75 degrees of turn), while the other jet will turn only a little (~15 degrees of turn), to put the new flow heading on the appropriate benchmark. Unlike straight-ahead Shackles, the section will not pass directly over and under each other; the jet turning a little will tend to pass slightly in front of the jet that turned a lot. After the pass, look over your shoulder at Lead’s jet. When Lead gets to an angle behind your wing line that roughly equals how many degrees you have left to turn to the new flow heading (usually 45 degrees), start your turn. > [!todo] - [ ] #todo Figure 2—22 Off-Heading Shackle ## TAC TURNS The Tac Turn is an engaging turn in which flow heading changes by 90 degrees, and the Fighters swap sides of the formation. A Tac Turn allows the section to maneuver rapidly to engage a threat on the beam. Tac Turns will be performed at 3Gs and MIL power to maintain airspeed. At the completion of the turn, you should be back in Spread on the opposite side at 350 KIAS. The turn begins immediately following Wing’s acknowledgement of Lead’s comm: > [!quote] **Lead:** “Hammer, Tac left” **Wing:** “Hammer 12” Tac turns can be used from 60-120 degrees of heading change. Depending if the turn is coming to or away from you, will dictate whether you must delay or turn earlier than a routine 90 degree turn. ### TAC TURNS INTO WING Initially you will drive straight and do nothing as Lead starts his turn into you. Begin your turn in the called direction just prior to being able to look down Lead’s intakes. About halfway through your turn you should pick up Lead over your shoulder as he rolls wings level, with you on bearing line. Realize that if you are out of position to start the maneuver you can adjust your timing so as to come out of the turn in position. If you start out acute, you will come out acute if using the same sight picture to begin your turn, so wait slightly longer to begin your turn; this will help fix bearing line (first priority) out of the turn, but will induce some abeam distance errors. To fix abeam distance errors, simply put in a correction to fix the wide coming out of the turn, as appropriate. > [!todo] - [ ] #todo Figure 2—23 Tac Left Into Wing ### TAC TURNS AWAY FROM WING Immediately begin your turn into Lead. Lead will maintain heading waiting for your jet to approach nose-on. At the appropriate time, Lead will start his turn. You should arrive at the new heading, on bearing, as Lead is about halfway through his turn. > [!todo] - [ ] #todo Figure 2—24 Tac Right Away from Wing ## IN-PLACE TURNS The In-Place Turn is an engaging turn that changes flow heading by 180 degrees, and causes the Fighters to swap sides of the formation. Both Fighters should begin and finish their turn at the same time. Realize that if you are out of position at the start it will require adjustments to your AOA and nose position in order to arrive in position out of the turn. An In-Place Turn is used to engage a bandit that is in the section’s rear quarter, in the direction of the turn. The turn begins immediately following Wing’s acknowledgement of Lead’s comm: >[!quote] **Lead:** “Hammer, In-Place right” **Wing:** “Hammer 12” > [!todo] - [ ] #todo Figure 2—25 In-Place Right ### IN-PLACE TURNS INTO WING Upon responding to the initiating comm, immediately begin your turn away from Lead adding power as required to maintain 350 KIAS. After roughly 135 degrees of turn look for Lead to appear over your shoulder, and assess the bearing line. ### IN-PLACE TURNS AWAY FROM WING Upon responding to the initiating comm, immediately begin your turn into Lead adding power as required to maintain 300 KIAS. Your first check point in the turn will be after 90 degrees of heading change. You need to assess if you are leading or lagging Lead's turn rate, and whether or not you are offset to what would appear to be outside or inside Lead’s turn. If you are lagging Lead’s turn rate, or appear to be outside of his/her turn, you need to wrap up the turn using an extra unit or two of AOA to catch up. If you are leading Lead’s turn rate, or appear to be inside of his/her turn, then you need to float the turn a comparable amount. ## CROSS TURNS The Cross Turn is a 3G, 350 KIAS hard turn into each other at MRT, where