Updated: 2023-10-04 Contributed by: [[LT 'Gooner' Price 112]] --- # Subject 1. Flight Training Instruction, Voice Communications NA/SNA is issued for information, standardization of instruction, and guidance of all naval aviators and student naval aviators within Carrier Strike Group Three. 2. This publication shall be used as an explanatory aid to the Primary Training curriculum. It will be an adjunct to other training materials and provide guidance for procedures contained within. 3. Recommendations for changes shall be submitted via VAW-126 Command. # Communication Basics ## Verbalization - **Controlling call signs** – Use the full name of the station on initial contact, e.g., Krasnador Clearance,” “Pashkovsky Ground,” “Anapa Tower” - **Aircraft Call Signs** - Annunciate each digit of your call sign, e.g. - Victory 158 - “Victory One Five Eight” - Victory 1-2 – “Victory One Two” - Fuel Quantity (fuel state) - Fuel quantity shall be indicated by first declaring “State” followed by the amount of fuel in thousands of pounds. Fuel quantity in the hundreds of pounds shall be proceeded by “point” followed by the amount rounded to the nearest hundreds. The word “pound” or “pounds” is understood and isn’t necessary for verbalization - 6000 lbs – “State Six Thousand” - 4520 lbs - "State Four point Five” - Numbers above 9999 shall be spoken by separating the digits preceding the word “thousand” - 10,000 – “One Zero Thousand” - 13,400 - "One Three Thousand Four Hundred” or “thirteen point four” - All other numbers shall be transmitted by pronouncing each digit: - 10 – “One Zero” - Radio Frequencies ‘ Radio frequencies contain decimal points, which can be referred to as either “decimal” or “point” - 322.1 – “Three Two Two Decimal One” - 135.27 – “One Three Five Point Two Seven” - Altimeter Settings ‘ Altimeter settings contain a decimal point. The decimal is NOT announced. - 29.92 – “Two Niner Niner Two” - Altitudes ‘ On initial contact inform the controller of the aircraft’s altitude proceeded by the words “level” or “climbing two:” or “descending to.” In the US the standard unit of measurement for altitude is feet, so it is not necessary to announce the unite. - For tactical comms and comms around military airfields, “angels” followed by the digits of the altitude in thousands of feet - 19,000 – “Angels Nineteen” - 12,700 – Angels Twelve Point Seven” - Report vacating an altitude – It is not necessary to report reaching an altitude unless this is requested of you - Departure: “Victory 102, climb and maintain angels twenty-one” - Victory 102: “Victory 102, leaving angels eighteen for angels twenty-one” - When making an initial check-in call while in your climb, you should acknowledge the altitude passing and the altitude cleared to by the previous controller - You are passing 6000 for 9000 - Pilot: “Krasnado departure, Victory 1-1 passing angels six for angels niner.” - Directions ‘ State the three digits of all magnetic courses, bearing, headings, or wind directions. All are assumed to be magnetic. - Magnetic course - 005 – “Zero Zero Five” - Wind direction - 360 – “Three Six Zero” - Airspeeds - State airspeed in hundreds followed by the unit. Unless directed otherwise, airspeed in radio communication should always refer to the indicated airspeed (IAS) and may be expressed as knots or Mach - 250 – “Two Fifty Knots” - 387 – “Three Eighty-Seven Knots” ## Who, What, Where - Every conversation with a controlling agency or service provider follows a specific progression. An initial radio call begins with properly addressing the controlling agency you are trying to contact. After the controlling agency is identified, the rest of the phraseology follows a standard flow. The flow exists for all radio calls and be remembered as the 3 W’s – Who, Where & What. Who – your callsign, Where – your position - Who & Where - Ground Example - Victory 1-2 – “Paskovsky Ground, Victory 1-2 transient ramp, taxi with Juliet.” - Approach example - Victory 1-2 – “Krasnador Approach, Victory 1-2 10 miles east of Anapa, eight thousand, five hundred.” - Center Example - Victory 1-2 – “Batumi Center, Victory 1-2, one seven thousand” - What - Approach Example - Victory 1-2 – “Krasnador Approach, Victory 1-2, eight thousand five hundred, 10 miles east of Anapa, with information Delta. Request PRICH