SOURCE DCS WIKI - Recent changes [en]

Main Page

Ibza05 — Thu, 18 Jun 2026 22:08:56 GMT

← Older revision		Revision as of 22:08, 18 June 2026
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	\| [[Squadrons/78th VMRS Shadow Knights\|78th VMRS Shadow Knights]] \|\| F-16C Viper		\| [[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		\| [[14th VSFS Top Hatters]]\|\| F/A-18C Hornet
	\|-		\|-
	\| [[Squadrons/509th VSFS Black Anvils\|509th VSFS Black Anvils]] \|\| F-15E Strike Eagle		\| [[Squadrons/509th VSFS Black Anvils\|509th VSFS Black Anvils]] \|\| F-15E Strike Eagle

Squadrons/14th VSFS Top Hatters

Ibza05 — Thu, 18 Jun 2026 22:07:35 GMT

Ibza05 moved page Squadrons/14th VSFS Top Hatters to 14th VSFS Top Hatters

← Older revision		Revision as of 22:07, 18 June 2026
(7 intermediate revisions by the same user not shown)
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			{{DISPLAYTITLE:14th VSFS Top Hatters}}
	{{DISPLAYTITLE:14th VSFS Top Hatters}}		{{DISPLAYTITLE:14th VSFS Top Hatters}}

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	14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations.		14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations.

	== Carrier ~~operations~~ and ~~procedures~~ ==		== Carrier Operations and Procedures ==
	[[File:Screen 260405 152707.png\|left\|thumb\|~~347x347px~~]]		[[File:Screen 260405 152707.png\|left\|thumb\|429x429px]]
	The USS Harry S. Truman is the beating heart of our operations. All mission-ready pilots in our squadron are expected to be comfortable operating to, on, and from the carrier. Below you will find useful guides and resources to conduct safe and efficient carrier operations.		The USS Harry S. Truman is the beating heart of our operations. All mission-ready pilots in our squadron are expected to be comfortable operating to, on, and from the carrier. Below you will find useful guides and resources to conduct safe and efficient carrier operations.

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	[[General/CATC Communications Guide\|Carrier Communications and Phraseology (CATCC)]]		[[General/CATC Communications Guide\|Carrier Communications and Phraseology (CATCC)]]

	== Tactical ~~procedures~~ (WIP) ==		Landing Signal Officer (LSO) Guide
	[[File:Screen ~~260327 220735~~.png\|thumb\|~~413x413px~~]]
			== Tactical Procedures (WIP) ==
			[[File:Screen 260330 155406.png\|thumb\|510x510px]]
			'''<u>Tactical Procedures will cover how we fight together.</u>'''

	Air to Ground Tactics		Air to Ground Tactics

	* Close Air Support (CAS)		* Close Air Support (CAS)
	* Strike/~~Coordinated Attack~~		* Strike/Air Interdiction
	* SEAD/DEAD<br />		* SEAD/DEAD
			* Anti-Ship<br />

	Air to Air Tactics		Air to Air Tactics

	* Tactical Turns		* Tactical Turns
	* BVR Tactics		* Beyond Visual Range (BVR) Tactics
			* Basic Fighter Maneuvers (BFM)<br />

			== General Flight Procedures (WIP) ==
			[[File:Screen 260327 220735.png\|thumb\|464x464px\|left]]
			'''<u>General Flight Procedures will cover how we fly together.</u>'''

	~~== general Flight procedures (WIP) ==~~
	Airfield operations (Shore-based)		Airfield operations (Shore-based)

	Formation Flying		Formation Flying

	== Resources and ~~files~~ ==		Air to Air Refueling

			Fuel Management

			Night Flying




			== Resources and Files ==
	[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FLiveries&files=14th%20VSFS%20Top%20Hatters%20HiVis%20V1.0-20260330T154252Z-3-001.zip 14th VSFS Standard Livery]		[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FLiveries&files=14th%20VSFS%20Top%20Hatters%20HiVis%20V1.0-20260330T154252Z-3-001.zip 14th VSFS Standard Livery]

	[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FKneeboards&files=FA-18C_hornet.rar 14th VSFS Kneeboard (Checklists + Quick Reference Guides + LTAG Aerodrome and Tacan Approach Charts)]		[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FKneeboards&files=FA-18C_hornet.rar 14th VSFS Kneeboard (Checklists + Quick Reference Guides + LTAG Aerodrome and Tacan Approach Charts)]

			[https://chucksguides.com/aircraft/dcs/fa-18c/ Chucks Guides - F/A-18C Hornet]

			[https://info.publicintelligence.net/F18-ABCD-000.pdf NATOPS FLIGHT MANUAL F/A-18A/B/C/D A1-F18AC-NFM-000] (Sept, 2008)

			[https://info.publicintelligence.net/F18-ABCD-000.pdf Eagle Dynamics F/A-18C Early Access Guide] (March, 2024)

			{{DEFAULTSORT:14th VSFS Top Hatters}}

File:Screen 260330 155406.png

Ibza05 — Thu, 18 Jun 2026 21:48:43 GMT

Ibza05 uploaded File:Screen 260330 155406.png

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kneeboard view

Squadrons/14th VSFS Top Hatters

Ibza05 — Thu, 18 Jun 2026 21:04:50 GMT

← Older revision		Revision as of 21:04, 18 June 2026
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			{{DISPLAYTITLE:14th VSFS Top Hatters}}

	= 14TH VSFS special operating procedures =		= 14TH VSFS special operating procedures =

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	[[File:Screen 260405 152707.png\|left\|thumb\|347x347px]]		[[File:Screen 260405 152707.png\|left\|thumb\|347x347px]]
	The USS Harry S. Truman is the beating heart of our operations. All mission-ready pilots in our squadron are expected to be comfortable operating to, on, and from the carrier. Below you will find useful guides and resources to conduct safe and efficient carrier operations.		The USS Harry S. Truman is the beating heart of our operations. All mission-ready pilots in our squadron are expected to be comfortable operating to, on, and from the carrier. Below you will find useful guides and resources to conduct safe and efficient carrier operations.

			Case I Procedure (work in progress)

			Case III Procedure (work in progress)

	[[General/CATC Communications Guide\|Carrier Communications and Phraseology (CATCC)]]		[[General/CATC Communications Guide\|Carrier Communications and Phraseology (CATCC)]]

	~~Case I Procedure~~ (~~work in progress~~)		== Tactical procedures (WIP) ==
			[[File:Screen 260327 220735.png\|thumb\|413x413px]]
			Air to Ground Tactics

			* Close Air Support (CAS)
			* Strike/Coordinated Attack
			* SEAD/DEAD<br />

			Air to Air Tactics

	~~Case III Procedure (work in progress)~~		* Tactical Turns
			* BVR Tactics


			== general Flight procedures (WIP) ==
			Airfield operations (Shore-based)

			Formation Flying

	== Resources and files ==		== Resources and files ==

File:Screen 260327 220735.png

Ibza05 — Thu, 18 Jun 2026 20:00:12 GMT

Ibza05 uploaded File:Screen 260327 220735.png

New page

hats left echelon

Squadrons/14th VSFS Top Hatters

Ibza05 — Thu, 18 Jun 2026 19:39:27 GMT

← Older revision		Revision as of 19:39, 18 June 2026
(One intermediate revision by the same user not shown)
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	= 14TH VSFS special operating procedures =		= 14TH VSFS special operating procedures =

	== ~~'''~~Overview~~'''~~ ==		== Overview ==
	[[File:Screen 260330 155302 4.png\|thumb\|387x387px]]		[[File:Screen 260330 155302 4.png\|thumb\|387x387px]]
	The 14th Virtual Strike Fighter Squadron (VSFS) "Top Hatters" is a carrier-based F/A-18C strike fighter squadron deployed aboard the USS Harry S. Truman (CVN-75). The squadron takes its name, identity, and doctrine, from VFA-14 "Top Hatters": the US Navy's oldest continuously active squadron, founded in 1919 and known as ''"The Oldest and the Boldest."''		The 14th Virtual Strike Fighter Squadron (VSFS) "Top Hatters" is a carrier-based F/A-18C strike fighter squadron deployed aboard the USS Harry S. Truman (CVN-75). The squadron takes its name, identity, and doctrine, from VFA-14 "Top Hatters": the US Navy's oldest continuously active squadron, founded in 1919 and known as "The Oldest and the Boldest."

	14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations.		14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations.
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	== Carrier operations and procedures ==		== Carrier operations and procedures ==
	[[File:Screen 260405 152707.png\|left\|thumb\|347x347px]]		[[File:Screen 260405 152707.png\|left\|thumb\|347x347px]]
	The USS Harry S. Truman is the beating heart of our operations. All pilots in our squadron are expected to be comfortable operating to, on, and from the carrier.		The USS Harry S. Truman is the beating heart of our operations. All mission-ready pilots in our squadron are expected to be comfortable operating to, on, and from the carrier. Below you will find useful guides and resources to conduct safe and efficient carrier operations.