the Fighters cross each other’s flight path and change flow heading by 180 degrees. Out of Cross Turns, the Fighters are on the same relative side of the formation (if you start on the left, you finish on the left); additional comm is needed for safety of flight de-confliction because Fighters are going to make a relatively close pass. --- # CHAPTER THREE - CASE I CARRIER OPERATIONS ## INTRODUCTION The ability to launch from the moving runways of an aircraft carrier is what separates the unique abilities of naval based aircraft versus their Air Force counterparts. This chapter will delve into the details surrounding Case I recoveries. ## CONDITIONS Carrier operations are inherently dangerous and unique. Case I Fundamentals - Ceiling of at least 3,000’ MSL and a visibility of five (5) miles or greater. - Daytime ONLY - Overhead holding pattern (Marshal) - Up to four flights can be assigned to a single holding altitude. ## CARRIER ZONES There are two main zones around the aircraft carrier. - Carrier Control Area: Extends from 10NM out to 50NM. Aircraft must check-in and request marshal instructions prior to entering this area. - Carrier Control Zone: Extends from the carrier out to 10NM. Aircraft must be at their assigned marshal altitude prior to entering this area. > [!todo] - [ ] #todo Figure 3—1 Carrier Control Areas ## DEPARTURES Case I departures are flown during day VMC conditions (WX 3,000-5 or better). Once the aircraft clears the catapult and a positive rate of climb is established, the pilot will execute a clearing turn, climb to 500’ and parallel base recovery course (BRC). The Case I departure is flown at 500’ and 300 KIAS paralleling BRC until 7 DME. When directed, or at 7 DME, the aircraft shall climb VMC on course > [!todo] - [ ] #todo Figure 3—2 Case I Departure ## CARRIER DEPARTURE COMMUNICATIONS FLOW Carrier communications mimic field communications much in the same way. >[!quote] Initial Check-In: **Two:** “Two, In the Pit on 30.” >[!quote] Start-up Complete: **Two:** “Two, Good Jet.” Once the last aircraft has reported a good jet flight lead will request taxi to the catapults. > [!quote] For Example: **Flight Lead:** “Tower, 200, Flight of 2 F/A-18s requesting taxi to cats 1 and 2.” **Tower:** “200, Cleared to Taxi, Cats 1 and 2.” **Flight Lead:** “200.” > [!quote] Ready for Departure: **Flight Lead:** “Tower, 200 and 201, Ready on cats 1 and 2.” **Tower:** “200, 201, cleared to launch cats 1 and 2.” **Flight Lead:** “200.” > [!quote] Once 10NM DME from Carrier : **Flight Lead:** “200, clear mothers airspace, pushing 288 (Applicable Tactical Freq).” ## ARRIVAL & CHECK-IN Following the mission, aircraft will proceed back to Mother to arrive at their scheduled cyclic land time. After checking out on the mission frequency, contact Mother with your call sign, position, altitude and fuel state. For example: > [!quote] Example: **205:** “Marshal, 205, Marking Mother’s 250 for 50, Angels 9, State 6.4” **Marshal:** “205, Case I Recovery, BRC 015, Marshal Angels 2, Expected approach time 22.” If flying from the ship to shore, or vice versa, it is important to ensure that the aircraft is set up for the particulars of that recovery. Go through the ship-to-shore checklist (HAIL-R) to ensure this is done. - H: Hook / Heats - A: Anti-Skid / Altimeter - I: Instruments - L: Landing Weight / Lights - R: Radios / RADALT ## MARSHAL After the initial check in with Marshal, proceed directly to Mother and enter overhead holding at your assigned holding altitude. When in visual contact with Mother, notify Marshal with the “see you” call. Aircraft returning for Case I recoveries must be established at their respective holding altitudes no later than 10 NM. Proceed to overhead holding, and enter the pattern tangentially. The overhead holding pattern is a left-hand pattern, with Point 1 located directly overhead the carrier. Points 2, 3 and 4 sequentially follow in 90-degree increments. This holding pattern is often referred to as the “stack,” and all aircraft must remain within 5 NM and no lower than 2,000 feet AGL. While holding, the flight will remain at max conserve fuel flow unless briefed otherwise. The lowest aircraft in the stack must closely monitor the launch so as to arrive in the groove at the expected ramp time. When the last aircraft is launching, or when given a “Signal Charlie” call from Tower, the flight will depart the holding pattern on a heading of approximately 210 degrees relative to BRC. As altitudes in the stack are vacated, aircraft at the next highest altitude will descend to the next lower vacated altitude. **Breaking the Deck.