Military Procedures Review
Introduction
As many of you know, the vUSN has moved its Atlantic Operations to Cecil Field (KVQQ). This document is designed to assist the controller in brushing up on basic military air traffic control procedures. With a few small exceptions, military traffic is controlled the same way as their civilian counter-parts. Detailed below are some of the non-standard things you might see.
Formation Flights
Treat formation flights as one aircraft. Have the flight leader squawk normal and all wingmen squawk standby. All communications with the formation flight are done with the flight leader. The remaining aircraft in the formation flight will fly according to the instructions you provide to the flight leader. If an aircraft asks to join up with another aircraft use the following phraseology:
| Navy 102: |
Center, Navy 102 with request |
| Center: |
Navy 102, go ahead with your request |
| Navy 102: |
Would like to join with navy 104. |
| Center: |
Navy 102, will you accept MARSA with navy 104? |
| Navy 102: |
Roger, will accept MARSA |
| Center: |
Navy 102, cleared to join with navy 104, strangle squawk when able. |
| Navy 102: |
Roger, cleared to join, will strangle squawk. |
Aircraft Carrier Ops
This is more for center. Approach will get the aircraft cleared on its way before handing it off to center. As center tell the aircraft to “report sweet lock, sweet comms with mother”. This means the aircraft is talking to the carrier and has a good navigation lock. When clear of the coastline, terminate radar service and tell the aircraft to switch frequencies. vUSN will provide ATC service enroute and aboard the carrier. Returning from the carrier the aircraft will call center (or approach if center is unstaffed). Assign the aircraft a squawk and radar identify it. Business as usual here on out.
Overhead Landing Pattern
This is the equivalent of the civilian visual approach. Here is a picture pulled right out of the FAA 7110.65P:
The aircraft will find some way to proceed direct to the Initial Point. Normally the aircraft will be at 3000’ MSL, 5 miles on extended runway centerline. The aircraft will report established at the Initial Point and the controller will tell the aircraft to report the “numbers” (meaning the approach end of the runway or Break Point). Upon hearing the aircraft report the numbers, the controller will say “left break approved/ at midfield left break approved/” something to that effect. The aircraft will execute the break (think hard left turn to a left downwind). The aircraft will call for landing clearance around the abeam to 180 turn point. Sample communication flow:
| JAX Approach: |
Navy104, descend and maintain 3000, expect vectors for the overhead runway 36L at Cecil Field. |
| Navy 104: |
Leaving 10,000 for 3,000, Navy104. |
| JAX Approach: |
Navy104, field is at your 9 o’clock 15 miles, report in sight. |
| Navy 104: |
Field in sight, Navy104. |
| JAX Approach: |
Navy104 proceed direct the initial runway 36L, contact tower on 126.1. |
| Navy 104: |
Direct the initial 36L, switching tower 126.1, Navy104. |
|
Navy104 tunes to 126.1. |
| Navy 104: |
Cecil Tower, Navy 104, 10 miles to the southeast for the overhead 36L. |
| Cecil Tower: |
Navy104, report the initial runway 36L. |
| Navy 104: |
Initial 36L, Navy 104. |
| Cecil Tower: |
Navy104, report the numbers, carrier break approved. |
| Navy 104: |
Wilco, carrier break approved, Navy 104. |
|
Navy104 proceeds along the initial approach, to the numbers. |
| Navy 104: |
Numbers for the break, Navy 104. |
| Cecil Tower: |
Navy 104, left break approved. |
| Navy 104: |
(abeam the runway on downwind) Abeam; 3 down and locked; full stop, Navy 104. |
| Cecil Tower: |
Navy 104, Winds are calm, runway 36L, cleared to land. |
| Navy 104: |
(abeam the runway on downwind)Clear to land, Navy 104. |
Altitudes:
- Initial: 3000’ MSL, 5 miles on extended runway centerline
- Pattern: 600’ AGL
- Break: 1100’ AGL
- Carrier Break: 800’ AGL
An aircraft can either request the carrier break or you can give it to him.
Traffic Pattern (Navy)
The traffic pattern is used to simulate carrier operations as much as possible. At the ship, the pilot aims to roll wings level on final with 15-18 seconds until touchdown. With this in mind, do everything you can to avoid extending an aircraft on downwind. If you need to build separation, try to have aircraft extend upwind. Obviously safety of flight overrides the field carrier landing pattern. If you need to extend and aircraft downwind to avoid a mid-air, do it!