			[[General/CATC Communications Guide\|Carrier Communications and Phraseology (CATCC)]]

			Case I Procedure (work in progress)

			Case III Procedure (work in progress)


	== Resources ==

			== Resources and files ==
	[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FLiveries&files=14th%20VSFS%20Top%20Hatters%20HiVis%20V1.0-20260330T154252Z-3-001.zip 14th VSFS Standard Livery]		[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FLiveries&files=14th%20VSFS%20Top%20Hatters%20HiVis%20V1.0-20260330T154252Z-3-001.zip 14th VSFS Standard Livery]

	[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FKneeboards&files=FA-18C_hornet.rar 14th VSFS Kneeboard (Checklists + Quick Reference Guides + LTAG Aerodrome and Tacan Approach Charts)]		[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FKneeboards&files=FA-18C_hornet.rar 14th VSFS Kneeboard (Checklists + Quick Reference Guides + LTAG Aerodrome and Tacan Approach Charts)]

General/CATC Communications Guide

Ibza05 — Thu, 18 Jun 2026 19:37:44 GMT

← Older revision		Revision as of 19:37, 18 June 2026
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	__TOC__		__TOC__

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

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

	----		----
			[[File:Screen 251025 134627.png\|center\|thumb\|1077x1077px]]

	== Brevity Words / Glossary ==		== Brevity Words / Glossary ==
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	----		----

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

	----		----
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	\| colspan="2" style="text-align:center;" \| ''When commencing from stack''		\| colspan="2" style="text-align:center;" \| ''When commencing from stack''
	\|-		\|-
	\| ''Pilot'' \|\| ''XXX, commencing'' ~~   ~~(unrealistic but mandatory)		\| ''Pilot'' \|\| ''XXX, commencing'' (unrealistic but mandatory)
	\|-		\|-
	\| colspan="2" style="text-align:center;" \| ''3NM behind Mom, 800ft, 350kias''		\| colspan="2" style="text-align:center;" \| ''3NM behind Mom, 800ft, 350kias''
	\|-		\|-
	\| ''Pilot'' \|\| ''XXX, at initial'' ~~   ~~(if in IMC this call is required)		\| ''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''		\| colspan="2" style="text-align:center;" \| ''When IFLOLS (ball) AND lineup can be CLEARLY seen''
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	\| Pilot \|\| colspan="2" \| XXX, Popeye		\| Pilot \|\| colspan="2" \| XXX, Popeye
	\|-		\|-
	\| Departure \|\| colspan="2" \| XXX ~~      ''(refer to notes)''~~		\| Departure \|\| colspan="2" \| XXX
	\|-		\|-
	\| colspan="3" style="text-align:center;" \| ''When Aircraft is Mission Ready''		\| colspan="3" style="text-align:center;" \| ''When Aircraft is Mission Ready''

File:Screen 251025 134627.png

Ibza05 — Thu, 18 Jun 2026 19:21:52 GMT

Ibza05 uploaded File:Screen 251025 134627.png

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cv island

Squadrons/14th VSFS Top Hatters

Ibza05 — Thu, 18 Jun 2026 16:41:01 GMT

← Older revision		Revision as of 16:41, 18 June 2026
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			= 14TH VSFS special operating procedures =

	== '''Overview''' ==		== '''Overview''' ==
	The 14th Virtual Strike Fighter Squadron (VSFS) "Top Hatters" is a carrier-based F/A-18C strike fighter squadron deployed aboard the USS Harry S. Truman (CVN-75). The squadron takes its name, identity, and doctrine, from VFA-14 "Top Hatters": the US Navy's oldest continuously active squadron, founded in 1919 and known as ''"The Oldest and the Boldest."'' 14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations		[[File:Screen 260330 155302 4.png\|thumb\|387x387px]]
			The 14th Virtual Strike Fighter Squadron (VSFS) "Top Hatters" is a carrier-based F/A-18C strike fighter squadron deployed aboard the USS Harry S. Truman (CVN-75). The squadron takes its name, identity, and doctrine, from VFA-14 "Top Hatters": the US Navy's oldest continuously active squadron, founded in 1919 and known as ''"The Oldest and the Boldest."''

			14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations.

			== Carrier operations and procedures ==
			[[File:Screen 260405 152707.png\|left\|thumb\|347x347px]]
			The USS Harry S. Truman is the beating heart of our operations. All pilots in our squadron are expected to be comfortable operating to, on, and from the carrier.





			== Resources ==
			[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FLiveries&files=14th%20VSFS%20Top%20Hatters%20HiVis%20V1.0-20260330T154252Z-3-001.zip 14th VSFS Standard Livery]

			[https://polybox.ethz.ch/index.php/s/S8Es6KCzBao5WYm/download?path=%2FKneeboards&files=FA-18C_hornet.rar 14th VSFS Kneeboard (Checklists + Quick Reference Guides + LTAG Aerodrome and Tacan Approach Charts)]

File:Screen 260405 152707.png

Ibza05 — Thu, 18 Jun 2026 14:47:25 GMT

Ibza05 uploaded File:Screen 260405 152707.png

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Carrier ops sunset

File:Screen 260330 155302 4.png

Ibza05 — Thu, 18 Jun 2026 14:38:07 GMT

Ibza05 uploaded File:Screen 260330 155302 4.png

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Salute!

File:Screen 260608 205357.png

Ibza05 — Thu, 18 Jun 2026 14:31:40 GMT

Ibza05 uploaded File:Screen 260608 205357.png

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111 and 115 on cruise back home to "Mother"

Main Page

Ibza05 — Thu, 18 Jun 2026 14:10:11 GMT

← Older revision		Revision as of 14:10, 18 June 2026
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	\| [[Squadrons/78th VMRS Shadow Knights\|78th VMRS Shadow Knights]] \|\| F-16C Viper		\| [[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/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		\| [[Squadrons/509th VSFS Black Anvils\|509th VSFS Black Anvils]] \|\| F-15E Strike Eagle

SA-22 Greyhound / 96K6 Panzir

Niknam3 — Thu, 18 Jun 2026 14:07:46 GMT

Niknam3 moved page SA-22 Greyhound / 96K6 Panzir to GENERAL/SAM/SA22

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'''Panzir''' ({{ruS|Панцирь|de=[[Harnisch]]}}) ist ein russisches Kurzstrecken-Flugabwehrraketen-System. Der NATO-Codename lautet '''SA-22 Greyhound''', der GRAU-Index '''96K6'''. Das System ist der Nachfolger des 2K22-Tunguska-Komplexes. Es dient der Flugabwehr über dem Gefechtsfeld und zum Schutz von Fahrzeugverbänden. Die Weiterentwicklungen dieses Raketensystems heißen '''Panzir-S1''', '''Panzir-S2''', '''Panzir-M,''' '''Panzir-SM und Panzir-S1M.'''

SA-19 Grison / 2K22 Tunguska

Niknam3 — Thu, 18 Jun 2026 14:07:32 GMT

Niknam3 moved page SA-19 Grison / 2K22 Tunguska to GENERAL/SAM/SA19

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Der '''2K22 Tunguska''' (russisch Тунгуска) ist ein Flugabwehrpanzer aus sowjetisch/russischer Produktion. Das Fahrzeug trägt den Systemindex '''2S6''', der NATO-Codename lautet '''SA-19 Grison'''.

SA-18 Grouse / 9K38 Igla

Niknam3 — Thu, 18 Jun 2026 14:07:18 GMT

Niknam3 moved page SA-18 Grouse / 9K38 Igla to GENERAL/SAM/SA18

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Die '''9K38 Igla''' (russ.: {{lang|ru|9К38 Игла|de=Nadel}}) ist eine schultergestützte Flugabwehrrakete aus Russland. Der NATO-Codename lautet '''SA-18 Grouse'''.

SA-15 Gauntlet / 9K330 Tor

Niknam3 — Thu, 18 Jun 2026 14:07:01 GMT

Niknam3 moved page SA-15 Gauntlet / 9K330 Tor to GENERAL/SAM/SA15

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'''9K330 Tor''' (russisch Тор, lat. „Torus“) ist ein Kurzstrecken-Flugabwehrraketen-System aus der Sowjetunion. Der NATO-Codename lautet '''SA-15 Gauntlet'''.

SA-13 Gopher / 9K35 Strela-10

Niknam3 — Thu, 18 Jun 2026 14:06:44 GMT

Niknam3 moved page SA-13 Gopher / 9K35 Strela-10 to GENERAL/SAM/SA13

New page

Das '''9K35 „Strela-10“''' (russisch Стрела ''Pfeil'', NATO-Codename: ''SA-13 Gopher'') ist ein sowjetisches Kurzstrecken-Flugabwehrsystem. Das System wurde zum Schutz mechanisierter Verbände entwickelt. Hauptziel ist die Bekämpfung tieffliegender Flugzeuge und Hubschrauber auf den Vormarschwegen. Es wird auf Brigadeebene eingesetzt.

SA-11 Gadfly / 9K37 Buk

Niknam3 — Thu, 18 Jun 2026 14:06:29 GMT

Niknam3 moved page SA-11 Gadfly / 9K37 Buk to GENERAL/SAM/SA11

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Das '''9K37 Buk''' (russisch Бук М1, „Buche“) ist ein mobiles Mittelstrecken-Boden-Luft-Lenkwaffensystem, das in der Sowjetunion entwickelt wurde und heute unter anderem von den Streitkräften Russlands verwendet wird. Die NATO-Codenamen lauten je nach Ausführung '''SA-11 Gadfly''', '''SA-17 Grizzly''' und '''SA-27'''.

Squadrons/14th VSFS Top Hatters

Ibza05 — Thu, 18 Jun 2026 14:06:19 GMT

added hat SOPs page

New page

== '''Overview''' ==
The 14th Virtual Strike Fighter Squadron (VSFS) "Top Hatters" is a carrier-based F/A-18C strike fighter squadron deployed aboard the USS Harry S. Truman (CVN-75). The squadron takes its name, identity, and doctrine, from VFA-14 "Top Hatters": the US Navy's oldest continuously active squadron, founded in 1919 and known as ''"The Oldest and the Boldest."'' 14th VSFS strives to honour that century-long legacy by upholding the professionalism, discipline, and tactical excellence of the real Top Hatters, with authentic US Navy carrier procedures adapted into all virtual operations

SA-10 Grumble / S-300

Niknam3 — Thu, 18 Jun 2026 14:06:17 GMT

Niknam3 moved page SA-10 Grumble / S-300 to GENERAL/SAM/SA10

New page

'''S-300P''' (russisch С-300П, NATO-Codename '''SA-10 Grumble''' und '''SA-20 Gargoyle''') ist ein Langstrecken-Boden-Luft-Lenkwaffensystem, das in der Sowjetunion entwickelt wurde und heute unter anderem von den russischen Streitkräften verwendet wird. Es handelt sich um eine Variante des S-300-Flugabwehrraketensystems. Das System S-300P ist nicht mit dem System S-300W (NATO-Codename: SA-12A Gladiator, SA-12B Giant) zu verwechseln.

SA-8 Gecko / 9K33 Osa

Niknam3 — Thu, 18 Jun 2026 14:06:04 GMT

Niknam3 moved page SA-8 Gecko / 9K33 Osa to GENERAL/SAM/SA8

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Die '''9K33 Osa''' (NATO-Codename: '''SA-8 Gecko''') ist ein Flugabwehrraketen-System der ehem. Sowjetunion und Russlands, das in den 1960er Jahren entwickelt und 1975 in Dienst gestellt wurde. Es dient zur Bekämpfung von Hubschraubern und Kampfflugzeugen in niedriger bis mittlerer Flughöhe und ist heute noch bei vielen Armeen im Einsatz. Der GRAU-Index lautet ''9K33 Osa'' (russisch Оса – ''Wespe''). Als Nachfolger gilt das System 9K330 Tor.