** The majority of Case I operations are conducted under Zip Lip conditions, meaning that radio communications are minimized (unless CQ, low visibility, or safety of flight). In this situation, the Boss will not make a “99, Charlie” call on the radio; therefore, it is incumbent on aircraft holding overhead to determine when to depart the holding pattern, fly to the initial and break. The goal is to arrive in the groove just as the flight deck is made ready for recovery operations (ready deck). > [!todo] - [ ] #todo Figure 3—3 Case I Marshal This is called breaking the deck and is a skill that must be mastered in order to maximize the efficiency of recovery operations. To effectively break the deck, aircraft in overhead holding will stagger their intervals to ensure equal spacing from all flights at the same altitude. If there are two total flights, then they should be 180- degrees apart. Three flights should be 120-degrees apart. Four flights will be 90-degrees apart. This ensures aircraft are crossing point 1 (Mother) at regular intervals. Each flight will observe the departure operations and determine whether or not to depart holding for the break at point 3. ## CASE I PATTERN CHECKPOINTS ### Commence - Point at which marshaling aircraft depart marshal stack to enter the pattern. Descent occurs 30deg behind the at the 9oc position, and speed increases to 350 KIAS and the hook is dropped. ### Initial - Area approx. 3nm behind the ship and at 800’ MSL. ### Break - Starting approx. 1nm ahead of the boat where aircraft break into pattern and reduce to on speed. Additional aircraft break at 10 second intervals. ### Pattern - Gear down, flaps full, trim for on speed. ### Abeam Turn - Turn from abeam point at 30* AOB towards the groove. ### The Groove - Approx ¾ of a mile aft of the boat where the pilot where pilot looks for the IFLOS. > [!todo] - [ ] #todo Figure 3—4 Case I Pattern ## DOWNWIND & ONSPEED - Following the break, aircraft arrive downwind at approximately 1.2 nm DME to the boat. - Gear, Hook, and Flaps should be set to down. - Continue lowering speed to less than 150 KIAS prior to attempting to trim the aircraft on-speed. - Descend to 600ft ASL. **On Speed refers to the angle of attack (AoA) of the aircraft.** - AoA is the pitch of your aircraft in relation to the deck of the aircraft carrier. - Optimum AoA places the tailhook of the aircraft at the best angle to catch a wire on the flight deck. - Fast AoA means that the nose of the aircraft pitched too far down. - Slow AoA means that the tail of the aircraft is pitched too far down. Proper on speed flight is accomplished by trimming to place the velocity vector in the center of the HUD E-Bracket. > [!todo] - [ ] #todo Figure 3—5 Case I Commencing On speed flight can also be referenced by the solid lit orange donut in the AoA indexer left of the HUD. - After arrival on speed, ascent and descent is performed by use of the throttle only. ## THE GROOVE - The groove begins at ¾ mile aft of the boat. - IFLOS – Optical landing system that depicts aircrafts position on glide slope. - E-Bracket – Visualization of aircraft AOA. Trimming the aircraft to place the velocity vector in the center of the E Bracket indicates the aircraft is at the correct AOA. - Landing Area – Angled area of the flight deck where aircraft aim to land. > [!todo] - [ ] #todo Figure 3—6 The Groove ## IFLOS The IFLOS also known as the “meatball” or “ball” is an optical landing system. The IFLOS is a series of lights which illuminate depending on your position within the glideslope. • An energized meatball below the datum lights indicates you are low in the glideslope. • Apply steady power and intercept the glideslope if possible. - An energized meatball above the datum lights indicates you are high in the glideslope. • Apply slight reductions in power to work down into the glideslope. - A red energized meatball