Precautionary Approaches (PA)
Precautionary approaches are flown when an aircraft has engine problems. The idea is to set the power and limit throttle movements. Here is another picture from the FAA 7110.65P:
Generally, the numbers for this approach are:
- High Key: 5000’ AGL
- Low Key: 3000’ AGL
- Abeam Distance From Runway: 1.5 - 2.0 miles
These altitudes are aircraft dependant, but values are listed to give you a general idea. When in doubt, ask. In an emergency situation the pilot will tell you what he needs, your job is to clear the airspace. Practice PA’s can be entered from the touch and go traffic pattern. Sample communication flow:
|
Aircraft on downwind approaching the abeam position/ normal landing pattern. |
| Navy 104: |
Tower, Navy 104 is abeam, 3 down and locked, touch-and-go, low key on request. |
| Cecil Tower: |
Navy104, winds are calm, cleared touch and go, I have your request. |
|
Navy 104 has completed touch and go and is lifting off the runway. |
| Cecil Tower: |
Navy104, report left low key with gear and intentions. |
| Navy 104: |
(Reaching Low Key Position) Low key, gear in transit, Navy104. |
| Cecil Tower: |
Navy104, report 3 down and locked. |
| Navy 104: |
Three down and locked, Navy 104. |
| Cecil Tower: |
Navy104, winds are calm, runway 36L, cleared for the option. |
| Navy 104: |
Clear for the option, Navy 104. |
PA’s may also be flown as straight-in approaches. These start at 5 miles extended runway centerline around 5000’ AGL. The pilot will lose 1000’ every mile or so. In this case, instead of Low Key, tell him to report 3 miles.
High Altitude Approaches
These are similar to their low altitude friends, again with some
minor exceptions. Here is the Hi-Tacan Runway 1 Approach at Navy Pensacola:
This approach begins at 16,000’ MSL. The pilot will be flying a penetration course around 250 knots, 4000-6000 fpm rate of descent (depending on aircraft type). Sample communications sequence:
| Center: |
Navy 104 descend and maintain 16,000, Pensacola altimeter 29.95. |
| Navy 104: |
Leaving FL240 for 16,000, altimeter 29.95, Navy 104. |
| Center: |
Navy104, contact Pensacola Approach on 120.65. |
| Navy 104: |
Switching 120.65, Navy 104. |
|
Navy104 tunes to 120.65. |
| Navy 104: |
Pensacola Approach, Navy104, level 16,000, information Alpha, request. |
| PNS Approach: |
Navy104, say request. |
| Navy 104: |
Request direct to the NPA141 radial at 10 DME for the Hi-Tacan Runway 1 Approach, Navy 104. |
| PNS Approach: |
Navy104, you can expect that, proceed direct the NPA141 radial at 10 DME. |
| Navy 104: |
Proceeding direct NPA141 at 10 DME, Navy 104. |
| PNS Approach: |
Navy104, maintain 16,000, cleared Hi-Tacan Runway 1 Approach. |
| Navy 104: |
Maintain 16,000 cleared Hi-Tacan Runway 1 Approach. |
Nearing the final approach fix, hand the aircraft off to tower.
Aerial Refueling Routes
Military Aircraft may conduct refueling operations along Aerial Refueling Routes within ZJX. There are several refueling routes listed in the DoD appendix B available for download under Controller Downloads. Aerial refueling tracks are
listed with an “AR” prefix followed by numbers and sometimes other letters located on specialty Refueling Tracks/Anchor maps. An example of one of these tracks would be AR12H.
The standard aerial refueling anchor pattern consists of a left-hand race track orbit with legs at least 50 NM in length. The legs will normally be separated by at least 20 NM. The orientation of the pattern is determined based on the inbound course to the anchor point. Four turn points are designated to describe the anchor pattern. The standard anchor area consists of one or more entry points, an ARIP (air refueling initial point), anchor point, anchor pattern turn points, one or more exit points, and the designated refueling altitude blocks.
