SOURCE DCS WIKI - User contributions [en]

DDFORM1801

2026-04-29T15:54:53Z

Niknam3: /* Example 1 — 4-Ship IFR ACM Sortie */

{{DISPLAYTITLE:Filing a DoD International Flight Plan (DD Form 1801)}}

= Filing a DoD International Flight Plan (DD Form 1801) =

This article explains how to correctly fill out the DD Form 1801 / ICAO FPL message used for all cross-border and controlled airspace operations. Read this before filing your first plan — a malformed FPL will be rejected by ATC and may delay or ground your flight.

== Overview ==

The DD Form 1801 generates an ICAO-format '''FPL message''' — a structured string of fields separated by dashes that gets transmitted to ATC. Every field has strict formatting rules. The form handles the formatting for you, but you still need to know what goes where and why.

A complete FPL message looks like this:

<pre>
(FPL-[callsign]-[rules][type]
-[number]/[actype]/[WTC]
-[equipment]/[transponder]
-[departure][time]
-[speed][level] [route]
-[destination][EET] [alternate]
-[field 18])
</pre>

== Field-by-Field Guide ==

=== Field 7 — Aircraft Identification (Callsign) ===

Your '''mission callsign''', up to 7 alphanumeric characters, no spaces.

{| class="wikitable"
! Format !! Example !! Notes
|-
| Up to 7 alphanumeric chars || <code>SHADW11</code> || Formation lead uses flight callsign
|}

For a 4-ship, all aircraft file under the '''lead's callsign''' (<code>SHADW11</code>). Wingmen are not filed separately unless splitting.

=== Field 8 — Flight Rules / Type of Flight ===

Two characters, written together (e.g. <code>IM</code>, <code>VM</code>).

'''Flight Rules (first character):'''

{| class="wikitable"
! Code !! Meaning !! When to use
|-
| <code>I</code> || IFR || En-route in controlled airspace, IMC, or above transition altitude
|-
| <code>V</code> || VFR || Visual, low-level, uncontrolled airspace
|-
| <code>Y</code> || IFR → VFR || Departs IFR, transitions to VFR en route
|-
| <code>Z</code> || VFR → IFR || Departs VFR, picks up IFR clearance en route
|}

'''Type of Flight (second character):'''

{| class="wikitable"
! Code !! Meaning
|-
| <code>M</code> || Military
|-
| <code>S</code> || Scheduled Air Transport
|-
| <code>G</code> || General Aviation
|-
| <code>X</code> || Other
|}

All SHADW flights use <code>M</code>. Flight rules depend on the mission profile — see the examples below.

=== Field 9 — Number / Aircraft Type / Wake Turbulence Category ===

Format: <code>[number]/[type]/[WTC]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Number of aircraft || Integer 1–99 || <code>4</code> || Formation size. Solo = <code>1</code>
|-
| Aircraft type || ICAO designator (2–4 chars) || <code>F16</code> || Per ICAO Doc 8643
|-
| Wake turbulence category || Single letter || <code>M</code> || L / M / H / J
|}

F-16 is always <code>F16/M</code> (Medium).

=== Field 10 — Equipment / Transponder ===

Format: <code>[equipment]/[transponder]</code>

Standard SHADW configuration is <code>ITUV/C</code>:

{| class="wikitable"
! Code !! Meaning
|-
| <code>I</code> || Inertial navigation
|-
| <code>T</code> || TACAN
|-
| <code>U</code> || UHF radio
|-
| <code>V</code> || VHF radio
|-
| <code>C</code> || Transponder Mode C (altitude reporting)
|}

Do not change this unless maintenance has confirmed a system is inoperative, in which case remove the relevant letter and add <code>STS/HOSP</code> or a RMK as appropriate.

=== Field 13 — Departure Aerodrome / Time ===

Format: <code>[ICAO][HHMM]</code> — no space, no separator.

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Departure aerodrome || 4-letter ICAO code || <code>LTAG</code> || Incirlik AB
|-
| Departure time || HHMM UTC || <code>1530</code> || Block-out time, not wheels-up
|}

Always use '''UTC'''. Never local time.

=== Field 15 — Cruising Speed / Level / Route ===

This field has three parts written together: <code>[speed][level] [route]</code>

==== Speed ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>N</code> || Knots TAS || <code>N0420</code> || 420 kt TAS
|-
| <code>K</code> || km/h || <code>K0780</code> || 780 km/h TAS
|-
| <code>M</code> || Mach || <code>M082</code> || Mach 0.82
|}

==== Level ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>F</code> || Flight Level || <code>F120</code> || FL120 (12,000 ft, altimeter set to std)
|-
| <code>A</code> || Altitude (hundreds of ft) || <code>A025</code> || 2,500 ft MSL (QNH)
|-
| <code>S</code> || Standard metric level || <code>S1130</code> || (rare, used in some regions)
|}

'''F vs A:''' Use <code>F</code> when flying above the transition altitude (on standard pressure). Use <code>A</code> when flying below it on QNH. In Turkish airspace the transition altitude is typically 3,000 ft AMSL / FL050 — check current AIP.

==== Route ====

Space-separated routing elements after the speed/level. Common elements:

{| class="wikitable"
! Element !! Meaning !! Example
|-
| <code>DCT</code> || Direct to next fix || <code>DCT DAN</code>
|-
| Airway designator || Follow named airway || <code>AG105</code>
|-
| Waypoint name || 5-letter ICAO fix || <code>RUBIK</code>
|-
| <code>fix/speed level</code> || Speed/level change at fix || <code>RUBIK/N0420F120</code>
|-
| <code>STAYn/HHMM</code> || Holding/loiter at previous fix for duration || <code>STAY1/0100</code>
|}

'''<code>STAY</code> items''' are critical for training events. <code>STAY1/0100</code> means "hold/remain in the area of the preceding fix for 1 hour." The number after STAY is an index (1, 2, 3…) used to cross-reference <code>STAYINFO</code> in Field 18.

=== Field 16 — Destination / EET / Alternates ===

Format: <code>[destination][EET] [alternate] [2nd alternate]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Destination || 4-letter ICAO || <code>LTAG</code> || Can be same as departure for closed patterns
|-
| Total EET || HHMM || <code>0120</code> || Estimated elapsed time departure→destination
|-
| Alternate || 4-letter ICAO || <code>LTAJ</code> || Diyarbakır. Required if weather/fuel rules apply
|-
| 2nd Alternate || 4-letter ICAO || (optional) ||
|}

=== Field 18 — Other Information ===

Free-text field with <code>INDICATOR/value</code> pairs, space-separated. Use <code>0</code> (zero) if nothing to declare.

'''Standard SHADW indicators:'''

{| class="wikitable"
! Indicator !! Format !! Example !! Meaning
|-
| <code>DOF/</code> || YYMMDD || <code>DOF/260428</code> || Date of flight — 28 April 2026
|-
| <code>OPR/</code> || Free text || <code>OPR/DOD</code> || Operating agency
|-
| <code>REG/</code> || Alphanumeric || <code>REG/TBN</code> || Aircraft registration. Use <code>TBN</code> (To Be Notified) for military
|-
| <code>STS/</code> || Code || <code>STS/STATE</code> || State aircraft — grants diplomatic overflight status
|-
| <code>RMK/</code> || Free text || see below || Remarks — used extensively for DoD-specific data
|}

'''<code>RMK/</code> sub-fields used in SHADW plans:'''

{| class="wikitable"
! Tag !! Example !! Meaning
|-
| <code>OAT</code> || <code>OAT</code> || Operational Air Traffic — identifies this as a military OAT flight
|-
| <code>FFLT ... FFLTEND</code> || <code>FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND</code> || Formation flight membership list. List all callsigns between tags.
|-
| <code>MDCN</code> || <code>MDCN</code> || Medical clearance confirmed
|-
| <code>PERM</code> || <code>PERM 265501</code> || Diplomatic overflight permission number
|-
| <code>FUEL</code> || <code>FUEL0130</code> || Fuel endurance in HHMM
|-
| <code>POB</code> || <code>POB4</code> || Persons on board (integer, no space)
|-
| <code>STAYINFO</code> || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || Describes the STAY1 area/activity. Index matches STAYn in Field 15.
|}

<code>STAYINFO</code> format: <code>STAYINFOn/[free text description]</code>. The description should include the area name/block, vertical limits, activity type, and time window where applicable.

== Worked Examples ==

=== Example 1 — 4-Ship IFR ACM Sortie ===

<pre>
(FPL-SHADW11-IM
-4/F16/M
-ITUV/C
-LTAG1530
-N0420F120 AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT
-LTAG0120 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND MDCN PERM 265501 FUEL0130 POB4 STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110)
</pre>

'''Breakdown:'''

{| class="wikitable"
! Field !! Value !! Explanation
|-
| Callsign || <code>SHADW11</code> || Formation lead
|-
| Rules/Type || <code>IM</code> || IFR, Military
|-
| Aircraft || <code>4/F16/M</code> || 4-ship, F-16, Medium WTC
|-
| Equipment || <code>ITUV/C</code> || Standard fit
|-
| Departure || <code>LTAG1530</code> || Incirlik, block-out 15:30Z
|-
| Speed/Level || <code>N0420F120</code> || 420 kt TAS, FL120
|-
| Route || <code>AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT</code> || Depart via airway AG105 to DAN, direct RUBIK; hold at RUBIK for 1 hr at FL120; exit RUBIK at FL110, direct DAN, then direct back
|-
| Destination || <code>LTAG0120</code> || Return Incirlik, EET 1h20
|-
| Alternate || <code>LTAJ</code> || Diyarbakır
|-
| DOF || <code>260428</code> || 28 Apr 2026
|-
| Formation || <code>FFLT SHADW11–14 FFLTEND</code> || 4 aircraft listed
|-
| Stay area || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || LTR1 area, surface to FL660, ACM, 0010–0110 relative to departure-time
|}

=== Example 2 — Solo VFR Approach Practice ===

<pre>
(FPL-SHADW11-VM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A025 DCT DAN/N0420A025 STAY1/0100 DAN/N0420A025 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 1:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>VM</code> || '''VFR''' — this sortie is flown VMC below transition altitude
|-
| Aircraft count || <code>1</code> || Solo — no FFLT block needed in RMK
|-
| Level || <code>A025</code> || '''Altitude 2,500 ft''' on QNH, not a flight level — appropriate below transition
|-
| Route || <code>DCT DAN STAY1/0100 DAN DCT</code> || Direct to DAN, hold 1 hr, return direct
|-
| STAYINFO || <code>MULT APCH AT LTAG</code> || Multiple approaches at Incirlik during hold period
|}

=== Example 3 — Solo IFR Approach Practice ===

<pre>
(FPL-SHADW11-IM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A050 DCT DAN/N0420A050 STAY1/0100 DAN/N0420A050 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 2:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>IM</code> || '''IFR''' — same profile but flown under instrument rules
|-
| Level || <code>A050</code> || '''Altitude 5,000 ft''' on QNH — higher block required for IFR separation
|}

'''IFR vs VFR approach practice:''' Both Examples 2 and 3 are the same mission (multiple approaches at LTAG), but the flight rules code and requested altitude differ. IFR requires a higher block for approach sequencing. Choose based on actual met conditions and whether you need an instrument clearance.

== Common Mistakes ==

{| class="wikitable"
! Mistake !! Correct practice
|-
| Using local time in Fields 13 / EET || Always UTC. <code>1530</code> means 15:30Z.
|-
| Filing <code>F</code> level below transition altitude || Use <code>A</code> (altitude on QNH) below transition. Use <code>F</code> (flight level) above.
|-
| Omitting <code>FFLT...FFLTEND</code> for a formation || Required for any multi-ship. ATC needs the full call list.
|-
| Leaving <code>STAYINFO</code> vague || Include area name, vertical limits, activity, and local time window.
|-
| Forgetting <code>DOF/</code> in Field 18 || Always include. Some ATSU systems reject plans without it.
|-
| <code>POB</code> not matching formation count || <code>POB4</code> for a 4-ship (one pilot per aircraft). Adjust for two-seat variants.
|-
| Using local registration for military jets || Use <code>REG/TBN</code> unless a specific tail number is required.
|}

== Quick Reference — SHADW Standard Template ==

Copy and adapt for each sortie. Replace values in <code>[brackets]</code>.

<pre>
(FPL-[CALLSIGN]-[RULES]M
-[N]/F16/M
-ITUV/C
-LTAG[HHMM]
-N0420[LEVEL] [ROUTE] STAY1/[HHMM] [FIX]/N0420[LEVEL] DCT
-LTAG[EET] LTAJ
-DOF/[YYMMDD] OPR/DOD REG/TBN STS/STATE RMK/OAT [FFLT ... FFLTEND] MDCN PERM [NUMBER] FUEL[HHMM] POB[N] STAYINFO1/[DESCRIPTION])
</pre>

== References ==

* ICAO Doc 4444 — PANS-ATM, Appendix 2 (FPL format)
* ICAO Doc 8643 — Aircraft Type Designators
* DoD FLIP General Planning
* DD Form 1801 Field Specification ([https://skybrary.aero/articles/flight-plan-completion DD Form 1801 Field Spec])

Main Page

2026-04-28T17:37:20Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA -
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]] · [[DDFORM1801|Filing Flight Plans]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

DDFORM1801

2026-04-28T17:36:57Z

Niknam3:

{{DISPLAYTITLE:Filing a DoD International Flight Plan (DD Form 1801)}}

= Filing a DoD International Flight Plan (DD Form 1801) =

This article explains how to correctly fill out the DD Form 1801 / ICAO FPL message used for all cross-border and controlled airspace operations. Read this before filing your first plan — a malformed FPL will be rejected by ATC and may delay or ground your flight.

== Overview ==

The DD Form 1801 generates an ICAO-format '''FPL message''' — a structured string of fields separated by dashes that gets transmitted to ATC. Every field has strict formatting rules. The form handles the formatting for you, but you still need to know what goes where and why.

A complete FPL message looks like this:

<pre>
(FPL-[callsign]-[rules][type]
-[number]/[actype]/[WTC]
-[equipment]/[transponder]
-[departure][time]
-[speed][level] [route]
-[destination][EET] [alternate]
-[field 18])
</pre>

== Field-by-Field Guide ==

=== Field 7 — Aircraft Identification (Callsign) ===

Your '''mission callsign''', up to 7 alphanumeric characters, no spaces.

{| class="wikitable"
! Format !! Example !! Notes
|-
| Up to 7 alphanumeric chars || <code>SHADW11</code> || Formation lead uses flight callsign
|}

For a 4-ship, all aircraft file under the '''lead's callsign''' (<code>SHADW11</code>). Wingmen are not filed separately unless splitting.

=== Field 8 — Flight Rules / Type of Flight ===

Two characters, written together (e.g. <code>IM</code>, <code>VM</code>).

'''Flight Rules (first character):'''

{| class="wikitable"
! Code !! Meaning !! When to use
|-
| <code>I</code> || IFR || En-route in controlled airspace, IMC, or above transition altitude
|-
| <code>V</code> || VFR || Visual, low-level, uncontrolled airspace
|-
| <code>Y</code> || IFR → VFR || Departs IFR, transitions to VFR en route
|-
| <code>Z</code> || VFR → IFR || Departs VFR, picks up IFR clearance en route
|}

'''Type of Flight (second character):'''

{| class="wikitable"
! Code !! Meaning
|-
| <code>M</code> || Military
|-
| <code>S</code> || Scheduled Air Transport
|-
| <code>G</code> || General Aviation
|-
| <code>X</code> || Other
|}

All SHADW flights use <code>M</code>. Flight rules depend on the mission profile — see the examples below.

=== Field 9 — Number / Aircraft Type / Wake Turbulence Category ===

Format: <code>[number]/[type]/[WTC]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Number of aircraft || Integer 1–99 || <code>4</code> || Formation size. Solo = <code>1</code>
|-
| Aircraft type || ICAO designator (2–4 chars) || <code>F16</code> || Per ICAO Doc 8643
|-
| Wake turbulence category || Single letter || <code>M</code> || L / M / H / J
|}

F-16 is always <code>F16/M</code> (Medium).

=== Field 10 — Equipment / Transponder ===

Format: <code>[equipment]/[transponder]</code>

Standard SHADW configuration is <code>ITUV/C</code>:

{| class="wikitable"
! Code !! Meaning
|-
| <code>I</code> || Inertial navigation
|-
| <code>T</code> || TACAN
|-
| <code>U</code> || UHF radio
|-
| <code>V</code> || VHF radio
|-
| <code>C</code> || Transponder Mode C (altitude reporting)
|}

Do not change this unless maintenance has confirmed a system is inoperative, in which case remove the relevant letter and add <code>STS/HOSP</code> or a RMK as appropriate.

=== Field 13 — Departure Aerodrome / Time ===

Format: <code>[ICAO][HHMM]</code> — no space, no separator.

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Departure aerodrome || 4-letter ICAO code || <code>LTAG</code> || Incirlik AB
|-
| Departure time || HHMM UTC || <code>1530</code> || Block-out time, not wheels-up
|}

Always use '''UTC'''. Never local time.

=== Field 15 — Cruising Speed / Level / Route ===

This field has three parts written together: <code>[speed][level] [route]</code>

==== Speed ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>N</code> || Knots TAS || <code>N0420</code> || 420 kt TAS
|-
| <code>K</code> || km/h || <code>K0780</code> || 780 km/h TAS
|-
| <code>M</code> || Mach || <code>M082</code> || Mach 0.82
|}

==== Level ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>F</code> || Flight Level || <code>F120</code> || FL120 (12,000 ft, altimeter set to std)
|-
| <code>A</code> || Altitude (hundreds of ft) || <code>A025</code> || 2,500 ft MSL (QNH)
|-
| <code>S</code> || Standard metric level || <code>S1130</code> || (rare, used in some regions)
|}

'''F vs A:''' Use <code>F</code> when flying above the transition altitude (on standard pressure). Use <code>A</code> when flying below it on QNH. In Turkish airspace the transition altitude is typically 3,000 ft AMSL / FL050 — check current AIP.

==== Route ====

Space-separated routing elements after the speed/level. Common elements:

{| class="wikitable"
! Element !! Meaning !! Example
|-
| <code>DCT</code> || Direct to next fix || <code>DCT DAN</code>
|-
| Airway designator || Follow named airway || <code>AG105</code>
|-
| Waypoint name || 5-letter ICAO fix || <code>RUBIK</code>
|-
| <code>fix/speed level</code> || Speed/level change at fix || <code>RUBIK/N0420F120</code>
|-
| <code>STAYn/HHMM</code> || Holding/loiter at previous fix for duration || <code>STAY1/0100</code>
|}

'''<code>STAY</code> items''' are critical for training events. <code>STAY1/0100</code> means "hold/remain in the area of the preceding fix for 1 hour." The number after STAY is an index (1, 2, 3…) used to cross-reference <code>STAYINFO</code> in Field 18.

=== Field 16 — Destination / EET / Alternates ===

Format: <code>[destination][EET] [alternate] [2nd alternate]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Destination || 4-letter ICAO || <code>LTAG</code> || Can be same as departure for closed patterns
|-
| Total EET || HHMM || <code>0120</code> || Estimated elapsed time departure→destination
|-
| Alternate || 4-letter ICAO || <code>LTAJ</code> || Diyarbakır. Required if weather/fuel rules apply
|-
| 2nd Alternate || 4-letter ICAO || (optional) ||
|}

=== Field 18 — Other Information ===

Free-text field with <code>INDICATOR/value</code> pairs, space-separated. Use <code>0</code> (zero) if nothing to declare.

'''Standard SHADW indicators:'''

{| class="wikitable"
! Indicator !! Format !! Example !! Meaning
|-
| <code>DOF/</code> || YYMMDD || <code>DOF/260428</code> || Date of flight — 28 April 2026
|-
| <code>OPR/</code> || Free text || <code>OPR/DOD</code> || Operating agency
|-
| <code>REG/</code> || Alphanumeric || <code>REG/TBN</code> || Aircraft registration. Use <code>TBN</code> (To Be Notified) for military
|-
| <code>STS/</code> || Code || <code>STS/STATE</code> || State aircraft — grants diplomatic overflight status
|-
| <code>RMK/</code> || Free text || see below || Remarks — used extensively for DoD-specific data
|}

'''<code>RMK/</code> sub-fields used in SHADW plans:'''

{| class="wikitable"
! Tag !! Example !! Meaning
|-
| <code>OAT</code> || <code>OAT</code> || Operational Air Traffic — identifies this as a military OAT flight
|-
| <code>FFLT ... FFLTEND</code> || <code>FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND</code> || Formation flight membership list. List all callsigns between tags.
|-
| <code>MDCN</code> || <code>MDCN</code> || Medical clearance confirmed
|-
| <code>PERM</code> || <code>PERM 265501</code> || Diplomatic overflight permission number
|-
| <code>FUEL</code> || <code>FUEL0130</code> || Fuel endurance in HHMM
|-
| <code>POB</code> || <code>POB4</code> || Persons on board (integer, no space)
|-
| <code>STAYINFO</code> || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || Describes the STAY1 area/activity. Index matches STAYn in Field 15.
|}

<code>STAYINFO</code> format: <code>STAYINFOn/[free text description]</code>. The description should include the area name/block, vertical limits, activity type, and time window where applicable.

== Worked Examples ==

=== Example 1 — 4-Ship IFR ACM Sortie ===

<pre>
(FPL-SHADW11-IM
-4/F16/M
-ITUV/C
-LTAG1530
-N0420F120 AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT
-LTAG0120 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND MDCN PERM 265501 FUEL0130 POB4 STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110)
</pre>

'''Breakdown:'''

{| class="wikitable"
! Field !! Value !! Explanation
|-
| Callsign || <code>SHADW11</code> || Formation lead
|-
| Rules/Type || <code>IM</code> || IFR, Military
|-
| Aircraft || <code>4/F16/M</code> || 4-ship, F-16, Medium WTC
|-
| Equipment || <code>ITUV/C</code> || Standard fit
|-
| Departure || <code>LTAG1530</code> || Incirlik, block-out 15:30Z
|-
| Speed/Level || <code>N0420F120</code> || 420 kt TAS, FL120
|-
| Route || <code>AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT</code> || Depart via airway AG105 to DAN, direct RUBIK; hold at RUBIK for 1 hr at FL120; exit RUBIK at FL110, direct DAN, then direct back
|-
| Destination || <code>LTAG0120</code> || Return Incirlik, EET 1h20
|-
| Alternate || <code>LTAJ</code> || Diyarbakır
|-
| DOF || <code>260428</code> || 28 Apr 2026
|-
| Formation || <code>FFLT SHADW11–14 FFLTEND</code> || 4 aircraft listed
|-
| Stay area || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || LTR1 area, surface to FL660, ACM, 00:10–01:10Z relative to block-out
|}

=== Example 2 — Solo VFR Approach Practice ===

<pre>
(FPL-SHADW11-VM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A025 DCT DAN/N0420A025 STAY1/0100 DAN/N0420A025 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 1:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>VM</code> || '''VFR''' — this sortie is flown VMC below transition altitude
|-
| Aircraft count || <code>1</code> || Solo — no FFLT block needed in RMK
|-
| Level || <code>A025</code> || '''Altitude 2,500 ft''' on QNH, not a flight level — appropriate below transition
|-
| Route || <code>DCT DAN STAY1/0100 DAN DCT</code> || Direct to DAN, hold 1 hr, return direct
|-
| STAYINFO || <code>MULT APCH AT LTAG</code> || Multiple approaches at Incirlik during hold period
|}

=== Example 3 — Solo IFR Approach Practice ===

<pre>
(FPL-SHADW11-IM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A050 DCT DAN/N0420A050 STAY1/0100 DAN/N0420A050 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 2:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>IM</code> || '''IFR''' — same profile but flown under instrument rules
|-
| Level || <code>A050</code> || '''Altitude 5,000 ft''' on QNH — higher block required for IFR separation
|}

'''IFR vs VFR approach practice:''' Both Examples 2 and 3 are the same mission (multiple approaches at LTAG), but the flight rules code and requested altitude differ. IFR requires a higher block for approach sequencing. Choose based on actual met conditions and whether you need an instrument clearance.

== Common Mistakes ==

{| class="wikitable"
! Mistake !! Correct practice
|-
| Using local time in Fields 13 / EET || Always UTC. <code>1530</code> means 15:30Z.
|-
| Filing <code>F</code> level below transition altitude || Use <code>A</code> (altitude on QNH) below transition. Use <code>F</code> (flight level) above.
|-
| Omitting <code>FFLT...FFLTEND</code> for a formation || Required for any multi-ship. ATC needs the full call list.
|-
| Leaving <code>STAYINFO</code> vague || Include area name, vertical limits, activity, and local time window.
|-
| Forgetting <code>DOF/</code> in Field 18 || Always include. Some ATSU systems reject plans without it.
|-
| <code>POB</code> not matching formation count || <code>POB4</code> for a 4-ship (one pilot per aircraft). Adjust for two-seat variants.
|-
| Using local registration for military jets || Use <code>REG/TBN</code> unless a specific tail number is required.
|}

== Quick Reference — SHADW Standard Template ==

Copy and adapt for each sortie. Replace values in <code>[brackets]</code>.

<pre>
(FPL-[CALLSIGN]-[RULES]M
-[N]/F16/M
-ITUV/C
-LTAG[HHMM]
-N0420[LEVEL] [ROUTE] STAY1/[HHMM] [FIX]/N0420[LEVEL] DCT
-LTAG[EET] LTAJ
-DOF/[YYMMDD] OPR/DOD REG/TBN STS/STATE RMK/OAT [FFLT ... FFLTEND] MDCN PERM [NUMBER] FUEL[HHMM] POB[N] STAYINFO1/[DESCRIPTION])
</pre>

== References ==

* ICAO Doc 4444 — PANS-ATM, Appendix 2 (FPL format)
* ICAO Doc 8643 — Aircraft Type Designators
* DoD FLIP General Planning
* DD Form 1801 Field Specification ([https://skybrary.aero/articles/flight-plan-completion DD Form 1801 Field Spec])

DDFORM1801

2026-04-28T17:35:49Z

Niknam3: Created page with "{{DISPLAYTITLE:Filing a DoD International Flight Plan (DD Form 1801)}} Category:Procedures Category:Navigation Category:Pilot Resources = Filing a DoD International Flight Plan (DD Form 1801) = This article explains how to correctly fill out the DD Form 1801 / ICAO FPL message used for all cross-border and controlled airspace operations. Read this before filing your first plan — a malformed FPL will be rejected by ATC and may delay or ground your flight...."

{{DISPLAYTITLE:Filing a DoD International Flight Plan (DD Form 1801)}}
[[Category:Procedures]]
[[Category:Navigation]]
[[Category:Pilot Resources]]

= Filing a DoD International Flight Plan (DD Form 1801) =

This article explains how to correctly fill out the DD Form 1801 / ICAO FPL message used for all cross-border and controlled airspace operations. Read this before filing your first plan — a malformed FPL will be rejected by ATC and may delay or ground your flight.

== Overview ==

The DD Form 1801 generates an ICAO-format '''FPL message''' — a structured string of fields separated by dashes that gets transmitted to ATC. Every field has strict formatting rules. The form handles the formatting for you, but you still need to know what goes where and why.

A complete FPL message looks like this:

<pre>
(FPL-[callsign]-[rules][type]
-[number]/[actype]/[WTC]
-[equipment]/[transponder]
-[departure][time]
-[speed][level] [route]
-[destination][EET] [alternate]
-[field 18])
</pre>

== Field-by-Field Guide ==

=== Field 7 — Aircraft Identification (Callsign) ===

Your '''mission callsign''', up to 7 alphanumeric characters, no spaces.

{| class="wikitable"
! Format !! Example !! Notes
|-
| Up to 7 alphanumeric chars || <code>SHADW11</code> || Formation lead uses flight callsign
|}

For a 4-ship, all aircraft file under the '''lead's callsign''' (<code>SHADW11</code>). Wingmen are not filed separately unless splitting.

=== Field 8 — Flight Rules / Type of Flight ===

Two characters, written together (e.g. <code>IM</code>, <code>VM</code>).

'''Flight Rules (first character):'''

{| class="wikitable"
! Code !! Meaning !! When to use
|-
| <code>I</code> || IFR || En-route in controlled airspace, IMC, or above transition altitude
|-
| <code>V</code> || VFR || Visual, low-level, uncontrolled airspace
|-
| <code>Y</code> || IFR → VFR || Departs IFR, transitions to VFR en route
|-
| <code>Z</code> || VFR → IFR || Departs VFR, picks up IFR clearance en route
|}

'''Type of Flight (second character):'''

{| class="wikitable"
! Code !! Meaning
|-
| <code>M</code> || Military
|-
| <code>S</code> || Scheduled Air Transport
|-
| <code>G</code> || General Aviation
|-
| <code>X</code> || Other
|}

All SHADW flights use <code>M</code>. Flight rules depend on the mission profile — see the examples below.

=== Field 9 — Number / Aircraft Type / Wake Turbulence Category ===

Format: <code>[number]/[type]/[WTC]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Number of aircraft || Integer 1–99 || <code>4</code> || Formation size. Solo = <code>1</code>
|-
| Aircraft type || ICAO designator (2–4 chars) || <code>F16</code> || Per ICAO Doc 8643
|-
| Wake turbulence category || Single letter || <code>M</code> || L / M / H / J
|}

F-16 is always <code>F16/M</code> (Medium).