indicates you are dangerously low in the glideslope. • Power should be applied immediately. > [!todo] - [ ] #todo Figure 3—7 IFLOS ## CARRIER ARRESTMENT Upon touching down on the flight deck, apply MIL power (F-14) or MAX power (F-18) for approximately 3 seconds. - This is performed as a precautionary measure if you bolter. - If the aircraft stops due to arrestment of a wire, call “Red Deck,” reduce power to idle and allow the aircraft to roll backwards to release the wire. Stay off the brakesoff brakes until your’re clear of the wire and preparing to taxi out of the landing area. - Once the wire is clear of the hook, raise the hook and fold your wings. Taxi out of the landing area and call “Green Deck” on LSO channel. - “Red Deck” and “Green Deck” calls should NOT be made while a human LSO is present. ## WAVEOFF Waveoffs are MANDATORY. All waveoffs are made up the angled deck unless otherwise directed by the LSO or the tower (i.e. “waveoff starboard side”). All aircraft must comply with waveoff signals, whether they are verbal or solely with the waveoff lights on the lens. Waveoffs may result from a fouled deck, winds out of limits, or aircraft not being set up for a safe landing. To perform a waveoff, simultaneously advance power to MRT, retract speed brakes, maintain landing attitude (not to exceed optimum AOA), level wings, and climb up the angled deck. Verify a positive rate of climb and maintain optimum AOA. Once you have established a positive rate of climb and you are abeam the bow, use a shallow right turn to parallel the ship’s BRC. Climb to 600 feet and turn downwind with the proper interval. ## DELTA PROCEDURES If a signal Delta is given by the tower while in the pattern, maintain pattern altitude and fly the same landing pattern. Fly the pattern on-speed in the landing configuration with speed brakes retracted (Delta Easy). Delta clean equals 200 KIAS and altitude as assigned. When cleared from the Delta pattern, the first aircraft to reach the 180 position resumes the normal approach. ## TOUCH & GO AND BOLTER PATTERN If an aircraft performs a touch and go or misses the wires (Bolter), they enter the bolter pattern. - Establish a positiveEstablish positive rate of climb. - Climb to 600ft ASL and turn to parallel BRC. - Check for air traffic and commence turn to downwind once clear. > [!todo] - [ ] #todo Figure 3—8 Bolter / Touch & Go Pattern ## SPIN PATTERN If the pattern is full (more than six aircraft in the pattern) when the flight arrives at the fantail, the flight will have to “spin it.” To perform a spin, the flight will simultaneously climb to 1,200 feet and perform a left-hand turn remaining within 3 DME. After 270 degrees of turn (aft of abeam), the flight will descend to 800 feet and proceed inbound for the break. **Aircraft reentering the break from the spin pattern have priority in the break.** Upwind interval is determined by “first to the bow,” whether that is break traffic, waveoff, touch-and-go, or bolter. However, caution must be exercised when reentering the initial so as to avoid conflict with other aircraft inbound for the break. ## CASE I ARRIVAL COMMUNICATIONS FLOW > [!todo] - [ ] #todo Figure 3—9 Spin Pattern For Case I recoveries, Marshal will provide the case recovery, current BRC and expected “Charlie” time upon initial check in. Charlie time is the time at which launch operations are complete and recovery operations begin; additionally, Marshal will request notification when the carrier is in sight, normally around 10 NM. > [!quote] Sample communications are as follows: **205:** “Marshal, 205, 250 for 42, Angels 9, State 2.4” **Marshal:** “205, Case I. BRC is 015, Marshal angels 2, Report, see me” **205:** “Marshal angels 2, 205” > [!quote] At 10 NM or when visual with the ship: **205:** “205, See you at 10” **Marshal:** “205, Switch Tower” (This may not occur if there is a human LSO, you will likely stay on the current frequency. FBasically, follow the Marshal’s instructions and switch frequencies when ordered.) > [!quote] Descending out of overhead holding to the initial: > 205: “205, commencing” > [!quote] Initial (3 NM astern): > **205:** “205, initial” > (When there is a human LSO and a human Marshal, you will be told to “Switch Paddles” at