for the full procedure turn for VOR runway 5 Right, then flight plan route - Lengthy calls like this may need to be broken up into two parts. The “who” and “where” first, followed by the “what” after the controller identifies you on the radar. Use good judgement to determine how busy the radio traffic is and do not overload the controller. - Another Approach Example - Victory 1-2 – “Batumi Central, Victory 1-2, eight thousand five hundred, ten miles east of Senaki with information Delta, request.” - Approach – “Victory 1-2, squawk 1128, say request” - Victory 1-2 – “Victory 1-2, squawk 1128, request direct PRICH for the full procedure turn VOR runway 18, then flight plan route.” - Another Example - Victory 1-2 – “Tiblisi Center, Victory 1-2 request” - Center – “Victory 1-2, say request” - Victory 1-2 – “Victory 1-2 request climb to angles nineteen” ## Mandatory Readback Items In general, read back all DIRECTIVE CALLS. Examples of directive calls are: - Directive Call – “Taxi to runway nineteen” - Response – “Taxi to one niner” - Directive Call - "Runway Two-five Left, cleared for takeoff” - Response – “Cleared takeoff two-five left” - Directive Call – “Hold short runway Seven Let” - Response – “Hold short seven left” - - Directive Call - "Turn right heading one eight zero” - Response - "Right one eight zero” - Directive Call - "Climb to angels twenty-two.” - Response – “Climb angels twenty-two” - Directive Call – “Contact Krasnador approach on one one nine point zero” - Response – “Switching one one niner point zero” - Directive Call – “The Vaizani Altimeter is two niner niner four” - Response – “two niner niner four” Memory aid – CHAAF – Clearances Headings Altitudes Altimeter settings Frequencies ## Mandatory Reports - When vacating any previously assigned altitude for a new altitude - When unable to climb/descend at a rate of at least 500 fpm - When actual (not simulated) missed approach has been executed - When altitude change will be made if operating on a clearance specifying VFR-ontop - Any information relating to the safety of flight - Any loss in controlled airspace of any navigational capability or impairment of air/ground communications capability ## Carrier Controlled Approach (CCA) Communications - All aircraft are considered under positive communications control while operating at sea unless otherwise directed - Pilots shall not shift frequencies without notifying and/or obtaining permission from the controlling agency - Squadron tactical call signs (Victory 1-2, etc.) are not to be used when communicating with ship-related authorities. Only modex is to be used for all communications with carrier agencies - Unlike commercial aviation, most readbacks require (only) the side number to be read back e.g. “001.” Clearance however, require a full readback, examples will be provided later in this manual - During CQ, while on the carrier after refueling, the pilot shall transmit aircraft side number and gross weight during a two-way radio check with the deck - For the Ball Call during CQ, Student Naval Aviators (SNA) will transmit, modex, aircraft type, ball, and fuel state. (e.g. 158, Tomcat ball five point five.) - If in the flight “holding hands” will be used when checking in with the marshall, Individual readbacks are not required during Case I recoveries. Only the flight lead will read back instructions # AIRFIELD BASED COMMUNICATIONS ## Airfield Operations Examples ### Ground Control: IFR Clearance Request - Victory 1- 2 – “Krasnador ground, Victory 1-2, clearance on request, ready to copy” - Ground – “Victory 1-2, Ground, cleared as fragged, on departure fly runway heading, 1 DME past the TACAN turn right one eight zero, climb and maintain, six thousand.” - Victory 1- 2 – “Ground, Victory 1-2, runway heading, 1 DME, right one eight zero, six thousand.” ## Ground Control: Taxi to Active Runway Communications - Victory 1- 2 – “Krasnador ground, Victory 1-2, (position if needed) ready to taxi” - Ground – “Victory 1-2, taxi to runway two five via Foxtrot, Delta, Bravo, altimeter setting tree zero zero seven” - Victory 1-2 – “Victory 1-2, taxi to runway two five via Foxtrot, Delta, Bravo, tree zero zero seven” - Ground – “Victory 1-2, switch to Krasnador Tower, Button 10” ### Tower Control: Takeoff communications _. . . when ready to enter the runway_ - Victory 1-2 – “Krasnador Tower, Victory 1-2, takeoff.” - Tower – “Victory 1-2, Hold short Runway Two-Five” - Victory 102 – “Victory 1-2, Hold short two five” _. . . when cleared to enter the active runway_ - Tower – “Victory 1-2, line up and wait, runway two give” - Victory 1-2 – “Victory 1-2 line up and wait two five” _. . . taxi across runway_ - Tower – “Victory 1-2, cross runway two five right, hold short runway two five left” - Victory 1-2 – “Victory 1-2 cross two five right, hold short two five left _. . . when cleared for takeoff_ - Tower – “Victory 1-2, wind zero niner zero at eight, Runway two five, cleared for takeoff” _. . . switch to departure_ - Tower – “Victory 1-2 contact departure” - Victory 1-2 – “Victory 1-2 switching” ## Departure Control: Departure communications - Victory 1-2 – “Krasnador Departure, Victory 1-2, passing eight hundred for three thousand - Departure – “Victory 1-2, Krasnador departure, radar contact” - Victory 1-2 – “Krasnador departure, Victory 1-2 clear of airport airspace” - Departure – “Victory 1-2, contact Center on one three four point three” - Victory 1-2 – “Victory 1-2 switching one three four point three” ## Center Control: General Communications - Victory 1-2 – “Center, Victory 1-2, niner thousand” - Center – “Victory 1-2, Center, roger, Krasnador altimeter three zero zero two” _. . . if negative contact on new frequency_ - Victory 1-2 – “Center, Victory 1-2, no joy (or negative contact) on two eight four point seven” ## Approach Control: Approach communications - Victory 101 – “Krasnador Approach, Victory one zero, on the zero nine zero for fifty five, nine thousand request.” - Approach – “Victory one zero one, Krasnador Approach, radar contact, Krasnador altimeter, two niner niner two, runway zero four left in use, final bearing zero three nine, say your request.” - Victory 101 – “Approach, Victory one zero one, request the TACAN ZULU template, fullstop.” - Approach – “Victory one zero one, turn right zero five zero, and maintain six thousand, you can expect your request.” - Victory 101 – “right zero five zero, down to six thousand” _. . . when approved for Approach_ - Approach – “Victory one zero one hold on the two three zero radial. Twenty-one DME, six thousand clearance for the TACAN ZULU template zero four right approach - Victory 101 – “Victory one zero one two three zero for twenty-one at six thousand. Cleared for the TACAN ZULU zero four right” - Approach – “Victory one zero one, contact tower 123.4 - Victory 101 – “Victory one zero one, tower on 123.4 ## Tower Control: Landing communications _. . . contact to tower_ - Victory 101 – “Krasnador Tower, Victory one zero one, on the TACAN ZULU zero four right, gear down, full stop.” - Tower – “Victory one zero one, Krasnador Tower, roger gear down, winds zero four zero, at six, runway zero four right, cleared to land.” - Victory 101 – “Victory one zero one, cleared to land zero four right.” - Tower – “Victory one zero one off left when able contact ground 345.6.” - Victory 101 – “Victory one zero one, off left 345.6” ## Ground Control: Taxi to Parking communications - Victory 101 – “Krasnador Ground, Victory one zero one, clear of the duty/active, taxi to my line” - Tower – “Victory one zero one, taxi to your line via Alpha, Alpha Four” - Victory 101 – “Victory one zero one, Alpha, Alpha Four” # CARRIER-BASED COMMUNICATIONS CASE 1 CARRIER QUALIFICATION (CQ) LAUNCH AND RECOVERY COMMUNICATIONS EXAMPLES: ## CASE I LAUNCH ### CV Deck Boss _. . . ready to taxi_ - Victory 158 – “Deck Boss, Victory one five eight, at Corral request taxi” - Deck Boss – “Victory one five eight, Deck Boss, Rough Rider three zero zero two, BRC three two one, clear to taxi Cat one.” - Victory 158 – “One Five Eight, three zero zero two, BRC three two one, taxing to Cat one.” ### CV Tower: Clear To Launch _. . . after hooking up to catapult_ - Victory 158 – “Tower (or Deck Boss) One Five Eight, Cat One” - Tower – “One Five Eight, clear to launch Cat One/Standby/Hold” - Victory 158 – “One Five Eight, clear to launch Cat One” ## CASE I Recovery ### CV Marshall Control; Stack Assignment and Control _. . . between 50-30 NM from Mother_ - Victory 101 – “MARSHALL, one zero one, holding hands with one five eight, marking Mom’s two five zero for fifty, angels nine, low state seven point two” - Marshall – “One zero one, mother is VFR, altimeter two niner niner two, Case I recovery. BRC is zero one five. Report see me at ten” - Victory 101 – “one zero one” _. . . at 10 nm from mother and with mother in sight_ - Victory 101 – “one zero one, see you at ten" - Marshall – “one zero one, update state go button one” - Victory 101 – “one zero one, five point six” _. . . when assigned a lower altitude while in the stack_ - Marshall – “one zero one, descend and maintain angels two” - Victory 101 – “one zero one, leaving three for two” - Marshall – “one zero one, update state, go button one” - Victory 101 – “one zero one, five point six” _. . . “Update state, go button one” is only applicable when transitioning below 2,500 feet while in a Case I Marshall Stack._ ### CV Tower & Paddles Control, Commence, Groove & Clearance of Landing Area _. . . after switching to tower frequency on button one_ - Victory 158 – “Marshall, one five eight, angels two point five" - Tower – “One Five Eight, roger” _. . . when commencement clearance is given_ - Marshall – “one five eight, your signal is charlie” - Victory 158 – “One Five Eight” _. . . when at commencement point, (position 3, Angels 2)_ - Victory 158 – “One Five Eight, commencing” _. . . when at the break, (position 1, Angels 800)_ - Victory 158 – “One Five Eight, in the break” _. . . when abeam of the LSO platform_ - Victory 158 – “One Five Eight, abeam” - Paddles – “one five eight, roger paddles contact” _. . . when at initial point, (3 NM aft of mother)_ - Victory 158 – “One Five Eight, initial” _. . . when rolling out into the groove one_ - Paddles – “One Five Eight, on glide scope, call the ball” - Victory 158 – “one five eight, tomcat ball, three point three” - Paddles – “roger ball” ### Tower Control: Clearing of the Landing Areas _. . . after trapping aboard_ - Tower – “One Five eight clear the landing area, contact deck channel 5” - Victory 158 – “one five eight” >[!note] > - The “see you at 10” call in is this example is made to Approach and not to Marshall during Case I recoveries. > - Marshall will report expected BRC not Final bearing (CASE III) > - When instructions are given, the term “and flight” may be used when no operating as a single ship > - All communications for a flight are handled by the flight lead ## CASE II LAUNCH ### CV Deck Boss _. . . ready to taxi_ - Victory 101 – “Deck Boss, Victory one zero one, at Corral request taxi” - Deck Boss – “Victory one zero one, Deck Boss, Rough Rider three zero zero two, BRC three two one, clear to taxi Cat one.” - Victory 101 – “One zero one, three zero zero two, BRC three two one, taxing to Cat one.” ### CV Tower: Clear To Launch _. . . after hooking up to catapult_ - Victory 101 – “Tower (or Deck Boss) One zero one, Cat One” - Tower – “One zero one, clear to launch Cat One/Standby/Hold” - Victory 101 – “One zero one, clear to launch Cat One” ### CASE II Recovery CV Marshall Control; Stack Assignment and Control _. . . between 50-30 NM from Mother_ - Victory 101 – “MARSHALL, one zero one, holding hands with one five eight, marking Mom’s two five zero for fifty, angels nine, low state seven point two” - Marshall – “One zero one (and flight), mother’s weather is six hundred overcast, visibility three miles, altimeter two niner eight seven, Case two recovery. BRC is zero one five. One zero one and flight, marshal on the one six zero radial, twenty two DME, Angels seven, expected approach time two eight, Approach button fiften” - Victory 101 – “one zero one, on the one six zero, twenty two DME, angels seven, Expected approach (or push) time two eight, button fifteen.” _. . . once established at holding fix_ - Victory 101 – “one zero one, established angels seven, low state six point eight.” - Marshall – “one zero one, roger.” _. . . upon commencing_ - Victory 101 – “one zero one, commencing, low state five point nine” - Marshall – “one zero one, radar contact, BRC one zero five.” - Marshall – “one zero one, switch approach, \_\_\_\_.” - Victory 101 – “one zero one.” ### Approach Control: Approach _. . . at platform_ - Victory 101 – “one zero one, platform nine” - Marshall – “one zero one, roger.” _. . . at 10 nm from mother and with mother in sight_ - Victory 101 – “one zero one, see you at ten” - Marshall – “one zero one, update state go switch tower _____” - Victory 101 – “one zero one, five point six” ### CV Tower & Paddles Control, Commence, Groove & Clearance of Landing Area _. . . when at initial point, (3 NM aft of mother)_ - Victory 101 – “one zero one, initial” or “one zero one, three mile initial” _. . . when rolling out into the groove one_ - Victory 101 – “one zero one, tomcat ball, three point three” - Paddles – “roger ball” _. . . after trapping aboard_ - Tower – “One zero one clear the landing area, contact deck button 5” - Victory 101 – “one zero one” >[!note] > - Winds are only added to the CASE III Recovery ## CASE III LAUNCH ### CV Tower: Clear To Launch _. . . after hooking up to catapult_ - Victory 101 – “Tower (or Deck Boss) One zero one, Cat One” - Tower – “One zero one, clear to launch Cat One/Standby/Hold” - Victory 101 – “One zero one, clear to launch Cat One” _. . . once airborne_ - Victory 101 – “Departure one zero one, airborne.” - Departure – “One zero one, radar contact, altimeter two niner niner five.” - Victory 101 – “One zero one.” _. . . upon reaching departure radial_ - Victory 101 – “One zero one, established outbound.” - Departure – “One zero one, cleared to switch to two eight eight point zero.” _. . . **if** entering clouds/weather prior to switching to strike_ - Victory 101 – “One zero one, Popeye, angels eighteen.” _. . . **once clear of** clouds/weather prior to switching to strike_ - Victory 101 – “One zero one, on top, angels twenty.” ### CASE III Recovery _. . . between 50-30 NM from Mother_ - Victory 101 – “MARSHALL, one zero one, holding hands with one five eight, marking Mom’s two five zero for fifty, angels nine, low state seven point two” - Marshall – “One zero one, mother’s weather is six hundred overcast, visibility three miles, altimeter two niner eight seven, Case three recovery, CV-1 approach. Expected final bearing zero one five. Marshal on the one six zero radial, twenty two DME, Angels seven, expected approach time two eight, Approach button fiften" - Victory 101 – “one zero one, on the one six zero, twenty two DME, angels seven, Expected approach (or push) time two eight, button fifteen.” _. . . once established at holding fix_ - Victory 101 – “one zero one, established angels seven, state six point eight.” - Marshall – “one zero one, roger.” _. . . upon commencing_ - Victory 101 – “one zero one, commencing, state five point nine” - Marshall – “one zero one, radar contact, final bearing zero two zero.” - Marshall – “one zero one, switch approach.” - Victory 101 – “one zero one.” ### Approach Control: Approach _. . . at platform_ - Victory 101 – “one zero one, platform.” - Marshall – “one zero one, roger.” _. . . at ACLS Lock-on (approximately 6 NM from mother)_ - Approach – “One zero one ACLS lock on seven miles, say needles.” - Victory 101 – “One zero one, up and on.” - Marshall – “One zero one, concur, fly Mode two." _. . . when approach glide slope interception at approximately 3 NM_ - Approach – “One zero one approaching tipover.” _. . . approaching ¾ NM aft of Mother_ - Victory 101 – “One zero one, tomcat ball, five point two.” - Paddles – “roger ball, winds ______ knots, starboard/axial/port.” >[!note] >If pilot does not get the ball insight when they reach altitude minima, the approach caller will call “Modex, MINIMA, call ball.” At that point if the pilot has the ball they call it and if not they go missed approach. _. . . after trapping aboard_ - Tower – “One zero one clear the landing area, contact deck button 5” - Victory 101 – “one zero one” ### ADDITIONAL CARRIER DECK COMMS (during repeated landings and takeoffs) _. . . after clearing the landing area_ - Victory 101 – “one zero one, clear the landing area” - Deck – “One zero one, state intentions.” - Victory 101 – “one zero one, (launch/refuel or land.)” - Deck – “(instructions from Deck Boss).” - Victory 101 – “one zero one.” _. . . after refueling and/or when ready to taxi_ - Victory 101 – “one zero one, up and ready, thirty-four thousand pounds (aircraft weight.” - Deck – “One zero one, taxi to catapult \_\_\_.” - Victory 101 – “one zero one, catapult \_\_\_. ” _. . . once hooked to catapult_ - Deck – “One zero one, contact tower button one.” - Victory 101 – “one zero one.” ### SPIN COMMS - Tower – “One zero one, spin.” - Victory 101 – “one zero one.” _. . . after 270 degrees of spin pattern_ - Victory 