=== Field 10 — Equipment / Transponder ===

Format: <code>[equipment]/[transponder]</code>

Standard SHADW configuration is <code>ITUV/C</code>:

{| class="wikitable"
! Code !! Meaning
|-
| <code>I</code> || Inertial navigation
|-
| <code>T</code> || TACAN
|-
| <code>U</code> || UHF radio
|-
| <code>V</code> || VHF radio
|-
| <code>C</code> || Transponder Mode C (altitude reporting)
|}

Do not change this unless maintenance has confirmed a system is inoperative, in which case remove the relevant letter and add <code>STS/HOSP</code> or a RMK as appropriate.

=== Field 13 — Departure Aerodrome / Time ===

Format: <code>[ICAO][HHMM]</code> — no space, no separator.

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Departure aerodrome || 4-letter ICAO code || <code>LTAG</code> || Incirlik AB
|-
| Departure time || HHMM UTC || <code>1530</code> || Block-out time, not wheels-up
|}

Always use '''UTC'''. Never local time.

=== Field 15 — Cruising Speed / Level / Route ===

This field has three parts written together: <code>[speed][level] [route]</code>

==== Speed ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>N</code> || Knots TAS || <code>N0420</code> || 420 kt TAS
|-
| <code>K</code> || km/h || <code>K0780</code> || 780 km/h TAS
|-
| <code>M</code> || Mach || <code>M082</code> || Mach 0.82
|}

==== Level ====

{| class="wikitable"
! Prefix !! Unit !! Example !! Meaning
|-
| <code>F</code> || Flight Level || <code>F120</code> || FL120 (12,000 ft, altimeter set to std)
|-
| <code>A</code> || Altitude (hundreds of ft) || <code>A025</code> || 2,500 ft MSL (QNH)
|-
| <code>S</code> || Standard metric level || <code>S1130</code> || (rare, used in some regions)
|}

'''F vs A:''' Use <code>F</code> when flying above the transition altitude (on standard pressure). Use <code>A</code> when flying below it on QNH. In Turkish airspace the transition altitude is typically 3,000 ft AMSL / FL050 — check current AIP.

==== Route ====

Space-separated routing elements after the speed/level. Common elements:

{| class="wikitable"
! Element !! Meaning !! Example
|-
| <code>DCT</code> || Direct to next fix || <code>DCT DAN</code>
|-
| Airway designator || Follow named airway || <code>AG105</code>
|-
| Waypoint name || 5-letter ICAO fix || <code>RUBIK</code>
|-
| <code>fix/speed level</code> || Speed/level change at fix || <code>RUBIK/N0420F120</code>
|-
| <code>STAYn/HHMM</code> || Holding/loiter at previous fix for duration || <code>STAY1/0100</code>
|}

'''<code>STAY</code> items''' are critical for training events. <code>STAY1/0100</code> means "hold/remain in the area of the preceding fix for 1 hour." The number after STAY is an index (1, 2, 3…) used to cross-reference <code>STAYINFO</code> in Field 18.

=== Field 16 — Destination / EET / Alternates ===

Format: <code>[destination][EET] [alternate] [2nd alternate]</code>

{| class="wikitable"
! Sub-field !! Format !! Example !! Notes
|-
| Destination || 4-letter ICAO || <code>LTAG</code> || Can be same as departure for closed patterns
|-
| Total EET || HHMM || <code>0120</code> || Estimated elapsed time departure→destination
|-
| Alternate || 4-letter ICAO || <code>LTAJ</code> || Diyarbakır. Required if weather/fuel rules apply
|-
| 2nd Alternate || 4-letter ICAO || (optional) ||
|}

=== Field 18 — Other Information ===

Free-text field with <code>INDICATOR/value</code> pairs, space-separated. Use <code>0</code> (zero) if nothing to declare.

'''Standard SHADW indicators:'''

{| class="wikitable"
! Indicator !! Format !! Example !! Meaning
|-
| <code>DOF/</code> || YYMMDD || <code>DOF/260428</code> || Date of flight — 28 April 2026
|-
| <code>OPR/</code> || Free text || <code>OPR/DOD</code> || Operating agency
|-
| <code>REG/</code> || Alphanumeric || <code>REG/TBN</code> || Aircraft registration. Use <code>TBN</code> (To Be Notified) for military
|-
| <code>STS/</code> || Code || <code>STS/STATE</code> || State aircraft — grants diplomatic overflight status
|-
| <code>RMK/</code> || Free text || see below || Remarks — used extensively for DoD-specific data
|}

'''<code>RMK/</code> sub-fields used in SHADW plans:'''

{| class="wikitable"
! Tag !! Example !! Meaning
|-
| <code>OAT</code> || <code>OAT</code> || Operational Air Traffic — identifies this as a military OAT flight
|-
| <code>FFLT ... FFLTEND</code> || <code>FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND</code> || Formation flight membership list. List all callsigns between tags.
|-
| <code>MDCN</code> || <code>MDCN</code> || Medical clearance confirmed
|-
| <code>PERM</code> || <code>PERM 265501</code> || Diplomatic overflight permission number
|-
| <code>FUEL</code> || <code>FUEL0130</code> || Fuel endurance in HHMM
|-
| <code>POB</code> || <code>POB4</code> || Persons on board (integer, no space)
|-
| <code>STAYINFO</code> || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || Describes the STAY1 area/activity. Index matches STAYn in Field 15.
|}

<code>STAYINFO</code> format: <code>STAYINFOn/[free text description]</code>. The description should include the area name/block, vertical limits, activity type, and time window where applicable.

== Worked Examples ==

=== Example 1 — 4-Ship IFR ACM Sortie ===

<pre>
(FPL-SHADW11-IM
-4/F16/M
-ITUV/C
-LTAG1530
-N0420F120 AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT
-LTAG0120 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT FFLT SHADW11 SHADW12 SHADW13 SHADW14 FFLTEND MDCN PERM 265501 FUEL0130 POB4 STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110)
</pre>

'''Breakdown:'''

{| class="wikitable"
! Field !! Value !! Explanation
|-
| Callsign || <code>SHADW11</code> || Formation lead
|-
| Rules/Type || <code>IM</code> || IFR, Military
|-
| Aircraft || <code>4/F16/M</code> || 4-ship, F-16, Medium WTC
|-
| Equipment || <code>ITUV/C</code> || Standard fit
|-
| Departure || <code>LTAG1530</code> || Incirlik, block-out 15:30Z
|-
| Speed/Level || <code>N0420F120</code> || 420 kt TAS, FL120
|-
| Route || <code>AG105 DAN DCT RUBIK/N0420F120 STAY1/0100 RUBIK/N0420F110 DCT DAN DCT</code> || Depart via airway AG105 to DAN, direct RUBIK; hold at RUBIK for 1 hr at FL120; exit RUBIK at FL110, direct DAN, then direct back
|-
| Destination || <code>LTAG0120</code> || Return Incirlik, EET 1h20
|-
| Alternate || <code>LTAJ</code> || Diyarbakır
|-
| DOF || <code>260428</code> || 28 Apr 2026
|-
| Formation || <code>FFLT SHADW11–14 FFLTEND</code> || 4 aircraft listed
|-
| Stay area || <code>STAYINFO1/AREA LTR1 GND FL660 FOR ACM RUBIK0010 RUBIK0110</code> || LTR1 area, surface to FL660, ACM, 00:10–01:10Z relative to block-out
|}

=== Example 2 — Solo VFR Approach Practice ===

<pre>
(FPL-SHADW11-VM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A025 DCT DAN/N0420A025 STAY1/0100 DAN/N0420A025 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 1:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>VM</code> || '''VFR''' — this sortie is flown VMC below transition altitude
|-
| Aircraft count || <code>1</code> || Solo — no FFLT block needed in RMK
|-
| Level || <code>A025</code> || '''Altitude 2,500 ft''' on QNH, not a flight level — appropriate below transition
|-
| Route || <code>DCT DAN STAY1/0100 DAN DCT</code> || Direct to DAN, hold 1 hr, return direct
|-
| STAYINFO || <code>MULT APCH AT LTAG</code> || Multiple approaches at Incirlik during hold period
|}

=== Example 3 — Solo IFR Approach Practice ===

<pre>
(FPL-SHADW11-IM
-1/F16/M
-ITUV/C
-LTAG1530
-N0420A050 DCT DAN/N0420A050 STAY1/0100 DAN/N0420A050 DCT
-LTAG0105 LTAJ
-DOF/260428 OPR/DOD REG/TBN STS/STATE RMK/OAT MDCN PERM 265501 FUEL0130 POB1 STAYINFO1/MULT APCH AT LTAG)
</pre>

'''Key differences from Example 2:'''

{| class="wikitable"
! Field !! Value !! Why it differs
|-
| Rules/Type || <code>IM</code> || '''IFR''' — same profile but flown under instrument rules
|-
| Level || <code>A050</code> || '''Altitude 5,000 ft''' on QNH — higher block required for IFR separation
|}

'''IFR vs VFR approach practice:''' Both Examples 2 and 3 are the same mission (multiple approaches at LTAG), but the flight rules code and requested altitude differ. IFR requires a higher block for approach sequencing. Choose based on actual met conditions and whether you need an instrument clearance.

== Common Mistakes ==

{| class="wikitable"
! Mistake !! Correct practice
|-
| Using local time in Fields 13 / EET || Always UTC. <code>1530</code> means 15:30Z.
|-
| Filing <code>F</code> level below transition altitude || Use <code>A</code> (altitude on QNH) below transition. Use <code>F</code> (flight level) above.
|-
| Omitting <code>FFLT...FFLTEND</code> for a formation || Required for any multi-ship. ATC needs the full call list.
|-
| Leaving <code>STAYINFO</code> vague || Include area name, vertical limits, activity, and local time window.
|-
| Forgetting <code>DOF/</code> in Field 18 || Always include. Some ATSU systems reject plans without it.
|-
| <code>POB</code> not matching formation count || <code>POB4</code> for a 4-ship (one pilot per aircraft). Adjust for two-seat variants.
|-
| Using local registration for military jets || Use <code>REG/TBN</code> unless a specific tail number is required.
|}

== Quick Reference — SHADW Standard Template ==

Copy and adapt for each sortie. Replace values in <code>[brackets]</code>.

<pre>
(FPL-[CALLSIGN]-[RULES]M
-[N]/F16/M
-ITUV/C
-LTAG[HHMM]
-N0420[LEVEL] [ROUTE] STAY1/[HHMM] [FIX]/N0420[LEVEL] DCT
-LTAG[EET] LTAJ
-DOF/[YYMMDD] OPR/DOD REG/TBN STS/STATE RMK/OAT [FFLT ... FFLTEND] MDCN PERM [NUMBER] FUEL[HHMM] POB[N] STAYINFO1/[DESCRIPTION])
</pre>

== See Also ==

* [[ATC Procedures — Turkish FIR]]
* [[STAY and STAYINFO Procedures]]
* [[Formation Flight Filing]]
* [[OAT Flight Rules]]

== References ==

* ICAO Doc 4444 — PANS-ATM, Appendix 2 (FPL format)
* ICAO Doc 8643 — Aircraft Type Designators
* DoD FLIP General Planning
* DD Form 1801 Field Specification ([[DD Form 1801 Field Spec]])

Incirlic Air Base

2026-04-28T10:49:54Z

Niknam3: /* Local Training Area */

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
surface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|751x751px|center|thumb]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

== FREQUENCYS ==
{| class="wikitable"
|+
!STATION
!FREQUENCY
!CH
|-
|Common
|251.000
|1
|-
|LTAG TWR
|360.200
|2
|-
|LTAG RADAR
|340.775
|3
|-
|LTAG PRECISION
|282.500
|4
|-
|LTAG ATIS
|377.475
|5
|-
|MAGIC
|261.500
|6
|-
|CV-75 MRSHL
|307.500
|7
|-
|Carrier Frequencys
|
|8-10
|-
|Tankers
|
|11-14
|-
|Unit Option
|
|15-20
|}

Incirlic Air Base

2026-04-26T11:43:40Z

Niknam3: /* FREQUENCYS */

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|751x751px|center|thumb]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

== FREQUENCYS ==
{| class="wikitable"
|+
!STATION
!FREQUENCY
!CH
|-
|Common
|251.000
|1
|-
|LTAG TWR
|360.200
|2
|-
|LTAG RADAR
|340.775
|3
|-
|LTAG PRECISION
|282.500
|4
|-
|LTAG ATIS
|377.475
|5
|-
|MAGIC
|261.500
|6
|-
|CV-75 MRSHL
|307.500
|7
|-
|Carrier Frequencys
|
|8-10
|-
|Tankers
|
|11-14
|-
|Unit Option
|
|15-20
|}

Main Page

2026-04-25T15:28:42Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA -
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]] · [[DDFORM175|Filing Flight Plans]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

Guides/Mod Installation

2026-04-25T11:08:10Z

Niknam3:

= Mod Installation Guide =

This guide walks you through installing the required mods for our operations.

== Installation ==

# Go to the [https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm?path=%2FMods%2FOperation%20Inherent%20Resolve%20Mods Polybox]
# Download the <code>tech</code> folder.
# Unzip the downloaded archive.
# Open your '''DCS Saved Games''' folder.
# Open the <code>Mods</code> subfolder inside it.
# Add the contents of the newly downloaded tech folder to your existing <code>tech</code> folder.

=== Folder Structure ===

Make sure the folder structure looks exactly like this - no nested folders:

<pre>
Mods/
└── Tech/
├── Mod1/
└── Mod2/
</pre>

If there is an extra layer of folders inside <code>Tech</code>, something went wrong during extraction - move the contents up one level.

== Need Help? ==

If you run into any issues, contact any staff member in Discord and they'll get you sorted.

Guides/Mod Installation

2026-04-25T11:08:01Z

Niknam3:

Guides/Mod Installation

2026-04-25T11:05:48Z

Niknam3:

= Mod Installation Guide =

This guide walks you through installing the required mods for our operations.

== Installation ==

# Go to '''#server-info''' in Discord.
# Navigate to the folder: <code>Mods → Operation Inherent Resolve Mods</code>
# Download the <code>tech</code> folder.
# Unzip the downloaded archive.
# Open your '''DCS Saved Games''' folder.
# Open the <code>Mods</code> subfolder inside it.
# Replace your existing <code>tech</code> folder with the newly downloaded one.

=== Folder Structure ===

Make sure the folder structure looks exactly like this — no nested folders:

<pre>
Mods/
└── Tech/
├── Mod1/
└── Mod2/
</pre>

If there is an extra layer of folders inside <code>Tech</code>, something went wrong during extraction — move the contents up one level.

== Need Help? ==

If you run into any issues, contact any staff member in Discord and they'll get you sorted.

[[Category:Guides]]
[[Category:Onboarding]]

Guides/New Member Guide

2026-04-25T11:04:13Z

Niknam3:

= New Members Guide =

Welcome to the group! This page gives you a quick overview of how things work, where to find information, and what you need to get started. Feel free to jump to whichever section is most relevant to you.

__TOC__

== Getting Set Up ==

Before joining the server or attending any events, make sure you have the required mods and SRS installed and configured.

* '''Required Mods:''' [[Guides/Mod Installation|→ Mod Installation Guide]]
* '''SRS:''' [[Guides/SRS Setup|→ SRS Installation & Setup Guide]]

== The Training Server ==

Our training server is the place to practice, familiarise yourself with procedures, and find official documentation. SOPs — including the LTAG SOPs — are available directly on the server.

=== Flight Plans ===

Whenever the server is controlled, file a flight plan.

* [[DDFORM175|→ How to File a Flight Plan]]

== Missions & Briefings ==

Mission briefings are hosted on the ATO Brief website. Before any event, check there for the current ATO, tasking, and relevant mission information.

* [https://ato.sourcedcs.page → ATO Brief]

Make sure you have read the briefing before joining the server for an event.

== TRAINING ==
You can track your training on our training Page

* [https://sourcedcs.page/skills.html Training Overview]

== Weekly Events ==

We run events on a weekly basis. All events are announced in Discord.

* To sign up, click '''Interested''' on the Discord event post.
* If you can no longer make it, '''text someone''' to let the team know in advance — don't just not show up.

== Where to Find Help ==

If you have questions not covered here, the best place to ask is in the relevant Discord channel. If you're unsure who to contact, reach out to any of the staff members — someone will point you in the right direction.

[[Category:Guides]]
[[Category:Onboarding]]

Guides/New Member Guide

2026-04-25T11:02:04Z

Niknam3: Created page with "= New Members Guide = Welcome to the group! This page gives you a quick overview of how things work, where to find information, and what you need to get started. Feel free to jump to whichever section is most relevant to you. __TOC__ == Getting Set Up == Before joining the server or attending any events, make sure you have the required mods and SRS installed and configured. * '''Required Mods:''' → Mod Installation Guide * '''SRS:''' ..."

= New Members Guide =

Welcome to the group! This page gives you a quick overview of how things work, where to find information, and what you need to get started. Feel free to jump to whichever section is most relevant to you.

__TOC__

== Getting Set Up ==

Before joining the server or attending any events, make sure you have the required mods and SRS installed and configured.

* '''Required Mods:''' [[Guides/Mod Installation|→ Mod Installation Guide]]
* '''SRS:''' [[Guides/SRS Setup|→ SRS Installation & Setup Guide]]

== The Training Server ==

Our training server is the place to practice, familiarise yourself with procedures, and find official documentation. SOPs — including the LTAG SOPs — are available directly on the server.

=== Flight Plans ===

Whenever the server is controlled, file a flight plan.

* [[DDFORM175|→ How to File a Flight Plan]]

== Missions & Briefings ==

Mission briefings are hosted on the ATO Brief website. Before any event, check there for the current ATO, tasking, and relevant mission information.

* [https://ato.sourcedcs.page → ATO Brief]

Make sure you have read the briefing before joining the server for an event.

== Weekly Events ==

We run events on a weekly basis. All events are announced in Discord.

* To sign up, click '''Interested''' on the Discord event post.
* If you can no longer make it, '''text someone''' to let the team know in advance — don't just not show up.

== Where to Find Help ==

If you have questions not covered here, the best place to ask is in the relevant Discord channel. If you're unsure who to contact, reach out to any of the staff members — someone will point you in the right direction.

[[Category:Guides]]
[[Category:Onboarding]]

DDFORM175

2026-04-25T11:01:21Z

Niknam3: /* DD Form 175 — Military Flight Plan */

= DD Form 175 — Military Flight Plan =

''How to file a military flight plan''

[https://sourcedcs.page/flightplan.html File a Flight Plan]

== 1. Overview ==

The DD Form 175 is the standard US military domestic flight plan. Every mission—regardless of aircraft type or complexity—is filed on this form before departure. Base Operations reviews and approves it;

The form has four logical parts: a '''document header''' that identifies the aircraft and date, one or more '''route leg rows''' covering the actual routing, an '''administrative section''' for fuel, weather, and remarks, and a '''crew manifest'''.

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' In the virtual squadron digital form, required fields are marked with a red asterisk (*).
|}

== 2. Before you start ==

; Step 1 — Get your weather brief
: Obtain a weather briefing and note the source and time (Zulu). You will enter this in field 18. Example: <code>LS 18</code> (local brief at 1800Z).

; Step 2 — Plan your route
: Determine departure fix, airways, intermediate fixes, and destination. Note any refueling anchors, SUA transits, or holding requirements. All ICAO identifiers are 4-letter codes (e.g. <code>KLSF</code>).

; Step 3 — Compute fuel and ETE
: Calculate estimated time en-route and total fuel endurance in <code>H+MM</code> format (e.g. <code>2+30</code> = 2 hours 30 minutes). This is DoD standard — do not use <code>HH:MM</code>.

; Step 4 — Check NOTAMs and alternate
: Review NOTAMs for your route and select an alternate airfield (required for IFR). You will check a box confirming NOTAM review.

== 3. Document header (fields 1–3) ==

These three fields identify the mission and appear once at the top of the form. They apply to every leg.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 1 — Date''' || Date of flight in <code>DD MON YY</code> format. Example: <code>24 APR 26</code>. || Required
|-
| '''Field 2 — Call sign''' || Radio call sign for this mission. Example: <code>HAWK 11</code>, <code>VIPER 07</code>. Uppercase, 4–12 characters. || Required
|-
| '''Field 3 — A/C designation''' || Aircraft MDS and performance code in <code>[Type]/[Code]</code> format. Example: <code>F-16C/B</code>, <code>H/C-17/R</code>. The <code>H/</code> prefix denotes a heavy aircraft. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' The Authority field is pre-filled (<code>10 USC 8012 AND EO 9397</code>) and does not need to be changed for standard missions.
|}

== 4. Route of flight (fields 4–11) ==

Each leg of the flight occupies one row. A direct flight has one leg; a mission with a stopover or multiple segments has multiple rows. Click '''+ Add leg''' in the form to add more rows.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 4 — Type''' || Flight rules for this leg: <code>I</code> (IFR), <code>V</code> (VFR), <code>Y</code> (IFR then VFR), <code>Z</code> (VFR then IFR). || Required
|-
| '''Field 5 — TAS''' || True airspeed in knots, integer, no unit suffix. Examples: <code>330</code>, <code>450</code>, <code>98</code>. || Required
|-
| '''Field 6 — Departure''' || ICAO 4-letter identifier of the departure airfield. Example: <code>KLSF</code>, <code>KVAD</code>. For legs originating from a fix, enter the fix and radial/distance: <code>PSX 242038</code>. || Required
|-
| '''Field 7 — Dep time (Z)''' || Planned departure in Zulu time, 4-digit <code>HHMM</code> format. Example: <code>1430</code>. All times on DD 175 are Zulu. || Required
|-
| '''Field 8 — Altitude''' || Cruising altitude in hundreds of feet MSL. Example: <code>200</code> = 20,000 ft, <code>260</code> = FL260. For low-level legs: <code>50</code> = 5,000 ft. || Required
|-
| '''Field 9 — Route''' || Free-text route string. See [[#4a. Writing the route string (field 9)|section 4a]] below. || Required
|-
| '''Field 10 — Destination''' || ICAO 4-letter identifier of the destination for this leg. Example: <code>KSKF</code>. || Required
|-
| '''Field 11 — ETE''' || Estimated time en-route in <code>H+MM</code> format. Example: <code>1+30</code>, <code>0+45</code>. || Required
|}

=== 4a. Writing the route string (field 9) ===

Field 9 is a free-text field. Enter your routing exactly as you would on the paper form — space-separated airways and fixes on a single line. Do not add punctuation between tokens unless it is a defined annotation (see [[#4b. Special annotations in field 9|section 4b]]).

'''Simple point-to-point:'''
EUF V159 PZD V578 IFM

'''High-altitude jet route:'''
MQP J23 BATIK J58 SPS 282078

'''Fix defined by radial and distance:'''
AUS 291061 BSM344017

Radial/distance fixes are written as <code>[NAVAID][3-digit radial][6-digit distance]</code>, all run together with no spaces within the token.

=== 4b. Special annotations in field 9 ===

{| class="wikitable"
! Situation !! Notation !! Example
|-
| Airborne holding delay at a fix || <code>[FIX]/D0+MM</code> || <code>DUMPS/D0+10 J17</code>
|-
| Ground stop at intermediate airport || <code>(R)[ICAO] D0+MM</code> on a second route line || <code>(R)KVAD D0+30 KLSF</code>
|-
| Aerial refueling track || <code>AR[###]</code> followed by anchor points || <code>AR611 AUS 302044 AUS J21 SAT</code>
|-
| SUA transit with delay || <code>[SUA name] D0+MM [exit fix]</code> || <code>REESE 1 D0+15 KREE</code>
|-
| ALTRV block entry || <code>[ALTRV name]/D[H+MM] [exit fix]</code> || <code>ALB/D4+39 PGS</code>
|}

{| style="border-left: 4px solid #e8a000; background: #fef6e0; padding: 8px; width: 100%;"
| '''Warning:''' For stopover legs: add <code>(R)[ICAO]</code> as a second line in the route field — do not create a separate leg row for the ground stop. The ETE for the leg should cover the total time including the ground delay.
|}

== 5. Administrative data (fields 12–20) ==

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 12 — Remarks''' || Free text. Common entries: stopover notation <code>KMGM-S</code>; PPR reference <code>KFWH-PPR 0723</code>; ATC requests <code>REQUEST RADAR DEPARTURE</code>; ALTRV joining statement. || Recommended
|-
| '''Field 13 — Rank / honor code''' || Priority code and mission description. Example: <code>R50 REAL KOZR TO KMGM</code>. Required only for VIP or priority missions. || Conditional
|-
| '''Field 14 — Fuel on board''' || Total fuel endurance at departure in <code>H+MM</code>. Example: <code>7+30</code>. || Required
|-
| '''Field 15 — Alternate''' || ICAO identifier of the alternate airfield. Required for all IFR flights. Example: <code>KLSF</code>. || IFR only
|-
| '''Field 16 — ETE to alternate''' || Time from destination to alternate in <code>H+MM</code>. Example: <code>0+50</code>. || IFR only
|-
| '''Field 17 — NOTAMs''' || Check the box after reviewing NOTAMs for your route. || Required
|-
| '''Field 18 — Weather''' || Brief source and time code. Example: <code>LS 18</code> (local, 1800Z). || Required
|-
| '''Field 19 — Weight and balance''' || Reference to your W&B document: home station and date. Example: <code>KOZR, 24 APR 26</code>. || Required
|-
| '''Field 20 — Serial / unit / station''' || Aircraft serial, unit name, and home station ICAO separated by <code>/</code>. Example: <code>96-0001 / VIPER SQDN / UGKO</code>. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' Fields 21 (approval signature) and 23 (actual departure time) are filled by base operations after submission. Leave these blank.
|}

== 6. Crew manifest (fields 24–28) ==

Add one row per crew member or passenger. Click '''+ Add row''' to add more. The pilot-in-command row is pre-populated.

{| class="wikitable"
! Field !! What to enter
|-
| '''Field 24 — Duty''' || Position: <code>PILOT IN COMMAND</code>, <code>CP</code> (copilot), <code>CE</code> (crew chief), <code>N</code> (navigator), <code>TO</code>, or free text for non-standard roles.
|-
| '''Field 25 — Name''' || Last name, first initial, middle initial. Format: <code>SMITH, J.R.</code> Uppercase.
|-
| '''Field 26 — Rank''' || Pay grade abbreviation. Examples: <code>CPT</code>, <code>CW4</code>, <code>MAJ</code>, <code>1LT</code>, <code>CDR</code>.
|-
| '''Field 27 — Member ID''' || Virtual squadron member ID (replaces SSN in sim context). Format: <code>###-##-####</code>.
|-
| '''Field 28 — Unit / station''' || Unit name and home station ICAO. Example: <code>VIPER SQDN / UGKO</code>.
|}

== 7. Plan types ==

=== Simple point-to-point ===

One leg row. Fill fields 4–11 for the single segment. Remarks are brief or absent.

=== Multi-leg / stopover ===

Use multiple leg rows. Each row is a complete segment with its own departure, routing, destination, and ETE. Note each stopover in Remarks as <code>[ICAO]-S</code>. If the aircraft makes a ground stop but the planner treats it as one continuous leg (composite plan), use a single leg row with the <code>(R)[ICAO] D0+MM</code> notation on the second line of field 9.

=== Aerial refueling ===

Include the <code>AR[###]</code> track identifier in field 9, followed by the anchor fix sequence. Add any PPR reference to Remarks (e.g. <code>KFWH-PPR 0723</code>). If the refueling point is also the alternate, note that in field 15.

=== ALTRV (altitude reservation) ===

The ALTRV block name and timing go in field 9 using the <code>[NAME]/D[H+MM] [exit fix]</code> format. Add the joining statement to Remarks: <code>ALTRV: (ALB) JOINED AT ALB/MARSA</code>. ALTRV coordination itself happens outside the form.

=== Heavy aircraft ===

Prefix the aircraft designation in field 3 with <code>H/</code> (e.g. <code>H/C-17/R</code>). No other fields change; the prefix affects ATC wake turbulence separation only.

== 8. Common mistakes ==

; Wrong time format
: All times are Zulu and in <code>HHMM</code> format. All durations are in <code>H+MM</code>. Never use <code>HH:MM</code> or local time.

; Altitude in feet instead of hundreds
: Field 8 takes altitude in hundreds of feet. Enter <code>200</code> for 20,000 ft — not <code>20000</code>.

; Blank NOTAMs checkbox
: Field 17 must be checked before submission. Base ops will reject plans with an unchecked NOTAM box.

; No alternate for IFR flight
: Any IFR leg requires field 15 (alternate airfield) and field 16 (ETE to alternate) to be filled.

; Filling base ops fields
: Fields 21 (signature) and 23 (actual departure time) are base ops only. Do not fill these during initial plan submission.

Guides/Mod Installation

2026-04-25T10:59:23Z

Niknam3: Created page with "== How to install Mods =="

== How to install Mods ==

Guides/SRS Setup

2026-04-25T10:40:13Z

Niknam3:

= DCS SimpleRadio Standalone (SRS) – Installation & Setup Guide =

This guide walks you through downloading, installing, and configuring DCS SimpleRadio Standalone (SRS) for use in multiplayer DCS sessions.