Initial. This is the last chance Marshal has to spin the flight to deconflict with other aircraft in the pattern.) As stated earlier, a lot of comms during landing operations is not desired. When there is a single LSO performing the operations all aircraft from 50 NM to the groove are all on the same frequency. Adhere to the following priority of comms list in these conditions. The closer you get to landing the more important your next schedule communication will be. That means no one has priority over the LSO and current landing pilot. Abeam calls and paddles contact are next, break call then Initial. Marking Mother, See you at 10, Established should all be made when convenient for the rest of the aircraft landing. > [!quote] Ball call, when rolling into the groove, and the pilot sees the ball: > **205:** “205, Hornet, Ball, 2.2” > where 2.2 is the fuel state > [!quote] Clara when the ball is not visible: > **205:** “205, Clara” Pilot should make the ball call as soon as the ball is visible after calling “Clara” Once switched to Tower frequency, just monitor the frequency. The majority of Case I operations are conducted “Zip Lip.” This means that radio calls in the pattern are neither required nor desired. However, in low-visibility situations, the following calls will be made: > [!quote] Entering the spin pattern (when applicable): > **205:** “205, spinning” > [!quote] 90 degrees from initial when spinning: > **205:** “205, spinning” > [!quote] Departing the landing pattern to re-enter port holding: > **205:** “205, Departing NM, upwind” > [!quote] Ball call, when rolling into the groove, and the pilot sees the ball: > **205:** “205, Hornet, Ball, 2.2” > where 2.2 is the fuel state > [!quote] Clara when the ball is not visible: > **205:** “205, Clara” ## CARRIER RECOVERY PARKING Once you’ve landed on the boat, moving out of the landing area for the aircraft 30 seconds behind you is your first priority. The figure below indicates the acceptable parking areas where aircraft should park. > [!note] Aircraft arriving back on the boat first may taxi directly to the back of the boat. ## CARRIER LAUNCH STAGING Launching aircraft as quickly as possible ensures timelines are kept and aircraft which are airborne don’t burn needed fuel. The figure below outlines the areas where aircraft may stage when preparing to launch. Flights should strive to coordinate the catapults which they will launch from in preflight to minimize discussions once in the pit. If a human Deckboss is available, they will assign catapults and give taxi instructions based on the current state of the deck. They may launch flights mixed or out of order as the situation requires. ## CASE I TIPS Landing on the boat is one of the more challenging tasks of carrier based aircraft. The following tips may help you in grasping Case I landings a bit faster. - Practice on-speed flying at altitude before ever trying it in the pattern. - Study the Case I pattern and practice it in sections, i.e. the break, on-speed flight, on-speed flight with 30 degree Angle of Bank (AOB) turn. Practice them in order as each portion of the pattern builds to the others, earlier steps performed properly will make the later steps easier. - When on-speed and trimmed, practice ascending and descending with throttle inputs only. • Never extend your downwind portion of your pattern around the boat. The timing of aircraft turning to base towards the groove is precisely timed. Avoid being long in the groove (LIG) • Once you can see the white deck edge off the aft of the landing area, termed the round down start your turn to the groove. If performed properly, you should roll out into the groove .75 to 1.2nm from the carriers TACAN. - Always heed the LSO’s instructions once in the groove! - If the LSO calls “Wave Off,” Wave Off! - Always apply MIL/MAX power upon touchdown in case you miss the wires. - Call “Red Deck” once you catch a wire and continue this call every several seconds until you clear the landing area unless a human LSO is present. --- # CHAPTER FOUR - CASE II/III CARRIER OPERATIONS ## INTRODUCTION A carrier strike groups ability to launch and recover aircraft in poor conditions is the true strength of the U.S. military’s ability to project power around