SA-6 Gainful / 2K12 Kub

Niknam3 — Thu, 18 Jun 2026 14:05:49 GMT

Niknam3 moved page SA-6 Gainful / 2K12 Kub to GENERAL/SAM/SA6

New page

'''2K12 „Kub“''' (russisch Куб ''Würfel'', NATO-Codename: ''SA-6 Gainful'') ist ein sowjetisches Flugabwehrraketensystem. Die Exportversion '''2K12 „Kwadrat“''' mit eingeschränkten Gefechtsmöglichkeiten (russisch: Квадрат – Quadrat) wird von der NATO ebenfalls ''SA-6 Gainful'' genannt.

SA-5 Gammon / S-200

Niknam3 — Thu, 18 Jun 2026 14:05:37 GMT

Niknam3 moved page SA-5 Gammon / S-200 to GENERAL/SAM/SA5

New page

Die '''S-200''' ist ein stationäres allwetterfähiges Langstrecken-Flugabwehrsystem, das in der Sowjetunion entwickelt und erstmals 1967 dort stationiert wurde. Der NATO-Code des Systems lautet '''SA-5 Gammon'''.

SA-3 GOA / S-125 Newa

Niknam3 — Thu, 18 Jun 2026 14:05:24 GMT

Niknam3 moved page SA-3 GOA / S-125 Newa to GENERAL/SAM/SA3

New page

Das '''S-125 Newa''' (russisch С-125 ''Нева'', NATO-Codename: '''SA-3 GOA''') ist ein radargeleitetes Flugabwehrraketensystem mit einer zweistufigen Rakete, das in der Sowjetunion vom Konstruktionsbüro Issajew entwickelt wurde und ab 1961 bei den Streitkräften des Warschauer Pakts im Einsatz war.

SA-2 Guidline / S-75 Dwina

Niknam3 — Thu, 18 Jun 2026 14:04:58 GMT

Niknam3 moved page SA-2 Guidline / S-75 Dwina to GENERAL/SAM/SA2

New page

== History ==
The S-75 Dwina (NATO Codename: SA-2 Guidline) is a SAM site developed in the 1950s in the UDSSR. Until today it is one of the most common and most widely spreadded areal defence systems.

It is supposed to defend american and brittish high flying bombers like the B-52. The first testflights were conducted from 1955. The system was certified combat ready in 1957 and is in duty since 1959. The SA-2 was developed to be a cheap rocket to replace the S-25.

== Units ==

=== Passive units ===

=== Refueler ATMZ-5 ===
Is A Ural Truck based refueling vehicle carrying the Fuel for the SAM rockets and the site´s generators
[[File:Army2016-375.jpg|left|frameless|654x654px]]

=== Ural Truck ===
Is a simple military all terrain vehicle to supply the SAM site with everything needed
[[File:Ural-4320-truck-Russian Army.jpg|left|frameless|658x658px]]

=== GPU on Ural Truck ===
The GPU is supplying the SAM site with electric power
[[File:Apa-1.jpg|left|frameless|663x663px]]

=== Mobile Command Center on Truck ===
The command center operates the SAM site and recieves the orders. The launches are organized from there. It also contains the radar operators.
[[File:Zil131 nva.jpg|left|frameless|664x664px]]

== Active Units ==

=== SA-2 "Guidline" Launcher ===
The lauchers host and launch the rockets. The easiest way to identify a SAM visually is by knowing what the launcher with the rocket looks like.
[[File:S-75-Guideline-Launcher-Egypt-1985-1S.jpg|left|frameless|658x658px]]

=== SA-2 Search radar "Flat Face" ===
The Flat Face search radar scans the airspace around the SAM site fpr enemy fighters and transmitts the contacts over to the track radar.
[[File:TechMuseumToliatti-1813-X2.jpg|left|frameless|672x672px]]

=== SA-2 Track Radar "Fan Song" ===
The Trackradar guides launches and the rockets after the launch. It only turns during the lock establishment and according to the fighters movements.
[[File:SNR-75M3-PV-Van-MiroslavGyurosi-1S.jpg|left|frameless|670x670px]]

== Technical Data ==
{| class="wikitable"
|+Launcher / Rocket
!Maximum Altitude
!
|-
|MAXIMIMUM SPEED
|
|-
|MAXIMUM RANGE
|
|-
|MINIMUM RANGE
|
|}

Main Page

Niknam3 — Thu, 18 Jun 2026 14:02:16 GMT

← Older revision		Revision as of 14:02, 18 June 2026
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	Contains all the Knowledge about the threats we could Face along with tactics to evade an neutralize.		Contains all the Knowledge about the threats we could Face along with tactics to evade an neutralize.

	[[SAM Surface to Air Missile]] · [[How To Read Charts]]		[[SAM Surface to Air Missile]] · [[How To Read Charts]] · [[GENERAL/Airspace Classifications\|Airspace Classes]]

	----		----

Airspace Classifications

Niknam3 — Thu, 18 Jun 2026 14:01:43 GMT

Niknam3 moved page Airspace Classifications to GENERAL/Airspace Classifications

New page

__NOTOC__

<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Airspace Classifications</div>

<div style="font-size:0.85em; font-weight:bold;">Covers: Airspace Types · Restricted Areas · Brevity & Terminology</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__

----

= Airspace Classifications =

Airspace is divided into defined categories and classes, each with its own rules governing who may fly within it, what equipment is required, what level of ATC interaction is expected, and under what conditions — VFR or IFR — flight is permitted. Understanding these classifications is fundamental to flight planning, whether in the real world or in DCS. This page covers the standard ICAO-based airspace classes used in most of the world, as well as the special use and restricted airspace designations that pilots are likely to encounter.
== Controlled vs Uncontrolled Airspace ==

At the broadest level, airspace is divided into two categories: '''controlled''' and '''uncontrolled'''. Controlled airspace is airspace within which ATC service is provided to IFR flights and, depending on the class, to VFR flights as well. Uncontrolled airspace is airspace where no ATC separation service is provided — pilots are responsible for their own separation from terrain and other traffic. This does not mean uncontrolled airspace is ungoverned; VFR weather minimums and other rules still apply. The key distinction is simply whether ATC is actively involved in managing traffic within that volume of airspace.

Beyond controlled and uncontrolled, there is a third broad category: '''special use airspace (SUA)''', which encompasses areas where normal flight operations are limited, restricted, or prohibited for reasons of military activity, security, or hazard. SUA is covered in detail in the second half of this page.

== ICAO Airspace Classes ==
[[File:Airspace-Classification-by-FAA-3752383478.png|left|thumb|800x800px|Airspace Classes]]
The International Civil Aviation Organisation (ICAO) defines seven classes of airspace, designated A through G. Classes A through E are controlled; classes F and G are uncontrolled (with F rarely used in practice). Each class specifies different requirements for pilot certification, equipment, communications, and the services provided by ATC.

=== Class A ===

Class A is the most restrictive class of controlled airspace. In the United States, it begins at 18,000 feet MSL and extends to FL600. '''All flights in Class A must be conducted under IFR''' — VFR flight is not permitted. An IFR flight plan must be filed and an ATC clearance received before entering. ATC provides separation to all aircraft.

=== Class B ===

Class B airspace surrounds the busiest airports — those with the highest volume of IFR operations and passenger traffic. It typically extends from the surface up to 10,000 feet MSL and has a layered, tiered structure, sometimes described as an upside-down wedding cake. '''An ATC clearance is required for all aircraft, both IFR and VFR, to enter Class B airspace''', and ATC provides separation to all traffic within it. Required equipment includes a two-way radio and a transponder with Mode C altitude reporting.

=== Class C ===

Class C airspace surrounds airports that have a control tower and radar approach control, with a significant but lower level of traffic than Class B airports. Pilots must establish '''radio contact with ATC prior to entering''' Class C airspace. IFR and VFR aircraft are sequenced and separated from each other within the Class C area by ATC. A transponder with Mode C is required.

=== Class D ===

Class D airspace surrounds airports with an operational control tower but no radar approach control. Pilots must establish '''radio communications with the control tower''' and acquire an '''clearance''' before entering Class D airspace. No separation services are provided to VFR aircraft, though controllers will issue traffic advisories. Class D becomes Class E or Class G when the tower is not in operation.

=== Class E ===

Class E does not require communication with ATC for VFR flight. IFR flights in Class E receive full ATC separation services; VFR flights receive no separation but still must maintain VFR weather minimums. A transponder with Mode C is required above 10,000 feet MSL.

=== Class F ===

Class F is an ICAO designation for airspace where advisory services are available but ATC separation is not guaranteed. It is rarely used in practice and is not employed in the United States. Some other ICAO member states use it in limited circumstances.

=== Class G ===

Class G is uncontrolled airspace — airspace not designated as any other class. It typically exists from the surface up to the base of overlying Class E airspace. No ATC services are provided to any aircraft in Class G. Pilots are responsible for maintaining their own separation and must comply with VFR weather minimums, which are less stringent in Class G than in controlled airspace — particularly for low-altitude daytime flight.

== VFR Weather Minimums by Class (SUBJ TO CHANGE) ==

The table below summarises the basic VFR weather minimums applicable in each airspace class:

{| class="wikitable"
|-
! Airspace Class !! Visibility !! Cloud Clearance
|-
| A || Not applicable (IFR only) || Not applicable
|-
| B || 3 SM || Clear of clouds
|-
| C || 3 SM || 500 ft below / 1,000 ft above / 2,000 ft horizontal
|-
| D || 3 SM || 500 ft below / 1,000 ft above / 2,000 ft horizontal
|-
| E (below 10,000 ft MSL) || 3 SM || 500 ft below / 1,000 ft above / 2,000 ft horizontal
|-
| E (at or above 10,000 ft MSL) || 5 SM || 1,000 ft below / 1,000 ft above / 1 SM horizontal
|-
| G (≤1,200 ft AGL, day) || 1 SM || Clear of clouds
|-
| G (≤1,200 ft AGL, night) || 3 SM || 500 ft below / 1,000 ft above / 2,000 ft horizontal
|-
| G (>1,200 ft AGL, below 10,000 ft, day) || 1 SM || 500 ft below / 1,000 ft above / 2,000 ft horizontal
|-
| G (>1,200 ft AGL, at or above 10,000 ft) || 5 SM || 1,000 ft below / 1,000 ft above / 1 SM horizontal
|}

== Special Use Airspace (SUA) ==

Beyond the standard airspace classes, certain volumes of airspace are designated for specific or restricted purposes. These fall into two broad groups: '''regulatory''' SUA (prohibited and restricted areas, established through the formal rulemaking process and codified in law) and '''nonregulatory''' SUA (such as MOAs, warning areas, and alert areas, which impose operational guidance without a full legal prohibition). Where overlapping airspace designations apply, the more restrictive designation governs.