__TOC__

== Download ==

# Go to [http://dcssimpleradio.com/ dcssimpleradio.com] and click the button for the '''latest release'''.
# You will be redirected to the GitHub releases page. Scroll down to the '''Assets''' section at the bottom.
# Download only the file named <code>DCS-SimpleRadioStandalone-<version>.zip</code>. No other files are needed.

== Installation ==

# '''Extract''' the downloaded <code>.zip</code> archive into a new folder of your choice.
# Inside the extracted folder, run <code>installer.exe</code>.
# When prompted, confirm or set the install location:
#* '''Default (recommended):''' <code>C:\Program Files\DCS-SimpleRadio-Standalone</code>
# Point the installer to your DCS '''Saved Games''' folder when asked.
# Click '''Install / Update DCS-SRS''' to complete the installation.

After installation, an SRS shortcut should appear on your desktop.

== Initial Setup ==

Launch SRS from the desktop shortcut, then configure the following before joining a server:

=== Audio Devices ===

Navigate to the '''Settings''' page and set:
* '''SRS Interface''' – select your audio output device (speakers/headset)
* '''Microphone''' – select your input device

=== Controls / PTT ===

Navigate to the '''Controls''' page and bind:
* A button for '''PTT''' (Push-to-Talk)
* Bindings for at least '''Radio 1''' and '''Radio 2'''

That's the minimum required to transmit. You're ready to connect.

== Recommended Settings ==

The following settings are taken from the official recommended settings document. Items are marked as '''REQ''' (required / mission-critical) or '''REC''' (recommended but not critical).

=== Global Settings ===

{| class="wikitable"
! Setting !! Value !! Priority
|-
| Auto Connect || ON || REC
|-
| Auto Connect Prompt || OFF || –
|-
| Auto Connect Mismatch Prompt || ON || –
|-
| Hide Overlay Taskbar Item || OFF || REC
|-
| Auto Refocus DCS || OFF || REC
|-
| Minimise to Tray || OFF || REC
|-
| Start Minimized || OFF || REC
|-
| Show Transmitter Name || ON || REQ
|-
| Automatic Gain Control || ON || REC
|-
| Max Gain || 50–100% || REQ
|-
| Target Level Loudness || 50–100% || REQ
|-
| Noise Suppression || ON || REQ
|}

=== Misc Settings ===

{| class="wikitable"
! Setting !! Value !! Priority
|-
| Auto Select Profile For Aircraft || OFF || REQ
|-
| Check For Beta Updates || OFF || REQ
|-
| Require Admin || ON || REQ
|-
| Allow XInput Controller || OFF || REC (unless using a controller)
|-
| Play Connection Sounds || ON || REQ
|-
| Radio Switch Works as PTT || ON || REQ
|-
| Always Allow SRS Hotkeys || ON || REQ
|-
| Always Allow Transponder Overlay Controls || ON || REQ
|-
| Allow In-Cockpit DCS Controlled PTT || ON || REQ
|-
| Allow Server to Configure EAM Radios || ON || REQ
|}

=== Recording ===

{| class="wikitable"
! Setting !! Value !! Priority
|-
| Allow Transmission To Be Recorded || ON || REQ (with permission)
|-
| Record Transmissions || OFF / ON || User preference
|-
| Record to Single File || OFF || –
|-
| Record Tone for Disallowed Audio || ON || –
|}

=== Radio FX Settings ===

{| class="wikitable"
! Setting !! Value !! Priority
|-
| Radio RX Effects || ON || REQ
|-
| Radio TX Effects || ON || REQ
|-
| Radio Encryption Effects Required || ON || REQ
|-
| MIDS TX || ON || REQ
|-
| Enable Radio Voice Effect || ON || REQ
|-
| Enable Per Radio Model Effects || ON || REQ
|-
| Enable Clipping Effect || ON || REQ
|-
| Enable FM Radio Tone || ON || REQ
|-
| Enable HAVEQUICK Effect || ON || REQ
|-
| Enable Background Radio Effects || ON || REQ
|-
| Noise Gain || 0 || REQ
|-
| HF Noise Gain || 0 || REQ
|-
| Enable Ambient Cockpit Effects (Receiver) || ON || REQ
|-
| Enable Ambient Intercom Effects (Receiver) || OFF || REQ
|-
| Ambient Cockpit Effect Volume (Receiver) || 50% || REQ
|}

== Adjusting Volume Per User ==

SRS allows you to adjust the volume of individual players independently.

=== Via the In-Game Overlay ===

# Press <kbd>Ctrl</kbd>+<kbd>Shift</kbd>+<kbd>Esc</kbd> (default) to open the SRS overlay.
# The overlay shows active speakers with their callsign and frequency.
# '''Right-click''' on a username to open a small menu with a volume slider for that player.
# You can also use <kbd>+</kbd> / <kbd>-</kbd> while the overlay is open to adjust the volume of the '''last speaker''' quickly.

=== Via the SRS Client Window ===

* In the SRS client, the connected player list shows a volume control next to each name.
* Drag the slider to the desired level.

=== Notes ===

* SRS '''remembers per-user volume settings''' – your adjustments persist across sessions on the same server.
* The '''master volume''' in SRS settings affects all users globally; per-user sliders allow fine-grained control on top of that.

== Troubleshooting ==

If you encounter issues not covered here, ask in the group's support channel. Common first steps:

* Confirm SRS is running '''as Administrator''' (Require Admin: ON in settings).
* Verify your PTT bindings are saved and active.
* Check that you are connected to the correct SRS server address.

Guides/SRS Setup

2026-04-25T10:38:46Z

Niknam3:

DDFORM175

2026-04-25T10:30:31Z

Niknam3:

= DD Form 175 — Military Flight Plan =

''How to file a military flight plan''

== 1. Overview ==

The DD Form 175 is the standard US military domestic flight plan. Every mission—regardless of aircraft type or complexity—is filed on this form before departure. Base Operations reviews and approves it;

The form has four logical parts: a '''document header''' that identifies the aircraft and date, one or more '''route leg rows''' covering the actual routing, an '''administrative section''' for fuel, weather, and remarks, and a '''crew manifest'''.

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' In the virtual squadron digital form, required fields are marked with a red asterisk (*).
|}

== 2. Before you start ==

; Step 1 — Get your weather brief
: Obtain a weather briefing and note the source and time (Zulu). You will enter this in field 18. Example: <code>LS 18</code> (local brief at 1800Z).

; Step 2 — Plan your route
: Determine departure fix, airways, intermediate fixes, and destination. Note any refueling anchors, SUA transits, or holding requirements. All ICAO identifiers are 4-letter codes (e.g. <code>KLSF</code>).

; Step 3 — Compute fuel and ETE
: Calculate estimated time en-route and total fuel endurance in <code>H+MM</code> format (e.g. <code>2+30</code> = 2 hours 30 minutes). This is DoD standard — do not use <code>HH:MM</code>.

; Step 4 — Check NOTAMs and alternate
: Review NOTAMs for your route and select an alternate airfield (required for IFR). You will check a box confirming NOTAM review.

== 3. Document header (fields 1–3) ==

These three fields identify the mission and appear once at the top of the form. They apply to every leg.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 1 — Date''' || Date of flight in <code>DD MON YY</code> format. Example: <code>24 APR 26</code>. || Required
|-
| '''Field 2 — Call sign''' || Radio call sign for this mission. Example: <code>HAWK 11</code>, <code>VIPER 07</code>. Uppercase, 4–12 characters. || Required
|-
| '''Field 3 — A/C designation''' || Aircraft MDS and performance code in <code>[Type]/[Code]</code> format. Example: <code>F-16C/B</code>, <code>H/C-17/R</code>. The <code>H/</code> prefix denotes a heavy aircraft. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' The Authority field is pre-filled (<code>10 USC 8012 AND EO 9397</code>) and does not need to be changed for standard missions.
|}

== 4. Route of flight (fields 4–11) ==

Each leg of the flight occupies one row. A direct flight has one leg; a mission with a stopover or multiple segments has multiple rows. Click '''+ Add leg''' in the form to add more rows.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 4 — Type''' || Flight rules for this leg: <code>I</code> (IFR), <code>V</code> (VFR), <code>Y</code> (IFR then VFR), <code>Z</code> (VFR then IFR). || Required
|-
| '''Field 5 — TAS''' || True airspeed in knots, integer, no unit suffix. Examples: <code>330</code>, <code>450</code>, <code>98</code>. || Required
|-
| '''Field 6 — Departure''' || ICAO 4-letter identifier of the departure airfield. Example: <code>KLSF</code>, <code>KVAD</code>. For legs originating from a fix, enter the fix and radial/distance: <code>PSX 242038</code>. || Required
|-
| '''Field 7 — Dep time (Z)''' || Planned departure in Zulu time, 4-digit <code>HHMM</code> format. Example: <code>1430</code>. All times on DD 175 are Zulu. || Required
|-
| '''Field 8 — Altitude''' || Cruising altitude in hundreds of feet MSL. Example: <code>200</code> = 20,000 ft, <code>260</code> = FL260. For low-level legs: <code>50</code> = 5,000 ft. || Required
|-
| '''Field 9 — Route''' || Free-text route string. See [[#4a. Writing the route string (field 9)|section 4a]] below. || Required
|-
| '''Field 10 — Destination''' || ICAO 4-letter identifier of the destination for this leg. Example: <code>KSKF</code>. || Required
|-
| '''Field 11 — ETE''' || Estimated time en-route in <code>H+MM</code> format. Example: <code>1+30</code>, <code>0+45</code>. || Required
|}

=== 4a. Writing the route string (field 9) ===

Field 9 is a free-text field. Enter your routing exactly as you would on the paper form — space-separated airways and fixes on a single line. Do not add punctuation between tokens unless it is a defined annotation (see [[#4b. Special annotations in field 9|section 4b]]).

'''Simple point-to-point:'''
EUF V159 PZD V578 IFM

'''High-altitude jet route:'''
MQP J23 BATIK J58 SPS 282078

'''Fix defined by radial and distance:'''
AUS 291061 BSM344017

Radial/distance fixes are written as <code>[NAVAID][3-digit radial][6-digit distance]</code>, all run together with no spaces within the token.

=== 4b. Special annotations in field 9 ===

{| class="wikitable"
! Situation !! Notation !! Example
|-
| Airborne holding delay at a fix || <code>[FIX]/D0+MM</code> || <code>DUMPS/D0+10 J17</code>
|-
| Ground stop at intermediate airport || <code>(R)[ICAO] D0+MM</code> on a second route line || <code>(R)KVAD D0+30 KLSF</code>
|-
| Aerial refueling track || <code>AR[###]</code> followed by anchor points || <code>AR611 AUS 302044 AUS J21 SAT</code>
|-
| SUA transit with delay || <code>[SUA name] D0+MM [exit fix]</code> || <code>REESE 1 D0+15 KREE</code>
|-
| ALTRV block entry || <code>[ALTRV name]/D[H+MM] [exit fix]</code> || <code>ALB/D4+39 PGS</code>
|}

{| style="border-left: 4px solid #e8a000; background: #fef6e0; padding: 8px; width: 100%;"
| '''Warning:''' For stopover legs: add <code>(R)[ICAO]</code> as a second line in the route field — do not create a separate leg row for the ground stop. The ETE for the leg should cover the total time including the ground delay.
|}

== 5. Administrative data (fields 12–20) ==

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 12 — Remarks''' || Free text. Common entries: stopover notation <code>KMGM-S</code>; PPR reference <code>KFWH-PPR 0723</code>; ATC requests <code>REQUEST RADAR DEPARTURE</code>; ALTRV joining statement. || Recommended
|-
| '''Field 13 — Rank / honor code''' || Priority code and mission description. Example: <code>R50 REAL KOZR TO KMGM</code>. Required only for VIP or priority missions. || Conditional
|-
| '''Field 14 — Fuel on board''' || Total fuel endurance at departure in <code>H+MM</code>. Example: <code>7+30</code>. || Required
|-
| '''Field 15 — Alternate''' || ICAO identifier of the alternate airfield. Required for all IFR flights. Example: <code>KLSF</code>. || IFR only
|-
| '''Field 16 — ETE to alternate''' || Time from destination to alternate in <code>H+MM</code>. Example: <code>0+50</code>. || IFR only
|-
| '''Field 17 — NOTAMs''' || Check the box after reviewing NOTAMs for your route. || Required
|-
| '''Field 18 — Weather''' || Brief source and time code. Example: <code>LS 18</code> (local, 1800Z). || Required
|-
| '''Field 19 — Weight and balance''' || Reference to your W&B document: home station and date. Example: <code>KOZR, 24 APR 26</code>. || Required
|-
| '''Field 20 — Serial / unit / station''' || Aircraft serial, unit name, and home station ICAO separated by <code>/</code>. Example: <code>96-0001 / VIPER SQDN / UGKO</code>. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' Fields 21 (approval signature) and 23 (actual departure time) are filled by base operations after submission. Leave these blank.
|}

== 6. Crew manifest (fields 24–28) ==

Add one row per crew member or passenger. Click '''+ Add row''' to add more. The pilot-in-command row is pre-populated.

{| class="wikitable"
! Field !! What to enter
|-
| '''Field 24 — Duty''' || Position: <code>PILOT IN COMMAND</code>, <code>CP</code> (copilot), <code>CE</code> (crew chief), <code>N</code> (navigator), <code>TO</code>, or free text for non-standard roles.
|-
| '''Field 25 — Name''' || Last name, first initial, middle initial. Format: <code>SMITH, J.R.</code> Uppercase.
|-
| '''Field 26 — Rank''' || Pay grade abbreviation. Examples: <code>CPT</code>, <code>CW4</code>, <code>MAJ</code>, <code>1LT</code>, <code>CDR</code>.
|-
| '''Field 27 — Member ID''' || Virtual squadron member ID (replaces SSN in sim context). Format: <code>###-##-####</code>.
|-
| '''Field 28 — Unit / station''' || Unit name and home station ICAO. Example: <code>VIPER SQDN / UGKO</code>.
|}

== 7. Plan types ==

=== Simple point-to-point ===

One leg row. Fill fields 4–11 for the single segment. Remarks are brief or absent.

=== Multi-leg / stopover ===

Use multiple leg rows. Each row is a complete segment with its own departure, routing, destination, and ETE. Note each stopover in Remarks as <code>[ICAO]-S</code>. If the aircraft makes a ground stop but the planner treats it as one continuous leg (composite plan), use a single leg row with the <code>(R)[ICAO] D0+MM</code> notation on the second line of field 9.

=== Aerial refueling ===

Include the <code>AR[###]</code> track identifier in field 9, followed by the anchor fix sequence. Add any PPR reference to Remarks (e.g. <code>KFWH-PPR 0723</code>). If the refueling point is also the alternate, note that in field 15.

=== ALTRV (altitude reservation) ===

The ALTRV block name and timing go in field 9 using the <code>[NAME]/D[H+MM] [exit fix]</code> format. Add the joining statement to Remarks: <code>ALTRV: (ALB) JOINED AT ALB/MARSA</code>. ALTRV coordination itself happens outside the form.

=== Heavy aircraft ===

Prefix the aircraft designation in field 3 with <code>H/</code> (e.g. <code>H/C-17/R</code>). No other fields change; the prefix affects ATC wake turbulence separation only.

== 8. Common mistakes ==

; Wrong time format
: All times are Zulu and in <code>HHMM</code> format. All durations are in <code>H+MM</code>. Never use <code>HH:MM</code> or local time.

; Altitude in feet instead of hundreds
: Field 8 takes altitude in hundreds of feet. Enter <code>200</code> for 20,000 ft — not <code>20000</code>.

; Blank NOTAMs checkbox
: Field 17 must be checked before submission. Base ops will reject plans with an unchecked NOTAM box.

; No alternate for IFR flight
: Any IFR leg requires field 15 (alternate airfield) and field 16 (ETE to alternate) to be filled.

; Filling base ops fields
: Fields 21 (signature) and 23 (actual departure time) are base ops only. Do not fill these during initial plan submission.

DDFORM175

2026-04-25T10:29:56Z

Niknam3:

DDFORM175

2026-04-25T10:27:06Z

Niknam3: /* DD Form 175 — Military Flight Plan */

= DD Form 175 — Military Flight Plan =

''How to file a military flight plan for your virtual squadron''

{{toc}}

== 1. Overview ==

The DD Form 175 is the standard US military domestic flight plan. Every mission—regardless of aircraft type or complexity—is filed on this form before departure. Base Operations reviews and approves it; one copy stays with base ops, one flies with the crew.

The form has four logical parts: a '''document header''' that identifies the aircraft and date, one or more '''route leg rows''' covering the actual routing, an '''administrative section''' for fuel, weather, and remarks, and a '''crew manifest'''.

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' In the virtual squadron digital form, required fields are marked with a red asterisk (*). Fields labeled "Base ops" are filled after submission — do not fill these yourself.
|}

== 2. Before you start ==

; Step 1 — Get your weather brief
: Obtain a weather briefing and note the source and time (Zulu). You will enter this in field 18. Example: <code>LS 18</code> (local brief at 1800Z).

; Step 2 — Plan your route
: Determine departure fix, airways, intermediate fixes, and destination. Note any refueling anchors, SUA transits, or holding requirements. All ICAO identifiers are 4-letter codes (e.g. <code>KLSF</code>).

; Step 3 — Compute fuel and ETE
: Calculate estimated time en-route and total fuel endurance in <code>H+MM</code> format (e.g. <code>2+30</code> = 2 hours 30 minutes). This is DoD standard — do not use <code>HH:MM</code>.

; Step 4 — Check NOTAMs and alternate
: Review NOTAMs for your route and select an alternate airfield (required for IFR). You will check a box confirming NOTAM review.

== 3. Document header (fields 1–3) ==

These three fields identify the mission and appear once at the top of the form. They apply to every leg.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 1 — Date''' || Date of flight in <code>DD MON YY</code> format. Example: <code>24 APR 26</code>. || Required
|-
| '''Field 2 — Call sign''' || Radio call sign for this mission. Example: <code>HAWK 11</code>, <code>VIPER 07</code>. Uppercase, 4–12 characters. || Required
|-
| '''Field 3 — A/C designation''' || Aircraft MDS and performance code in <code>[Type]/[Code]</code> format. Example: <code>F-16C/B</code>, <code>H/C-17/R</code>. The <code>H/</code> prefix denotes a heavy aircraft. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' The Authority field is pre-filled (<code>10 USC 8012 AND EO 9397</code>) and does not need to be changed for standard missions.
|}

== 4. Route of flight (fields 4–11) ==

Each leg of the flight occupies one row. A direct flight has one leg; a mission with a stopover or multiple segments has multiple rows. Click '''+ Add leg''' in the form to add more rows.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 4 — Type''' || Flight rules for this leg: <code>I</code> (IFR), <code>V</code> (VFR), <code>Y</code> (IFR then VFR), <code>Z</code> (VFR then IFR). || Required
|-
| '''Field 5 — TAS''' || True airspeed in knots, integer, no unit suffix. Examples: <code>330</code>, <code>450</code>, <code>98</code>. || Required
|-
| '''Field 6 — Departure''' || ICAO 4-letter identifier of the departure airfield. Example: <code>KLSF</code>, <code>KVAD</code>. For legs originating from a fix, enter the fix and radial/distance: <code>PSX 242038</code>. || Required
|-
| '''Field 7 — Dep time (Z)''' || Planned departure in Zulu time, 4-digit <code>HHMM</code> format. Example: <code>1430</code>. All times on DD 175 are Zulu. || Required
|-
| '''Field 8 — Altitude''' || Cruising altitude in hundreds of feet MSL. Example: <code>200</code> = 20,000 ft, <code>260</code> = FL260. For low-level legs: <code>50</code> = 5,000 ft. || Required
|-
| '''Field 9 — Route''' || Free-text route string. See [[#4a. Writing the route string (field 9)|section 4a]] below. || Required
|-
| '''Field 10 — Destination''' || ICAO 4-letter identifier of the destination for this leg. Example: <code>KSKF</code>. || Required
|-
| '''Field 11 — ETE''' || Estimated time en-route in <code>H+MM</code> format. Example: <code>1+30</code>, <code>0+45</code>. || Required
|}

=== 4a. Writing the route string (field 9) ===

Field 9 is a free-text field. Enter your routing exactly as you would on the paper form — space-separated airways and fixes on a single line. Do not add punctuation between tokens unless it is a defined annotation (see [[#4b. Special annotations in field 9|section 4b]]).

'''Simple point-to-point:'''
EUF V159 PZD V578 IFM

'''High-altitude jet route:'''
MQP J23 BATIK J58 SPS 282078

'''Fix defined by radial and distance:'''
AUS 291061 BSM344017

Radial/distance fixes are written as <code>[NAVAID][3-digit radial][6-digit distance]</code>, all run together with no spaces within the token.

=== 4b. Special annotations in field 9 ===

{| class="wikitable"
! Situation !! Notation !! Example
|-
| Airborne holding delay at a fix || <code>[FIX]/D0+MM</code> || <code>DUMPS/D0+10 J17</code>
|-
| Ground stop at intermediate airport || <code>(R)[ICAO] D0+MM</code> on a second route line || <code>(R)KVAD D0+30 KLSF</code>
|-
| Aerial refueling track || <code>AR[###]</code> followed by anchor points || <code>AR611 AUS 302044 AUS J21 SAT</code>
|-
| SUA transit with delay || <code>[SUA name] D0+MM [exit fix]</code> || <code>REESE 1 D0+15 KREE</code>
|-
| ALTRV block entry || <code>[ALTRV name]/D[H+MM] [exit fix]</code> || <code>ALB/D4+39 PGS</code>
|}

{| style="border-left: 4px solid #e8a000; background: #fef6e0; padding: 8px; width: 100%;"
| '''Warning:''' For stopover legs: add <code>(R)[ICAO]</code> as a second line in the route field — do not create a separate leg row for the ground stop. The ETE for the leg should cover the total time including the ground delay.
|}

== 5. Administrative data (fields 12–20) ==

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 12 — Remarks''' || Free text. Common entries: stopover notation <code>KMGM-S</code>; PPR reference <code>KFWH-PPR 0723</code>; ATC requests <code>REQUEST RADAR DEPARTURE</code>; ALTRV joining statement. || Recommended
|-
| '''Field 13 — Rank / honor code''' || Priority code and mission description. Example: <code>R50 REAL KOZR TO KMGM</code>. Required only for VIP or priority missions. || Conditional
|-
| '''Field 14 — Fuel on board''' || Total fuel endurance at departure in <code>H+MM</code>. Example: <code>7+30</code>. || Required
|-
| '''Field 15 — Alternate''' || ICAO identifier of the alternate airfield. Required for all IFR flights. Example: <code>KLSF</code>. || IFR only
|-
| '''Field 16 — ETE to alternate''' || Time from destination to alternate in <code>H+MM</code>. Example: <code>0+50</code>. || IFR only
|-
| '''Field 17 — NOTAMs''' || Check the box after reviewing NOTAMs for your route. || Required
|-
| '''Field 18 — Weather''' || Brief source and time code. Example: <code>LS 18</code> (local, 1800Z). || Required
|-
| '''Field 19 — Weight and balance''' || Reference to your W&B document: home station and date. Example: <code>KOZR, 24 APR 26</code>. || Required
|-
| '''Field 20 — Serial / unit / station''' || Aircraft serial, unit name, and home station ICAO separated by <code>/</code>. Example: <code>96-0001 / VIPER SQDN / UGKO</code>. || Required
|}

{| style="border-left: 4px solid #36c; background: #eef; padding: 8px; width: 100%;"
| '''Note:''' Fields 21 (approval signature) and 23 (actual departure time) are filled by base operations after submission. Leave these blank.
|}

== 6. Crew manifest (fields 24–28) ==

Add one row per crew member or passenger. Click '''+ Add row''' to add more. The pilot-in-command row is pre-populated.

{| class="wikitable"
! Field !! What to enter
|-
| '''Field 24 — Duty''' || Position: <code>PILOT IN COMMAND</code>, <code>CP</code> (copilot), <code>CE</code> (crew chief), <code>N</code> (navigator), <code>TO</code>, or free text for non-standard roles.
|-
| '''Field 25 — Name''' || Last name, first initial, middle initial. Format: <code>SMITH, J.R.</code> Uppercase.
|-
| '''Field 26 — Rank''' || Pay grade abbreviation. Examples: <code>CPT</code>, <code>CW4</code>, <code>MAJ</code>, <code>1LT</code>, <code>CDR</code>.
|-
| '''Field 27 — Member ID''' || Virtual squadron member ID (replaces SSN in sim context). Format: <code>###-##-####</code>.
|-
| '''Field 28 — Unit / station''' || Unit name and home station ICAO. Example: <code>VIPER SQDN / UGKO</code>.
|}

== 7. Plan types ==

=== Simple point-to-point ===

One leg row. Fill fields 4–11 for the single segment. Remarks are brief or absent.

=== Multi-leg / stopover ===

Use multiple leg rows. Each row is a complete segment with its own departure, routing, destination, and ETE. Note each stopover in Remarks as <code>[ICAO]-S</code>. If the aircraft makes a ground stop but the planner treats it as one continuous leg (composite plan), use a single leg row with the <code>(R)[ICAO] D0+MM</code> notation on the second line of field 9.

=== Aerial refueling ===

Include the <code>AR[###]</code> track identifier in field 9, followed by the anchor fix sequence. Add any PPR reference to Remarks (e.g. <code>KFWH-PPR 0723</code>). If the refueling point is also the alternate, note that in field 15.

=== ALTRV (altitude reservation) ===

The ALTRV block name and timing go in field 9 using the <code>[NAME]/D[H+MM] [exit fix]</code> format. Add the joining statement to Remarks: <code>ALTRV: (ALB) JOINED AT ALB/MARSA</code>. ALTRV coordination itself happens outside the form.

=== Heavy aircraft ===

Prefix the aircraft designation in field 3 with <code>H/</code> (e.g. <code>H/C-17/R</code>). No other fields change; the prefix affects ATC wake turbulence separation only.

== 8. Common mistakes ==

; Wrong time format
: All times are Zulu and in <code>HHMM</code> format. All durations are in <code>H+MM</code>. Never use <code>HH:MM</code> or local time.

; Altitude in feet instead of hundreds
: Field 8 takes altitude in hundreds of feet. Enter <code>200</code> for 20,000 ft — not <code>20000</code>.

; Blank NOTAMs checkbox
: Field 17 must be checked before submission. Base ops will reject plans with an unchecked NOTAM box.

; No alternate for IFR flight
: Any IFR leg requires field 15 (alternate airfield) and field 16 (ETE to alternate) to be filled.

; Filling base ops fields
: Fields 21 (signature) and 23 (actual departure time) are base ops only. Do not fill these during initial plan submission.

[[Category:Flight Operations]]
[[Category:Squadron Procedures]]

Main Page

2026-04-25T10:26:14Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA -
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]] · [[DDFORM175|Filing Flight Plans]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

DDFORM175

2026-04-25T10:23:54Z

Niknam3: Created page with "= DD Form 175 — Military Flight Plan = ''How to file a military flight plan for your virtual squadron'' {{toc}} == 1. Overview == The DD Form 175 is the standard US military domestic flight plan. Every mission—regardless of aircraft type or complexity—is filed on this form before departure. Base Operations reviews and approves it; one copy stays with base ops, one flies with the crew. The form has four logical parts: a '''document header''' that identifies the..."

= DD Form 175 — Military Flight Plan =

''How to file a military flight plan for your virtual squadron''

{{toc}}

== 1. Overview ==

The DD Form 175 is the standard US military domestic flight plan. Every mission—regardless of aircraft type or complexity—is filed on this form before departure. Base Operations reviews and approves it; one copy stays with base ops, one flies with the crew.

The form has four logical parts: a '''document header''' that identifies the aircraft and date, one or more '''route leg rows''' covering the actual routing, an '''administrative section''' for fuel, weather, and remarks, and a '''crew manifest'''.

{{Callout|In the virtual squadron digital form, required fields are marked with a red asterisk (*). Fields labeled "Base ops" are filled after submission — do not fill these yourself.}}

== 2. Before you start ==

; Step 1 — Get your weather brief
: Obtain a weather briefing and note the source and time (Zulu). You will enter this in field 18. Example: <code>LS 18</code> (local brief at 1800Z).

; Step 2 — Plan your route
: Determine departure fix, airways, intermediate fixes, and destination. Note any refueling anchors, SUA transits, or holding requirements. All ICAO identifiers are 4-letter codes (e.g. <code>KLSF</code>).

; Step 3 — Compute fuel and ETE
: Calculate estimated time en-route and total fuel endurance in <code>H+MM</code> format (e.g. <code>2+30</code> = 2 hours 30 minutes). This is DoD standard — do not use <code>HH:MM</code>.

; Step 4 — Check NOTAMs and alternate
: Review NOTAMs for your route and select an alternate airfield (required for IFR). You will check a box confirming NOTAM review.

== 3. Document header (fields 1–3) ==

These three fields identify the mission and appear once at the top of the form. They apply to every leg.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 1 — Date''' || Date of flight in <code>DD MON YY</code> format. Example: <code>24 APR 26</code>. || Required
|-
| '''Field 2 — Call sign''' || Radio call sign for this mission. Example: <code>HAWK 11</code>, <code>VIPER 07</code>. Uppercase, 4–12 characters. || Required
|-
| '''Field 3 — A/C designation''' || Aircraft MDS and performance code in <code>[Type]/[Code]</code> format. Example: <code>F-16C/B</code>, <code>H/C-17/R</code>. The <code>H/</code> prefix denotes a heavy aircraft. || Required
|}

{{Note|The Authority field is pre-filled (<code>10 USC 8012 AND EO 9397</code>) and does not need to be changed for standard missions.}}

== 4. Route of flight (fields 4–11) ==

Each leg of the flight occupies one row. A direct flight has one leg; a mission with a stopover or multiple segments has multiple rows. Click '''+ Add leg''' in the form to add more rows.