the world. ## CASE II CONDITIONS Case II recovery is a controlled IMC descent to the break and the VFR pattern. It is used when a VFR penetration cannot be made. The approach may be via radar vectors or a TACAN or ADF approach. In no case will more than a section of two aircraft execute a Case II recovery. Case II departure is a procedure used to climb through IFR conditions to VMC. The minimum weather requirements are: - 1,000 feet ceiling - 5 NM visibility. ## CASE III CONDITIONS The Case III recovery is used for all night operations, as well as during the day when the weather is: - Below Case II minimums (less than 1,000-3). Case III recoveries are limited to single aircraft only. Section approaches will be approved only when an aircraft emergency situation exists. Formation penetrations/approaches by dissimilar aircraft shall not be attempted except in extreme circumstances when no safer options are available for recovery. ## CASE II DEPARTURES Case II departures are flown when visual conditions are present at the ship, but a controlled climb is required (WX less than 3000-5, but greater than 1000-5). Departure Control frequency will be used for the launch. After the clearing turn, proceed straight ahead at 500 feet and 300 KIAS paralleling BRC. At 7 DME, turn to intercept the 10 DME arc, maintaining visual conditions until established on the departure radial. The 500-foot altitude restriction is lifted after 7 DME, if the climb can be continued in VMC. Maintain 300 KIAS until VMC on top. If you are still IMC passing 18,000 feet, report “Popeye” to receive instructions. > [!todo] - [ ] #todo Figure 4—1 Case II/III Departure ## CASE III DEPARTURES Case III departures are flown at night and when weather conditions are IMC (WX below 1000-5), and a controlled climb is required. The aircraft will launch on Departure Control frequency, with a minimum launch interval of 30 seconds between aircraft. Following the launch, climb straight ahead at 300 kts, crossing 5 NM at 1500 AGL or above; at 7 NM, turn to intercept the 10 NM arc. Continue climbing and join the departure radial. ## ARRIVAL Following the mission, aircraft will proceed back to Mother to arrive at their scheduled cyclic land time. After checking out on the mission frequency, contact Marshal when within 50 NM with your call sign, position, altitude and fuel state. If flying from the ship to shore, or vice versa, it is important to ensure that the aircraft is setup for the particulars of that recovery. Go through the ship -to-shore checklist (HAIL-R) to ensure this is done. - H: Hook / Heats - A: Anti-Skid / Altimeter - I: Instruments - L: Landing Weight / Lights - R: Radio / RADALT Upon check-in Marshal will assign case recovery holding instructions (including assigned altitude) and pass the ship’s weather, altimeter setting, BRC and bingo information. BRC is the ship’s heading during the recovery. > [!quote] Example radio calls: **205:** “Marshal, 205, 250 for 50, Angels 9, State 2.4” **Marshal:** “205, Case II (or III) Recovery. BRC is 015. Marshal on the 245 radial at 25 DME, Angels 10. Expected approach time 22, Approach button 17, altimeter 29.94” ## MARSHAL During Case II/III procedures are used outside 10 NM, or after reporting “see you.” This approach will be flown until the ship is in sight, at which point, the flight will contact tower and proceed inbound as if Case I. If the flight does not see the ship by 5 NM, the aircraft will be vectored into the bolter/waveoff pattern and instructions will be given for a Case III recovery. If Marshal directs a Case II/III recovery, the flight will proceed to Case II/III marshal pattern holding fix. Ideally, the holding fix will be on the 180 radial relative to BRC. Weather and airspace considerations may not allow for this. Generally, the holding radial will be within 30 degrees of the 180 radial. Aircraft will hold on the assigned radial at a distance equal to 1 NM for every 1,000 feet of altitude plus 15. In other words, the distance of the holding fix is determined by adding 15 to the assigned holding altitude in angels. For example, if instructed to hold on the 220 radial at angels 8, the fix would be determined as follows: - **Distance** = Angels + 15 = 8 +15 = **23** Therefore, hold