Tanker aircraft inbound to a refueling track use similar predetermined route structures as military aircraft heading to a MOA. In most cases it is an IFR flight plan and will include the air refueling control point (ARCP), the delay time while in the track, and the name of the track itself. Here’s an example of what one might look like. Note that the delay time
will usually follow the ARCP in a tanker’s route:
EIL HAWGG BIG BUFLO EIL038020/DELAY 1+30 AR719 BIG BOGIE EIL
Aerial Refueling Phraseology
Tanker requests delay at the ARCP and advises ATC of the requested aerial refueling block altitudes.
| Tanker: |
Center, (tanker) with Air refueling request |
| Center: |
(tanker), go ahead with request |
| Tanker: |
center, (tanker) request delay at (ARCP) in the block (flight level) to (flight level) until (Zulu time) for (AR track) to refuel (receiver’s callsign) |
ATC approves delay and issues clearance, or advises tanker to expect clearance, for the air refueling block.
| Center: |
cleared to delay at (ARCP) in the block (flight level) to (flight level) until (ZULU) on (AR track), report accepting MARSA with (receiver’s callsign) |
Tanker enters orbit pattern airspace for delay at ARCP.
Receivers are cleared to requested altitude and IFR separation is established prior to ARIP and release to tanker communication rendezvous (C/R) frequency. Note that the receiver will switch to the tanker’s discrete frequency during refuel delay.
| Center: |
receiver), you are cleared to conduct air refueling operations in (AR Track) with (Tanker), maintain the block (flight level) to (flight level) and cleared to tanker frequency squawk standby 3 NM from the tanker. |
Tanker declares MARSA (Military Assumes Responsibility for Separation). This is a condition whereby the military services involved assume responsibility for separation between participating military aircraft in the ATC system. In other words once the tanker declares this ATC is not responsible for separating the receiving aircraft from the tanker. However ATC is responsible for separating the tanker from other IFR aircraft in the airspace.
| Tanker: |
Center, (tanker) accepts MARSA with (receiver) |
ATC issues clearance to conduct aerial refueling along the track, and issues block altitude clearance, if not previously accomplished.
| Center: |
roger, (tanker), you are cleared to conduct Air Refuel along (AR Track) with (receiver), maintain (block altitude) |
Tanker and receiver aircraft complete rendezvous and proceed down track. During aerial refueling, the tanker is responsible for receiver aircraft navigation along the track and for all tanker/receiver communications with ATC.
Tanker advises ATC of tanker and receiver end aerial refueling altitude requests at least five (5) minutes prior to exit.
| Tanker: |
Center, (tanker) with end AR request |
| Center: |
(tanker), go ahead with your request |
| Tanker: |
Center, after AR, (receiver) would like to go direct (navaid) at (altitude) and (tanker) would like to go direct (navaid) at (altitude) |
At or prior to the exit point, ATC issues tanker and receiver altitude clearances, transponder codes, and if requested, amended routing.
Prior to exit, tanker vertically positions the aircraft in the formation within the air refueling airspace to facilitate breakup at the exit point (normally, tanker at highest altitude of aerial refueling block and receiver at lowest altitude).
| Tanker: |
Center, (tanker) is at (altitude) and (receiver) is at (altitude),
we are finished with refueling. |
| Center: |
Roger, you are cleared direct to (wherever), maintain (altitude) and for (receiver), he is cleared direct (wherever) at (altitude), have (receiver) come up to my frequency squawking (code) |
| Tanker: |
(readback clearance) |
MARSA is terminated when standard ATC separation is established and ATC advises MARSA is terminated.
| Center: |
(tanker), MARSA is terminated |
| Tanker: |
Roger, MARSA terminated |
Notes:
During aerial refueling , tanker aircraft are responsible for receiver aircraft communication with ATC and for their navigation along the track.
Aerial Refueling airspace is not sterilized airspace and other aircraft may transit this airspace provided vertical or lateral seperation is provided from the refueling aircraft.
Navy Specific Phraseology
From time to time you may hear some different phraseology used by the Virtual United States Navy. This is only so you as the controller have an idea what they are talking about and not meant to be used as phraseology for everyday controlling.
"Angels" - Sometimes used to refer to altitude. Examples: Angels 15 is 15,000 ft. Angels 2.5 is 2,500 ft.
"Cherubs"- Refers to altitude in hundreds of feet. (used by helicopters only) Cherubs 5 is 500 ft.
"Clean"- Refers to gear being up and flaps up.
"Dirty"- Refers to gear being down and flaps down.
"Drag Approach"- Refers to a visual straight in approach.
"Feet Wet"- Refers to a pilot flying over water.
"Spin"- When doing the overhead approach refers to climbing back to 1200 ft and reentering the pattern at the break if the pattern is already full.
"Wipe Out"- Refers to pilot having full power and all control surfaces move freely.