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 4 — Type''' || Flight rules for this leg: <code>I</code> (IFR), <code>V</code> (VFR), <code>Y</code> (IFR then VFR), <code>Z</code> (VFR then IFR). || Required
|-
| '''Field 5 — TAS''' || True airspeed in knots, integer, no unit suffix. Examples: <code>330</code>, <code>450</code>, <code>98</code>. || Required
|-
| '''Field 6 — Departure''' || ICAO 4-letter identifier of the departure airfield. Example: <code>KLSF</code>, <code>KVAD</code>. For legs originating from a fix, enter the fix and radial/distance: <code>PSX 242038</code>. || Required
|-
| '''Field 7 — Dep time (Z)''' || Planned departure in Zulu time, 4-digit <code>HHMM</code> format. Example: <code>1430</code>. All times on DD 175 are Zulu. || Required
|-
| '''Field 8 — Altitude''' || Cruising altitude in hundreds of feet MSL. Example: <code>200</code> = 20,000 ft, <code>260</code> = FL260. For low-level legs: <code>50</code> = 5,000 ft. || Required
|-
| '''Field 9 — Route''' || Free-text route string. See [[#4a. Writing the route string (field 9)|section 4a]] below. || Required
|-
| '''Field 10 — Destination''' || ICAO 4-letter identifier of the destination for this leg. Example: <code>KSKF</code>. || Required
|-
| '''Field 11 — ETE''' || Estimated time en-route in <code>H+MM</code> format. Example: <code>1+30</code>, <code>0+45</code>. || Required
|}

=== 4a. Writing the route string (field 9) ===

Field 9 is a free-text field. Enter your routing exactly as you would on the paper form — space-separated airways and fixes on a single line. Do not add punctuation between tokens unless it is a defined annotation (see [[#4b. Special annotations in field 9|section 4b]]).

'''Simple point-to-point:'''
EUF V159 PZD V578 IFM

'''High-altitude jet route:'''
MQP J23 BATIK J58 SPS 282078

'''Fix defined by radial and distance:'''
AUS 291061 BSM344017

Radial/distance fixes are written as <code>[NAVAID][3-digit radial][6-digit distance]</code>, all run together with no spaces within the token.

=== 4b. Special annotations in field 9 ===

{| class="wikitable"
! Situation !! Notation !! Example
|-
| Airborne holding delay at a fix || <code>[FIX]/D0+MM</code> || <code>DUMPS/D0+10 J17</code>
|-
| Ground stop at intermediate airport || <code>(R)[ICAO] D0+MM</code> on a second route line || <code>(R)KVAD D0+30 KLSF</code>
|-
| Aerial refueling track || <code>AR[###]</code> followed by anchor points || <code>AR611 AUS 302044 AUS J21 SAT</code>
|-
| SUA transit with delay || <code>[SUA name] D0+MM [exit fix]</code> || <code>REESE 1 D0+15 KREE</code>
|-
| ALTRV block entry || <code>[ALTRV name]/D[H+MM] [exit fix]</code> || <code>ALB/D4+39 PGS</code>
|}

{{Warning|For stopover legs: add <code>(R)[ICAO]</code> as a second line in the route field — do not create a separate leg row for the ground stop. The ETE for the leg should cover the total time including the ground delay.}}

== 5. Administrative data (fields 12–20) ==

{| class="wikitable"
! Field !! What to enter !! Status
|-
| '''Field 12 — Remarks''' || Free text. Common entries: stopover notation <code>KMGM-S</code>; PPR reference <code>KFWH-PPR 0723</code>; ATC requests <code>REQUEST RADAR DEPARTURE</code>; ALTRV joining statement. || Recommended
|-
| '''Field 13 — Rank / honor code''' || Priority code and mission description. Example: <code>R50 REAL KOZR TO KMGM</code>. Required only for VIP or priority missions. || Conditional
|-
| '''Field 14 — Fuel on board''' || Total fuel endurance at departure in <code>H+MM</code>. Example: <code>7+30</code>. || Required
|-
| '''Field 15 — Alternate''' || ICAO identifier of the alternate airfield. Required for all IFR flights. Example: <code>KLSF</code>. || IFR only
|-
| '''Field 16 — ETE to alternate''' || Time from destination to alternate in <code>H+MM</code>. Example: <code>0+50</code>. || IFR only
|-
| '''Field 17 — NOTAMs''' || Check the box after reviewing NOTAMs for your route. || Required
|-
| '''Field 18 — Weather''' || Brief source and time code. Example: <code>LS 18</code> (local, 1800Z). || Required
|-
| '''Field 19 — Weight and balance''' || Reference to your W&B document: home station and date. Example: <code>KOZR, 24 APR 26</code>. || Required
|-
| '''Field 20 — Serial / unit / station''' || Aircraft serial, unit name, and home station ICAO separated by <code>/</code>. Example: <code>96-0001 / VIPER SQDN / UGKO</code>. || Required
|}

{{Note|Fields 21 (approval signature) and 23 (actual departure time) are filled by base operations after submission. Leave these blank.}}

== 6. Crew manifest (fields 24–28) ==

Add one row per crew member or passenger. Click '''+ Add row''' to add more. The pilot-in-command row is pre-populated.

{| class="wikitable"
! Field !! What to enter
|-
| '''Field 24 — Duty''' || Position: <code>PILOT IN COMMAND</code>, <code>CP</code> (copilot), <code>CE</code> (crew chief), <code>N</code> (navigator), <code>TO</code>, or free text for non-standard roles.
|-
| '''Field 25 — Name''' || Last name, first initial, middle initial. Format: <code>SMITH, J.R.</code> Uppercase.
|-
| '''Field 26 — Rank''' || Pay grade abbreviation. Examples: <code>CPT</code>, <code>CW4</code>, <code>MAJ</code>, <code>1LT</code>, <code>CDR</code>.
|-
| '''Field 27 — Member ID''' || Virtual squadron member ID (replaces SSN in sim context). Format: <code>###-##-####</code>.
|-
| '''Field 28 — Unit / station''' || Unit name and home station ICAO. Example: <code>VIPER SQDN / UGKO</code>.
|}

== 7. Plan types ==

=== Simple point-to-point ===

One leg row. Fill fields 4–11 for the single segment. Remarks are brief or absent.

=== Multi-leg / stopover ===

Use multiple leg rows. Each row is a complete segment with its own departure, routing, destination, and ETE. Note each stopover in Remarks as <code>[ICAO]-S</code>. If the aircraft makes a ground stop but the planner treats it as one continuous leg (composite plan), use a single leg row with the <code>(R)[ICAO] D0+MM</code> notation on the second line of field 9.

=== Aerial refueling ===

Include the <code>AR[###]</code> track identifier in field 9, followed by the anchor fix sequence. Add any PPR reference to Remarks (e.g. <code>KFWH-PPR 0723</code>). If the refueling point is also the alternate, note that in field 15.

=== ALTRV (altitude reservation) ===

The ALTRV block name and timing go in field 9 using the <code>[NAME]/D[H+MM] [exit fix]</code> format. Add the joining statement to Remarks: <code>ALTRV: (ALB) JOINED AT ALB/MARSA</code>. ALTRV coordination itself happens outside the form.

=== Heavy aircraft ===

Prefix the aircraft designation in field 3 with <code>H/</code> (e.g. <code>H/C-17/R</code>). No other fields change; the prefix affects ATC wake turbulence separation only.

== 8. Common mistakes ==

; Wrong time format
: All times are Zulu and in <code>HHMM</code> format. All durations are in <code>H+MM</code>. Never use <code>HH:MM</code> or local time.

; Altitude in feet instead of hundreds
: Field 8 takes altitude in hundreds of feet. Enter <code>200</code> for 20,000 ft — not <code>20000</code>.

; Blank NOTAMs checkbox
: Field 17 must be checked before submission. Base ops will reject plans with an unchecked NOTAM box.

; No alternate for IFR flight
: Any IFR leg requires field 15 (alternate airfield) and field 16 (ETE to alternate) to be filled.

; Filling base ops fields
: Fields 21 (signature) and 23 (actual departure time) are base ops only. Do not fill these during initial plan submission.

[[Category:Flight Operations]]
[[Category:Squadron Procedures]]

Main Page

2026-04-22T12:05:32Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA -
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

Main Page

2026-04-22T12:05:05Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA -
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]] · [[Guides/DCS Settings|DCS Settings]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

Main Page

2026-04-22T12:04:42Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
CURRENT THEATER: SYRIA · 
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]] · [[Guides/DCS Settings|DCS Settings]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

Main Page

2026-04-22T12:04:10Z

Niknam3:

__NOTOC__
__NOEDITSECTION__


<div style="border:1px solid #c8c5bf; padding:48px 32px 36px 32px; margin-bottom:32px; text-align:center;">
<div style="font-size:0.6rem; letter-spacing:5px; color:#9a9690; margin-bottom:20px;">■■■ UNCLASSIFIED — FOR SOURCE MEMBERS ONLY ■■■</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 24px auto;"></div>
[[File:Sourcelogosmall.png|100px|center|link=]]
<div style="font-size:1.6rem; font-weight:600; letter-spacing:8px; margin:20px 0 8px 0;">SOURCE DCS</div>
<div style="font-size:0.72rem; letter-spacing:4px; color:#4a4845; margin-bottom:20px;">SHADOW OPERATIONS - UNDERSTANDING REAL COMBAT ENVIRONMENTS</div>
<div style="border-top:1px solid #c8c5bf; max-width:200px; margin:0 auto 16px auto;"></div>
<div style="font-size:0.62rem; letter-spacing:2px; color:#9a9690;">
▮  CURRENT THEATER: SYRIA  · 
[[Server Info/Airfields|AIRFIELDS]]
</div>
</div>

----

== 01 / Personnel Onboarding ==

New to SOURCE? Complete all onboarding steps before your first operation. Install required software, read the rules of engagement, and familiarise yourself with communications procedures.

[[Guides/New Member Guide|New Member Guide]] · [[Guides/SRS Setup|SRS Setup]] · [[Guides/Mod Installation|Mod Installation]] · [[Guides/DCS Settings|DCS Settings]]

----

== 02 / Communications & Procedures ==

All personnel are expected to operate within SOURCE standard communications procedures. This includes tactical brevity, ATC phraseology, and carrier comms. Mission requirements define the qualification standard for each role.

'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

[[General/Tactical Communication|Tactical Communication]] · [[General/CATC Communications Guide|CATC Communications Guide]] · [[General/Air Traffic Communication|Airfield Communications]]

----

== 03 / Assigned Units ==

{| class="wikitable" style="width:100%;"
|-
! Squadron !! Aircraft
|-
| [[Squadrons/78th VMRS Shadow Knights|78th VMRS Shadow Knights]] || F-16C Viper
|-
| [[Squadrons/14th VSFS Top Hatters|14th VSFS Top Hatters]] || F/A-18C Hornet
|-
| [[Squadrons/509th VSFS Black Anvils|509th VSFS Black Anvils]] || F-15E Strike Eagle
|}

----

== 04 / Active Operations ==

Current campaign briefings, mission assignments, and sortie records are maintained in the operations section. All flight leads are responsible for keeping mission pages up to date following each operation.

[[Campaigns|View All Campaigns]]

Guides/SRS Setup

2026-04-22T12:03:08Z

Niknam3: /* 02. Install SRS */

== 01 / Installing SRS ==

=== 01. Download SRS Installer ===
You can download SRS from [https://github.com/ciribob/DCS-SimpleRadioStandalone/releases here] | Make sure the version has Latest in Green to the right of it.

=== 02. Install SRS ===
Installation is pretty straightforward. Unzip SRS and run Installer.exe. SRS should automatically point to the Saved Games folder if not point to your DCS Saved Games folder
(C:\Users\{your-username-here]\Saved Games) <- Should look something like this. If you look for it manually the folders are visually named by your local windows language so make sure to translate accordingly! After that you can click "Install/Update DCS-SRS" button!

== 02 / SRS Settings ==

=== 01. Radio Keybinds ===
Click on Controls[[File:SRS General Edited.png|left|frameless|465x465px]]
[[File:SRS Controls.png|left|frameless|465x465px]]

Approach Types

2026-04-21T19:32:27Z

Niknam3:

<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Approach Types Guide</div><div style="font-size:0.85em; font-weight:bold;">Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology</div><div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>
----
----

== Overview ==
This page covers the four main approach types a pilot will encounter in our operations. Each section explains what the approach is, when to use it, what equipment is involved, and the communication flow between pilot and ATC.

As a general rule: the worse the weather, the more precise the approach type must be. A visual approach requires the best conditions, while a PAR can guide you down in near-zero visibility.
{| class="wikitable" style="width:100%;"
!Approach Type
!Precision
!Guidance Source
!Weather Requirement
!Pilot Workload
|-
|'''Visual'''
|None (VFR reference)
|Pilot's eyes
|VMC — airport or preceding traffic must be in sight
|Low
|-
|'''ILS'''
|Precision (azimuth + glideslope)
|Ground-based localizer + glideslope transmitter
|Can be flown in IMC down to published minimums
|Medium
|-
|'''TACAN'''
|Non-precision (azimuth + distance, no glideslope)
|TACAN ground station
|Can be flown in IMC down to published minimums
|Medium–High
|-
|'''PAR (GCA)'''
|Precision (azimuth + glideslope via controller)
|Ground-based radar, controller talks you down
|Can be flown in IMC down to published minimums
|Low (controller does the work)
|}
----

== Visual Approach ==

=== What It Is ===
A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is '''not''' a standard instrument approach procedure — there is no published course and no glideslope. The pilot navigates to the runway by looking outside.

A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.

=== When to Use It ===

* VMC conditions must exist — the pilot must be able to see the airport or the preceding aircraft
* It is the most common approach type in good weather as it reduces workload for both pilots and controllers
* In our operations, the visual approach is typically used in conjunction with the overhead break pattern for recovery

=== Requirements ===

* The pilot must have the airport or the preceding aircraft in sight and report this to ATC
* The pilot must be able to remain clear of clouds throughout the approach
* Weather at the airport must support visual conditions

=== What Happens If You Cannot Land? ===
Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should, unless instructed otherwise:

# Maintain visual conditions and climb to a safe altitude
# Contact ATC immediately for further instructions
# ATC will provide new clearance — either re-sequencing for another approach or vectors for an instrument approach

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |''Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation''
|-
|LTAA-Radar
|{CS}, report airport in sight
|-
|Flight Lead
|{CS}, airport in sight
|-
|LTAA-Radar
|{CS}, cleared visual approach runway {RWY}, {possible missed approach instructions}
|-
|Flight Lead
|{CS}, cleared visual approach runway {RWY}
|-
|LTAA-RADAR
|{CS}, push {ATC-Station} {BTN / FREQ}
|-
|Flight Lead
|{CS}, push {BTN / FREQ}
|-
| colspan="2" style="text-align:center;" |''From here, normal tower procedures apply (straight-in, overhead break, etc.)''
|}
----

== ILS Approach ==

=== What It Is ===
The Instrument Landing System (ILS) is a precision approach that provides both lateral guidance (localizer) and vertical guidance (glideslope) to the runway. It is the most common precision instrument approach in both civil and military aviation.

The system consists of two ground-based components:

* '''Localizer (LOC):''' A transmitter at the far end of the runway that provides lateral (left/right) course guidance aligned with the runway centerline. The signal narrows as you approach the runway, increasing precision.
* '''Glideslope (GS):''' A transmitter beside the runway that provides vertical (up/down) guidance, typically at a 3° descent angle. This tells you whether you are above or below the ideal descent path.

The pilot tunes the ILS frequency on the navigation receiver. The aircraft's instruments then display two needles (or bars): one for lateral deviation from the localizer course, and one for vertical deviation from the glideslope. The pilot's job is to keep both needles centered.

=== When to Use It ===

* Whenever weather is below VMC and an ILS is available for the runway in use
* When ATC assigns or the pilot requests an ILS approach
* It is the preferred precision approach when available, as it requires no ATC radar guidance (unlike PAR)

=== Key Terminology ===

; Decision Height (DH) / Decision Altitude (DA)
: The altitude at which the pilot must decide: if the runway environment (runway, approach lights, etc.) is in sight, continue to land. If not, execute a missed approach. This altitude is published on the approach chart.

; Final Approach Fix (FAF)
: The point at which the final approach segment begins — typically where the glideslope is intercepted at the correct altitude.

; Missed Approach Point (MAP)
: For an ILS, this is the Decision Height. If the required visual reference is not established at DH, the pilot must execute the published missed approach procedure.

; Localizer-Only Approach
: If the glideslope component is inoperative, the approach becomes a non-precision ''localizer approach'' with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.

=== How to Fly It ===

# Tune the ILS frequency and set the published inbound course on the HSI/CDI
# ATC vectors you to intercept the localizer course (typically at a 30° or less intercept angle)
# Intercept the localizer — the lateral needle centers as you align with the runway centerline
# At the published altitude, intercept the glideslope — the vertical needle will begin to center as the glideslope signal descends to your altitude
# Follow both needles down, making small corrections to keep them centered
# At Decision Height: if you see the runway environment, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |''Radar vectors the aircraft to intercept the localizer''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect ILS runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center;" |''Approaching localizer intercept''
|-
|LTAA-Radar
|{CS}, {Instructions}, cleared ILS approach runway {RWY}, report established
|-
|Flight Lead
|{CS}, cleared ILS runway {RWY} approach, report established
|-
| colspan="2" style="text-align:center;" |''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, ILS runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== TACAN Approach ==

=== What It Is ===
A TACAN (Tactical Air Navigation) approach is a non-precision instrument approach that uses the bearing and distance information from a TACAN ground station to guide the aircraft to the runway. It is the military equivalent of a VOR/DME approach.

TACAN provides two pieces of information:

* '''Bearing:''' The magnetic bearing ''from'' the station to the aircraft (displayed as a needle on the HSI/BDHI). The pilot uses the published inbound course to fly towards the station and align with the runway.
* '''Distance (DME):''' The slant-range distance in nautical miles from the aircraft to the TACAN station.

Since TACAN does not provide a glideslope, it is classified as a '''non-precision approach'''. The pilot descends in a series of steps to a Minimum Descent Altitude (MDA) and must acquire the runway visually before landing. There is no electronic vertical guidance.

=== When to Use It ===

* When no ILS is available for the runway in use
* When the aircraft is equipped with TACAN but not ILS (e.g., some older military aircraft)
* When ATC assigns or the pilot requests a TACAN approach
* TACAN is particularly common at military airfields that do not have ILS installations

=== Key Terminology ===

; Minimum Descent Altitude (MDA)
: The lowest altitude to which the pilot may descend without having the runway environment in sight. Unlike the DH on an ILS, the pilot ''levels off'' at MDA and flies until reaching the Missed Approach Point.

; Missed Approach Point (MAP)
: Typically defined by a DME distance from the TACAN station. If the runway is not in sight at the MAP, the pilot executes the published missed approach.

; Step-Down Fix
: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.

=== How to Fly It ===

# Tune the TACAN channel and set the published inbound course on the HSI
# ATC vectors you towards the final approach course or you navigate to the Initial Approach Fix (IAF) via the published procedure
# Intercept the inbound course and track it using the bearing needle on the HSI
# At the Final Approach Fix (identified by a published DME distance), begin descent to the MDA
# If step-down fixes are published, descend to each subsequent altitude as you pass the corresponding DME
# At MDA, level off and continue inbound. Look for the runway environment.
# At the MAP (published DME distance): if the runway is in sight, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |''Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center;" |''Approaching the final approach course''
|-
|LTAA-Radar
|{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
| colspan="2" style="text-align:center;" |''Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, TACAN runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== PAR Approach (GCA) ==

=== What It Is ===
A Precision Approach Radar (PAR) approach — commonly called a GCA (Ground Controlled Approach) — is a precision radar approach where a controller on the ground ''talks the pilot down'' to the runway using azimuth (left/right) and elevation (above/below glidepath) information read from a precision radar scope. The pilot does not need to tune any navigation equipment — the controller provides all guidance.

PAR is unique among approach types because the workload shifts almost entirely to the controller. The pilot's primary job is to fly accurate headings and listen. This makes PAR especially valuable in emergencies, when the pilot may be task-saturated, when navigation equipment is degraded, or for aircraft that lack precision approach instruments.

The PAR system provides:

* '''Azimuth:''' Left/right position relative to the extended runway centerline
* '''Elevation:''' Above/below position relative to the ideal glidepath (typically 2.5°–3°)
* '''Distance from touchdown:''' Reported to the pilot at each mile on final

=== When to Use It ===

* In low-visibility conditions when a precision approach is needed
* When the aircraft's navigation equipment is degraded or inoperative
* In emergency situations where reduced pilot workload is beneficial
* When ATC offers or assigns a PAR/GCA approach
* A PAR approach may be offered to any aircraft upon request, regardless of weather conditions

=== Key Terminology ===

; Final Controller
: The controller who provides azimuth and glidepath guidance on final approach. The pilot is typically handed off from the pattern/approach controller to the final controller.

; Decision Height (DH)
: Same concept as on an ILS — the altitude at which the pilot must have the runway environment in sight to continue. Glidepath information below DH is advisory only.

; "Do Not Acknowledge Further Transmissions"
: After initial contact with the final controller, the pilot is instructed to stop acknowledging radio calls. This keeps the frequency clear for the controller's continuous guidance — transmissions occur approximately every 5 seconds on final.

; No-Gyro Approach
: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.

=== How to Fly It ===

# ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)
# The pattern controller vectors you to the final approach course using headings and altitude instructions
# You are handed off to the '''final controller''' and complete a radio check
# The final controller instructs you to '''not acknowledge further transmissions'''
# The controller calls "approaching glidepath" and then "begin descent" — begin your descent at this point
# From here, the controller provides continuous updates approximately every 5 seconds:
#* Course position: "on course," "slightly left/right of course," "well left/right of course"
#* Glidepath position: "on glidepath," "slightly above/below glidepath," "well above/below glidepath"
#* Heading corrections: "fly heading {XXX}"
#* Distance from touchdown: called at each mile
# At Decision Height, the controller calls "at decision height" — look for the runway environment
# If the runway is in sight, continue to land. If not, execute the missed approach.
# After landing, the controller hands you back to the appropriate ground frequency

=== What to Expect From the Controller ===
A PAR final approach sounds distinctive on the radio. The controller speaks almost continuously in a calm, steady rhythm. Example:

''"On glidepath, on course. Four miles from touchdown. Fly heading two six eight. Slightly above glidepath, correcting. On course. Three miles from touchdown. On glidepath. Slightly right of course, fly heading two six five. Two miles from touchdown. On glidepath, on course. Approaching decision height. At decision height."''

The pilot's job is simply to comply with each heading instruction and maintain a stable descent rate. Do not acknowledge these transmissions unless you need to communicate something urgent (e.g., executing a missed approach).

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |'''Pattern Controller'''
|-
|Pattern Controller
|{CS}, this will be a PAR approach to runway {RWY}. Missed approach procedure is {Procedure}. Altimeter {A}.
|-
|Flight Lead
|{CS}, roger
|-
| colspan="2" style="text-align:center;" |''Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions''
|-
|Pattern Controller
|{CS}, perform landing check
|-
|Flight Lead
|{CS}
|-
|Pattern Controller
|{CS}, contact {Facility} final controller {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center;" |'''Final Controller'''
|-
|Final Controller
|{CS}, {Facility} final controller, how do you hear me?
|-
|Flight Lead
|{CS}, loud and clear
|-
|Final Controller
|{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.
|-
| colspan="2" style="text-align:center;" |''Approaching glidepath intercept''
|-
|Final Controller
|Approaching glidepath. Begin descent.
|-
| colspan="2" style="text-align:center;" |''Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold''
|-
|Final Controller
|At decision height.
|-
| colspan="2" style="text-align:center;" |''If runway in sight, pilot lands. If not:''
|-
|Flight Lead
|{CS}, missed approach
|-
|Final Controller
|{CS}, climb and maintain {Altitude}, fly heading {Heading}, contact {next ATC-station} {FREQ}
|}
----
== Overhead Break ==
=== What It Is ===
=== When to use it ===

==== Communication Flow ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || Incirlik Tower, {Flight Name}
|-
| LTAG-TWR || {CS} report initial
|-
| Flight Lead || {CS}, wilco
|-
| colspan="2" style="text-align:center;" | ''Once over the initial''
|-
| Flight Lead || {CS} initial
|-
| LTAG-TWR || {CS} {Left / Right} hand break, wind {Winds}, altimeter {Altimeter}, report on the break
|-
| colspan="2" style="text-align:center;" | ''Assuming number 4 breaks first''
|-
| Flight Number 4 || {CS} 4, on the break
|-
| colspan="2" style="text-align:center;" | ''Repeated for each flight member at their interval''
|-
| colspan="2" style="text-align:center;" | ''After the break turn, once configured for landing''
|-
| LTAG-TWR || {CS}, check gear down, wind {Winds}, runway {RWY}, cleared to land
|-
| Flight Lead || {CS} cleared to land runway {RWY}, gear down and locked
|-
| All wingmen (in order) || Gear down and locked
|}

== Approach Comparison & Decision Guide ==

=== Choosing the Right Approach ===
{| class="wikitable" style="width:100%;"
!Situation
!Recommended Approach
|-
|VMC, airport in sight, no weather issues
|Visual Approach
|-
|IMC or marginal weather, ILS available
|ILS Approach
|-
|IMC, no ILS available, TACAN available
|TACAN Approach
|-
|IMC, navigation equipment degraded or emergency
|PAR (GCA) — request from ATC
|-
|Formation recovery in VMC
|Visual Approach (typically overhead break)
|-
|Pilot unfamiliar with area in IMC
|PAR (GCA) if available — lowest pilot workload
|}

=== Precision vs. Non-Precision ===
The fundamental difference: a '''precision approach''' (ILS, PAR) provides both lateral and vertical guidance, allowing descent to a '''Decision Height'''. A '''non-precision approach''' (TACAN, VOR) provides lateral guidance only — the pilot descends to a '''Minimum Descent Altitude''' and levels off until the runway is in sight or the missed approach point is reached.

Because precision approaches provide vertical guidance, they generally have lower weather minimums — meaning they allow landing in worse conditions.

=== Missed Approach ===
Every instrument approach (ILS, TACAN, PAR) has a published missed approach procedure. If the pilot does not have the required visual reference at DH or MAP, they '''must''' execute the missed approach. The general flow is:

# Apply takeoff power and initiate a climb
# Follow the published missed approach procedure (heading, altitude, fix)
# Contact ATC for further instructions — re-sequencing, holding, or divert

'''Visual approaches have no published missed approach.''' If a go-around is necessary, maintain visual conditions, climb, and contact ATC immediately.
----

== Glossary Additions ==

; DA / DH
: Decision Altitude / Decision Height — the altitude on a precision approach at which the pilot must decide whether to land or go around. DA is referenced to mean sea level; DH is referenced to the runway threshold elevation.

; GCA
: Ground Controlled Approach — a radar-guided approach where the controller provides azimuth and glidepath guidance to the pilot. Encompasses both PAR (precision) and ASR/surveillance (non-precision) approaches.

; ILS
: Instrument Landing System — a precision approach system providing lateral (localizer) and vertical (glideslope) guidance to a runway.

; LOC
: Localizer — the lateral guidance component of an ILS, providing left/right course alignment with the runway centerline.

; MDA
: Minimum Descent Altitude — the lowest altitude on a non-precision approach to which the pilot may descend without the runway in sight. The pilot levels off at MDA and continues to the MAP.

; PAR
: Precision Approach Radar — a ground-based radar that provides azimuth and glidepath information to a controller, who then relays it to the pilot for a precision approach.

; TACAN
: Tactical Air Navigation — a military navigation system that provides bearing and DME distance information. Used for en-route navigation, non-precision approaches, and air-to-air ranging.

General/CATC Communications Guide

2026-04-21T19:07:37Z

Niknam3: /* CASE I Recovery */

__TOC__

<div style="font-size:0.9em; color:#660000; font-weight:bold;">Carrier Air Traffic Controller (CATC) Communications Guide</div>
<div style="font-size:0.8em; font-weight:bold;">Created by 14th VSFS Top Hatters</div>

''Information is based on real-world procedures but modified to cater to DCS limitations''

----

== Brevity Words / Glossary ==

; Angels
: Height of an aircraft in thousands of feet MSL (e.g. Angels 2, Angels 21)

; Mom / Mother
: The aircraft carrier

; Signal is Charlie
: Cleared to commence/land

; Signal is Delta
: Do not commence/land

; Ninety-Nine
: A message to be conveyed to all stations on frequency (no acknowledgement required)

; State
: Fuel state expressed in thousands of pounds (e.g. "State 12.4")

; Low State
: Fuel state expressed in thousands of pounds of the member in the flight/formation with the lowest fuel (e.g. "Low State 3.5")

; DME
: Distance Measuring Equipment. Used to indicate distance in nautical miles from a navaid such as TACAN or VOR. (e.g. "...at 12 DME from carrier switch to tower")

; Dirty Up
: Configure aircraft for landing (flaps, gears, etc.)