In DCS, special use airspace is especially relevant in mission planning — flying into an active restricted or prohibited area without awareness can have serious tactical and narrative consequences.

=== Prohibited Areas ===

Prohibited areas are volumes of airspace within which '''flight is entirely forbidden''', established for reasons of national security or public welfare. No clearance can be obtained to enter a prohibited area — it is a hard exclusion. In the United States, prohibited areas are designated with the prefix "P" (e.g., P-56, which protects airspace over Washington D.C.). In combat environments and in DCS mission scenarios, prohibited areas may correspond to politically sensitive zones, nuclear installations, or high-value ground targets where even overflying is off-limits.

=== Restricted Areas ===

Restricted areas are volumes of airspace where flight is '''permitted only under specific conditions or with prior authorisation''' from the controlling agency. They are typically established over areas where hazardous activities occur — artillery firing ranges, missile launch corridors, or live ordnance training. Unlike prohibited areas, entry into a restricted area may be allowed when the area is inactive (i.e., the hazardous activity is not taking place) or when a specific clearance has been obtained. In the US, restricted areas carry the prefix "R". Pilots approaching a restricted area should contact the controlling authority or ATC to confirm current activity status.

=== Military Operations Areas (MOA) ===

A Military Operations Area is a block of airspace established to '''separate certain military training activities from IFR traffic''' and to identify for VFR traffic where those activities take place. MOAs are nonregulatory — they do not legally prohibit civilian entry — but they are a significant hazard indicator. Activities conducted within active MOAs include air combat manoeuvres, intercepts, aerobatics, formation training, and low-altitude tactics. Military aircraft in an active MOA may operate at high speeds and in ways that are unpredictable to civilian traffic.

When a MOA is active, IFR traffic will be rerouted or held clear by ATC unless separation can be positively assured. VFR pilots may legally enter an active MOA without a clearance, but this is strongly inadvisable without first confirming activity status with ATC or Flight Service. On sectional charts, MOAs are shown with magenta hashed boundaries and are labelled with their name, vertical limits, and controlling agency frequency.

=== Warning Areas ===

Warning areas are similar in character to MOAs but are located in '''international airspace''' (beyond 12 NM from the US coastline), where the FAA does not have the same authority to issue binding restrictions. A warning area notifies pilots of potentially hazardous activity in that airspace — including military exercises and weapons testing — but cannot legally prohibit civilian entry. Pilots should treat active warning areas with the same caution as MOAs and contact ATC for current activity information before entering.

=== Temporary Reserved Area (TRA) ===

A Temporary Reserved Area is a defined volume of airspace that is '''temporarily reserved for the exclusive or priority use of a specific aviation authority or user''', normally for a limited and published period of time. Unlike a permanently restricted area, a TRA is a flexible structure activated through pre-tactical coordination — typically the day before operations — and published in NOTAMs. It is primarily a European/ICAO concept used under the Flexible Use of Airspace (FUA) framework.

Crucially, a TRA is not necessarily impenetrable: depending on the specific designation, other traffic may be permitted to transit the area if coordinated with the airspace user or the relevant ATC authority. This distinguishes it from a Temporary Segregated Area (TSA), in which transit by non-participating aircraft is not permitted at all. In practice, TRAs are most commonly associated with military training exercises that occur on a recurring but non-permanent basis.

=== Temporary Segregated Area (TSA) ===

A Temporary Segregated Area is the more restrictive counterpart to the TRA. When a TSA is active, '''no non-participating aircraft may transit the area under any circumstances''' — it is wholly allocated to the designated user for the duration of activation. TSAs are considered the flexible equivalent of permanent Danger Areas and are activated through the same pre-tactical Airspace Management Cell (AMC) process as TRAs. Once a TSA is activated and published, the only aircraft authorised to operate within it are those of the user who requested the allocation.

=== Danger Areas ===

A Danger Area is a volume of airspace where activities '''hazardous to the flight of aircraft may occur''' at specified times. Unlike prohibited or restricted areas, danger areas do not legally prohibit entry — they exist to warn pilots that operations such as artillery firing, rocket launches, anti-hail operations, or other hazardous activities may be taking place. Some danger areas require notification or a permit before entry; others simply require the pilot to be aware of the nature and timing of the hazard. Danger Areas are published in the AIP and charted on aeronautical maps.

=== No-Fly Zone (NFZ) ===

A No-Fly Zone is a broad, sometimes informal term for any area in which flight is prohibited or heavily restricted, often by direct order of a military or governmental authority rather than through standard civil aviation regulatory channels. NFZs are most commonly associated with '''conflict zones and geopolitical situations''' — for example, NFZs were established over Bosnia in the 1990s and Libya in 2011 under UN Security Council resolutions. In a military aviation context, an NFZ is typically enforced kinetically: aircraft violating the zone may be intercepted and, depending on the terms of the NFZ, engaged.

In the context of civil aviation and DCS, the term NFZ is also used more loosely to refer to any airspace where flight is entirely prohibited — overlapping with what formal regulations would call a prohibited area. Players and mission designers should treat any designated NFZ as a hard exclusion zone from which violations will draw a response.

=== Temporary Flight Restriction (TFR) ===

A Temporary Flight Restriction is a short-duration restriction on flight within a specified volume of airspace, issued by NOTAM. TFRs can be established for a wide range of reasons: natural disasters, emergency response operations, hazardous material incidents, large-scale public events, presidential movements, or active firefighting operations. Unlike the other SUA types described above, TFRs are not charted in advance — they appear in the NOTAM system and must be checked before each flight. In DCS, TFRs are less commonly modelled explicitly but mission briefings may reference equivalent real-world concepts.

=== Alert Areas ===

Alert areas are charted on aeronautical maps to '''notify pilots of a high volume of unusual or intensive aerial activity''' that may present a collision risk, even though that activity is conducted entirely in accordance with regulations. Common examples include areas with heavy flight training, aerobatic activity, or large numbers of student pilots. Alert areas impose no entry restriction — pilots of both participating and non-participating aircraft are equally responsible for collision avoidance within them.

== See Also ==

* [[General/Air Traffic Communication|Air Traffic Communication]]
* [[Navigation Fundamentals]]

==Notes==
<references />

Approach Types

Niknam3 — Thu, 18 Jun 2026 14:01:08 GMT

Niknam3 moved page Approach Types to MTTP/ACC/IFR Approach Types

New page

<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.

Main Page

Niknam3 — Thu, 18 Jun 2026 14:00:27 GMT

← Older revision		Revision as of 14:00, 18 June 2026
(One intermediate revision by the same user not shown)
Line 38:		Line 38:
	'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''		'''IN CASE OF DOUBT USE PLAIN LANGUAGE'''

	[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/~~CATC Communications Guide~~\|~~CATC Communications Guide]] · [[General/~~Air Traffic Communication~~\|Operating within Civil Airspace~~]] · [[DDFORM1801\|Filing Flight Plans]]		[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/Air Traffic Communication\|Air Traffic Communication]] · [[DDFORM1801\|Filing Flight Plans]]

	=== CLOSE AIR SUPPORT ===		=== CLOSE AIR SUPPORT ===

Guides/Mod Installation

Niknam3 — Thu, 18 Jun 2026 13:57:25 GMT

Niknam3 moved page Guides/Mod Installation to GUIDES/Mod Installation

New page

= 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/SRS Setup

Niknam3 — Thu, 18 Jun 2026 13:57:08 GMT

Niknam3 moved page Guides/SRS Setup to GUIDES/SRS Setup

New page

= 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/New Member Guide

Niknam3 — Thu, 18 Jun 2026 13:56:54 GMT

Niknam3 moved page Guides/New Member Guide to GUIDES/New Member Guide

New page

= 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.

=== THEATER ===
The Current Training Theater is Set in Syria. Our homebase is Incirlik AB. Here you can find the Airport SOP's: [[Incirlic Air Base|Incirlic AB]]

=== 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]]

How To Read Charts

Niknam3 — Thu, 18 Jun 2026 13:56:34 GMT

Niknam3 moved page How To Read Charts to GENERAL/CHARTS

New page

== Charts ==
An '''aeronautical chart''' is a map designed to assist in the navigation of aircraft, much as nautical charts do for watercraft, or a roadmap does for drivers. Using these charts and other tools, pilots are able to determine their position, safe altitude, best route to a destination, navigation aids along the way, alternative landing areas in case of an in-flight emergency, and other useful information such as radio frequencies and airspace boundaries. There are charts for all land masses on Earth, and long-distance charts for trans-oceanic travel.

Specific charts are used for each phase of a flight and may vary from a map of a particular airport facility to an overview of the instrument routes covering an entire continent (e.g., global navigation charts), and many types in between.

Visual flight charts are categorized according to their scale, which is proportional to the size of the area covered by one map. The amount of detail is necessarily reduced when larger areas are represented on a map.

* World aeronautical charts (WACs) have a scale of 1:1,000,000 and cover relatively large areas. Outside of WAC coverage, operational navigation charts (ONC) may be used. They use the same scale as WACs, but omit some useful information such as airspace restrictions.
* Sectional charts typically cover a total area of about 340x340 miles, printed on both sides of the map. The scale is 1:500,000.
* VFR terminal area charts are created with a scale and coverage appropriate for the general vicinity of a large airport (1:250,000). They may depict preferred VFR flight routes within areas of congested airspace.

Each Aerodrome has it´s own charts refering to specialized local procedures such as Taxing, Departing, Arriving and Approaching. According to the mentioned topics, Airport Charts can be devided into four to five catagories:

- Standard Terminal Arrival (STAR) Charts

- Approach (APP) Charts

- TAXI Charts

- Standard Instrument Departure (SID) Charts

- Reference (REF) Charts

CAUTION: DO ALLWAYS BRIEF YOURSELF BEFORE ENTERING AN AERODROMES SPHERE OF INFLUENCE.