on the 220 radial at 23 DME at 8,000 feet. Figure 2-6 illustrates the Case II/III Marshal pattern. The lowest altitude for assignment is 6,000 feet for turboprop and jet aircraft. > [!todo] - [ ] #todo Figure 4—2 Case II/III Marshal The holding pattern is a: - Six-minute left-hand pattern. - Unless otherwise briefed, the pattern will be flown at max conserve fuel flow or NATOPS holding airspeed. - One-minute turns and two-minute legs are normally used for the pattern. - Aircraft must be established at assigned holding altitudes by 10 NM from the Marshal “stack.” - Aircraft in the stack will be separated by 1,000 feet vertically. Strict management of the holding pattern is required to arrive at the fix, at the assigned approach time (push time). For example, arriving in holding at time 16 with a push time of 27, one 6-minute pattern and one 5-minute pattern could be used. But regardless of how the pattern is managed, aircraft must arrive at the holding fix on airspeed (250 kts) and ready to commence the approach at the Expected Approach Time (EAT) plus or minus 10 seconds. If unable to do this, notify Marshal so that timing adjustments to the landing interval can be made. ## EMERGENCY MARSHAL FIXES In the event of an emergency, fixed wing aircraft are issued an emergency marshal radial 150-degree relative to the expected final bearing at a distance of 1 mile for every 1,000 feet of altitude plus 15 miles (angels +15). As with the normal Marshal pattern, the lowest altitude for assignment is 6,000 feet for turboprop and jet aircraft. The holding sequence is jets, then turboprops. The emergency holding pattern is a right-hand, 6-minute racetrack patterns ## CASE II APPROACH Aircraft push times will normally be separated by one minute. - Upon commencing the approach, aircraft will establish a 4,000 feet per minute rate of descent at 250 KIAS. - At 5,000 feet (platform), the rate of descent will be reduced to 2,000 feet per minute. This will be maintained until reaching the level-off altitude of 1,200 feet. - Aircraft will proceed inbound at 1,200 feet and report a “see me” when the ship is in sight. - Marshal will switch the flight to Tower frequency for a normal Case I recovery. - If the ship is not in sight by 10 NM, a descent to 800 feet is authorized. - If the ship is still not in sight at 5 NM, notify Marshal for further instructions and vectors into the bolter/waveoff pattern for an instrument approach. > [!todo] - [ ] #todo Figure 4—3 Case II Approach Profile ## CASE III APPROACH The Case III marshal holding pattern is identical to Case II. During Case III recoveries, aircraft will commence from the Marshal stack and fly the CV-1 Approach. - A 30° correction at 20 DME will be used when the final bearing is greater than 10° from the reciprocal of the marshal radial. - If not established on the final bearing by 12 miles, fly the 12-mile arc until intercepting final bearing. - At 5,000 feet (platform), the rate of descent will be reduced to 2,000 feet per minute. This will be maintained until reaching the level-off altitude of 1,200 feet. - At some point during the penetration or level off, Marshal will switch the aircrew to the final approach control frequency and they will check in with altitude. - Landing checks will be initiated at 10 DME, and aircraft will reduce speed to cross 6 DME at 150 kts. - Landing gear should be down no later than 8 DME. - At 6 DME, aircraft will slow to final approach speed. - ACLS lock-on will occur sometime between 8 DME and 4 DME. - At lock-on, compare the needles with bullseye (ACLS to ICLS) to ensure a good lock. - Approach will ask the crew to “say needles.” The pilot will reply with the relative position of both the glideslope needle and the azimuth needle, such as “fly up, fly right” or “fly up, on.” - If this concurs with the readout on the approach radar scope, the controller will direct, “fly the needles.” - If there is a disagreement, the controller will break lock and attempt a new lock. In this case, he will say “fly the bullseye” (ICLS) until he acquires a new ACLS lock. > [!todo] - [ ] #todo Figure 4—4 Case III Approach Plate ## ## BOLTER/WAVEOFF PATTERN In the event of a waveoff or bolter, climb to 1,200 feet at 150 kts and raise the