; Kilo
: Aircraft is in a mission ready state (only applies to CASE III)

; EAT
: Expected Approach Time (push/commence time)

; CCZ / CCA
: Carrier Control Zone / Carrier Control Area

; Commencing
: Continuing with an approach, usually breaking off a marshal stack

; Zip-Lip
: No communications required unless urgent and necessary

----

== General Information ==

* CCZ is 5nm from mom extending from SFC to 2500ft and is in effect during CASE I and CASE II
** CCZ is controlled by PriFly which consists of:
*** '''Tower''' — Responsible for pattern traffic, briefing "Up on deck" aircraft with "99" calls (or individually), and giving signal charlie to overhead stack in case 1
*** '''LSO/Paddles''' — Responsible from final approach to trap/bolter for arriving aircraft, gives audio cues and guides to pilots
* CCA is 50nm from mom extending from surface to infinity, subject to change from surrounding airspace which usually take priority
** CCA has multiple manned stations depending on CASE being used and traffic density:
*** '''Marshal''' — Responsible for issuing marshal stacks and ensuring separation between commencing aircraft is timed correctly. Fuel state should be updated constantly to the stat board especially those with low fuel states.
*** '''Approach 1''' — Only exists during Case II and III. Takes control of aircraft between Commence and Platform all the way down until LSO assumes control.
*** '''Approach 2''' — Same as Approach 1 but is only used if heavy recovery traffic is expected and/or as a discrete frequency for emergency aircraft.
*** '''Departure''' — Only exists during Case II and III. Has control from time the aircraft is airborne until "Kilo" is reported, at which point the controller can send the aircraft to appropriate tac freq (in our case, magic). Controller can delay freq switch after "Kilo" if further services are needed, but must be before leaving CCA.
*** '''LSO/Paddles''' — Monitors frequency and takes over when aircraft is entering groove, at which point LSO has priority on radio until aircraft has either trapped or boltered.
* On initial contact include flight tactical callsign along with side number to ensure aircraft is from the correct fighter wing
** E.g. "Hat 123 checking in…" / "Ripper 123 marking mom's…"
* If unable to make commence time within +/- 15s report to marshal immediately
** "Marshal, 104 is early/late for commence time"
* Side numbers should have the same initial number within the same flight
** For example, Hat = 1xx, Ripper = 2xx, Psycho = 3xx
* Last 30 seconds of time hack should not be interrupted unless necessary

----

== CATCC Specific Information ==

* '''DIRTY UP (command from CATC) LIMITS ARE NO EARLIER THAN 13 MILES AND NO LATER THAN 8 MILES'''
** At 8nm aircraft will dirty up automatically if no dirty up instruction was received within the dirty up window (13nm–8nm)
* Minimums for PAR approaches is 1¼ mile; at this point aircraft has to report BALL/CLARA and LSO takes over. If LSO has no contact visually then aircraft has to waveoff.
** If aircraft reports CLARA but LSO has contact, approach may continue at LSO discretion
* CATCC should have a "Status Board" which is used to monitor flights fuel state and urgency
** LotATC comments on aircraft tag should suffice for now
* Case I departure allows Case I, II, and III recovery. Case II departure allows a Case II or III recovery; a Case III departure mandates a Case III recovery.
* Case II recovery allows for 2-ship in marshal
** This is risky — see [https://youtu.be/v4Bc7V1KwmA?si=c2pipuWH9TBK-yQm&t=1725 28:45] for explanation
* There are four degrees of control a CATC controller has:
** '''Positive control''' — The controlling agency has radar and radio contact with the aircraft being controlled, and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While the pilot provides altitude separation by maintaining assigned altitudes, the air traffic controller is responsible for lateral and time separation. The air traffic controller may direct speed changes.
** '''Advisory control''' — The controlling agency monitors radar and radio contact with the aircraft under its control and provides traffic advisories. The individual pilot is responsible for traffic separation with the assistance from the control agency.
** '''Monitor control''' — Must only be used when an aircraft is operating in VMC ''outside'' of controlled airspace and separation from other traffic can be safely assumed by the pilot.
** '''Non-radar control''' (rare) — When shipboard radar is INOP; very unlikely on DCS.
* The recommended way to create separation between aircraft ''after commencing'' is to employ a method called "lagging". To "lag" an aircraft, approach instructs a series of left and right turns, ideally 30 degrees or less. Once desired separation is achieved, aircraft can be instructed to "fly final bearing". This is preferred over the "dirty up" method (depending on the situation) because once an aircraft dirties up, they must remain at approach speed and landing configuration for the rest of the approach.
* In case 1 and 2, aircraft cannot be sent to tower frequency unless aircraft has called visual. Marshal and approach controllers are not obligated to handover aircraft to tower when they are visual with mom but it has to be switched prior to entering the CCZ (5nm).
* For case 2 and 3 departure, the arc and departure radial is only required when aircraft are in IMC. Once aircraft is in VMC and reports "on top", the departure controller is free to allow aircraft to continue own navigation (advisory control) or remain on positive control.
* If giving 99 transmission on check in and controller is not ready for time hack, "standby time hack" can be used.
** Time hack on ground should be given after all aircraft are "up on deck", otherwise this will have to be repeated for any new aircraft that missed the time hack. Ideally, every plane that launches from the carrier has to be time hacked.
* Anytime a major change happens to anything like BRC, weather, departure, etc., use "99" to announce
** 99's don't require acknowledgement from anyone
** "Ninety-Nine, ''*Lone Warrior*'', (insert message)"
* For case 3, controllers maintain positive control until aircraft reports "Kilo"
* Refrain from saying climb or descend; if need to assign altitude say "Take angels 7" or "Take angels 2.5"
* To issue heading changes, do not say "turn", only say left/right followed by a magnetic heading: "Left 290", "Right 050"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

<div style="font-size:1.05em;">Phrases marked with <i>*(message)*</i> are <u>optional</u> and may be used when workload and frequency congestion permit for situational awareness.</div>

----

== CASE I Departure ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| Pilot || Tower, XXX, Up on deck
|-
| Tower || XXX, Tower, Roger
|-
| colspan="2" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!..... time __
|-
| colspan="2" style="text-align:center;" | ''When ready to taxi''
|-
| ''*Pilot*'' || ''*XXX, Taxiing to CAT __*''
|-
| ''*Tower*'' || ''*XXX*''
|-
| colspan="2" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || ''*XXX, Salute*''
|-
| colspan="2" style="text-align:center;" | ''Zip-Lip for remainder of CASE I departure''
|-
| colspan="2" style="text-align:center;" | ''Flights can switch off BTN 1 at their discretion once clear of CCZ''
|}

=== Notes ===
* "99" transmission has to be done after all aircraft has checked in but before the first aircraft launches
* "Up on deck" call should be made as soon as electrical power is established (usually via ground power)
* Minimum 10 second launch interval if aircraft are on same-side cats (e.g. cat 1 + cat 2 launches need a 10 second interval; cat 1 + cat 3 do not)

----

== CASE I Recovery ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''When 60–50nm from Mom''
|-
| Pilot || (Mom tac callsign) marshal, (tac callsign) XXX (report if holding hands), Marking mother's (radial) for (DME), angels __, (low) state __._
|-
| Marshal || (Tac callsign) XXX, (Mom tac callsign) Marshal, CASE 1 recovery, BRC is __, Mother's Weather ___, Altimeter __.__, marshal angels ___, report see me at 10
|-
| Pilot || CASE 1 recovery, BRC ___, Altimeter __.__, marshal angels _, XXX
|-
| colspan="2" style="text-align:center;" | ''When within 10 DME '''AND''' visual with Mom''
|-
| Pilot || XXX, See you at (DME)
|-
| Marshal || XXX, update state, check in tower button 1
|-
| Pilot || Tower, XXX, (low) state __._
|-
| Tower || XXX
|-
| colspan="2" style="text-align:center;" | ''When carrier is ready to accept recoveries''
|-
| Tower || XXX, signal is charlie
|-
| Pilot || Signal is charlie, XXX
|-
| colspan="2" style="text-align:center;" | ''When commencing from stack''
|-
| ''*Pilot*'' || ''*XXX, commencing*''    (unrealistic but mandatory)
|-
| colspan="2" style="text-align:center;" | ''3NM behind Mom, 800ft, 350kias''
|-
| ''*Pilot*'' || ''*XXX, at initial*''    (if in IMC this call is required)
|-
| colspan="2" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|-
| colspan="2" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| LSO || XXX, Three quarter mile call the ball
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|}

{| class="wikitable"
|-
! colspan="2" | CASE I BOLTER / WAVEOFF
|-
| | LSO || | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" | Technically bolter/waveoff procedures are completely zip-lip. Aircraft are to visually fly the bolter procedure and are responsible for maintaining visual separation with all aircraft.
|}

=== Notes ===
* Stack can accommodate 4-ship (in formation) at each angels but not recommended unless flight lead is confident in tight formation skills with all members for extended periods of time (2-ship max is recommended)

----

== CASE III Departure ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''Departure radial and altitude should have been determined in pre-brief''
|-
| Pilot || colspan="2" | Tower, XXX, Up on Deck
|-
| Tower || colspan="2" | XXX, Tower, cleared as Fragged. Case 3 departure. ''*Departure Radial ___ , Angels___*'' <sup>[a]</sup> Altimeter __.__ Squawk ____.
|-
| Pilot || colspan="2" | Case 3, ''*Departure Radial ___, Angels__*'', Altimeter __.__, Squawk ____, XXX
|-
| Tower || Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || colspan="2" | Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!.... , time __
|-
| colspan="3" style="text-align:center;" | ''Once Ready for Taxi''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, taxiing Cat __*''
|-
| ''*Tower*'' || colspan="2" | ''*XXX*''
|-
| colspan="3" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, Salute*''
|-
| colspan="3" style="text-align:center;" | ''Once airborne''
|-
| Pilot || colspan="2" | Departure, XXX, Airborne
|-
| Departure || colspan="2" | XXX, Departure, radar contact
|-
| colspan="3" style="text-align:center;" | ''When passing Angels 2.5''
|-
| Pilot || colspan="2" | Departure, XXX, Passing 2.5
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When reaching 7 DME''
|-
| Pilot || colspan="2" | XXX, Arcing
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When established on departure radial''
|-
| Pilot || colspan="2" | XXX, Established outbound
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If in IMC and now VMC''
|-
| Pilot || colspan="2" | XXX, On top, angels __
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If not VMC at departure angels or by angels 18''
|-
| Pilot || colspan="2" | XXX, Popeye
|-
| Departure || colspan="2" | XXX       ''(refer to notes)''
|-
| colspan="3" style="text-align:center;" | ''When Aircraft is Mission Ready''
|-
| Pilot || colspan="2" | XXX, Kilo
|-
| Departure || XXX, cleared to switch || XXX, roger
|-
| Pilot || Cleared to switch, XXX ||
|}

<sup>[a]</sup> ''Only issue radial and angels if not previously determined, or if changes have been made''

=== Notes ===
* 30 second launch interval regardless of cat positions
* If Popeye is reported, ATC should assign aircraft to take angels 19 (or climb above a known cloud ceiling where aircraft can proceed VMC), with each following member taking one angels above. They will proceed as single ships under positive control until in VMC (aircraft reports "on top"), at which point departure will decide the appropriate action.

----

== CASE III Recovery ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''When 60–50nm from mom''
|-
| Pilot || colspan="2" | (Tac callsign) Marshal, (Tac callsign) XXX checking in (holding hands with), marking mom's (radial) for (DME), (low) state _._
|-
| Marshal || colspan="2" | (Tac callsign) XXX, (Tac callsign) Marshal, CASE 3 recovery, CV-1 approach, expected final bearing ___, altimeter __.__ <br/><br/> ''(repeat following clearance for each flight member)'' <br/><br/> XXX, Marshal (Radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Pilot || colspan="2" | XXX, Marshal (radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Marshal || XXX, Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Formation splits are at flight lead discretion, unless directed by marshal''
|-
| colspan="3" style="text-align:center;" | ''Once established on assigned marshal stack''
|-
| Pilot || colspan="2" | XXX, Established angels __, state _._
|-
| Marshal || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When commencing on +/- 15 sec of EAT''
|-
| Pilot || colspan="2" | XXX, Commencing, state _._, altimeter __.__
|-
| Marshal || colspan="2" | XXX, radar contact __ miles, final bearing __
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Transfer to Approach (anytime before PLATFORM)''
|-
| Marshal || colspan="2" | XXX, switch approach, check in button 15
|-
| Pilot || colspan="2" | XXX
|-
| Pilot || colspan="2" | Approach, XXX, checking in (DME) miles, state _._
|-
| Approach || colspan="2" | XXX, final bearing ___
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Dirty Up Instruction (between 8–13nm)''
|-
| Approach || colspan="2" | XXX, dirty up
|-
| Pilot || colspan="2" | XXX, getting dirty
|-
| colspan="3" style="text-align:center;" | ''If no "dirty up" command is given, aircraft will dirty up at 8nm automatically''
|-
| colspan="3" style="text-align:center;" | ''Start ICLS approach (between 4–6nm)''
|-
| Approach || colspan="2" | XXX, fly bullseye
|-
| Pilot || colspan="2" | XXX     ''(if bullseye not showing say "negative bullseye")''
|-
| colspan="3" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|-
| colspan="3" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| Approach || colspan="2" | XXX, three quarter mile, call the ball
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE III BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Aircraft will fly 150kt at 1200ft straight out on final bearing''
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, turn downwind / turn downwind at (DME) miles
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, (readback instruction)
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will automatically turn downwind at 4nm''
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Once aircraft is abeam carrier''
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, abeam, state _._
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, intercept final bearing at (DME) miles     (minimum 4nm)
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | (DME) miles, XXX
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will turn to intercept final bearing at 4nm''
|}

=== Notes ===
* The flight lead should identify the member with the lowest fuel state and clearly specify the recovery order, or at minimum, designate who will commence first.
* For controllers: Make sure the aircraft lowest in the stack commences first, set approach times accordingly.

----

== LSO/Paddles Phraseology ==

* For LSO, if aircraft is seen configured incorrectly such as no hook, no gear, or abnormal/damaged gear, "waveoff, waveoff" command is given immediately, followed by the reason e.g. "waveoff waveoff, nose gear not fully extended"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

== Appendix: Comm Presets & Reference ==
[[File:Sourcelogosmall.png|thumb]]

=== Known Comm Presets ===

{| class="wikitable"
|-
! Button !! Station
|-
| 1 || Tower/Paddles (PriFly)
|-
| 2 || Departure
|-
| 3 || Strike
|-
| 4 || Red Crown
|-
| 5–9 || Various Tactical/Mission/CVW discrete freqs
|-
| 10 || Squadron Tower/CATCC rep
|-
| 15 || Approach 1
|-
| 16 || Marshal
|-
| 17 || Approach 2 (if more than one was needed or discrete for emerg. aircraft)
|}

General/CATC Communications Guide

2026-04-21T19:07:12Z

Niknam3: /* CASE I Recovery */

__TOC__

<div style="font-size:0.9em; color:#660000; font-weight:bold;">Carrier Air Traffic Controller (CATC) Communications Guide</div>
<div style="font-size:0.8em; font-weight:bold;">Created by 14th VSFS Top Hatters</div>

''Information is based on real-world procedures but modified to cater to DCS limitations''

----

== Brevity Words / Glossary ==

; Angels
: Height of an aircraft in thousands of feet MSL (e.g. Angels 2, Angels 21)

; Mom / Mother
: The aircraft carrier

; Signal is Charlie
: Cleared to commence/land

; Signal is Delta
: Do not commence/land

; Ninety-Nine
: A message to be conveyed to all stations on frequency (no acknowledgement required)

; State
: Fuel state expressed in thousands of pounds (e.g. "State 12.4")

; Low State
: Fuel state expressed in thousands of pounds of the member in the flight/formation with the lowest fuel (e.g. "Low State 3.5")

; DME
: Distance Measuring Equipment. Used to indicate distance in nautical miles from a navaid such as TACAN or VOR. (e.g. "...at 12 DME from carrier switch to tower")

; Dirty Up
: Configure aircraft for landing (flaps, gears, etc.)

; Kilo
: Aircraft is in a mission ready state (only applies to CASE III)

; EAT
: Expected Approach Time (push/commence time)

; CCZ / CCA
: Carrier Control Zone / Carrier Control Area

; Commencing
: Continuing with an approach, usually breaking off a marshal stack

; Zip-Lip
: No communications required unless urgent and necessary

----

== General Information ==

* CCZ is 5nm from mom extending from SFC to 2500ft and is in effect during CASE I and CASE II
** CCZ is controlled by PriFly which consists of:
*** '''Tower''' — Responsible for pattern traffic, briefing "Up on deck" aircraft with "99" calls (or individually), and giving signal charlie to overhead stack in case 1
*** '''LSO/Paddles''' — Responsible from final approach to trap/bolter for arriving aircraft, gives audio cues and guides to pilots
* CCA is 50nm from mom extending from surface to infinity, subject to change from surrounding airspace which usually take priority
** CCA has multiple manned stations depending on CASE being used and traffic density:
*** '''Marshal''' — Responsible for issuing marshal stacks and ensuring separation between commencing aircraft is timed correctly. Fuel state should be updated constantly to the stat board especially those with low fuel states.
*** '''Approach 1''' — Only exists during Case II and III. Takes control of aircraft between Commence and Platform all the way down until LSO assumes control.
*** '''Approach 2''' — Same as Approach 1 but is only used if heavy recovery traffic is expected and/or as a discrete frequency for emergency aircraft.
*** '''Departure''' — Only exists during Case II and III. Has control from time the aircraft is airborne until "Kilo" is reported, at which point the controller can send the aircraft to appropriate tac freq (in our case, magic). Controller can delay freq switch after "Kilo" if further services are needed, but must be before leaving CCA.
*** '''LSO/Paddles''' — Monitors frequency and takes over when aircraft is entering groove, at which point LSO has priority on radio until aircraft has either trapped or boltered.
* On initial contact include flight tactical callsign along with side number to ensure aircraft is from the correct fighter wing
** E.g. "Hat 123 checking in…" / "Ripper 123 marking mom's…"
* If unable to make commence time within +/- 15s report to marshal immediately
** "Marshal, 104 is early/late for commence time"
* Side numbers should have the same initial number within the same flight
** For example, Hat = 1xx, Ripper = 2xx, Psycho = 3xx
* Last 30 seconds of time hack should not be interrupted unless necessary

----

== CATCC Specific Information ==

* '''DIRTY UP (command from CATC) LIMITS ARE NO EARLIER THAN 13 MILES AND NO LATER THAN 8 MILES'''
** At 8nm aircraft will dirty up automatically if no dirty up instruction was received within the dirty up window (13nm–8nm)
* Minimums for PAR approaches is 1¼ mile; at this point aircraft has to report BALL/CLARA and LSO takes over. If LSO has no contact visually then aircraft has to waveoff.
** If aircraft reports CLARA but LSO has contact, approach may continue at LSO discretion
* CATCC should have a "Status Board" which is used to monitor flights fuel state and urgency
** LotATC comments on aircraft tag should suffice for now
* Case I departure allows Case I, II, and III recovery. Case II departure allows a Case II or III recovery; a Case III departure mandates a Case III recovery.
* Case II recovery allows for 2-ship in marshal
** This is risky — see [https://youtu.be/v4Bc7V1KwmA?si=c2pipuWH9TBK-yQm&t=1725 28:45] for explanation
* There are four degrees of control a CATC controller has:
** '''Positive control''' — The controlling agency has radar and radio contact with the aircraft being controlled, and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While the pilot provides altitude separation by maintaining assigned altitudes, the air traffic controller is responsible for lateral and time separation. The air traffic controller may direct speed changes.
** '''Advisory control''' — The controlling agency monitors radar and radio contact with the aircraft under its control and provides traffic advisories. The individual pilot is responsible for traffic separation with the assistance from the control agency.
** '''Monitor control''' — Must only be used when an aircraft is operating in VMC ''outside'' of controlled airspace and separation from other traffic can be safely assumed by the pilot.
** '''Non-radar control''' (rare) — When shipboard radar is INOP; very unlikely on DCS.
* The recommended way to create separation between aircraft ''after commencing'' is to employ a method called "lagging". To "lag" an aircraft, approach instructs a series of left and right turns, ideally 30 degrees or less. Once desired separation is achieved, aircraft can be instructed to "fly final bearing". This is preferred over the "dirty up" method (depending on the situation) because once an aircraft dirties up, they must remain at approach speed and landing configuration for the rest of the approach.
* In case 1 and 2, aircraft cannot be sent to tower frequency unless aircraft has called visual. Marshal and approach controllers are not obligated to handover aircraft to tower when they are visual with mom but it has to be switched prior to entering the CCZ (5nm).
* For case 2 and 3 departure, the arc and departure radial is only required when aircraft are in IMC. Once aircraft is in VMC and reports "on top", the departure controller is free to allow aircraft to continue own navigation (advisory control) or remain on positive control.
* If giving 99 transmission on check in and controller is not ready for time hack, "standby time hack" can be used.
** Time hack on ground should be given after all aircraft are "up on deck", otherwise this will have to be repeated for any new aircraft that missed the time hack. Ideally, every plane that launches from the carrier has to be time hacked.
* Anytime a major change happens to anything like BRC, weather, departure, etc., use "99" to announce
** 99's don't require acknowledgement from anyone
** "Ninety-Nine, ''*Lone Warrior*'', (insert message)"
* For case 3, controllers maintain positive control until aircraft reports "Kilo"
* Refrain from saying climb or descend; if need to assign altitude say "Take angels 7" or "Take angels 2.5"
* To issue heading changes, do not say "turn", only say left/right followed by a magnetic heading: "Left 290", "Right 050"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

<div style="font-size:1.05em;">Phrases marked with <i>*(message)*</i> are <u>optional</u> and may be used when workload and frequency congestion permit for situational awareness.</div>

----

== CASE I Departure ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| Pilot || Tower, XXX, Up on deck
|-
| Tower || XXX, Tower, Roger
|-
| colspan="2" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!..... time __
|-
| colspan="2" style="text-align:center;" | ''When ready to taxi''
|-
| ''*Pilot*'' || ''*XXX, Taxiing to CAT __*''
|-
| ''*Tower*'' || ''*XXX*''
|-
| colspan="2" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || ''*XXX, Salute*''
|-
| colspan="2" style="text-align:center;" | ''Zip-Lip for remainder of CASE I departure''
|-
| colspan="2" style="text-align:center;" | ''Flights can switch off BTN 1 at their discretion once clear of CCZ''
|}

=== Notes ===
* "99" transmission has to be done after all aircraft has checked in but before the first aircraft launches
* "Up on deck" call should be made as soon as electrical power is established (usually via ground power)
* Minimum 10 second launch interval if aircraft are on same-side cats (e.g. cat 1 + cat 2 launches need a 10 second interval; cat 1 + cat 3 do not)

----

== CASE I Recovery ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''When 60–50nm from Mom''
|-
| Pilot || (Mom tac callsign) marshal, (tac callsign) XXX (report if holding hands), Marking mother's (radial) for (DME), angels __, (low) state __._
|-
| Marshal || (Tac callsign) XXX, (Mom tac callsign) Marshal, CASE 1 recovery, BRC is __, Mother's Weather ___, Altimeter __.__, marshal angels ___, report see me at 10
|-
| Pilot || CASE 1 recovery, BRC ___, Altimeter __.__, marshal angels _, XXX
|-
| colspan="2" style="text-align:center;" | ''When within 10 DME '''AND''' visual with Mom''
|-
| Pilot || XXX, See you at (DME)
|-
| Marshal || XXX, update state, check in tower button 1
|-
| Pilot || Tower, XXX, (low) state __._
|-
| Tower || XXX
|-
| colspan="2" style="text-align:center;" | ''When carrier is ready to accept recoveries''
|-
| Tower || XXX, signal is charlie
|-
| Pilot || Signal is charlie, XXX
|-
| colspan="2" style="text-align:center;" | ''When commencing from stack''
|-
| ''*Pilot*'' || ''*XXX, commencing*''    (unrealistic but mandatory)
|-
| colspan="2" style="text-align:center;" | ''3NM behind Mom, 800ft, 350kias''
|-
| ''*Pilot*'' || ''*XXX, at initial*''    (if in IMC this call is required)
|-
| colspan="2" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|-
| colspan="2" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| LSO || XXX, Three quarter mile call the ball
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|}

{| class="wikitable"
|-
! colspan="2" | CASE I BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" | Technically bolter/waveoff procedures are completely zip-lip. Aircraft are to visually fly the bolter procedure and are responsible for maintaining visual separation with all aircraft.
|}

=== Notes ===
* Stack can accommodate 4-ship (in formation) at each angels but not recommended unless flight lead is confident in tight formation skills with all members for extended periods of time (2-ship max is recommended)

----

== CASE III Departure ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''Departure radial and altitude should have been determined in pre-brief''
|-
| Pilot || colspan="2" | Tower, XXX, Up on Deck
|-
| Tower || colspan="2" | XXX, Tower, cleared as Fragged. Case 3 departure. ''*Departure Radial ___ , Angels___*'' <sup>[a]</sup> Altimeter __.__ Squawk ____.
|-
| Pilot || colspan="2" | Case 3, ''*Departure Radial ___, Angels__*'', Altimeter __.__, Squawk ____, XXX
|-
| Tower || Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || colspan="2" | Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!.... , time __
|-
| colspan="3" style="text-align:center;" | ''Once Ready for Taxi''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, taxiing Cat __*''
|-
| ''*Tower*'' || colspan="2" | ''*XXX*''
|-
| colspan="3" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, Salute*''
|-
| colspan="3" style="text-align:center;" | ''Once airborne''
|-
| Pilot || colspan="2" | Departure, XXX, Airborne
|-
| Departure || colspan="2" | XXX, Departure, radar contact
|-
| colspan="3" style="text-align:center;" | ''When passing Angels 2.5''
|-
| Pilot || colspan="2" | Departure, XXX, Passing 2.5
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When reaching 7 DME''
|-
| Pilot || colspan="2" | XXX, Arcing
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When established on departure radial''
|-
| Pilot || colspan="2" | XXX, Established outbound
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If in IMC and now VMC''
|-
| Pilot || colspan="2" | XXX, On top, angels __
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If not VMC at departure angels or by angels 18''
|-
| Pilot || colspan="2" | XXX, Popeye
|-
| Departure || colspan="2" | XXX       ''(refer to notes)''
|-
| colspan="3" style="text-align:center;" | ''When Aircraft is Mission Ready''
|-
| Pilot || colspan="2" | XXX, Kilo
|-
| Departure || XXX, cleared to switch || XXX, roger
|-
| Pilot || Cleared to switch, XXX ||
|}

<sup>[a]</sup> ''Only issue radial and angels if not previously determined, or if changes have been made''

=== Notes ===
* 30 second launch interval regardless of cat positions
* If Popeye is reported, ATC should assign aircraft to take angels 19 (or climb above a known cloud ceiling where aircraft can proceed VMC), with each following member taking one angels above. They will proceed as single ships under positive control until in VMC (aircraft reports "on top"), at which point departure will decide the appropriate action.

----

== CASE III Recovery ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''When 60–50nm from mom''
|-
| Pilot || colspan="2" | (Tac callsign) Marshal, (Tac callsign) XXX checking in (holding hands with), marking mom's (radial) for (DME), (low) state _._
|-
| Marshal || colspan="2" | (Tac callsign) XXX, (Tac callsign) Marshal, CASE 3 recovery, CV-1 approach, expected final bearing ___, altimeter __.__ <br/><br/> ''(repeat following clearance for each flight member)'' <br/><br/> XXX, Marshal (Radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Pilot || colspan="2" | XXX, Marshal (radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Marshal || XXX, Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Formation splits are at flight lead discretion, unless directed by marshal''
|-
| colspan="3" style="text-align:center;" | ''Once established on assigned marshal stack''
|-
| Pilot || colspan="2" | XXX, Established angels __, state _._
|-
| Marshal || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When commencing on +/- 15 sec of EAT''
|-
| Pilot || colspan="2" | XXX, Commencing, state _._, altimeter __.__
|-
| Marshal || colspan="2" | XXX, radar contact __ miles, final bearing __
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Transfer to Approach (anytime before PLATFORM)''
|-
| Marshal || colspan="2" | XXX, switch approach, check in button 15
|-
| Pilot || colspan="2" | XXX
|-
| Pilot || colspan="2" | Approach, XXX, checking in (DME) miles, state _._
|-
| Approach || colspan="2" | XXX, final bearing ___
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Dirty Up Instruction (between 8–13nm)''
|-
| Approach || colspan="2" | XXX, dirty up
|-
| Pilot || colspan="2" | XXX, getting dirty
|-
| colspan="3" style="text-align:center;" | ''If no "dirty up" command is given, aircraft will dirty up at 8nm automatically''
|-
| colspan="3" style="text-align:center;" | ''Start ICLS approach (between 4–6nm)''
|-
| Approach || colspan="2" | XXX, fly bullseye
|-
| Pilot || colspan="2" | XXX     ''(if bullseye not showing say "negative bullseye")''
|-
| colspan="3" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|-
| colspan="3" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| Approach || colspan="2" | XXX, three quarter mile, call the ball
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE III BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Aircraft will fly 150kt at 1200ft straight out on final bearing''
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, turn downwind / turn downwind at (DME) miles
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, (readback instruction)
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will automatically turn downwind at 4nm''
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Once aircraft is abeam carrier''
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, abeam, state _._
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, intercept final bearing at (DME) miles     (minimum 4nm)
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | (DME) miles, XXX
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will turn to intercept final bearing at 4nm''
|}

=== Notes ===
* The flight lead should identify the member with the lowest fuel state and clearly specify the recovery order, or at minimum, designate who will commence first.
* For controllers: Make sure the aircraft lowest in the stack commences first, set approach times accordingly.