== Standard terminal Arrival (STAR) Charts ==
STAR Charts feature informations about multiple Arrival routes to an specific Aerodrome. Along with that, they contain informations about how the routes are to be flown and how the reader can perform the required actions. Arrivals in general lead the Pilots into the following approach. They also give hints about the enviroment and continious NOTAMS
[[File:RAF Akrotiri.png|thumb|1071x1071px|Example Chart RAF Akrotiri|border]]The given example is an arrival chart for RAF Akrotiri. It contains informations for the ANANE ALPHA, IREA ALPHA, and the MEZUS ALPHA Arrival. The name of an arrival route is about its first leg or in other words its entry leg.

Startet from the actual top, which in the example is the right side each chart has the Airports ICAO code its related to in its upper left corner, The day of publishment in the center and the full name and country in the upper right corner.

Below the first line of information from left to right the chart contains informations about the ATIS Frequency (ex. 125.0)

Followed by the Approach Frequency (ex. 123.6) and the frequencys of the sorrounding centers (ex. NICOSIA CONTROL WEST and EAST)

At last there is the Airport elevations MSL in ft. (ex. 75 ft. MSL)

The third line of informations features the continous NOTAMS for the Aerodrome and its local procedures. In the example there are six given informations about the Transition Altitude, the STARs beeing made for minimum noise production, all arrivals beeing under radar controle, that contact with AKROTIRI APPROACH ist to be made 50 NM prior, that a direct track approach to Akrotiri from the authoritie is quite possible and is to be expected and that the full information about the TACAN´s bearing may be only expierienced below 3500 ft due to terrain masking.

The main part of an arrival chart is usually made of a graphic showing the routes and the involved points, as the airports location, its TACAN and Locator frequency, Position and feather, aswell as their morse codes. (ex. TAC AKR 107x or 116.0; .- -.- .-.; at N34 35.0 E033 00.8) and (LOC DME IAK 109.7; .. .- -.-)

Each described waypoint features its radial and heading aswell as the distance DME

The left bottom corner box contains the exact routing and procedure informations for all mentioned arrivals

CAUTION: there may be differnt arrivals for differnt approach types and runway directions allways prebrief exactly for your route and intentions

== Appraoch APP Charts ==
APP Charts in its self divide into differnt kinds regarding the approach type and runway direction. differntly to the STAR charts, APP charts only feature on Approach per document.

There are ILS, RNP and TACAN Approach Charts.

APP Charts contain informations about the approach route, limits, possible obstacales aswell as closer Aerodrome informations and the Missed Approach procedure
[[File:Navigraph Charts 26.04.2026 20 19 13.png|left|thumb|902x902px|Example Chart Incirlik AB]]
ARR Chats also beginn with the Aerordromes ICAO Code and Name in the upper left corner, the date of publishment in the center and te Location and Country in the upper right corner along with its purpose (ex. ILS or LOC Rwy 05)

Below there is the box featuring from left to right, frequencys for the ATIS, Incirlic Approach anf Arival along with Tower and ground frequency

In another box below the previous one we can find informations regarding the runway directíon such as the locator frequency (ex. 109.3), the final apprach course (ex. 049°) an altitudinal limitation for a glideslope specific Leg (ex. GOMSE 2300 ft BARO (2131 ft Radio) followed by informations for the Descision Hight or Minimums aswell as the Airport elevation (ex. 232 ft MSL) and the threashold elevation (ex. 169 ft MSL)

The next box is about the missed apprach procedure (ex. Climb to 5000 ft. Baro via DAN TACAN Radial 049° to Tosie and hold as published)

Thereafter the informations about the altimeter and Transition Level are to be found

Followed by the least requirements needed for the described approach

As in the ARR Charts the largest part also here is made by an illustration featuring the exact route aswell as Informations about the mentioned Waypoints. Specific to APP Charts is the fact, that they also contain obstacle and geographical hight informations and if given a feather describing when the ILS Locator will be recived.

Below there is a cross section describing the glideslope as the altitudinal restrictions and minimas for the approach

further down there is a box with approach and missed approach conditions from left to right the approach speed table, the PAPI position graphic (ex left side from approach direction) followed by the missed apprach procedure, (ex. climb 5000 ft BARO via DAN TAC Radial 049° to TOSIE

below that from left to right the differnt decision hights for the differnt approach classes for a straight in landing, The locator decision hight, and the informations about the minimal visual ranges for the TACAN Arc only to be used Northwest of the example runway, aswell as the minimal visual ranges for the straight in approach.

CAUTION: Informations may differ due to differnt approach types

== TAXI Charts ==
Taxi Charts can look different depending on the kind. A Taxi chart can be merged with an airport diagram, can only show a specific section of an Airport such as a big parking area with multiple spots and specialized operational procedures or can only show the restrictions of Taxiways for different Wingspans and weights. Taxi Charts are providing pilots with the neccessary infromations to conduct the ground ops as defined by the local authoroties.
[[File:Navigraph Charts 26.04.2026 20 18 41.png|left|thumb|936x936px|Example Aerodrome Diagram Incirlik AB]]
Again started with the upper left corner informations about the Airports ICAO Code (ex. LTAG) the airport elevation (ex. 232 ft. MSL) aswell as the coordinates (ex. N37 00.1 E035 25.6) The center contains the date of publishment and the upper right corner has the regional location, the country and the Aerodrome´s name.

In the box underneath are the Informations about the relevant frequencys such as ATIS, Ground and Tower

The graphic below features the most important informations like Runway length (ex. 10.000 ft or 3.048 m) Threashold elevations and length of the overruns, Location of specialized areas such as for parking, arming or loading, locations of important buildings and structures and ofcourse the names of the different taxiways and runways

Further below, we find the aditional runwaay informations made by the location of the Precission Approach Path Indicators (PAPI) and Usable lengths for Landing aswell as the runway´s width (ex. 148 ft. or 45 m) We can also find informations about the runway´s pavement. (ex. grooved and NATO standart)

Followed by the Take-off and Departure Procedures, the next box proviedes pilots with informations regarding the mentioned topics. In the example, all runways have different visual departure procedures via a given Radial (Ex. RWY 05 R50 or RWY 23 R24) These ensure a secure departure by avoiding obstacles.

The next box is telling us about the departure procedure it self. In the example, all Runway use published deaparture procedures (SID´s) or radar vectors by ATC are to be expected.

If there is no given SID or Radar Vectors in place, the Example Airport deals with an Omnidirectional Departure described within the last box. In the example, the procedure was asspecially designed to show the minimum climb needed to avoid mountains located in the north (ex. between 265° clockwise to 22°)

Additionaly, procedures for both example runways are precisely described further below.

The last stack of informations is about the Take-off Obstacles that may occure during take-off

CAUTION: Ofcourse, procedures denpend on airport, geo position and country aswell as on the leading and owning Nation.

== Standard Instrument Departure (SID) Charts ==
Standard Instrument Departure (SID) Charts are the oposite side of APP Charts. They contain the same kind of informations as those for the Approach. Similar to the STAR Charts, SID Charts can feature informations for multiple departure Routes at one aheet.

As for the STARs, the name of a SID is also about the Waypoint they lead to. It follows, that there are differnt SIDs for different directions of Departure aswell as for Runways and their counter headings.

SID Charts contain informations about the departure route, limits, possible obstacales aswell as closer Aerodrome informations.
[[File:Navigraph Charts 02.05.2026 01 59 37.png|left|thumb|947x947px|Example SID Chart Nellis AFB]]As allways started from the upper left corner, we find the Aerodromes ICAO and its city and location. The center is giving us the date of publishment while the upper right corner has the full name of the Airport.

Below the previous informations, the next box provides informations about the Departure Frequencys (ex. 350.225), the Airport´s elevation (ex. 1869 ft. MSL) and informations about the Transition altitude, aswell as Requirements and advisory.

Further towards the bottom of the sheet, within the next bordered structure, the name of the SID and it´s purpose is written. (ex. MORMON MESA 8 DEPARTURE for all Runways)

As usual for charts, the main part is covered by a graphic showing the pilots the exact route of the SID aswell as limits regarding altitude and radials, Tacan and Beacon inforamtions and a couloured scheme of the sourrounding geography.

The next box features the Take-off obstacle notes, Take off minimums and the minimum climb rates for each runway.

Continued with the next box, it contains the inforamtions about the initial climb it self for all runways, providing the pilots with the what to do. (ex. from RWY 3L Fly Runway Heading to intercept LSV TACAN R028 then direct CUVAX, intercept MMM VORTAC R217 then direct MMM VORTAC.) As to be guessed by the name it also features the altitudes for the initial climb. (ex for Jets: FL230; For Props: 13000 ft.)

The last box is about routing or in other words the "What to do after completing the SID". In the example chart, Jets maintain FL230 or requested Level, while Maintain 13000 ft. Thereafter follow the assigned and filed route. The filed altitude can be expected 10 Minutes after departure.

CAUTION: Departure Data can change regarding different SID´s and Airports.

== Reference Charts ==
Reference charts are mainly used within VFR flying. They provide pilots with pictures of the aerodrome from different directions of approach for them to be able to identify it properly. They can also contain valuable informations about special local procedures and circumstances like typical weather, airspace anomalys or alignment of the glide path. Therfore they can look very different from each other.
[[File:Navigraph Charts 02.05.2026 02 32 43.png|left|thumb|842x842px|Example Reference Berlin Brandenburg Airport]]
[[File:Navigraph Charts 02.05.2026 02 35 19.png|thumb|837x837px|Example Reference Nellis AFB]]

== Additional Information ==
Unfortunately, the appearence of charts is not standardized wordwide, which leads to differnt appearence of charts per Airport, location and country. But each chart needs to contain a minimum of information selected by ICAO.

Even though a Chart for ex. an Approach may look different than one from another Aerodrome, it still works the same way.

"R" means Radial

"D" means DME

"V" means Vector or Visual
[[File:FasfaWS.jpg|left|thumb|316x316px|Definition of occuring symbols]]

SAM Surface to Air Missile

Niknam3 — Thu, 18 Jun 2026 13:56:15 GMT

Niknam3 moved page SAM Surface to Air Missile to GENERAL/SAM

New page

SAM short Surface to Air Missile, are the major part when it comes to aerial defence. The units involved in a SAM, form a structure called a SAM Site, except single Vehicle SAMs or shoulder launched solutions. SAMs neutralize their target by searching, tracking and shooting it. It does that while using all units involved the Site. This document differs them into passive and active units. Passive units are all units not directly necessary for a launch. An example could be logistical trucks prividing fuel an munition for the SAM Site. Active units are crucial for the launch of a missile. They could be Search Radars (SR), Track Radars (TR) or Launchers.

