Updated: 2023-12-28 --- %% >[!todo] >- [ ] WX >- [ ] Marking Moms >- [ ] See you at 10 >- [ ] Overhead stack >- [ ] Stack entry >- [ ] Commence >- [ ] Initial >- [ ] Overhead break >- [ ] Spin Pattern >- [ ] Bolter Pattern %% # CASE I Conditions CASE I conditions are defined as follows: Visibility: 5NM+ ## AND Cloud Ceiling: 3000 feet+ # Stack vs Pattern It is important to note that the stack and the pattern are **two different things**. CASE I Marshal stack: A left hand holding pattern 5nm max in diameter with the ship at the 3 o'clock position. The lowest altitude stack starts at 2 thousand, and each corresponding stack is separated by 1 thousand feet. ![[Marshal Stack.png]] CASE I Pattern: A race-track like path that aircraft follow to land safely. The pattern consists of the initial, break turn, downwind, base turn, and groove. ![[Carrier Pattern.png]] - - - # CASE I Marshal Stack As per CSG3 SOPs, each stack can only hold up to a maximum of 4 aircraft. The marshal stack has 4 positions, with position 1 being the carrier and each position incrementing every 90 degrees counter-clockwise. ![[Marshal Stack Positions.png]] If an altitude change is required, aircraft are only allowed to start descending past POS 3 and before POS 1, and climb past POS 1 and before POS 3. ![[Climb or Descend.png]] All aircraft in the stack will fly at maximum endurance. For example the F18s will fly at around 250 knots. Aircraft given the "Your signal is Charlie." call will start their commence at POS 3, in which they will increase speeds to 350 knots, descend to 800 feet, and will attempt to position themselves for a 3 NM initial flying BRC, offset slightly right of the carrier. It is important to note that pilots have to transition while keeping in mind not to leave the CCZ or else they will be instructed to re-enter the stack. Although there is no standard procedure to transition from the stack to the pattern, a common technique is to fly about a right 30 degree offset after passing POS 3, and when their TACAN reaches around 7 DME, they will start a left hand bank to intercept the carrier's BRC and aim to roll out 3NM behind the carrier and slightly offset to the right. ![[Commence Flight Path.png]] - - - # CASE I Pattern The CASE I pattern is similar to an overhead break with a few differences. ### The Break A CASE I pattern starts with a 3NM initial, 350 knots at 800 feet. Aircraft can start breaking as early as they reach the boat (which is known as a Shit Hot Break (SHB)), however they will generally wait until they are 1NM past the boat before doing a level break turn. If a flight were to enter the pattern, each aircraft will need to have at least 10 seconds of separation. The break will be always be a level left break at 800 feet all the way until they are established on the downwind. Maintaining 800 feet throughout the break is important as this will prevent collisions with aircraft in the bolter pattern at 600 feet. ### Downwind The pilot will aim to be 1 - 1.5 NM away from the carrier when they are wings level and will start to trim for on speed AoA while descending to 600 feet. This is also when pilots perform their landing checklist when ready. As they are abeam the carrier, also known as the "180", the pilot will make the following call: > [!example]+ > "`[Modex]` abeam." > >[!quote] > >`A/C`: "203, abeam." ### Base Turn The pilot will start their base turn (A.K.A. approach turn) as they see the round down of the carrier and will start a gradual descent aiming to be at ~450 feet in the 90, and roll out at around 3/4 of a mile behind the carrier on FB at ~380 feet. While it is important to always be on glideslope after rolling out, if there were to be errors, it is always safer to be slightly higher than lower. Once again, pilots should always practice to be on glideslope after rolling out. ![[Round Down.png]] *The carrier's round down.* ### Groove As the pilot rolls out into the groove, they will start looking for the "ball" on the IFLOLS. If they see the ball, they will call the ball. > [!example]+ Pilot sees the ball > `[Modex]`, `[Aircraft Callsign]` ball, `[fuel state]` > >[!quote] > >`A/C`: "203, Hornet ball, 5.9." If they do not see the ball, they will call "Clara" in which the LSO will visually guide the pilot until they can see the ball and call it. >[!example] Pilot does not see the ball > "`[Modex]`, Clara." > >[!quote] > > `[A/C]`: "203, Clara." > Once the ball call has been made, the LSO will now have control over the aircraft in the groove and will visually guide them down to the deck using the Pilot Landing Aid Television (PLAT). ### Touch down On touch down, the pilot must advance their throttles to MIL or MAX power in case of a bolter. If an arresting cable is caught, the pilot can reduce power to idle and allow the aircraft to roll aft before retracting the hook. ### Bolter pattern In case of a bolter, the pilot must first establish positive rate of climb before turning towards BRC, and will need to climb and maintain 600 feet to avoid collisions with any launching or in the break aircraft. The landing gears and flaps will be kept in the landing configuration. Once the aircraft is stabilised on BRC and at 600 feet, pilots may turn downwind when they are instructed to by tower, or, if no instruction is received, when they are number 1 upwind with interval, Number 1 upwind with interval is defined as: there is no aircraft ahead in the upwind, and any aircraft in the break or downwind are abeam the aircraft and have completed at least 90 degrees of turn. It is important to note that aircraft on initial for the break will have priority over those in the bolter pattern as they are travelling much faster and therefore will reach the 4NM limit faster. *Image of the CASE I Carrier Pattern as described in the F18 NATOPS manual* ![[CASE I Pattern 1.png]] *Image of the full CASE I Pattern* ### Additional Notes 1. There can only be a maximum of 6 aircraft in the pattern. 2. The CASE I & II pattern are identical 3. It is important not to forget that this is a VFR procedure. While flying the numbers are important during a CASE I, pilots should always maintain SA by looking outside of the cockpit when able. - - - # CASE I Spin Pattern In case a flight was cleared for the break but for whatever reason the pattern suddenly becomes full (max 6 aircraft in the pattern) as the flight gets to the 3NM initial, the flight will be instructed to enter the spin pattern. The spin pattern is a way to send a flight back to the initial without having to enter the marshal stack again. Flights in the spin pattern will start a left hand bank at 350 knots whilst climbing to 1200 feet after passing POS 1. They have to do this while keeping within 3NM of the carrier. After the flight is established on the downwind, they can start descending back to 800 feet after passing POS 3, and can start a left hand bank for the 3NM initial. # Delta Easy As pilots cannot be instructed to extend downwind, if appropriate interval between aircraft cannot be achieved, a pilot can be instructed to go "Delta Easy". Pilots will then fly the landing pattern at 600 feet. # Depart and Re-enter When pilots are instructed to "depart and re-enter", it means to go away and re-enter the initial. This is not clearance for pilots to enter the spin pattern. An example scenario for this is if aircraft are not able to break before the 4NM limit, they may be instructed to depart and re-enter. Another example is if the pattern suddenly becomes full but a new flight has already started breaking, and therefore cannot enter the spin pattern. All in all, there can be many reasons for a Depart and Re-enter. There is no specific way a pilot may choose to depart and re-enter to the initial.