----

== LSO/Paddles Phraseology ==

* For LSO, if aircraft is seen configured incorrectly such as no hook, no gear, or abnormal/damaged gear, "waveoff, waveoff" command is given immediately, followed by the reason e.g. "waveoff waveoff, nose gear not fully extended"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

== Appendix: Comm Presets & Reference ==
[[File:Sourcelogosmall.png|thumb]]

=== Known Comm Presets ===

{| class="wikitable"
|-
! Button !! Station
|-
| 1 || Tower/Paddles (PriFly)
|-
| 2 || Departure
|-
| 3 || Strike
|-
| 4 || Red Crown
|-
| 5–9 || Various Tactical/Mission/CVW discrete freqs
|-
| 10 || Squadron Tower/CATCC rep
|-
| 15 || Approach 1
|-
| 16 || Marshal
|-
| 17 || Approach 2 (if more than one was needed or discrete for emerg. aircraft)
|}

General/CATC Communications Guide

2026-04-21T19:05:14Z

Niknam3: /* CASE I Recovery */

__TOC__

<div style="font-size:0.9em; color:#660000; font-weight:bold;">Carrier Air Traffic Controller (CATC) Communications Guide</div>
<div style="font-size:0.8em; font-weight:bold;">Created by 14th VSFS Top Hatters</div>

''Information is based on real-world procedures but modified to cater to DCS limitations''

----

== Brevity Words / Glossary ==

; Angels
: Height of an aircraft in thousands of feet MSL (e.g. Angels 2, Angels 21)

; Mom / Mother
: The aircraft carrier

; Signal is Charlie
: Cleared to commence/land

; Signal is Delta
: Do not commence/land

; Ninety-Nine
: A message to be conveyed to all stations on frequency (no acknowledgement required)

; State
: Fuel state expressed in thousands of pounds (e.g. "State 12.4")

; Low State
: Fuel state expressed in thousands of pounds of the member in the flight/formation with the lowest fuel (e.g. "Low State 3.5")

; DME
: Distance Measuring Equipment. Used to indicate distance in nautical miles from a navaid such as TACAN or VOR. (e.g. "...at 12 DME from carrier switch to tower")

; Dirty Up
: Configure aircraft for landing (flaps, gears, etc.)

; Kilo
: Aircraft is in a mission ready state (only applies to CASE III)

; EAT
: Expected Approach Time (push/commence time)

; CCZ / CCA
: Carrier Control Zone / Carrier Control Area

; Commencing
: Continuing with an approach, usually breaking off a marshal stack

; Zip-Lip
: No communications required unless urgent and necessary

----

== General Information ==

* CCZ is 5nm from mom extending from SFC to 2500ft and is in effect during CASE I and CASE II
** CCZ is controlled by PriFly which consists of:
*** '''Tower''' — Responsible for pattern traffic, briefing "Up on deck" aircraft with "99" calls (or individually), and giving signal charlie to overhead stack in case 1
*** '''LSO/Paddles''' — Responsible from final approach to trap/bolter for arriving aircraft, gives audio cues and guides to pilots
* CCA is 50nm from mom extending from surface to infinity, subject to change from surrounding airspace which usually take priority
** CCA has multiple manned stations depending on CASE being used and traffic density:
*** '''Marshal''' — Responsible for issuing marshal stacks and ensuring separation between commencing aircraft is timed correctly. Fuel state should be updated constantly to the stat board especially those with low fuel states.
*** '''Approach 1''' — Only exists during Case II and III. Takes control of aircraft between Commence and Platform all the way down until LSO assumes control.
*** '''Approach 2''' — Same as Approach 1 but is only used if heavy recovery traffic is expected and/or as a discrete frequency for emergency aircraft.
*** '''Departure''' — Only exists during Case II and III. Has control from time the aircraft is airborne until "Kilo" is reported, at which point the controller can send the aircraft to appropriate tac freq (in our case, magic). Controller can delay freq switch after "Kilo" if further services are needed, but must be before leaving CCA.
*** '''LSO/Paddles''' — Monitors frequency and takes over when aircraft is entering groove, at which point LSO has priority on radio until aircraft has either trapped or boltered.
* On initial contact include flight tactical callsign along with side number to ensure aircraft is from the correct fighter wing
** E.g. "Hat 123 checking in…" / "Ripper 123 marking mom's…"
* If unable to make commence time within +/- 15s report to marshal immediately
** "Marshal, 104 is early/late for commence time"
* Side numbers should have the same initial number within the same flight
** For example, Hat = 1xx, Ripper = 2xx, Psycho = 3xx
* Last 30 seconds of time hack should not be interrupted unless necessary

----

== CATCC Specific Information ==

* '''DIRTY UP (command from CATC) LIMITS ARE NO EARLIER THAN 13 MILES AND NO LATER THAN 8 MILES'''
** At 8nm aircraft will dirty up automatically if no dirty up instruction was received within the dirty up window (13nm–8nm)
* Minimums for PAR approaches is 1¼ mile; at this point aircraft has to report BALL/CLARA and LSO takes over. If LSO has no contact visually then aircraft has to waveoff.
** If aircraft reports CLARA but LSO has contact, approach may continue at LSO discretion
* CATCC should have a "Status Board" which is used to monitor flights fuel state and urgency
** LotATC comments on aircraft tag should suffice for now
* Case I departure allows Case I, II, and III recovery. Case II departure allows a Case II or III recovery; a Case III departure mandates a Case III recovery.
* Case II recovery allows for 2-ship in marshal
** This is risky — see [https://youtu.be/v4Bc7V1KwmA?si=c2pipuWH9TBK-yQm&t=1725 28:45] for explanation
* There are four degrees of control a CATC controller has:
** '''Positive control''' — The controlling agency has radar and radio contact with the aircraft being controlled, and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While the pilot provides altitude separation by maintaining assigned altitudes, the air traffic controller is responsible for lateral and time separation. The air traffic controller may direct speed changes.
** '''Advisory control''' — The controlling agency monitors radar and radio contact with the aircraft under its control and provides traffic advisories. The individual pilot is responsible for traffic separation with the assistance from the control agency.
** '''Monitor control''' — Must only be used when an aircraft is operating in VMC ''outside'' of controlled airspace and separation from other traffic can be safely assumed by the pilot.
** '''Non-radar control''' (rare) — When shipboard radar is INOP; very unlikely on DCS.
* The recommended way to create separation between aircraft ''after commencing'' is to employ a method called "lagging". To "lag" an aircraft, approach instructs a series of left and right turns, ideally 30 degrees or less. Once desired separation is achieved, aircraft can be instructed to "fly final bearing". This is preferred over the "dirty up" method (depending on the situation) because once an aircraft dirties up, they must remain at approach speed and landing configuration for the rest of the approach.
* In case 1 and 2, aircraft cannot be sent to tower frequency unless aircraft has called visual. Marshal and approach controllers are not obligated to handover aircraft to tower when they are visual with mom but it has to be switched prior to entering the CCZ (5nm).
* For case 2 and 3 departure, the arc and departure radial is only required when aircraft are in IMC. Once aircraft is in VMC and reports "on top", the departure controller is free to allow aircraft to continue own navigation (advisory control) or remain on positive control.
* If giving 99 transmission on check in and controller is not ready for time hack, "standby time hack" can be used.
** Time hack on ground should be given after all aircraft are "up on deck", otherwise this will have to be repeated for any new aircraft that missed the time hack. Ideally, every plane that launches from the carrier has to be time hacked.
* Anytime a major change happens to anything like BRC, weather, departure, etc., use "99" to announce
** 99's don't require acknowledgement from anyone
** "Ninety-Nine, ''*Lone Warrior*'', (insert message)"
* For case 3, controllers maintain positive control until aircraft reports "Kilo"
* Refrain from saying climb or descend; if need to assign altitude say "Take angels 7" or "Take angels 2.5"
* To issue heading changes, do not say "turn", only say left/right followed by a magnetic heading: "Left 290", "Right 050"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

<div style="font-size:1.05em;">Phrases marked with <i>*(message)*</i> are <u>optional</u> and may be used when workload and frequency congestion permit for situational awareness.</div>

----

== CASE I Departure ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| Pilot || Tower, XXX, Up on deck
|-
| Tower || XXX, Tower, Roger
|-
| colspan="2" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!..... time __
|-
| colspan="2" style="text-align:center;" | ''When ready to taxi''
|-
| ''*Pilot*'' || ''*XXX, Taxiing to CAT __*''
|-
| ''*Tower*'' || ''*XXX*''
|-
| colspan="2" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || ''*XXX, Salute*''
|-
| colspan="2" style="text-align:center;" | ''Zip-Lip for remainder of CASE I departure''
|-
| colspan="2" style="text-align:center;" | ''Flights can switch off BTN 1 at their discretion once clear of CCZ''
|}

=== Notes ===
* "99" transmission has to be done after all aircraft has checked in but before the first aircraft launches
* "Up on deck" call should be made as soon as electrical power is established (usually via ground power)
* Minimum 10 second launch interval if aircraft are on same-side cats (e.g. cat 1 + cat 2 launches need a 10 second interval; cat 1 + cat 3 do not)

----

== CASE I Recovery ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''When 60–50nm from Mom''
|-
| Pilot || (Mom tac callsign) marshal, (tac callsign) XXX (report if holding hands), Marking mother's (radial) for (DME), angels __, (low) state __._
|-
| Marshal || (Tac callsign) XXX, (Mom tac callsign) Marshal, CASE 1 recovery, BRC is __, Mother's Weather ___, Altimeter __.__, marshal angels ___, report see me at 10
|-
| Pilot || CASE 1 recovery, BRC ___, Altimeter __.__, marshal angels _, XXX
|-
| colspan="2" style="text-align:center;" | ''When within 10 DME '''AND''' visual with Mom''
|-
| Pilot || XXX, See you at (DME)
|-
| Marshal || XXX, update state, check in tower button 1
|-
| Pilot || Tower, XXX, (low) state __._
|-
| Tower || XXX
|-
| colspan="2" style="text-align:center;" | ''When carrier is ready to accept recoveries''
|-
| Tower || XXX, signal is charlie
|-
| Pilot || Signal is charlie, XXX
|-
| colspan="2" style="text-align:center;" | ''When commencing from stack''
|-
| ''*Pilot*'' || ''*XXX, commencing*''    (unrealistic but mandatory)
|-
| colspan="2" style="text-align:center;" | ''3NM behind Mom, 800ft, 350kias''
|-
| ''*Pilot*'' || ''*XXX, at initial*''    (if in IMC this call is required)
|-
| colspan="2" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|-
| colspan="2" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| LSO || XXX, Three quarter mile call the ball
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|}

{| class="wikitable"
|-
! colspan="2" | CASE I BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#efefef; color:#000000;" | Technically bolter/waveoff procedures are completely zip-lip. Aircraft are to visually fly the bolter procedure and are responsible for maintaining visual separation with all aircraft.
|}

=== Notes ===
* Stack can accommodate 4-ship (in formation) at each angels but not recommended unless flight lead is confident in tight formation skills with all members for extended periods of time (2-ship max is recommended)

----

== CASE III Departure ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''Departure radial and altitude should have been determined in pre-brief''
|-
| Pilot || colspan="2" | Tower, XXX, Up on Deck
|-
| Tower || colspan="2" | XXX, Tower, cleared as Fragged. Case 3 departure. ''*Departure Radial ___ , Angels___*'' <sup>[a]</sup> Altimeter __.__ Squawk ____.
|-
| Pilot || colspan="2" | Case 3, ''*Departure Radial ___, Angels__*'', Altimeter __.__, Squawk ____, XXX
|-
| Tower || Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || colspan="2" | Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!.... , time __
|-
| colspan="3" style="text-align:center;" | ''Once Ready for Taxi''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, taxiing Cat __*''
|-
| ''*Tower*'' || colspan="2" | ''*XXX*''
|-
| colspan="3" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, Salute*''
|-
| colspan="3" style="text-align:center;" | ''Once airborne''
|-
| Pilot || colspan="2" | Departure, XXX, Airborne
|-
| Departure || colspan="2" | XXX, Departure, radar contact
|-
| colspan="3" style="text-align:center;" | ''When passing Angels 2.5''
|-
| Pilot || colspan="2" | Departure, XXX, Passing 2.5
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When reaching 7 DME''
|-
| Pilot || colspan="2" | XXX, Arcing
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When established on departure radial''
|-
| Pilot || colspan="2" | XXX, Established outbound
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If in IMC and now VMC''
|-
| Pilot || colspan="2" | XXX, On top, angels __
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If not VMC at departure angels or by angels 18''
|-
| Pilot || colspan="2" | XXX, Popeye
|-
| Departure || colspan="2" | XXX       ''(refer to notes)''
|-
| colspan="3" style="text-align:center;" | ''When Aircraft is Mission Ready''
|-
| Pilot || colspan="2" | XXX, Kilo
|-
| Departure || XXX, cleared to switch || XXX, roger
|-
| Pilot || Cleared to switch, XXX ||
|}

<sup>[a]</sup> ''Only issue radial and angels if not previously determined, or if changes have been made''

=== Notes ===
* 30 second launch interval regardless of cat positions
* If Popeye is reported, ATC should assign aircraft to take angels 19 (or climb above a known cloud ceiling where aircraft can proceed VMC), with each following member taking one angels above. They will proceed as single ships under positive control until in VMC (aircraft reports "on top"), at which point departure will decide the appropriate action.

----

== CASE III Recovery ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''When 60–50nm from mom''
|-
| Pilot || colspan="2" | (Tac callsign) Marshal, (Tac callsign) XXX checking in (holding hands with), marking mom's (radial) for (DME), (low) state _._
|-
| Marshal || colspan="2" | (Tac callsign) XXX, (Tac callsign) Marshal, CASE 3 recovery, CV-1 approach, expected final bearing ___, altimeter __.__ <br/><br/> ''(repeat following clearance for each flight member)'' <br/><br/> XXX, Marshal (Radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Pilot || colspan="2" | XXX, Marshal (radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Marshal || XXX, Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Formation splits are at flight lead discretion, unless directed by marshal''
|-
| colspan="3" style="text-align:center;" | ''Once established on assigned marshal stack''
|-
| Pilot || colspan="2" | XXX, Established angels __, state _._
|-
| Marshal || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When commencing on +/- 15 sec of EAT''
|-
| Pilot || colspan="2" | XXX, Commencing, state _._, altimeter __.__
|-
| Marshal || colspan="2" | XXX, radar contact __ miles, final bearing __
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Transfer to Approach (anytime before PLATFORM)''
|-
| Marshal || colspan="2" | XXX, switch approach, check in button 15
|-
| Pilot || colspan="2" | XXX
|-
| Pilot || colspan="2" | Approach, XXX, checking in (DME) miles, state _._
|-
| Approach || colspan="2" | XXX, final bearing ___
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Dirty Up Instruction (between 8–13nm)''
|-
| Approach || colspan="2" | XXX, dirty up
|-
| Pilot || colspan="2" | XXX, getting dirty
|-
| colspan="3" style="text-align:center;" | ''If no "dirty up" command is given, aircraft will dirty up at 8nm automatically''
|-
| colspan="3" style="text-align:center;" | ''Start ICLS approach (between 4–6nm)''
|-
| Approach || colspan="2" | XXX, fly bullseye
|-
| Pilot || colspan="2" | XXX     ''(if bullseye not showing say "negative bullseye")''
|-
| colspan="3" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|-
| colspan="3" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| Approach || colspan="2" | XXX, three quarter mile, call the ball
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE III BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Aircraft will fly 150kt at 1200ft straight out on final bearing''
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, turn downwind / turn downwind at (DME) miles
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, (readback instruction)
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will automatically turn downwind at 4nm''
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Once aircraft is abeam carrier''
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, abeam, state _._
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, intercept final bearing at (DME) miles     (minimum 4nm)
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | (DME) miles, XXX
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will turn to intercept final bearing at 4nm''
|}

=== Notes ===
* The flight lead should identify the member with the lowest fuel state and clearly specify the recovery order, or at minimum, designate who will commence first.
* For controllers: Make sure the aircraft lowest in the stack commences first, set approach times accordingly.

----

== LSO/Paddles Phraseology ==

* For LSO, if aircraft is seen configured incorrectly such as no hook, no gear, or abnormal/damaged gear, "waveoff, waveoff" command is given immediately, followed by the reason e.g. "waveoff waveoff, nose gear not fully extended"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

== Appendix: Comm Presets & Reference ==
[[File:Sourcelogosmall.png|thumb]]

=== Known Comm Presets ===

{| class="wikitable"
|-
! Button !! Station
|-
| 1 || Tower/Paddles (PriFly)
|-
| 2 || Departure
|-
| 3 || Strike
|-
| 4 || Red Crown
|-
| 5–9 || Various Tactical/Mission/CVW discrete freqs
|-
| 10 || Squadron Tower/CATCC rep
|-
| 15 || Approach 1
|-
| 16 || Marshal
|-
| 17 || Approach 2 (if more than one was needed or discrete for emerg. aircraft)
|}

General/CATC Communications Guide

2026-04-21T19:04:47Z

Niknam3: /* CASE I Departure */

__TOC__

<div style="font-size:0.9em; color:#660000; font-weight:bold;">Carrier Air Traffic Controller (CATC) Communications Guide</div>
<div style="font-size:0.8em; font-weight:bold;">Created by 14th VSFS Top Hatters</div>

''Information is based on real-world procedures but modified to cater to DCS limitations''

----

== Brevity Words / Glossary ==

; Angels
: Height of an aircraft in thousands of feet MSL (e.g. Angels 2, Angels 21)

; Mom / Mother
: The aircraft carrier

; Signal is Charlie
: Cleared to commence/land

; Signal is Delta
: Do not commence/land

; Ninety-Nine
: A message to be conveyed to all stations on frequency (no acknowledgement required)

; State
: Fuel state expressed in thousands of pounds (e.g. "State 12.4")

; Low State
: Fuel state expressed in thousands of pounds of the member in the flight/formation with the lowest fuel (e.g. "Low State 3.5")

; DME
: Distance Measuring Equipment. Used to indicate distance in nautical miles from a navaid such as TACAN or VOR. (e.g. "...at 12 DME from carrier switch to tower")

; Dirty Up
: Configure aircraft for landing (flaps, gears, etc.)

; Kilo
: Aircraft is in a mission ready state (only applies to CASE III)

; EAT
: Expected Approach Time (push/commence time)

; CCZ / CCA
: Carrier Control Zone / Carrier Control Area

; Commencing
: Continuing with an approach, usually breaking off a marshal stack

; Zip-Lip
: No communications required unless urgent and necessary

----

== General Information ==

* CCZ is 5nm from mom extending from SFC to 2500ft and is in effect during CASE I and CASE II
** CCZ is controlled by PriFly which consists of:
*** '''Tower''' — Responsible for pattern traffic, briefing "Up on deck" aircraft with "99" calls (or individually), and giving signal charlie to overhead stack in case 1
*** '''LSO/Paddles''' — Responsible from final approach to trap/bolter for arriving aircraft, gives audio cues and guides to pilots
* CCA is 50nm from mom extending from surface to infinity, subject to change from surrounding airspace which usually take priority
** CCA has multiple manned stations depending on CASE being used and traffic density:
*** '''Marshal''' — Responsible for issuing marshal stacks and ensuring separation between commencing aircraft is timed correctly. Fuel state should be updated constantly to the stat board especially those with low fuel states.
*** '''Approach 1''' — Only exists during Case II and III. Takes control of aircraft between Commence and Platform all the way down until LSO assumes control.
*** '''Approach 2''' — Same as Approach 1 but is only used if heavy recovery traffic is expected and/or as a discrete frequency for emergency aircraft.
*** '''Departure''' — Only exists during Case II and III. Has control from time the aircraft is airborne until "Kilo" is reported, at which point the controller can send the aircraft to appropriate tac freq (in our case, magic). Controller can delay freq switch after "Kilo" if further services are needed, but must be before leaving CCA.
*** '''LSO/Paddles''' — Monitors frequency and takes over when aircraft is entering groove, at which point LSO has priority on radio until aircraft has either trapped or boltered.
* On initial contact include flight tactical callsign along with side number to ensure aircraft is from the correct fighter wing
** E.g. "Hat 123 checking in…" / "Ripper 123 marking mom's…"
* If unable to make commence time within +/- 15s report to marshal immediately
** "Marshal, 104 is early/late for commence time"
* Side numbers should have the same initial number within the same flight
** For example, Hat = 1xx, Ripper = 2xx, Psycho = 3xx
* Last 30 seconds of time hack should not be interrupted unless necessary

----

== CATCC Specific Information ==

* '''DIRTY UP (command from CATC) LIMITS ARE NO EARLIER THAN 13 MILES AND NO LATER THAN 8 MILES'''
** At 8nm aircraft will dirty up automatically if no dirty up instruction was received within the dirty up window (13nm–8nm)
* Minimums for PAR approaches is 1¼ mile; at this point aircraft has to report BALL/CLARA and LSO takes over. If LSO has no contact visually then aircraft has to waveoff.
** If aircraft reports CLARA but LSO has contact, approach may continue at LSO discretion
* CATCC should have a "Status Board" which is used to monitor flights fuel state and urgency
** LotATC comments on aircraft tag should suffice for now
* Case I departure allows Case I, II, and III recovery. Case II departure allows a Case II or III recovery; a Case III departure mandates a Case III recovery.
* Case II recovery allows for 2-ship in marshal
** This is risky — see [https://youtu.be/v4Bc7V1KwmA?si=c2pipuWH9TBK-yQm&t=1725 28:45] for explanation
* There are four degrees of control a CATC controller has:
** '''Positive control''' — The controlling agency has radar and radio contact with the aircraft being controlled, and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While the pilot provides altitude separation by maintaining assigned altitudes, the air traffic controller is responsible for lateral and time separation. The air traffic controller may direct speed changes.
** '''Advisory control''' — The controlling agency monitors radar and radio contact with the aircraft under its control and provides traffic advisories. The individual pilot is responsible for traffic separation with the assistance from the control agency.
** '''Monitor control''' — Must only be used when an aircraft is operating in VMC ''outside'' of controlled airspace and separation from other traffic can be safely assumed by the pilot.
** '''Non-radar control''' (rare) — When shipboard radar is INOP; very unlikely on DCS.
* The recommended way to create separation between aircraft ''after commencing'' is to employ a method called "lagging". To "lag" an aircraft, approach instructs a series of left and right turns, ideally 30 degrees or less. Once desired separation is achieved, aircraft can be instructed to "fly final bearing". This is preferred over the "dirty up" method (depending on the situation) because once an aircraft dirties up, they must remain at approach speed and landing configuration for the rest of the approach.
* In case 1 and 2, aircraft cannot be sent to tower frequency unless aircraft has called visual. Marshal and approach controllers are not obligated to handover aircraft to tower when they are visual with mom but it has to be switched prior to entering the CCZ (5nm).
* For case 2 and 3 departure, the arc and departure radial is only required when aircraft are in IMC. Once aircraft is in VMC and reports "on top", the departure controller is free to allow aircraft to continue own navigation (advisory control) or remain on positive control.
* If giving 99 transmission on check in and controller is not ready for time hack, "standby time hack" can be used.
** Time hack on ground should be given after all aircraft are "up on deck", otherwise this will have to be repeated for any new aircraft that missed the time hack. Ideally, every plane that launches from the carrier has to be time hacked.
* Anytime a major change happens to anything like BRC, weather, departure, etc., use "99" to announce
** 99's don't require acknowledgement from anyone
** "Ninety-Nine, ''*Lone Warrior*'', (insert message)"
* For case 3, controllers maintain positive control until aircraft reports "Kilo"
* Refrain from saying climb or descend; if need to assign altitude say "Take angels 7" or "Take angels 2.5"
* To issue heading changes, do not say "turn", only say left/right followed by a magnetic heading: "Left 290", "Right 050"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

<div style="font-size:1.05em;">Phrases marked with <i>*(message)*</i> are <u>optional</u> and may be used when workload and frequency congestion permit for situational awareness.</div>

----

== CASE I Departure ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| Pilot || Tower, XXX, Up on deck
|-
| Tower || XXX, Tower, Roger
|-
| colspan="2" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!..... time __
|-
| colspan="2" style="text-align:center;" | ''When ready to taxi''
|-
| ''*Pilot*'' || ''*XXX, Taxiing to CAT __*''
|-
| ''*Tower*'' || ''*XXX*''
|-
| colspan="2" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || ''*XXX, Salute*''
|-
| colspan="2" style="text-align:center;" | ''Zip-Lip for remainder of CASE I departure''
|-
| colspan="2" style="text-align:center;" | ''Flights can switch off BTN 1 at their discretion once clear of CCZ''
|}

=== Notes ===
* "99" transmission has to be done after all aircraft has checked in but before the first aircraft launches
* "Up on deck" call should be made as soon as electrical power is established (usually via ground power)
* Minimum 10 second launch interval if aircraft are on same-side cats (e.g. cat 1 + cat 2 launches need a 10 second interval; cat 1 + cat 3 do not)

----

== CASE I Recovery ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''When 60–50nm from Mom''
|-
| Pilot || (Mom tac callsign) marshal, (tac callsign) XXX (report if holding hands), Marking mother's (radial) for (DME), angels __, (low) state __._
|-
| Marshal || (Tac callsign) XXX, (Mom tac callsign) Marshal, CASE 1 recovery, BRC is __, Mother's Weather ___, Altimeter __.__, marshal angels ___, report see me at 10
|-
| Pilot || CASE 1 recovery, BRC ___, Altimeter __.__, marshal angels _, XXX
|-
| colspan="2" style="text-align:center;" | ''When within 10 DME '''AND''' visual with Mom''
|-
| Pilot || XXX, See you at (DME)
|-
| Marshal || XXX, update state, check in tower button 1
|-
| Pilot || Tower, XXX, (low) state __._
|-
| Tower || XXX
|-
| colspan="2" style="text-align:center;" | ''When carrier is ready to accept recoveries''
|-
| Tower || XXX, signal is charlie
|-
| Pilot || Signal is charlie, XXX
|-
| colspan="2" style="text-align:center;" | ''When commencing from stack''
|-
| ''*Pilot*'' || ''*XXX, commencing*''    (unrealistic but mandatory)
|-
| colspan="2" style="text-align:center;" | ''3NM behind Mom, 800ft, 350kias''
|-
| ''*Pilot*'' || ''*XXX, at initial*''    (if in IMC this call is required)
|-
| colspan="2" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|-
| colspan="2" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| LSO || XXX, Three quarter mile call the ball
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE I BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#efefef; color:#000000;" | Technically bolter/waveoff procedures are completely zip-lip. Aircraft are to visually fly the bolter procedure and are responsible for maintaining visual separation with all aircraft.
|}

=== Notes ===
* Stack can accommodate 4-ship (in formation) at each angels but not recommended unless flight lead is confident in tight formation skills with all members for extended periods of time (2-ship max is recommended)

----

== CASE III Departure ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''Departure radial and altitude should have been determined in pre-brief''
|-
| Pilot || colspan="2" | Tower, XXX, Up on Deck
|-
| Tower || colspan="2" | XXX, Tower, cleared as Fragged. Case 3 departure. ''*Departure Radial ___ , Angels___*'' <sup>[a]</sup> Altimeter __.__ Squawk ____.
|-
| Pilot || colspan="2" | Case 3, ''*Departure Radial ___, Angels__*'', Altimeter __.__, Squawk ____, XXX
|-
| Tower || Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || colspan="2" | Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!.... , time __
|-
| colspan="3" style="text-align:center;" | ''Once Ready for Taxi''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, taxiing Cat __*''
|-
| ''*Tower*'' || colspan="2" | ''*XXX*''
|-
| colspan="3" style="text-align:center;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, Salute*''
|-
| colspan="3" style="text-align:center;" | ''Once airborne''
|-
| Pilot || colspan="2" | Departure, XXX, Airborne
|-
| Departure || colspan="2" | XXX, Departure, radar contact
|-
| colspan="3" style="text-align:center;" | ''When passing Angels 2.5''
|-
| Pilot || colspan="2" | Departure, XXX, Passing 2.5
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When reaching 7 DME''
|-
| Pilot || colspan="2" | XXX, Arcing
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When established on departure radial''
|-
| Pilot || colspan="2" | XXX, Established outbound
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If in IMC and now VMC''
|-
| Pilot || colspan="2" | XXX, On top, angels __
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''If not VMC at departure angels or by angels 18''
|-
| Pilot || colspan="2" | XXX, Popeye
|-
| Departure || colspan="2" | XXX       ''(refer to notes)''
|-
| colspan="3" style="text-align:center;" | ''When Aircraft is Mission Ready''
|-
| Pilot || colspan="2" | XXX, Kilo
|-
| Departure || XXX, cleared to switch || XXX, roger
|-
| Pilot || Cleared to switch, XXX ||
|}

<sup>[a]</sup> ''Only issue radial and angels if not previously determined, or if changes have been made''

=== Notes ===
* 30 second launch interval regardless of cat positions
* If Popeye is reported, ATC should assign aircraft to take angels 19 (or climb above a known cloud ceiling where aircraft can proceed VMC), with each following member taking one angels above. They will proceed as single ships under positive control until in VMC (aircraft reports "on top"), at which point departure will decide the appropriate action.