The most vunerable unit of a SAM Site is its TR. A SAM can´t launch a missile without its TR because it its also the fire controle radar for all launchers, except those kinds who have a TR build in.

SAMs where produced in multiple versions during the years and by many multiple countries. This Document has its focus on eastern/sovjet SAM Systems.

See:

[[SA-2 Guidline / S-75 Dwina]]

[[SA-3 GOA / S-125 Newa]]

[[SA-5 Gammon / S-200]]

[[SA-6 Gainful / 2K12 Kub]]

[[SA-8 Gecko / 9K33 Osa]]

[[SA-10 Grumble / S-300]]

[[SA-11 Gadfly / 9K37 Buk]]

[[SA-13 Gopher / 9K35 Strela-10]]

[[SA-15 Gauntlet / 9K330 Tor]]

[[SA-18 Grouse / 9K38 Igla]]

[[SA-19 Grison / 2K22 Tunguska]]

[[SA-22 Greyhound / 96K6 Panzir]]

Main Page

Niknam3 — Thu, 18 Jun 2026 13:55:51 GMT

← Older revision		Revision as of 13:55, 18 June 2026
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	Contains all the Knowledge about the threats we could Face along with tactics to evade an neutralize.		Contains all the Knowledge about the threats we could Face along with tactics to evade an neutralize.

	[[SAM Surface to Air Missile]]		[[SAM Surface to Air Missile]] · [[How To Read Charts]]

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

	[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/CATC Communications Guide\|CATC Communications Guide]] · [[General/Air Traffic Communication\|Operating within Civil Airspace]] · [[DDFORM1801\|Filing Flight Plans~~]] · [[How To Read Charts~~]]		[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/CATC Communications Guide\|CATC Communications Guide]] · [[General/Air Traffic Communication\|Operating within Civil Airspace]] · [[DDFORM1801\|Filing Flight Plans]]

	=== CLOSE AIR SUPPORT ===		=== CLOSE AIR SUPPORT ===

DDFORM1801

Niknam3 — Thu, 18 Jun 2026 13:55:30 GMT

Niknam3 moved page DDFORM1801 to MTTP/ACC/DDFORM1801

New page

{{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 SHADOW 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 10,000 ft AMSL / FL100.

==== 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> || Military Diplomatic Clearance Number
|-
| <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])

General/Air Traffic Communication

Niknam3 — Thu, 18 Jun 2026 13:54:49 GMT

Niknam3 moved page General/Air Traffic Communication to MTTP/ACC/Air Traffic

New page

__NOTOC__
<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Airfield Communications Guide</div>
<div style="font-size:0.85em; font-weight:bold;">Covers: IFR/VFR Procedures · Airfield Communication Flow · Brevity & Terminology</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__

----

== Topdown Principle ==

A higher station covers the area of responsibility of a lower position if the lower position is offline. For example, if Approach is unmanned, Radar assumes approach responsibilities; if Tower is offline, Radar assumes tower duties. Controllers should always be aware of what positions are active and what they are responsible for covering.

----

== IFR / VFR Overview ==

=== Visual Flight Rules (VFR) ===
VFR is a set of rules that govern flight in Visual Meteorological Conditions (VMC) — conditions in which flight by visual reference is possible. Under VFR, the pilot is permitted to fly because weather conditions (visibility, cloud clearance) are sufficient to maintain visual separation from terrain and other aircraft. This does not mean that the pilot navigates exclusively by looking outside — in practice, VFR pilots routinely use GPS, radio navaids, and other instruments alongside visual references. Rather, VFR means the conditions ''allow'' for visual flight. In DCS, most pilots will fly under VFR when no mission is planned, relying on what they can see out of the cockpit to navigate and execute missions.

=== Instrument Flight Rules (IFR) ===
IFR is a set of rules that apply when pilots fly in conditions where visual references alone may be unavailable or unreliable — such as in low visibility or heavy cloud cover. Under IFR, the pilot relies on cockpit instruments such as the altimeter, airspeed indicator, artificial horizon, and heading indicator to maintain control and navigate. IFR flights follow structured procedures such as instrument departures, airways navigation, and instrument approaches, and are subject to ATC clearances and separation services throughout. Note that night operations do not automatically require IFR — VFR flight at night is permitted in many jurisdictions with appropriate ratings and equipment. In DCS, IFR operations require a thorough understanding of the aircraft's avionics suite and are primarily used in planned Missions

== Airspace ==
Understanding the rules governing flight is only part of the picture — pilots must also be aware of the structure of the airspace they operate within. Airspace is divided into classifications that dictate what types of flights are permitted, what equipment is required, and what level of ATC interaction is expected. Some classes of airspace are open to both VFR and IFR traffic, while others restrict or prohibit certain operations entirely. For a full breakdown of airspace classifications and their requirements, see [[Airspace Classifications]].
----

== Glossary ==

; ABEAM
: Approximately 90 degrees to the right or left of the aircraft track; a general position, not a precise point

; ATIS
: Automatic Terminal Information Service — a continuous broadcast of recorded aeronautical information including weather, active runway, and NOTAMs

; DME
: Distance Measuring Equipment — a navaid that measures slant-range distance (in nautical miles) between an aircraft and a ground-based DME transponder. DME can exist as a standalone navaid, but is frequently co-located with other navaids such as VOR (VOR/DME) or as part of a TACAN system. Note: DME measures slant range, not horizontal distance — the reading is only accurate when the aircraft is sufficiently far from and not directly above the station.

; FAF
: Final Approach Fix — the fix at which the final approach segment of an instrument approach begins

; GCA
: Ground Controlled Approach — a radar-guided approach to landing

; IAF
: Initial Approach Fix — the fix at which an instrument approach procedure begins

; IFR
: Instrument Flight Rules — flight conducted primarily by reference to cockpit instruments

; MAP
: Missed Approach Point — the point at which a missed approach must be initiated if required visual reference is not established

; MARSA
: Military Assumes Responsibility for Separating Aircraft — the point at which the military takes over separation duties from civil ATC

; PAR
: Precision Approach Radar — a ground-based radar system that provides azimuth and glidepath guidance to landing aircraft

; VFR
: Visual Flight Rules — a set of rules governing flight in Visual Meteorological Conditions (VMC)

----

== Airfield Terminology & Standard Phrases ==

{| class="wikitable" style="width:100%;"
|-
! style="width:22%;" | Phrase !! Definition
|-
| '''ACKNOWLEDGE''' || Confirm receipt of my message.
|-
| '''AFFIRMATIVE''' || Yes.
|-
| '''BLOCKED''' || Radio transmission distorted or interrupted by simultaneous transmissions.
|-
| '''CLEARED FOR TAKEOFF''' || Authorization to depart.
|-
| '''CLEARED FOR THE OPTION''' || Authorization for various landing approaches at the pilot's discretion, often for training.
|-
| '''CLEARED TO LAND''' || Authorization to land based on traffic and airport conditions.
|-
| '''CONFIRM''' || Confirm specified information.
|-
| '''EXPEDITE''' || Prompt action required to avoid imminent issues.
|-
| '''FLY HEADING''' (Degrees) || Fly or turn to a specified compass direction.
|-
| '''FUEL REMAINING''' || Report approximate remaining flight time in minutes, including reserves.
|-
| '''GO AROUND''' || Abort landing; follow additional ATC instructions as needed.
|-
| '''IDENT''' || Activate transponder identification feature.
|-
| '''IMMEDIATELY''' || Urgent action required to avoid danger.
|-
| '''LINE UP AND WAIT''' || Taxi onto the runway and hold. This is '''not''' a takeoff clearance.
|-
| '''MAINTAIN''' || Stay at specified altitude/flight level or follow literal instructions.
|-
| '''MAKE SHORT APPROACH''' || Alter traffic pattern for a shorter final approach.
|-
| '''MAYDAY''' || Emergency distress call indicating grave and imminent danger. Repeated three times on initial call.
|-
| '''MINIMUM FUEL''' || Fuel is low; delays cannot be tolerated but it is not yet an emergency.
|-
| '''NEGATIVE''' || No, not granted, or incorrect.
|-
| '''NEGATIVE CONTACT''' || Traffic not in sight, or unable to contact ATC.
|-
| '''RADAR CONTACT''' || ATC confirms radar identification and tracking.
|-
| '''RADAR SERVICE TERMINATED''' || Radar services ended; may occur automatically in specific situations.
|-
| '''RADIO CHECK''' || Request for transmission quality check.
|-
| '''READ BACK''' || Repeat my message back to confirm receipt.
|-
| '''REPORT''' || Advise ATC of specific information.
|-
| '''ROGER''' || Received and understood. Does '''not''' indicate compliance.
|-
| '''SAY AGAIN''' || Request repeat of the last transmission.
|-
| '''SAY ALTITUDE''' || State current altitude rounded to the nearest 100 feet.
|-
| '''SAY HEADING''' || Report current heading.
|-
| '''SPEAK SLOWER''' || Request slower speech.
|-
| '''SQUAWK''' (Mode, Code, Function) || Set transponder mode/code as instructed.
|-
| '''STAND BY''' || Wait or pause; not a denial or approval.
|-
| '''THAT IS CORRECT''' || Your understanding is accurate.
|-
| '''TRAFFIC''' || One or more aircraft; may be followed by position information.
|-
| '''TRAFFIC IN SIGHT''' || Traffic visually acquired.
|-
| '''UNABLE''' || Cannot comply with instruction. Should be followed by a reason when possible.
|-
| '''WILCO''' || Will comply. (Must '''NOT''' replace a readback!)
|}

----

== Communication Flow ==

=== IFR Departure ===

==== Tower (Incirlik / LTAG-TWR) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; " | '''Flight Check'''
|-
| Flight Lead || Incirlik Tower, {CS}, {#}-Ship, with Information {ATIS Letter}, request taxi
|-
| LTAG-TWR || {CS} Incirlik Tower, taxi last chance {West / East}, Altimeter {A}, Runway {RWY}
|-
| Flight Lead || {CS} taxiing last chance {West / East}, Altimeter {A}, Runway {RWY}
|-
| colspan="2" style="text-align:center; " | ''Jets taxi to last chance. During taxi, Tower issues the IFR clearance. The flight lead confirms readiness to copy.''
|-
| LTAG-TWR || {CS}, clearance, advise ready to copy
|-
| Flight Lead || {CS}, ready to copy
|-
| LTAG-TWR || {CS}, cleared to {Clearance Limit} as fragged, {possible additional instructions}, level later, squawk {X}, trailing element squawk {Y}, prepare {next ATC-station} {FREQ}
|-
| Flight Lead || {CS} {Readback}
|-
| LTAG-TWR || {CS} {Readback correct / Corrections}
|-
| colspan="2" style="text-align:center; " | '''Once all jets are ready for departure'''
|-
| Flight Lead || {CS}, ready for departure
|-
| LTAG-TWR || {CS}, line-up and wait runway {RWY}, wind {Winds}
|-
| Flight Lead || {CS} line-up and wait runway {RWY}
|-
| LTAG-TWR || {CS} climb {Level}, wind {Winds}, runway {RWY}, cleared for takeoff, contact Radar {FREQ}
|-
| Flight Lead || {CS} cleared for takeoff runway {RWY}, push {FREQ}
|-
| colspan="2" style="text-align:center; " | ''While still on the ground, all jets switch frequency and perform the Flight Check. Only after completing the Flight Check do they take off.''
|}
''Note: Clearance limits might be the airfield you took off from, another airfield, any briefed waypoint, or holding point. In planned missions, the clearance limit is often the marshal stack.''