101 – “one zero one, spin 90” Tower – “One zero one, roger.” # COMMON TRAFFIC ADVISORY FREQUENCY (CTAF) When ATC services are not available, pilots will communicate on CTAF for traffic information (CTAF is typically the same frequency as tower.) With ATC not on frequency pilots must exercise radio discipline and keep transmissions short and to the point. With practice you can be quite efficient (and proficient.) With CTAF radio only one person can talk at a time, so the less we talk the more opportunity for someone else to report their position. When a pilot makes unnecessary call, they are creating a safety hazard as they might be blocking the other pilot’s position reports. On approach, it’s important to gather good SA as you near the field. It’s a good idea to start monitoring CTAF for a few minutes prior to your ten-mile call. If there is traffic at the airfield you will hear which runway they are using and get an idea for other aircraft in the pattern and those approaching the field. For approach the AIM manual only recommends 5 calls. Ten miles out, entering the downwind, base, final, and leaving the runway. Departing aircraft – just two calls before taxi and before taxiing on to the runway. Calls should be structured in the following manner: - WHO YOU ARE CALLING - WHO YOU ARE - WHERE YOU ARE - WHAT DO YOU WANT ## CTAF Communication Examples <u>Approaching</u> 15 miles out. . . listen to CTAF to gather SA 10 miles out - Victory 158 – “Krasnador traffic, Victory one five eight, ten north inbound.” Overhead - Victory 158 – “Krasnador traffic, Victory one five eight, overhead break zero four right.” Base - Victory 158 – “Krasnador traffic, Victory one five eight, base zero four right.” Final - Victory 158 – “Krasnador traffic, Victory one five eight, final zero four right.” Clear - Victory 158 ˛ ’Krasnador traffic, Victory one five eight, clear zero four right.‚ <u>Departing</u> Taxi - Victory 158 ˛ ’ Krasnador traffic, Victory one five eight, taxing three zero left with (wx code).‚ Runway - Victory 158 ˛ ’ Krasnador traffic, Victory one five eight, taking three zero left for departure, runway heading.‚ ## Variations Arriving Straight in arrival (no overhead break.) In lieu of overhead break call, just call the downwind and runway. . . - Victory 158 ˛ ’ Krasnador traffic, Victory one five eight, straight in zero four left.‚ Base leg arrival In lieu of overhead break call, just call the base and runway. . . - Victory 158 ˛ ’ Krasnador traffic, Victory one five eight, right base zero four left.‚ Go around. On missed approach or go around . . - Victory 158 ˛ ’ Krasnador traffic, Victory one five eight, going around zero four left.‚ ### For Consideration/Discussion The calls indicated so far have been relatively routine/standard, however, sometimes additional information is needed to clarify and add to the overall SA. Brevity remains important even in the case where additional information is required to maintain a safe flying environment. For example. . . Pilot one makes a ten mile call close to the same time another pilot is inbound and makes their 10 mile call. This should be a cue to all pilots to be extra diligent. Pilots should make sure they are aware of each other. AS you bother approach the field and get within 5 miles of the field contact between both pilots is important to deconflict approach and identify who will land first and who will land second. In VFR conditions, it would also be appropriate to let each other know when you have them visually. At this point the pilots can agree who is 1 and who is 2 in landing priority. The AIM manual dictates the aircraft at the lower altitude has the right of way and the higher pilot **should NOT** descend to gain advantage and land first. - Victory 101 – “Victory one one seven, Victory one zero one is four north east, angels 3. Maneuvering for overhead break, zero four left.” - Victory 117 – “Victory one zero one, Victory one one seven is four west, angels 3. Will maneuver for two to the break.” In the above example 117 has let 101 go first bast on their position. Although both same distance and DME from the field, 101 is nearer to 04L. ### Fur Ball If there are numerous aircraft in the terminal area pilots must be extra aware of the SA and keep eyes outside the cockpit. Pilots need to watch intervals and keep