----

== CASE III Recovery ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center;" | ''When 60–50nm from mom''
|-
| Pilot || colspan="2" | (Tac callsign) Marshal, (Tac callsign) XXX checking in (holding hands with), marking mom's (radial) for (DME), (low) state _._
|-
| Marshal || colspan="2" | (Tac callsign) XXX, (Tac callsign) Marshal, CASE 3 recovery, CV-1 approach, expected final bearing ___, altimeter __.__ <br/><br/> ''(repeat following clearance for each flight member)'' <br/><br/> XXX, Marshal (Radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Pilot || colspan="2" | XXX, Marshal (radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Marshal || XXX, Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center;" | ''Formation splits are at flight lead discretion, unless directed by marshal''
|-
| colspan="3" style="text-align:center;" | ''Once established on assigned marshal stack''
|-
| Pilot || colspan="2" | XXX, Established angels __, state _._
|-
| Marshal || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''When commencing on +/- 15 sec of EAT''
|-
| Pilot || colspan="2" | XXX, Commencing, state _._, altimeter __.__
|-
| Marshal || colspan="2" | XXX, radar contact __ miles, final bearing __
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Transfer to Approach (anytime before PLATFORM)''
|-
| Marshal || colspan="2" | XXX, switch approach, check in button 15
|-
| Pilot || colspan="2" | XXX
|-
| Pilot || colspan="2" | Approach, XXX, checking in (DME) miles, state _._
|-
| Approach || colspan="2" | XXX, final bearing ___
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center;" | ''Dirty Up Instruction (between 8–13nm)''
|-
| Approach || colspan="2" | XXX, dirty up
|-
| Pilot || colspan="2" | XXX, getting dirty
|-
| colspan="3" style="text-align:center;" | ''If no "dirty up" command is given, aircraft will dirty up at 8nm automatically''
|-
| colspan="3" style="text-align:center;" | ''Start ICLS approach (between 4–6nm)''
|-
| Approach || colspan="2" | XXX, fly bullseye
|-
| Pilot || colspan="2" | XXX     ''(if bullseye not showing say "negative bullseye")''
|-
| colspan="3" style="text-align:center;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|-
| colspan="3" style="text-align:center;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| Approach || colspan="2" | XXX, three quarter mile, call the ball
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE III BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Aircraft will fly 150kt at 1200ft straight out on final bearing''
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, turn downwind / turn downwind at (DME) miles
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, (readback instruction)
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will automatically turn downwind at 4nm''
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Once aircraft is abeam carrier''
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, abeam, state _._
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, intercept final bearing at (DME) miles     (minimum 4nm)
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | (DME) miles, XXX
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will turn to intercept final bearing at 4nm''
|}

=== Notes ===
* The flight lead should identify the member with the lowest fuel state and clearly specify the recovery order, or at minimum, designate who will commence first.
* For controllers: Make sure the aircraft lowest in the stack commences first, set approach times accordingly.

----

== LSO/Paddles Phraseology ==

* For LSO, if aircraft is seen configured incorrectly such as no hook, no gear, or abnormal/damaged gear, "waveoff, waveoff" command is given immediately, followed by the reason e.g. "waveoff waveoff, nose gear not fully extended"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

== Appendix: Comm Presets & Reference ==
[[File:Sourcelogosmall.png|thumb]]

=== Known Comm Presets ===

{| class="wikitable"
|-
! Button !! Station
|-
| 1 || Tower/Paddles (PriFly)
|-
| 2 || Departure
|-
| 3 || Strike
|-
| 4 || Red Crown
|-
| 5–9 || Various Tactical/Mission/CVW discrete freqs
|-
| 10 || Squadron Tower/CATCC rep
|-
| 15 || Approach 1
|-
| 16 || Marshal
|-
| 17 || Approach 2 (if more than one was needed or discrete for emerg. aircraft)
|}

General/Tactical Communication

2026-04-21T19:01:23Z

Niknam3: /* Commit — Fighter Initiated */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T19:01:12Z

Niknam3: /* RV Alpha Procedure */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:59:14Z

Niknam3: /* Lateral (Vector) */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:59:06Z

Niknam3: /* Vertical (Altitude) */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:58:57Z

Niknam3: /* Attack Run */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:58:12Z

Niknam3: /* Check In with Weapons Controller */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:57:59Z

Niknam3: /* Check In on Radar — Transit Control */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-21T18:57:40Z

Niknam3: /* Flight Check / Frequency Change */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-20T19:41:34Z

Niknam3: /* Authentication (DRYAD) */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Pilot || Authenticate E-A
|-
| ATC || Come back G
|-
| ATC || Authenticate J-U
|-
| Pilot || Come back R
|-
| ATC || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-20T18:15:55Z

Niknam3:

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="text-align:center;"
|-
!
! colspan="2" | CLOSE
! colspan="2" | LOOSE
! BROADCAST
|-
!
! POSITIVE
! ADVISORY
! POSITIVE
! ADVISORY
!
|-
! TARGETS SELECTION
| IC || IC || IC || IC || PIL
|-
! TACTICAL SELECTION
| IC || IC || PIL || PIL || PIL
|-
! GEOMETRY
| IC || IC || PIL || PIL || PIL
|-
! SEPARATION
| IC || PIL || IC || PIL || PIL
|-
! PICTURE FORMAT
| colspan="2" | HDG – SPD – ALT
| colspan="2" | BRAA or BULLSEYE
| BULLSEYE
|}''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || Authenticate E-A
|-
| Pilot || Come back G
|-
| Pilot || Authenticate J-U
|-
| ATC || Come back R
|-
| Pilot || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
|'''<big>Commit</big>'''
|Directive to engage / move to intercept
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

General/Tactical Communication

2026-04-19T09:06:46Z

Niknam3: /* Authentication (DRYAD) */

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Tactical Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: Control Architecture · Check-In · AAR · PID · Air-to-Air Combat · Brevity</div>
<div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>

----

__TOC__

----

== 01 / Control Architecture ==

'''ASACS''' (Airborne Surveillance and Control System) is the integrated command-and-control framework linking airborne surveillance platforms, ground-based control centers, and air defense assets into a single coordinated system. ASACS defines the doctrine, communications architecture, and authority relationships governing how AWACS, CRCs, and radar sites share data, build a Recognized Air Picture, and allocate control of aircraft and weapons.

'''AWACS''' (Airborne Warning and Control System) is an airborne command-and-control platform with long-range radar and battle management consoles. It provides surveillance, identification, and tactical control of aircraft over extended ranges, particularly where ground radar coverage is limited.

'''CRC''' (Control and Reporting Center) is a ground-based air command-and-control facility responsible for surveillance, identification, and tactical control within a designated airspace sector. It fuses multiple radar sources to generate a Recognized Air Picture and provides fighter control and airspace coordination.

'''GCI''' (Ground Controlled Intercept) is the tactical function of directing fighter aircraft to intercept airborne targets using ground-based radar. GCI refers to the activity performed by trained controllers, not a specific facility.

=== Control Types ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Type !! Description
|-
| '''Close Positive Control''' || IC directs all aspects of the intercept.
|-
| '''Broadcast Control''' || IC provides picture; pilot assumes responsibility.
|-
| '''Advisory''' || Pilot fully responsible — IC provides information only.
|}

''PIL = Pilot's Responsibility · IC = Intercept Controller's Responsibility''

----

== 02 / Intercept Controller ==

The '''Intercept Controller (IC)''' guides military assets in the tactical environment. When airborne on an AEW/AWACS platform the role is called '''Weapon Controller (WC)''' — this manual uses '''IC''' throughout for convenience.

Primary IC responsibilities: target selection and assignment · PICTURE reporting · initial fighter vector (COMMIT)

Supported operations: '''QRA · AIR TO AIR REFUELLING · COMBAT AIR PATROL'''

----

== 03 / Standard Calls ==

=== State Call ===

A '''State Call''' reports combat status to the IC: '''weapons, fuel, and playtime''' in a fixed order.

Example: ''"State is 602+ 10000lbs 90M"''

{| class="wikitable" style="width:100%;"
|-
! # FOX-3 !! # FOX-1 !! # FOX-2 !! Gun !! Fuel !! Playtime
|-
| 6 || 0 || 2 || + || 10,000 lbs || 90 min
|}

6× FOX-3, 0× FOX-1, 2× FOX-2, gun available, 10,000 lbs fuel, 90 minutes playtime.

=== BRAA Call ===

Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft.

{| class="wikitable" style="width:100%;"
|-
! Groups !! Format !! Bearing !! Range !! Altitude !! Aspect !! Declaration
|-
| Single Group || BRAA || 320 || 30 nm || 20,000 ft || Flanking || BOGEY
|}

=== Flight Check / Frequency Change ===

Executed when switching the flight to a new frequency. '''Intraflight''' = flight-internal frequency. '''Interflight''' = control agency frequency.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || {CS} Push Button _
|-
| Flight Lead (interflight) || {CS} Push Button _
|-
| Flight Lead (intraflight) || Push {UHF/VHF, Radio 1/2} Button _
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''All flight members switch to channel _''
|-
| Flight Lead || {CS} Check
|-
| Wingman || 2
|-
| Element Lead || 3
|-
| Element Wingman || 4
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Lead proceeds with initial call as normal''
|}

=== Authentication (DRYAD) ===

Verifies contact with an allied unit. A challenging station picks a letter from the leftmost column and a second from that row. The responding station replies with the letter directly below the second chosen letter. The DRYAD table is issued in the pre-mission briefing.

Pilots are responsible for initiating Authentication with a Controlling Station

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| ATC || Authenticate E-A
|-
| Pilot || Come back G
|-
| Pilot || Authenticate J-U
|-
| ATC || Come back R
|-
| Pilot || Good Authentication
|}

----

== 04 / Check-In Procedures ==

''CS = Callsign (e.g. SHADOW 1). Not every procedure applies to every mission.''

=== Check In on Radar — Transit Control ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} {Flight Level}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Instructions}
|}

''NOTE: Close Positive Control is inferred.''

=== Check In with Weapons Controller ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flight Check''
|-
| Flight Lead || {CRC-CS} {CS} Mission Nr {MSN} {Position} {Altitude} {Playtime} {As Fragged / With Exceptions}
|-
| CRC || ''Acknowledges''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Authentication''
|-
| CRC || {CS}, Identified, {Control Type}, Alpha Check Bullseye {Position}
|-
| Flight Lead || Same {Alpha Check}
|}

''NOTE: Bullseye cannot be used for initial position calls — only valid after Alpha Check.''

----

== 05 / Training Range & Formations ==

=== Attack Run ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Turning in for attack run''
|-
| Aircraft || {CS} In Hot, Heading ___
|-
| Tactical Controller || Cleared Hot ''(or: Abort, Turn Left/Right HDG)''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Upon completion''
|-
| Aircraft || {CS} Off Target
|}

''Repeated for every attack run. Multiple aircraft on the same target: ASACS issues traffic information and may require visual separation.''

=== Formation Splits ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, request split into {number} parts of {number} each
|-
| CRC || {CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2}, descend {FL}
|-
| Flight Lead 2 || {CS 2}, descending {FL}
|-
| CRC || {CS 2}, squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

==== Lateral (Vector) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS}, ready
|-
| CRC || {CS 2} for split turn {side} {degrees}
|-
| Flight Lead || {CS 2} for split turn {side} {degrees}
|-
| CRC || {CS 2} squawk {number} · identified
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeat for each new flight''
|}

=== Join-Up ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} requesting join-up with {CS 2}
|-
| CRC || {CS 2}, confirm join-up clearance for {CS}
|-
| Flight Lead 2 || {CS 2}, {CS} is cleared to join up
|-
| CRC || {CS}, fly {heading} and climb/descend to {angels}
|-
| Flight Lead || {CS}, fly {heading} and climb/descend to {angels}
|-
| CRC || {CS}, report {CS 2} in sight
|-
| Flight Lead || {CS}, {CS 2} in sight, {position}
|-
| CRC || Visual join-up approved — report formation tight
|-
| Flight Lead 2 || {CS 2}, formation tight
|-
| CRC || {CS 2} adopt callsign {new CS}
|}

----

== 06 / Air-to-Air Refuelling ==

AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations.

=== Tanker Orbit Stack ===

{| class="wikitable" style="width:100%;"
|-
! Level !! Usage
|-
| '''ALPHA''' || Receivers departing · Emergency
|-
| '''BRAVO''' || Tanker base level
|-
| '''CHARLIE''' || Receiver evasive
|-
| '''DELTA''' || Receivers approaching
|}

=== RV Alpha Procedure ===

Receiver: fly 2,000 ft below AAR altitude · follow IC heading · declare JUDY on radar contact · declare VISUAL when in sight · weapons safe and radar off · take ECHELON LEFT when authorized.

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {CS} Proceed Tanker BRAA {BRAA} — RV Alpha — Tanker Freq {Freq} {Instructions}
|-
| Flight Lead || {CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once flight has radar contact with tanker''
|-
| Flight Lead || {Flight Name} Judy 1, Weapons Safe
|-
| All wingmen (in order) || 2, 3, 4… Weapons Safe
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once tanker is in sight''
|-
| CRC || {CS} Tanker {x} o'clock, report visual
|-
| Flight Lead || {CS} Nose Cold, visual with tanker
|-
| CRC || {CS} Roger, contact boom
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Switch to DCS tanker frequency''
|}

''NOTE: Flight Lead must confirm Nose Cold with wingmen on intraflight before reporting to ATC.''

----

== 07 / Positive Identification (PID) ==

PID proves, to a defensible standard, that the contact is a legitimate target under the ROE. Proof may come from sensors, behavior, location, declarations, or higher authority.

{| class="wikitable" style="width:100%;"
|-
! Type !! Description
|-
| '''Electronic PID''' || IFF interrogation, Link picture, NCTR, controller declaration. Most common form in BVR.
|-
| '''Visual PID''' || Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
| '''Ground Targets''' || Correlate with pre-briefed target. CRC issues Cleared to Engage before weapons release.
|}

=== Ground Target Engagement ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Identified {Target Description} {if pre-briefed: Matches Target __}
|-
| CRC || Cleared to Engage
|-
| Flight Lead || In Hot, {Target Description}, {Ingress Heading}
|-
| CRC || Cleared Hot / Abort
|-
| Flight Lead || Completed Engagement
|-
| CRC || Continue as Fragged / {Additional Instructions}
|}

----

== 08 / Air-to-Air Combat ==

Air combat is primarily carried out by CAP aircraft — the two main types being '''DCA''' (Defensive Counter Air) and '''OCA''' (Offensive Counter Air). Before a Commit, the controller has radio priority. After Commit, the fighters hold priority.

The '''Targeting Range''' is the agreed distance at which all contacts must be intercepted. A group inside Targeting Range with no assigned fighter is labelled '''Untargeted'''.

=== Contact Declaration ===

{| class="wikitable" style="width:100%;"
|-
! Declaration !! Meaning
|-
| '''BOGEY''' || Unknown — not cleared to engage
|-
| '''BANDIT''' || Positively identified enemy — not cleared to engage
|-
| '''HOSTILE''' || Enemy — cleared to engage (IAW ROE)
|-
| '''NEUTRAL''' || Neutral — not cleared to engage
|-
| '''FRIENDLY''' || Friendly — not cleared to engage
|}

=== Commit — Fighter Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once all commit criteria are met''
|-
| Flight Lead || {CS} Recommend Commit
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Controller evaluates and initiates''
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit
|-
| Flight Lead || {CS}
|}

=== Commit — Controller Initiated ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| CRC || {GCI-CS} {Nr of groups}, {Group Description}, {Fighter-CS} Commit {+ VID if required}
|-
| Flight Lead || {CS} Commit
|}

=== Radar / Visual Contact ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CS} Judy — ''radar contact, no further guidance needed''
|-
| Flight Lead || {CS} Tally — ''visual on target''
|}

=== Declare & Weapon Release ===

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || {CRC-CS} Declare {Group Label or Bullseye Position}
|-
| CRC || {Group Label} Declared …
|}

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Aircraft || {CS} Fox-{1/2/3}, {Group Label or Bullseye Position}, {Target Description}
|-
| CRC || Copy Shot
|}

----

== 09 / Brevity Words ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Term !! Definition
|-
| '''AS FRAGGED''' || Unit will perform exactly as briefed or scheduled.
|-
| '''WITH EXCEPTIONS''' || Unit will perform as briefed with stated exceptions.
|-
| '''ALPHA CHECK''' || Verification of the position of a Bullseye or related point.
|-
| '''ANGELS''' || Height of friendly aircraft in thousands of feet MSL.
|-
| '''AUTHENTICATE''' || Method to verify communication with allied agencies.
|-
| '''PLAYTIME''' || Time aircraft can remain on station (hours + minutes).
|-
| '''PICTURE''' || Request for mission information in digital bullseye format.
|-
| '''BRAA''' || Bearing, Range, Altitude, and Aspect relative to a friendly aircraft.
|-
| '''BULLSEYE''' || Reference point used to establish positions (bearing + range).
|-
| '''GROUP(S)''' || Any number of contacts within 3 nm of each other.
|-
| '''AZIMUTH''' || Two groups separated laterally (by cardinal directions).
|-
| '''RANGE''' || Two groups separated along a line of bearing (LEAD/TRAIL).
|-
| '''STACK''' || Two or more contacts in a group with ≥10,000 ft altitude separation.
|-
| '''MONITOR''' || Maintain sensor awareness on a group or object.
|-
| '''CLARA''' || Radarscope clear of enemy contacts.
|-
| '''CLEAN''' || No radar contacts on bandits, bogies, or aircraft of interest.
|-
| '''DRAG / COLD''' || Contact aspect stabilized 000–070°.
|-
| '''BEAM''' || Contact aspect stabilized 070–110°.
|-
| '''FLANK''' || Contact aspect stabilized 110–160°.
|-
| '''HOT / HEAD ON''' || Contact aspect stabilized 160–180°.
|-
| '''TRACKING''' || Direction of flight/movement (in bullseye format).
|-
| '''MARSHALLING''' || Positioning forces at a point for offensive operations.
|-
| '''BANDIT''' || Positively identified enemy (not clearance to engage).
|-
| '''BOGEY''' || Unknown contact.
|-
| '''HOSTILE''' || Enemy contact cleared for engagement (IAW ROE).
|-
| '''FURBALL''' || Friendly and non-friendly aircraft within 5 nm.
|-
| '''FOX ONE''' || Semi-active radar-guided missile fired.
|-
| '''FOX TWO''' || IR-guided missile fired.
|-
| '''FOX THREE''' || Active radar-guided missile fired.
|-
| '''ENGAGE''' || Directive to fire on a target.
|-
| '''GATE''' || Fly as fast as possible — afterburner.
|-
| '''BUSTER''' || Fly at maximum continuous speed — military power.
|-
| '''BREAK''' || (Direction) Immediate maximum-performance turn.
|-
| '''VISUAL''' || Sighting of a friendly aircraft, ground unit, or ship.
|-
| '''BLIND''' || No visual contact with friendly.
|-
| '''TALLY''' || Sighting of a target or enemy aircraft.
|-
| '''NO JOY''' || No visual contact with target or enemy.
|-
| '''MERGED''' || Radar tracks have come together (3–5 nm).
|-
| '''JUDY''' || Aircrew has control of intercept; controller minimizes comms.
|-
| '''DECLARE''' || Inquiry as to track ID. Responses: FRIENDLY / BOGEY / BANDIT / HOSTILE / NEUTRAL / UNABLE / FURBALL.
|-
| '''BOGEY DOPE''' || Request for info on indicated or nearest group in BRAA format.
|-
| '''TARGETING''' || Fighter has acquired assigned group and assumes responsibility.
|-
| '''CONTACT''' || Individual radar return within a group.
|-
| '''HEAVY''' || Group with more than 3 elements.
|-
| '''HIGH''' || Target altitude above 40,000 ft.
|-
| '''FAST''' || Target speed 600–900 kts or Mach 1.0–1.5.
|-
| '''VERY FAST''' || Target speed above 900 kts / Mach 1.5+.
|}

Incirlic Air Base

2026-04-17T18:55:42Z

Niknam3: added frequency / channel table

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|751x751px|center|thumb]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

== FREQUENCYS ==
{| class="wikitable"
|+
!STATION
!FREQUENCY
!CH
|-
|Common
|251.000
|1
|-
|LTAG TWR
|360.200
|2
|-
|LTAG RADAR
|340.775
|3
|-
|LTAG PRECISION
|282.500
|4
|-
|LTAG ATIS
|377.475
|5
|-
|MAGIC
|261.500
|6
|-
|CV-75 MRSHL
|307.500
|7
|-
|Carrier Frequencys
|
|8-10
|-
|Unit Option
|
|11-20
|}

General/CATC Communications Guide

2026-04-11T14:51:42Z

Niknam3: /* General Information */

__TOC__

<div style="font-size:0.9em; color:#660000; font-weight:bold;">Carrier Air Traffic Controller (CATC) Communications Guide</div>
<div style="font-size:0.8em; font-weight:bold;">Created by 14th VSFS Top Hatters</div>

''Information is based on real-world procedures but modified to cater to DCS limitations''

----

== Brevity Words / Glossary ==

; Angels
: Height of an aircraft in thousands of feet MSL (e.g. Angels 2, Angels 21)

; Mom / Mother
: The aircraft carrier

; Signal is Charlie
: Cleared to commence/land

; Signal is Delta
: Do not commence/land

; Ninety-Nine
: A message to be conveyed to all stations on frequency (no acknowledgement required)

; State
: Fuel state expressed in thousands of pounds (e.g. "State 12.4")

; Low State
: Fuel state expressed in thousands of pounds of the member in the flight/formation with the lowest fuel (e.g. "Low State 3.5")

; DME
: Distance Measuring Equipment. Used to indicate distance in nautical miles from a navaid such as TACAN or VOR. (e.g. "...at 12 DME from carrier switch to tower")

; Dirty Up
: Configure aircraft for landing (flaps, gears, etc.)

; Kilo
: Aircraft is in a mission ready state (only applies to CASE III)

; EAT
: Expected Approach Time (push/commence time)

; CCZ / CCA
: Carrier Control Zone / Carrier Control Area

; Commencing
: Continuing with an approach, usually breaking off a marshal stack

; Zip-Lip
: No communications required unless urgent and necessary

----

== General Information ==

* CCZ is 10nm from mom extending from SFC to 2500ft and is in effect during CASE I and CASE II
** CCZ is controlled by PriFly which consists of:
*** '''Tower''' — Responsible for pattern traffic, briefing "Up on deck" aircraft with "99" calls (or individually), and giving signal charlie to overhead stack in case 1
*** '''LSO/Paddles''' — Responsible from final approach to trap/bolter for arriving aircraft, gives audio cues and guides to pilots
* CCA is 50nm from mom extending from surface to infinity, subject to change from surrounding airspace which usually take priority
** CCA has multiple manned stations depending on CASE being used and traffic density:
*** '''Marshal''' — Responsible for issuing marshal stacks and ensuring separation between commencing aircraft is timed correctly. Fuel state should be updated constantly to the stat board especially those with low fuel states.
*** '''Approach 1''' — Only exists during Case II and III. Takes control of aircraft between Commence and Platform all the way down until LSO assumes control.
*** '''Approach 2''' — Same as Approach 1 but is only used if heavy recovery traffic is expected and/or as a discrete frequency for emergency aircraft.
*** '''Departure''' — Only exists during Case II and III. Has control from time the aircraft is airborne until "Kilo" is reported, at which point the controller can send the aircraft to appropriate tac freq (in our case, magic). Controller can delay freq switch after "Kilo" if further services are needed, but must be before leaving CCA.
*** '''LSO/Paddles''' — Monitors frequency and takes over when aircraft is entering groove, at which point LSO has priority on radio until aircraft has either trapped or boltered.
* On initial contact include flight tactical callsign along with side number to ensure aircraft is from the correct fighter wing
** E.g. "Hat 123 checking in…" / "Ripper 123 marking mom's…"
* If unable to make commence time within +/- 15s report to marshal immediately
** "Marshal, 104 is early/late for commence time"
* Side numbers should have the same initial number within the same flight
** For example, Hat = 1xx, Ripper = 2xx, Psycho = 3xx
* Last 30 seconds of time hack should not be interrupted unless necessary

----

== CATCC Specific Information ==

* '''DIRTY UP (command from CATC) LIMITS ARE NO EARLIER THAN 13 MILES AND NO LATER THAN 8 MILES'''
** At 8nm aircraft will dirty up automatically if no dirty up instruction was received within the dirty up window (13nm–8nm)
* Minimums for PAR approaches is 1¼ mile; at this point aircraft has to report BALL/CLARA and LSO takes over. If LSO has no contact visually then aircraft has to waveoff.
** If aircraft reports CLARA but LSO has contact, approach may continue at LSO discretion
* CATCC should have a "Status Board" which is used to monitor flights fuel state and urgency
** LotATC comments on aircraft tag should suffice for now
* Case I departure allows Case I, II, and III recovery. Case II departure allows a Case II or III recovery; a Case III departure mandates a Case III recovery.
* Case II recovery allows for 2-ship in marshal
** This is risky — see [https://youtu.be/v4Bc7V1KwmA?si=c2pipuWH9TBK-yQm&t=1725 28:45] for explanation
* There are four degrees of control a CATC controller has:
** '''Positive control''' — The controlling agency has radar and radio contact with the aircraft being controlled, and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While the pilot provides altitude separation by maintaining assigned altitudes, the air traffic controller is responsible for lateral and time separation. The air traffic controller may direct speed changes.
** '''Advisory control''' — The controlling agency monitors radar and radio contact with the aircraft under its control and provides traffic advisories. The individual pilot is responsible for traffic separation with the assistance from the control agency.
** '''Monitor control''' — Must only be used when an aircraft is operating in VMC ''outside'' of controlled airspace and separation from other traffic can be safely assumed by the pilot.
** '''Non-radar control''' (rare) — When shipboard radar is INOP; very unlikely on DCS.
* The recommended way to create separation between aircraft ''after commencing'' is to employ a method called "lagging". To "lag" an aircraft, approach instructs a series of left and right turns, ideally 30 degrees or less. Once desired separation is achieved, aircraft can be instructed to "fly final bearing". This is preferred over the "dirty up" method (depending on the situation) because once an aircraft dirties up, they must remain at approach speed and landing configuration for the rest of the approach.
* In case 1 and 2, aircraft cannot be sent to tower frequency unless aircraft has called visual. Marshal and approach controllers are not obligated to handover aircraft to tower when they are visual with mom but it has to be switched prior to entering the CCZ (5nm).
* For case 2 and 3 departure, the arc and departure radial is only required when aircraft are in IMC. Once aircraft is in VMC and reports "on top", the departure controller is free to allow aircraft to continue own navigation (advisory control) or remain on positive control.
* If giving 99 transmission on check in and controller is not ready for time hack, "standby time hack" can be used.
** Time hack on ground should be given after all aircraft are "up on deck", otherwise this will have to be repeated for any new aircraft that missed the time hack. Ideally, every plane that launches from the carrier has to be time hacked.
* Anytime a major change happens to anything like BRC, weather, departure, etc., use "99" to announce
** 99's don't require acknowledgement from anyone
** "Ninety-Nine, ''*Lone Warrior*'', (insert message)"
* For case 3, controllers maintain positive control until aircraft reports "Kilo"
* Refrain from saying climb or descend; if need to assign altitude say "Take angels 7" or "Take angels 2.5"
* To issue heading changes, do not say "turn", only say left/right followed by a magnetic heading: "Left 290", "Right 050"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

<div style="font-size:1.05em;">Phrases marked with <i>*(message)*</i> are <u>optional</u> and may be used when workload and frequency congestion permit for situational awareness.</div>

----

== CASE I Departure ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| Pilot || Tower, XXX, Up on deck
|-
| Tower || XXX, Tower, Roger
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!..... time __
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When ready to taxi''
|-
| ''*Pilot*'' || ''*XXX, Taxiing to CAT __*''
|-
| ''*Tower*'' || ''*XXX*''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || ''*XXX, Salute*''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Zip-Lip for remainder of CASE I departure''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Flights can switch off BTN 1 at their discretion once clear of CCZ''
|}

=== Notes ===
* "99" transmission has to be done after all aircraft has checked in but before the first aircraft launches
* "Up on deck" call should be made as soon as electrical power is established (usually via ground power)
* Minimum 10 second launch interval if aircraft are on same-side cats (e.g. cat 1 + cat 2 launches need a 10 second interval; cat 1 + cat 3 do not)

----

== CASE I Recovery ==

{| class="wikitable"
|-
! Station !! Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When 60–50nm from Mom''
|-
| Pilot || (Mom tac callsign) marshal, (tac callsign) XXX (report if holding hands), Marking mother's (radial) for (DME), angels __, (low) state __._
|-
| Marshal || (Tac callsign) XXX, (Mom tac callsign) Marshal, CASE 1 recovery, BRC is __, Mother's Weather ___, Altimeter __.__, marshal angels ___, report see me at 10
|-
| Pilot || CASE 1 recovery, BRC ___, Altimeter __.__, marshal angels _, XXX
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When within 10 DME '''AND''' visual with Mom''
|-
| Pilot || XXX, See you at (DME)
|-
| Marshal || XXX, update state, check in tower button 1
|-
| Pilot || Tower, XXX, (low) state __._
|-
| Tower || XXX
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When carrier is ready to accept recoveries''
|-
| Tower || XXX, signal is charlie
|-
| Pilot || Signal is charlie, XXX
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When commencing from stack''
|-
| ''*Pilot*'' || ''*XXX, commencing*''    (unrealistic but mandatory)
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''3NM behind Mom, 800ft, 350kias''
|-
| ''*Pilot*'' || ''*XXX, at initial*''    (if in IMC this call is required)
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| LSO || XXX, Three quarter mile call the ball
|-
| Pilot || XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || Roger Ball/Clara!
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE I BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#efefef; color:#000000;" | Technically bolter/waveoff procedures are completely zip-lip. Aircraft are to visually fly the bolter procedure and are responsible for maintaining visual separation with all aircraft.
|}

=== Notes ===
* Stack can accommodate 4-ship (in formation) at each angels but not recommended unless flight lead is confident in tight formation skills with all members for extended periods of time (2-ship max is recommended)

----

== CASE III Departure ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Departure radial and altitude should have been determined in pre-brief''
|-
| Pilot || colspan="2" | Tower, XXX, Up on Deck
|-
| Tower || colspan="2" | XXX, Tower, cleared as Fragged. Case 3 departure. ''*Departure Radial ___ , Angels___*'' <sup>[a]</sup> Altimeter __.__ Squawk ____.
|-
| Pilot || colspan="2" | Case 3, ''*Departure Radial ___, Angels__*'', Altimeter __.__, Squawk ____, XXX
|-
| Tower || Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Tower issues "99" transmission once all aircraft has checked in''
|-
| Tower || colspan="2" | Ninety-Nine, Lone Warrior, CASE ___ launch, expected BRC ___, mother's weather ___, altimeter __.__, primary divert as briefed. Time in (at least 40s) seconds __, time in 30 seconds __, time in 15 seconds __, 5, 4, 3, 2, 1, MARK!.... , time __
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Once Ready for Taxi''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, taxiing Cat __*''
|-
| ''*Tower*'' || colspan="2" | ''*XXX*''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Once hooked on catapult and ready''
|-
| ''*Pilot*'' || colspan="2" | ''*XXX, Salute*''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Once airborne''
|-
| Pilot || colspan="2" | Departure, XXX, Airborne
|-
| Departure || colspan="2" | XXX, Departure, radar contact
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When passing Angels 2.5''
|-
| Pilot || colspan="2" | Departure, XXX, Passing 2.5
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When reaching 7 DME''
|-
| Pilot || colspan="2" | XXX, Arcing
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When established on departure radial''
|-
| Pilot || colspan="2" | XXX, Established outbound
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''If in IMC and now VMC''
|-
| Pilot || colspan="2" | XXX, On top, angels __
|-
| Departure || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''If not VMC at departure angels or by angels 18''
|-
| Pilot || colspan="2" | XXX, Popeye
|-
| Departure || colspan="2" | XXX       ''(refer to notes)''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When Aircraft is Mission Ready''
|-
| Pilot || colspan="2" | XXX, Kilo
|-
| Departure || XXX, cleared to switch || XXX, roger
|-
| Pilot || Cleared to switch, XXX ||
|}

<sup>[a]</sup> ''Only issue radial and angels if not previously determined, or if changes have been made''

=== Notes ===
* 30 second launch interval regardless of cat positions
* If Popeye is reported, ATC should assign aircraft to take angels 19 (or climb above a known cloud ceiling where aircraft can proceed VMC), with each following member taking one angels above. They will proceed as single ships under positive control until in VMC (aircraft reports "on top"), at which point departure will decide the appropriate action.