==== Incirlik Radar (LTAA-Radar) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| Flight Lead || Incirlik Radar {CS}, passing {Current Altitude}, {climbing / decending} {Assigned Level}
|-
| LTAA-Radar || Incirlik Radar {CS}, Identified {Additional Instructions}
|-
| Flight Lead || {CS} {Readback of Additional Instructions}
|-
| colspan="2" style="text-align:center; " | ''When closing in on the MARSA zone / leaving radar's airspace''
|-
| LTAA-Radar || {CS} contact {Tactical Radar CS} {FREQ}
|-
| Flight Lead || {CS} push {FREQ}
|}

''From here the military assumes responsibility for separating aircraft.''

----

=== IFR Arrival ===

==== Incirlik Radar (LTAA-Radar) ====

{| class="wikitable" style="width:100%;"
|-
! style="width:25%;" | Station !! Phrase
|-
| colspan="2" style="text-align:center; " | ''Assuming jets have just been handed over from tactical to Incirlik Radar''
|-
| Flight Lead || Incirlik Radar {CS}, Level {Current Level}, with Information {ATIS Letter}, request {Requested Approach Type}
|-
| LTAA-Radar || Incirlik Radar {CS}, Identified {Additional Instructions}
|-
| Flight Lead || {CS} {Readback of Additional Instructions}
|-
| colspan="2" style="text-align:center; " | ''Further instructions may follow''
|-
| LTAA-Radar || {Flight Name} contact Tower {FREQ}
|-
| Flight Lead || {CS} push {FREQ}
|}
''Note: In case there is no ATIS available, Approach Type can not be declared on initial call''

===== Possible Appraoches =====
[[Approach Types]]

=== VFR Departure ===
=== VFR Approach ===

== Formations ==

=== Formation Splits ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
|FL
|{CS}, request split into {number} parts of {number} each
|-
|Controller
|{CS}, report ready for {Right / Left Hand} {Split Type}
|}

==== Vertical (Altitude) ====
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
|FL
|{CS}, ready
|-
|Controller
|{CS 2}, descend {FL}
|-
|FL 2
|{CS 2}, descending {FL}
|-
|Controller
|{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
|-
|FL
|{CS}, ready
|-
|Controller
|{CS 2} for split turn {side} {degrees}
|-
|FL
|{CS 2} for split turn {side} {degrees}
|-
|Controller
|{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
|-
|FL
|{CS} requesting join-up with {CS 2}
|-
|Controller
|{CS 2}, confirm join-up clearance for {CS}
|-
|FL 2
|{CS 2}, {CS} is cleared to join up
|-
|Controller
|{CS}, fly {heading} and climb/descend to {angels}
|-
|Controller
|{CS}, report {CS 2} in sight
|-
|FL
|{CS}, {CS 2} in sight, {position}
|-
|Controller
|Visual join-up approved, report formation tight
|-
|FL 2
|{CS 2}, formation tight
|-
|Controller
|{CS 2} adopt callsign {new CS}
|}
----

General/Tactical Communication Revision 1

Niknam3 — Thu, 18 Jun 2026 13:53:12 GMT

Niknam3 moved page General/Tactical Communication Revision 1 to MTTP/ACC

New page

<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: Airspace Control · TACADMIN · Check-In · Force Packaging · Air-to-Air Communication · Brevity</div><div style="font-size:0.8em; color:#555;">''Based on ATP 3-52.4 / MCRP 3-20F.10 / NTTP 6-02.9 / AFTTP 3-2.8, October 2024. Adapted for DCS.''</div>
----
----

== 01 / Airspace Control ==
Airspace control is the exercise of delegated authority over designated airspace and users through control procedures and coordination measures to maximize operational effectiveness.

There are two methods of airspace control:

'''Positive Control''' relies on positive identification, tracking, and direction of aircraft within an airspace, conducted with electronic means by an agency having the authority and responsibility therein. It requires sensors to locate and identify airspace users in real time and communications to maintain continuous contact.

'''Procedural Control''' relies on a combination of previously agreed upon and promulgated orders and procedures. Examples include air defense identification procedures, voice and digital communications between aircraft and airspace control elements, and airspace control measures such as coordinating altitudes and restricted operating zones.

=== Tactical Command and Control (TAC C2) ===
TAC C2 agencies use positive and/or procedural control methods to control airspace and manage air operations. Throughout this guide, '''Controller''' is used as a generic term for the individual providing tactical control, whether airborne or ground-based.

Primary TAC C2 responsibilities:

* Enable the flow of forces to and from an objective area
* Provide threat warning information and maintain situational awareness
* Maintain SA of supporting asset status, threat information, and target area information
* Maintain air asset deconfliction to and from a working area

=== Transmission Types ===
All radio transmissions are associated with a call sign. There are three transmission types:

'''Directive''' — the call sign of the entity being directed is used.
HORNET 2, TARGET NORTH GROUP.
'''Interrogative''' — requests a response; format is [entity speaking to], [speaking entity].
MIKE, EAGLE 11, DECLARE NORTH GROUP.
'''Informative''' — provides information without requiring a response; format is [speaking entity].
EAGLE 11, FUEL YELLOW.

=== AUTHORITY ===
Their are the following party's that hold decreasing levels of control.

# Tactical Control Center - TACC2
# Mission Commander - MC
# Team Lead (previously called Package Lead) - TL
# Flight Lead - FL
# Element Lead - EL
# Wingman - WM

Within this squadron MC's duties will be taken over by TACC2 or TL (due to missing personal)
----

== 02 / TACADMIN ==
Tactical Administration (TACADMIN) consists of all processes and procedures that occur in the TAC C2 area of operations. It covers interflight and intraflight procedures and airborne mission preparation that directly supports executing the tactical mission objective. Examples include weapon arming, sensor management, and tactical communication checks.

=== Fuel and Weapons Status ===
Aircraft are '''assumed GREEN''' unless otherwise reported.
{| class="wikitable" style="width:100%;"
!Status
!Meaning
|-
|GREEN
|Sufficient for continued mission execution
|-
|YELLOW
|Approaching a level insufficient to continue execution
|-
|RED
|Insufficient to continue execution
|}
Aircraft must relay YELLOW to the controller. The controller is responsible for coordinating on-station relief before an aircraft communicates RED.
RAMBO 01, FUEL RED, WEAPONS GREEN.

=== BRAA and BULLSEYE CallS ===
Tactical control format: '''Bearing, Range, Altitude, Aspect''' relative to the specified friendly aircraft. Used by the controller when information pertains to one specific aircraft, or in response to BOGEY DOPE, SNAPLOCK, and THREAT calls.

Bullseye format: Bearing and Range from BULLSEYE, Altitude, Aspect. Use for description of GROUP and TARGET
{| class="wikitable" style="width:100%;"
!Format
!Bearing
!Range (nm)
!Altitude (ft)
!Aspect
|-
|BRAA
|3 2 0
|30
|20 thousand
|Flanking
|-
|BULLSEYE
|1 1 0
|30
|25 thousand
|HOT
|}

=== Flight Check / Frequency Change ===
When Switching a Frequency it is important to ensure that all Flight Members arrive on that Frequency. To ensure this the FL will execute a '''Flight Check''' a procedure that requires all wingman to respond on that frequency with their inflight Nr.
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
|Controller
|{CS} Push Button #
|-
|FL
|{CS} Push Button #
|-
|''FL (intraflight)''
|''Flight Push {UHF/VHF, Radio 1/2} Button #''
|-
| colspan="2" style="text-align:center;" |''All flight members switch to the new Frequency''
|-
|FL
|{CS} Check
|-
|WM
|2
|-
|EL
|3
|-
|2nd WM
|4
|}

=== 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 the controlling station.
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
|FL
|{TACC2-CS} {CS} Authenticate E-A
|-
|TACC2
|Come back G
|-
|TACC2
|Authenticate J-U
|-
|FL
|Come back R
|-
|TACC2
|Authentication Sweet
|}

=== ALPHA CHECK ===
Alpha Checks are used to ensure all parties use the same Georeference by correlating what the Controller and Aircraft sees.

ALPHA CHECK correlation is defined as within 3 nm. Solving for correlation rests with the aircraft checking in.
DARKSTAR, SHADOW11 Request ALPHA CHECK BULLSEYE

SHADOW11, DARKSTAR ALPHA CHECK BULLSYE 0 6 0 / 30

SAME, SHADOW11

== 03 / Check-In Procedures ==
The purpose of check-in is to establish contact between aircrew and TAC C2, allow the controller to establish accountability, and pass critical mission information before handoff to the final controller.

Check-in accomplishes the following before and after mission execution: positive friendly identification via IFF and/or data link, ALPHA CHECK from BULLSEYE, safety-of-flight information, and weather update.

Note: BULLSEYE cannot be used for initial position calls — only valid after ALPHA CHECK.