transmissions especially short. - Victory 101 – “Victory one one seven, break, zero four left.” Forget about the downwind and base calls. . . but call the final - Victory 101 – “Victory one one seven, final, zero four left.” - Victory 101 – “Victory one one seven, clear, zero four left.” - Again, it is important to remember the busier the air space around the field, the more brevity pilots need. ## Variations ‘ departing Typically, you can just call your departure runway. . . - Victory 158 – “Krasnador traffic, Victory one five eight, departing three zero left.” . . . however, if the air space is busy pilots should add a little more information to maintain safety awareness. - Victory 158 – “Krasnador traffic, Victory one five eight, departing three zero left, straight out. . .” Working the pattern. . . - Victory 158 – “Krasnador traffic, Victory one five eight, departing three zero left closed traffic (or pattern).” ## Things to remember If a pilot is departing VFR on uncontrolled fields, it is generally a straightforward process and requires each pilot use a little common sense. LISTEN to CTAF for the 5 or so minutes prior to departure. Pilots should make sure they are ready to go prior to taking the runway so they do not create unnecessary delays or create a potential safety hazard. Once a pilot departs, they should leave the air fields surrounding air space in a predictable manner. # AIR TO AIR REFUELING COMMUNICATIONS >[!note] >Use of AI in DCS is still required in order to execute AAR ops ## Tanker Rejoin _. . . approximately 20 nm from Tanker_ - Victory 101 – “Texaco one one, Victory one zero one, on 130 for twenty, angels fifteen, request rejoin, intent refuel.” - Texaco 1-1 – “ Victory One zero one, Texaco one one, cleared to rejoin at twenty five thousand and two eight zero.” - Victory 101 – “Victory one zero one, wilco.” _. . . once radar contact is established and working close to visual range_ - Victory 101 – “Victory one zero one, judy.” - Texaco 1-1 – “ Victory One zero one, roger.” _. . . once tanker is visually acquired_ - Victory 101 – “Victory one zero one, visual, request port observation.” - Texaco 1-1 – “ Victory One zero one, cleared to port observation.” - Victory 101 – “Victory one zero one.” _. . . once stable port observation_ - Victory 101 – “Victory one zero one, established port observation, nose cold.” - Texaco 1-1 – “ Victory One zero one, proceed to pre-contact.” - Victory 101 – “Victory one zero one, moving pre-contact (or astern).” _. . . once stable pre-contact area_ - Victory 101 ˛ ’ Victory one zero one, ready pre-contact, request (or taking) port (or starboard) hose.‚ - Texaco 1-1 ˛ ’ Victory One zero one, clear contact.‚ - Victory 101 ˛ ’One zero one.‚ _. . . once refueling is complete_ - Texaco 1-1 ˛ ’ Disconnect‚ - Victory 101 ˛ ’ Victory one zero one, satisfied, moving starboard observation.‚ - Texaco 1-1 ˛ ’ Victory One zero one, go starboard observation.‚ • Victory 101 ˛ ’One zero one.‚ _. . . once stable starboard observation_ - Victory 101 ˛ ’ Victory one zero one, established starboard observation.‚ - Texaco 1-1 ˛ ’ Victory One zero one, roger.‚ _. . . once flight has finished refueling_ - Victory 101 ˛ ’ Victory one zero one, resuming patrol, departing (can give means e.g. high and right).‚ - Texaco 1-1 ˛ ’ Victory One zero one, you are clear to depart.‚ - Victory 101 ˛ ’One zero one.‚ # REFERENCES ## ACRONYMS AAR - Air-to-Air refueling ACLS - Automatic Carrier Landing System BRC - Base Recovery Course CCA - Carrier Controlled Approach CHAAF - Clearing/Heading/Altitude/Altimeter settings/Frequencies CQ - Carrier Qualification CV - Aircraft Carrier DME - Distance Measuring Equipment FB - Final Bearing FT - Feet FPM - Feet Per Minute IAS - Indicated Air Speed IFR - Instrument Flight Rules LSO - Landing Signal Officer MSL - Mean Sea Level NM - Nautical Miles SNA - Student Naval Aviator TAS - True Air Speed VFR - Visual Flight Rules VOR - VHF Omnidirectional Range ## REFERENCES ### AIRFIELD OPERATIONS Reference: CNATRA P-806 (Rev. 12-20) Flight Training Instruction: SNFO Voice Communications 2020 ### CARRIER OPERATIONS Reference: Aircraft Carrier Operating Procedures (for DCS) ### AIR TO AIR REFUELING Reference: ATP-56 (A) Air to Air Refueling (AJP 3.3.4.2) ### ORIGINAL SOURCE: CVW-14 (now defunct) Communications Handbook