----

== CASE III Recovery ==

{| class="wikitable"
|-
! Station !! colspan="2" | Phrase
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When 60–50nm from mom''
|-
| Pilot || colspan="2" | (Tac callsign) Marshal, (Tac callsign) XXX checking in (holding hands with), marking mom's (radial) for (DME), (low) state _._
|-
| Marshal || colspan="2" | (Tac callsign) XXX, (Tac callsign) Marshal, CASE 3 recovery, CV-1 approach, expected final bearing ___, altimeter __.__ <br/><br/> ''(repeat following clearance for each flight member)'' <br/><br/> XXX, Marshal (Radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Pilot || colspan="2" | XXX, Marshal (radial), (DME) miles, angels __, Expected approach time __, approach button 15
|-
| Marshal || XXX, Readback correct || XXX, negative (repeat clearance)
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Formation splits are at flight lead discretion, unless directed by marshal''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Once established on assigned marshal stack''
|-
| Pilot || colspan="2" | XXX, Established angels __, state _._
|-
| Marshal || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When commencing on +/- 15 sec of EAT''
|-
| Pilot || colspan="2" | XXX, Commencing, state _._, altimeter __.__
|-
| Marshal || colspan="2" | XXX, radar contact __ miles, final bearing __
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Transfer to Approach (anytime before PLATFORM)''
|-
| Marshal || colspan="2" | XXX, switch approach, check in button 15
|-
| Pilot || colspan="2" | XXX
|-
| Pilot || colspan="2" | Approach, XXX, checking in (DME) miles, state _._
|-
| Approach || colspan="2" | XXX, final bearing ___
|-
| Pilot || colspan="2" | XXX
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Dirty Up Instruction (between 8–13nm)''
|-
| Approach || colspan="2" | XXX, dirty up
|-
| Pilot || colspan="2" | XXX, getting dirty
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''If no "dirty up" command is given, aircraft will dirty up at 8nm automatically''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''Start ICLS approach (between 4–6nm)''
|-
| Approach || colspan="2" | XXX, fly bullseye
|-
| Pilot || colspan="2" | XXX     ''(if bullseye not showing say "negative bullseye")''
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|-
| colspan="3" style="text-align:center; background:#ddd;" | ''If pilot doesn't make ball call before ¾ mile''
|-
| Approach || colspan="2" | XXX, three quarter mile, call the ball
|-
| Pilot || colspan="2" | XXX, (Aircraft name) ball/clara, state __._
|-
| LSO || colspan="2" | Roger ball/clara! (wind over deck) knots
|}

{| class="wikitable" style="background:#ff0000; color:#ffffff;"
|-
! colspan="2" | CASE III BOLTER / WAVEOFF
|-
| style="background:#efefef; color:#000000;" | LSO || style="background:#efefef; color:#000000;" | WAVE-OFF! / BOLTER BOLTER BOLTER!
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Aircraft will fly 150kt at 1200ft straight out on final bearing''
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, turn downwind / turn downwind at (DME) miles
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, (readback instruction)
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will automatically turn downwind at 4nm''
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''Once aircraft is abeam carrier''
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | XXX, abeam, state _._
|-
| style="background:#efefef; color:#000000;" | Approach || style="background:#efefef; color:#000000;" | XXX, intercept final bearing at (DME) miles     (minimum 4nm)
|-
| style="background:#efefef; color:#000000;" | Pilot || style="background:#efefef; color:#000000;" | (DME) miles, XXX
|-
| colspan="2" style="background:#cccccc; color:#000000; text-align:center;" | ''If no instructions are given, aircraft will turn to intercept final bearing at 4nm''
|}

=== Notes ===
* The flight lead should identify the member with the lowest fuel state and clearly specify the recovery order, or at minimum, designate who will commence first.
* For controllers: Make sure the aircraft lowest in the stack commences first, set approach times accordingly.

----

== LSO/Paddles Phraseology ==

* For LSO, if aircraft is seen configured incorrectly such as no hook, no gear, or abnormal/damaged gear, "waveoff, waveoff" command is given immediately, followed by the reason e.g. "waveoff waveoff, nose gear not fully extended"
* LSO will be on the frequency that aircraft are on when in the last few miles to recover. For CASE I and II this is on tower (PriFly); for CASE III LSO will be on approach freq.
** Once aircraft is on the ball and paddles contact, LSO has complete priority on frequency

----

== Appendix: Comm Presets & Reference ==
[[File:Sourcelogosmall.png|thumb]]

=== Known Comm Presets ===

{| class="wikitable"
|-
! Button !! Station
|-
| 1 || Tower/Paddles (PriFly)
|-
| 2 || Departure
|-
| 3 || Strike
|-
| 4 || Red Crown
|-
| 5–9 || Various Tactical/Mission/CVW discrete freqs
|-
| 10 || Squadron Tower/CATCC rep
|-
| 15 || Approach 1
|-
| 16 || Marshal
|-
| 17 || Approach 2 (if more than one was needed or discrete for emerg. aircraft)
|}

Incirlic Air Base

2026-04-08T14:26:45Z

Niknam3: /* Go Around/Breakout/missed Approach Procedures */

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|751x751px|center|thumb]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

Incirlic Air Base

2026-04-08T14:21:46Z

Niknam3: /* IFR Recovery */

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|751x751px|center|thumb]]

IFR Recovery

Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

Incirlic Air Base

2026-04-08T14:20:52Z

Niknam3: /* IFR Recovery */

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|left|751x751px]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

Incirlic Air Base

2026-04-08T14:19:51Z

Niknam3:

== Incirlik Airbase ==
Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.
[[File:Incirlik-ab-multiple-award-construction-contract-macc-1.jpg|alt=Incirlic Airbase Reference|left|717x717px]]
{| class="wikitable"
!ICAO
!LTAG
|-
|IATA
|UAB
|-
|Coordiantes
|37° 0´ 8" N
35° 25´ 33" E
|-
|Hight
|240 ft MSL
|-
|Runways
|05/23 3048 m x 45 m
Beton
|-
|ILS
|05 049°T 109.3 (IDAN)
23 229°T 111.7 (IDNA)
|-
|TACAN
|21 X (DAN)
|}

== History ==

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.
== Runways 05/23 ==

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.
== Taxiways and Parking Ramps ==

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.
[[File:Navigraph Charts 22.03.2026 15 02 13.png|alt=Aerodrome Chart LTAG|left|thumb|643x643px|Aerodrome Chart LTAG]]
{| class="wikitable"
|+Apron Parking Capabilities
!AlpHA
!Up to three C-5 Galaxy
|-
|BRAVO
|Up to eight C-17 Globemaster
Up to nine KC-135
Wingspan < 170 ft
|-
|CHARLIE
|Mainly used for Helicopters
|-
|DELTA
|Mainly used for KC-135
|-
|ECHO
|Up to four KC-135
|-
|FOXTROTT
|Up to four KC-135
|-
|GOLF
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|HOTEL
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|INDIA
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|-
|VICTOR
|Protective Aircraft Shelter (PAS)
Wingspan < 35 ft
|}

== ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas ==
Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

== Ground support equiptment ==

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

== Arm/De-Arm Areas ==

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_22.03.2026_16_54_32.png|alt=Arm/De-Arm Area Behaviour|503x503px]]

== Drag CHute Jettison Areas ==
Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

== Hazardous/dangerous Cargo ==
Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

== Hot pit refueling ==
Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

== Noise abatement procedures ==
Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

== Aircraft taxi procedures ==
Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

== Flying Areas ==
The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

== No fly area ==
The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

== Local Training Area ==
LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship
[[File:Digital Combat Simulator 22.03.2026 16 49 15.png|alt=Airspaces around LTAG|left|thumb|623x623px|Airspaces around LTAG]]
{| class="wikitable"
|+Airspaces
!Symbol
!Name
!Conditions
|-
|Circle
Blue
|ADANA MCTA
and Approach
|50 NM
1000 ft AGL to FL 280
|-
|Circle
Red
|Incirlic Arrival
|20 NM
1000 ft MSL to 5000 ft MSL
|-
|Object
Green
|Incirlic CTR
|surface to 3000 ft AGL
|-
|Circle
Black
|Incirlic Tower
|5 NM
surface to 3300 ft MSL
|-
|Circle
Pink
|Adana Airport Airspace
|10 NM
surface to 1000 ft MSL
|-
|Square
Blue
|LTD-19
|NO FLY AREA
suface to unlimited
|-
|Square
Blue
|LTD-13
|AIR TO AIR RANGE
(DANGER AREA)
surface to FL 280
|}

== Visual Flight Rules (VFR) Procedures ==
Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

== VFR Weather Minima ==
VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

== VFR Depature Procedures ==
All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

== VFR Entry Procedures ==
There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).
[[File:Incirlik_Airbase_Entry_Exit_Procedures_PDF_Aviation_—_Mozilla_Firefox_23.03.2026_10_44_46.png|left|769x769px]]
{| class="wikitable"
|+Entry/Exit Points
!Falcon
!N 37° 4´ 288"
E 35° 38´ 574"
|-
|TIGER
|N 37° 12´ 84"
E 35° 32´ 604"
|-
|DSI
|N 37° 4´ 320"
E 35° 28´ 619"
|-
|SOKAK
|N 36° 57´ 795"
E 35° 27´ 196"
|-
|EAGLE
|N 36° 55´ 147"
E 35° 21´ 329"
|}

== VFR Traffic Patterns ==
Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

[[File:Mozilla_Firefox_23.03.2026_11_08_40.png|alt=VFR TRAFFIC PATTERNS|831x831px]]

== Special Procedures ==
Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

== Simualtaed Flame Out (SFO) Procedures ==
TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

== Tactical Initial ==
Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

== Helicopter Patterns ==
Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

== Reduced Same Runway Seperation (RSRS) ==
RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

== Intersection Departures ==
ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

== Instrument Flight Rules (IFR) Procedures ==
Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

[[File:Incirlikabi13-204.pdf_—_Mozilla_Firefox_23.03.2026_11_37_11.png|666x666px]]

== Standard Climb-Out Procedures ==
After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

== Local Departure Procedures ==
All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

[[File:LTAG-OIDs.png|left|751x751px]]

== IFR Recovery ==
Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

== Go Around/Breakout/missed Approach Procedures ==
Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

File:LTAG-OIDs.png

2026-04-08T14:18:58Z

Niknam3:

Incirlik OID Chart

Approach Types

2026-04-04T15:36:46Z

Niknam3: /* Communication Flow */

<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Approach Types Guide</div><div style="font-size:0.85em; font-weight:bold;">Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology</div><div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>
----
----

== Overview ==
This page covers the four main approach types a pilot will encounter in our operations. Each section explains what the approach is, when to use it, what equipment is involved, and the communication flow between pilot and ATC.

As a general rule: the worse the weather, the more precise the approach type must be. A visual approach requires the best conditions, while a PAR can guide you down in near-zero visibility.
{| class="wikitable" style="width:100%;"
!Approach Type
!Precision
!Guidance Source
!Weather Requirement
!Pilot Workload
|-
|'''Visual'''
|None (VFR reference)
|Pilot's eyes
|VMC — airport or preceding traffic must be in sight
|Low
|-
|'''ILS'''
|Precision (azimuth + glideslope)
|Ground-based localizer + glideslope transmitter
|Can be flown in IMC down to published minimums
|Medium
|-
|'''TACAN'''
|Non-precision (azimuth + distance, no glideslope)
|TACAN ground station
|Can be flown in IMC down to published minimums
|Medium–High
|-
|'''PAR (GCA)'''
|Precision (azimuth + glideslope via controller)
|Ground-based radar, controller talks you down
|Can be flown in IMC down to published minimums
|Low (controller does the work)
|}
----

== Visual Approach ==

=== What It Is ===
A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is '''not''' a standard instrument approach procedure — there is no published course and no glideslope. The pilot navigates to the runway by looking outside.

A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.

=== When to Use It ===

* VMC conditions must exist — the pilot must be able to see the airport or the preceding aircraft
* It is the most common approach type in good weather as it reduces workload for both pilots and controllers
* In our operations, the visual approach is typically used in conjunction with the overhead break pattern for recovery

=== Requirements ===

* The pilot must have the airport or the preceding aircraft in sight and report this to ATC
* The pilot must be able to remain clear of clouds throughout the approach
* Weather at the airport must support visual conditions

=== What Happens If You Cannot Land? ===
Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should, unless instructed otherwise:

# Maintain visual conditions and climb to a safe altitude
# Contact ATC immediately for further instructions
# ATC will provide new clearance — either re-sequencing for another approach or vectors for an instrument approach

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation''
|-
|LTAA-Radar
|{CS}, report airport in sight
|-
|Flight Lead
|{CS}, airport in sight
|-
|LTAA-Radar
|{CS}, cleared visual approach runway {RWY}, {possible missed approach instructions}
|-
|Flight Lead
|{CS}, cleared visual approach runway {RWY}
|-
|LTAA-RADAR
|{CS}, push {ATC-Station} {BTN / FREQ}
|-
|Flight Lead
|{CS}, push {BTN / FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''From here, normal tower procedures apply (straight-in, overhead break, etc.)''
|}
----

== ILS Approach ==

=== What It Is ===
The Instrument Landing System (ILS) is a precision approach that provides both lateral guidance (localizer) and vertical guidance (glideslope) to the runway. It is the most common precision instrument approach in both civil and military aviation.

The system consists of two ground-based components:

* '''Localizer (LOC):''' A transmitter at the far end of the runway that provides lateral (left/right) course guidance aligned with the runway centerline. The signal narrows as you approach the runway, increasing precision.
* '''Glideslope (GS):''' A transmitter beside the runway that provides vertical (up/down) guidance, typically at a 3° descent angle. This tells you whether you are above or below the ideal descent path.

The pilot tunes the ILS frequency on the navigation receiver. The aircraft's instruments then display two needles (or bars): one for lateral deviation from the localizer course, and one for vertical deviation from the glideslope. The pilot's job is to keep both needles centered.

=== When to Use It ===

* Whenever weather is below VMC and an ILS is available for the runway in use
* When ATC assigns or the pilot requests an ILS approach
* It is the preferred precision approach when available, as it requires no ATC radar guidance (unlike PAR)

=== Key Terminology ===

; Decision Height (DH) / Decision Altitude (DA)
: The altitude at which the pilot must decide: if the runway environment (runway, approach lights, etc.) is in sight, continue to land. If not, execute a missed approach. This altitude is published on the approach chart.

; Final Approach Fix (FAF)
: The point at which the final approach segment begins — typically where the glideslope is intercepted at the correct altitude.

; Missed Approach Point (MAP)
: For an ILS, this is the Decision Height. If the required visual reference is not established at DH, the pilot must execute the published missed approach procedure.

; Localizer-Only Approach
: If the glideslope component is inoperative, the approach becomes a non-precision ''localizer approach'' with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.

=== How to Fly It ===

# Tune the ILS frequency and set the published inbound course on the HSI/CDI
# ATC vectors you to intercept the localizer course (typically at a 30° or less intercept angle)
# Intercept the localizer — the lateral needle centers as you align with the runway centerline
# At the published altitude, intercept the glideslope — the vertical needle will begin to center as the glideslope signal descends to your altitude
# Follow both needles down, making small corrections to keep them centered
# At Decision Height: if you see the runway environment, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft to intercept the localizer''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect ILS runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching localizer intercept''
|-
|LTAA-Radar
|{CS}, {Instructions}, cleared ILS approach runway {RWY}, report established
|-
|Flight Lead
|{CS}, cleared ILS runway {RWY} approach, report established
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, ILS runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== TACAN Approach ==

=== What It Is ===
A TACAN (Tactical Air Navigation) approach is a non-precision instrument approach that uses the bearing and distance information from a TACAN ground station to guide the aircraft to the runway. It is the military equivalent of a VOR/DME approach.

TACAN provides two pieces of information:

* '''Bearing:''' The magnetic bearing ''from'' the station to the aircraft (displayed as a needle on the HSI/BDHI). The pilot uses the published inbound course to fly towards the station and align with the runway.
* '''Distance (DME):''' The slant-range distance in nautical miles from the aircraft to the TACAN station.

Since TACAN does not provide a glideslope, it is classified as a '''non-precision approach'''. The pilot descends in a series of steps to a Minimum Descent Altitude (MDA) and must acquire the runway visually before landing. There is no electronic vertical guidance.

=== When to Use It ===

* When no ILS is available for the runway in use
* When the aircraft is equipped with TACAN but not ILS (e.g., some older military aircraft)
* When ATC assigns or the pilot requests a TACAN approach
* TACAN is particularly common at military airfields that do not have ILS installations

=== Key Terminology ===

; Minimum Descent Altitude (MDA)
: The lowest altitude to which the pilot may descend without having the runway environment in sight. Unlike the DH on an ILS, the pilot ''levels off'' at MDA and flies until reaching the Missed Approach Point.

; Missed Approach Point (MAP)
: Typically defined by a DME distance from the TACAN station. If the runway is not in sight at the MAP, the pilot executes the published missed approach.

; Step-Down Fix
: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.

=== How to Fly It ===

# Tune the TACAN channel and set the published inbound course on the HSI
# ATC vectors you towards the final approach course or you navigate to the Initial Approach Fix (IAF) via the published procedure
# Intercept the inbound course and track it using the bearing needle on the HSI
# At the Final Approach Fix (identified by a published DME distance), begin descent to the MDA
# If step-down fixes are published, descend to each subsequent altitude as you pass the corresponding DME
# At MDA, level off and continue inbound. Look for the runway environment.
# At the MAP (published DME distance): if the runway is in sight, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching the final approach course''
|-
|LTAA-Radar
|{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, TACAN runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== PAR Approach (GCA) ==

=== What It Is ===
A Precision Approach Radar (PAR) approach — commonly called a GCA (Ground Controlled Approach) — is a precision radar approach where a controller on the ground ''talks the pilot down'' to the runway using azimuth (left/right) and elevation (above/below glidepath) information read from a precision radar scope. The pilot does not need to tune any navigation equipment — the controller provides all guidance.

PAR is unique among approach types because the workload shifts almost entirely to the controller. The pilot's primary job is to fly accurate headings and listen. This makes PAR especially valuable in emergencies, when the pilot may be task-saturated, when navigation equipment is degraded, or for aircraft that lack precision approach instruments.

The PAR system provides:

* '''Azimuth:''' Left/right position relative to the extended runway centerline
* '''Elevation:''' Above/below position relative to the ideal glidepath (typically 2.5°–3°)
* '''Distance from touchdown:''' Reported to the pilot at each mile on final

=== When to Use It ===

* In low-visibility conditions when a precision approach is needed
* When the aircraft's navigation equipment is degraded or inoperative
* In emergency situations where reduced pilot workload is beneficial
* When ATC offers or assigns a PAR/GCA approach
* A PAR approach may be offered to any aircraft upon request, regardless of weather conditions

=== Key Terminology ===

; Final Controller
: The controller who provides azimuth and glidepath guidance on final approach. The pilot is typically handed off from the pattern/approach controller to the final controller.

; Decision Height (DH)
: Same concept as on an ILS — the altitude at which the pilot must have the runway environment in sight to continue. Glidepath information below DH is advisory only.

; "Do Not Acknowledge Further Transmissions"
: After initial contact with the final controller, the pilot is instructed to stop acknowledging radio calls. This keeps the frequency clear for the controller's continuous guidance — transmissions occur approximately every 5 seconds on final.

; No-Gyro Approach
: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.

=== How to Fly It ===

# ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)
# The pattern controller vectors you to the final approach course using headings and altitude instructions
# You are handed off to the '''final controller''' and complete a radio check
# The final controller instructs you to '''not acknowledge further transmissions'''
# The controller calls "approaching glidepath" and then "begin descent" — begin your descent at this point
# From here, the controller provides continuous updates approximately every 5 seconds:
#* Course position: "on course," "slightly left/right of course," "well left/right of course"
#* Glidepath position: "on glidepath," "slightly above/below glidepath," "well above/below glidepath"
#* Heading corrections: "fly heading {XXX}"
#* Distance from touchdown: called at each mile
# At Decision Height, the controller calls "at decision height" — look for the runway environment
# If the runway is in sight, continue to land. If not, execute the missed approach.
# After landing, the controller hands you back to the appropriate ground frequency

=== What to Expect From the Controller ===
A PAR final approach sounds distinctive on the radio. The controller speaks almost continuously in a calm, steady rhythm. Example:

''"On glidepath, on course. Four miles from touchdown. Fly heading two six eight. Slightly above glidepath, correcting. On course. Three miles from touchdown. On glidepath. Slightly right of course, fly heading two six five. Two miles from touchdown. On glidepath, on course. Approaching decision height. At decision height."''

The pilot's job is simply to comply with each heading instruction and maintain a stable descent rate. Do not acknowledge these transmissions unless you need to communicate something urgent (e.g., executing a missed approach).

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |'''Pattern Controller'''
|-
|Pattern Controller
|{CS}, this will be a PAR approach to runway {RWY}. Missed approach procedure is {Procedure}. Altimeter {A}.
|-
|Flight Lead
|{CS}, roger
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions''
|-
|Pattern Controller
|{CS}, perform landing check
|-
|Flight Lead
|{CS}
|-
|Pattern Controller
|{CS}, contact {Facility} final controller {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |'''Final Controller'''
|-
|Final Controller
|{CS}, {Facility} final controller, how do you hear me?
|-
|Flight Lead
|{CS}, loud and clear
|-
|Final Controller
|{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching glidepath intercept''
|-
|Final Controller
|Approaching glidepath. Begin descent.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold''
|-
|Final Controller
|At decision height.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''If runway in sight, pilot lands. If not:''
|-
|Flight Lead
|{CS}, missed approach
|-
|Final Controller
|{CS}, climb and maintain {Altitude}, fly heading {Heading}, contact {next ATC-station} {FREQ}
|}
----
== Overhead Break ==
=== What It Is ===
=== When to use it ===

==== Communication Flow ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || Incirlik Tower, {Flight Name}
|-
| LTAG-TWR || {CS} report initial
|-
| Flight Lead || {CS}, wilco
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Once over the initial''
|-
| Flight Lead || {CS} initial
|-
| LTAG-TWR || {CS} {Left / Right} hand break, wind {Winds}, altimeter {Altimeter}, report on the break
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Assuming number 4 breaks first''
|-
| Flight Number 4 || {CS} 4, on the break
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''Repeated for each flight member at their interval''
|-
| colspan="2" style="text-align:center; background:#ddd;" | ''After the break turn, once configured for landing''
|-
| LTAG-TWR || {CS}, check gear down, wind {Winds}, runway {RWY}, cleared to land
|-
| Flight Lead || {CS} cleared to land runway {RWY}, gear down and locked
|-
| All wingmen (in order) || Gear down and locked
|}

== Approach Comparison & Decision Guide ==

=== Choosing the Right Approach ===
{| class="wikitable" style="width:100%;"
!Situation
!Recommended Approach
|-
|VMC, airport in sight, no weather issues
|Visual Approach
|-
|IMC or marginal weather, ILS available
|ILS Approach
|-
|IMC, no ILS available, TACAN available
|TACAN Approach
|-
|IMC, navigation equipment degraded or emergency
|PAR (GCA) — request from ATC
|-
|Formation recovery in VMC
|Visual Approach (typically overhead break)
|-
|Pilot unfamiliar with area in IMC
|PAR (GCA) if available — lowest pilot workload
|}

=== Precision vs. Non-Precision ===
The fundamental difference: a '''precision approach''' (ILS, PAR) provides both lateral and vertical guidance, allowing descent to a '''Decision Height'''. A '''non-precision approach''' (TACAN, VOR) provides lateral guidance only — the pilot descends to a '''Minimum Descent Altitude''' and levels off until the runway is in sight or the missed approach point is reached.

Because precision approaches provide vertical guidance, they generally have lower weather minimums — meaning they allow landing in worse conditions.

=== Missed Approach ===
Every instrument approach (ILS, TACAN, PAR) has a published missed approach procedure. If the pilot does not have the required visual reference at DH or MAP, they '''must''' execute the missed approach. The general flow is:

# Apply takeoff power and initiate a climb
# Follow the published missed approach procedure (heading, altitude, fix)
# Contact ATC for further instructions — re-sequencing, holding, or divert

'''Visual approaches have no published missed approach.''' If a go-around is necessary, maintain visual conditions, climb, and contact ATC immediately.
----

== Glossary Additions ==

; DA / DH
: Decision Altitude / Decision Height — the altitude on a precision approach at which the pilot must decide whether to land or go around. DA is referenced to mean sea level; DH is referenced to the runway threshold elevation.

; GCA
: Ground Controlled Approach — a radar-guided approach where the controller provides azimuth and glidepath guidance to the pilot. Encompasses both PAR (precision) and ASR/surveillance (non-precision) approaches.

; ILS
: Instrument Landing System — a precision approach system providing lateral (localizer) and vertical (glideslope) guidance to a runway.

; LOC
: Localizer — the lateral guidance component of an ILS, providing left/right course alignment with the runway centerline.

; MDA
: Minimum Descent Altitude — the lowest altitude on a non-precision approach to which the pilot may descend without the runway in sight. The pilot levels off at MDA and continues to the MAP.

; PAR
: Precision Approach Radar — a ground-based radar that provides azimuth and glidepath information to a controller, who then relays it to the pilot for a precision approach.

; TACAN
: Tactical Air Navigation — a military navigation system that provides bearing and DME distance information. Used for en-route navigation, non-precision approaches, and air-to-air ranging.