gear to save fuel, leaving flaps down. When instructed by approach, turn downwind. Perform the landing checks on downwind, and notify approach with fuel state when abeam the ship. Expect a turn back to final 4-8 NM past abeam for another approach, lowering the landing gear as you start this turn to final. If no instructions are received by 4 DME upwind, attempt to contact approach. If unable to contact approach, turn downwind and perform the normal checks. Make the abeam call, and if contact has not been reestablished with approach by 4 NM (2 minutes) past abeam, turn final. Intercept the ICLS and fly a normal approach. Call the ball at 3/4-mile. If this call is not acknowledged, look for the cut lights. ## CASE II/III MARSHAL BROADCASTS For Case II/III recoveries, Marshal will provide the following information upon check in and periodically while aircraft are marshaling: - Current weather and altimeter - Case recovery - Expected Final Bearing This is to reduce radio traffic, items of general or collective interest may be transmitted as a “99” broadcast by Marshal or approach control. > [!quote] An example is below: “99, Golden Eagle Marshal, Case 3 recovery, CV1 approach, Expected Final Bearing 331." “Mothers weather, few at 1000, few at 10000, ceiling 20000 broken. Visibility 15, altimeter 30.01.” ## CASE II/III COMMUNICATIONS FLOW > [!quote] Example: **205:** “Marshal, 205, 250 for 42, Angels 14, State 2.4” **Marshal:** “205, Mother’s weather is 1,500 overcast, visibility 5 miles, altimeter 29.87. Case II recovery. Marshal on the 160, 22, angels 7. BRC is 015, Expected approach time 22.” **205:** “205, altimeter 29.87. Marshal on the 160, 22, angels 7. Expected approach time 22.” When established in holding: **205:** “205, established angels 7. State 2.3” While holding: **Marshal:** “99, altimeter 29.88. BRC 020” When beginning the penetration: **205:** “205 commencing, 29.88, State 2.2” When visual with the ship: **205:** “205, see you at 12” **Marshal:** “205, switch Tower” **205:** “205, switching Tower” Approaching the initial with nobody on the ball: **205:** “Tower, 205 initial” **Tower:** “205, roger” ## CASE II/III TIPS > [!todo] - [ ] #todo Make up some tips --- # CHAPTER FIVE - CARRIER QUALIFICATIONS ## INTRODUCTION While land based aviators stress levels subside once they exit the mission area, naval aviators still have to safely land back onto a moving runway. For this reason, naval aviators are required to maintain a level of proficiency through carrier qualifications. This chapter will explain those standards. ## QUALIFICATION STANDARDS Case I Carrier Qualification Standards - Initial Qualification and Semi-Annual Requalification - 2 Touch & Go Warm-Up passes (Optional) - 1 CCZ Departure & Initial (Marshal if applicable) - 9 Remain Dirtied-Up Launches (Remaining in pattern with gear down) - If 3 OK passes made (consecutive or non-consecutive) remaining passes are waived and green chip is awarded - No Cut passes may be made - Monthly Requalification - 1 Tough and Go Warm-Up pass (Optional) - 1 Graded Arrestment - OK – 5.0 grade - Outstanding pass with no deviations from glideslope or centerline. - OK – 4.0 grade - Above average pass with minimal deviations and good corrections back to glideslope and centerline. - Fair – 3.0 grade - Reasonable deviations and average correction back to glideslope and centerline. - Bolter – 2.5 grade - OK or Fair pass but arrestment of wires not made. - No-Grade – 2.0 grade - Below average deviations and corrections but overall safe pass. - Cut Pass – 1.0 grade - Unsafe deviations close at ramp. ## Additional Case I Landing Grades - Long In The Groove (LIG) - 1.0 grade - No Ball Call (BC) – 2.0 grade - Settle At The Ramp (SAR) – 1.0 grade - Aircrew cuts power at in-close causing aircraft to fly down thru the glideslope at the ramp - 1 Wire Arrestment - 2.0 grade - Idle In The Wires – 1.0 grade - Aircrew does not increase throttles to MIL/MAX power after touchdown for 2-3 seconds ## CASE III CARRIER QUALIFICATION STANDARDS - Initial Qualification and Semi-Annual Requalification - 1 CCZ Departure, Marshal, and Arrestment - Night pass - Safely made night pass with reasonable deviations and average corrections. [[APPENDIX C - MCQ GO NO-GO CRITERIA]]