=== Check In ON TACC2 NET (MNPOPCA Format) ===
The MNPOPCA format outlines the informations a aircrew should prepare before beginning the Check in process:
{| class="wikitable" style="width:100%;"
! style="width:25%;" |MNPOPCA Format
|-
|Mission Number
|-
|Number and Type of Aircraft
|-
|Position and Altitude
|-
|Ordnance (if applicable)
|-
|Playtime
|-
|Capabilities (e.g., laser, infrared pod, data link)
|-
|Abort Code
|}

==== Check in AS FRAGGED ====
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |''Flight Check, then Authentication''
|-
|FL
|{Controller-CS} {CS} Mission Nr #-#-#-# as Fragged, Request Alpha Check from Bullseye
|-
|Controller
|{CS}, {Controller-CS} Contact, Alpha Check Bullseye {Position}
|-
|FL
|{CS}, SAME
|}

==== Check in WITH EXCEPTIONS ====
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center;" |''Flight Check, then Authentication''
|-
|FL
|{Controller-CS} {CS} Mission Nr #-#-#-# Checking in with Exceptions. Request Alpha Check Bullseye
|-
|TACC2
|{CS}, Alpha Check Bullseye {Position} continue with Check In
|-
|FL
|{CS} SAME, {State Exceptions in plain Language},
|}
----

== 04 / Force Packaging ==
Before entering a target area or leaving the MARSHAL Hold the MC will ensure that all Flight are able to operate.

=== Roll Call ===
Roll call is initiated by the controller or MC at a predetermined time to confirm force accountability. Each flight lead or team lead responds with call sign in sequence.
MC: PACKAGE BRAVO WHISKEY, ROLL CALL.
FLs: EAGLE. VIPER WITH EXCEPTIONS. BONES. GROWL. MOJO.
MC: VIPER, GO WITH EXCEPTIONS.
VIPER FL: VIPER MINUS 2.
=== Timing Changes ===
'''ROLEX''' — timeline adjustment in minutes, always referenced from the original preplanned mission execution time. PLUS is assumed. Not additive.
PACKAGE WHISKEY ALPHA, ROLEX 10. (Original 1500Z → New 1510Z)
'''SLIP''' — time delay to an individual flight or element event. Not additive.
HOSS 1, SLIP TOT 6 MINUTES. (Original 1500Z → New 1506Z)
----

== 06 / Air-to-Air Refueling ==
AAR requires close coordination with the tanker around a pre-briefed Rendezvous (RV). SOURCE uses '''RV Alpha (Fixed Anchor)''' for all operations. (due to DCS limitations)

=== Tanker Orbit Stack ===
{| class="wikitable" style="width:100%;"
!Level
!Usage
!ex.
|-
|'''ALPHA'''
|Receivers departing · Emergency
|FL210
|-
|'''BRAVO'''
|Tanker base level
|FL200
|-
|'''CHARLIE'''
|Receiver evasive
|FL190
|-
|'''DELTA'''
|Receivers approaching
|FL180
|}

=== RV Alpha Procedure ===
Receiver: fly 2,000 ft below AAR altitude · follow controller 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
|-
|Controller
|{CS} Proceed Tanker BRAA {BRAA}, RV Alpha, Tanker Freq {Freq} {Instructions}
|-
|FL
|{CS} Roger, RV Alpha, Tanker Freq {Freq} {Readback}
|-
| colspan="2" style="text-align:center;" |''Once flight does not need further guidance to the tanker (ex. Sensor Contact)''
|-
|FL
|{Flight Name} Judy 1, Weapons Safe
|-
| colspan="2" style="text-align:center;" |''Once tanker is in sight''
|-
|FL
|{CS} Nose Cold, visual with tanker
|-
|Controller
|{CS} Roger, contact boom
|-
| colspan="2" style="text-align:center;" |''Switch to DCS tanker frequency and join up''
|}
FL must confirm Nose Cold / Weapons Safe with wingmen on intraflight before reporting to the controller.
----

== 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, data link picture, NCTR, controller declaration. Most common form in BVR.
|-
|'''Visual PID (VID)'''
|Confirm number, type, livery, armament, heading, speed. Requires merge or VID pass.
|-
|'''Ground Targets'''
|Correlate with pre-briefed target.
|}
----

== 08 / Air-to-Air Combat ==
[[MTTP/A2A|Air to Air Communication Procedures]]

== 09 / Air-to-Surface Combat ==
[[MTTP/A2S|Air to Surface Communication Procedures]]

== 09 / Brevity Words ==

=== Situational Awareness ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''ALPHA CHECK'''
|Verification of ownship position relative to BULLSEYE. Used at check-in to confirm navigation accuracy. ALPHA CHECK correlation is defined as within 3 nm.
|-
|'''ANGELS'''
|Height of friendly aircraft in thousands of feet MSL (e.g., ANGELS TWENTY = 20,000 ft).
|-
|'''BOGEY DOPE'''
|Request for BRAA information on the indicated or nearest GROUP. Does not imply targeting.
|-
|'''BRAA'''
|Bearing, Range, Altitude, and Aspect relative to the specified friendly aircraft.
|-
|'''BULLSEYE'''
|A pre-briefed reference point from which the position of an object is referred to by magnetic bearing and range in nm. Not to be truncated to "BULL."
|-
|'''CLEAN'''
|1. No sensor information on a GROUP of interest.
2. No visible battle damage.
3. Aircraft not carrying external stores.
|-
|'''CLARA'''
|Radar scope is clear of contacts.
|-
|'''CONTACT'''
|Individual radar return within a GROUP.
|-
|'''FADED'''
|A previously tracked GROUP not updated by sensors for 30 seconds. Last known position implied.
|-
|'''GROUP'''
|Any number of air contacts within 3 nm in azimuth and range of each other.
|-
|'''HEAVY'''
|A GROUP known to contain three or more contacts.
|-
|'''JUDY'''
|Aircrew has taken control of the intercept and requires only situational awareness information. Controller minimizes transmissions.
|-
|'''MERGED'''
|Friendlies and targets have arrived in the visual arena, within 3–5 nm.
|-
|'''MONITOR'''
|Maintain sensor awareness on a specified GROUP or object. Implies tactically significant changes will be communicated.
|-
|'''NEGATIVE CONTACT'''
|Used for friendly aircraft not held on sensors. FADED is not used for friendlies.
|-
|'''NO JOY'''
|No visual contact with the target or bandit.
|-
|'''PICTURE'''
|Request for a description of all GROUPs and their spatial relationships in BULLSEYE format.
|-
|'''PLAYTIME'''
|Time aircraft can remain on station, given in hours plus minutes (e.g., ONE PLUS THIRTY).
|-
|'''TALLY'''
|Visual sighting of a target or enemy aircraft.
|-
|'''VANISHED'''
|A FADED GROUP correlated to a successful friendly shot. Assessed as killed.
|-
|'''VISUAL'''
|Visual sighting of a friendly aircraft, ground unit, or ship.
|}

=== Contact Status and Declaration ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''BANDIT'''
|Positively identified as enemy IAW theater ID criteria. Does not imply authority to engage.
|-
|'''BOGEY'''
|Contact whose identity is unknown.
|-
|'''DECLARE'''
|Inquiry as to the identity of a specified track or GROUP. Responses include: FRIENDLY, BOGEY, BANDIT, HOSTILE, NEUTRAL, UNABLE, CLEAN, or FURBALL. Full positional data (BULLSEYE) must accompany responses.
|-
|'''FRIENDLY'''
|Positively identified friendly aircraft, ship, or ground position.
|-
|'''FURBALL'''
|Non-friendly and friendly aircraft within 5 nm of each other. May be a response to a DECLARE request.
|-
|'''HIGH'''
|Contact is above 40,000 ft MSL.
|-
|'''HOSTILE'''
|Contact identified as enemy upon which clearance to fire is authorized IAW ROE.
|-
|'''NEUTRAL'''
|Positively identified aircraft whose characteristics indicate it is neither supporting nor opposing friendly forces.
|-
|'''OUTLAW'''
|Contact originating from a known or suspected hostile airfield or area.
|-
|'''SPADES'''
|Contact returns no or invalid IFF response on interrogation.
|-
|'''FAST'''
|Target speed 660–900 knots ground speed or Mach 1.1–1.5.
|-
|'''VERY FAST'''
|Target speed above 900 knots or Mach 1.5.
|}

=== Picture Labels ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''AZIMUTH'''
|Two GROUPs separated laterally at approximately the same range from the fighters. Named by cardinal directions (e.g., NORTH GROUP, SOUTH GROUP).
|-
|'''RANGE'''
|Two GROUPs separated in depth along the threat axis. Named LEAD GROUP and TRAIL GROUP.
|-
|'''WALL'''
|Three or more GROUPs separated in azimuth with depth ≤5 nm or closing. Outer GROUPs named by cardinal directions; inner GROUPs named MIDDLE GROUP.
|-
|'''CHAMPAGNE'''
|Three GROUPs with two closest to fighters in azimuth and one in trail. LEAD GROUPs named with cardinal direction; TRAIL GROUP in range.
|-
|'''VIC'''
|Three GROUPs with one closest to fighters and two in trail separated in azimuth. LEAD GROUP closest; TRAIL GROUPs named with cardinal direction.
|-
|'''BOX'''
|Four GROUPs with two in azimuth closest to fighters and two in azimuth farthest. Named LEAD GROUP (cardinal) and TRAIL GROUP (cardinal).
|-
|'''LADDER'''
|Three or more GROUPs separated in range. Named LEAD GROUP, MIDDLE GROUP (or SECOND, THIRD), TRAIL GROUP.
|-
|'''STACK'''
|Two or more contacts in a GROUP with ≥10,000 ft altitude separation. Higher altitude stated first.
|-
|'''LEADING EDGE'''
|The GROUPs the fighters expect to target in the upcoming intercept. Follow-on GROUPs are communicated as WAVES (SECOND WAVE, THIRD WAVE, etc.).
|-
|'''NEW PICTURE'''
|Tactical picture has changed. Supersedes all previous calls and reestablishes the picture for all players.
|-
|'''ADDITIONAL GROUP'''
|Newly detected GROUP outside targeting range that does not fit the current picture label.
|-
|'''POP-UP GROUP'''
|Previously undetected GROUP appearing inside targeting range but outside THREAT range.
|-
|'''THREAT GROUP'''
|Undetected or unreported GROUP meeting briefed THREAT criteria. Communicated in BRAA format to the closest aircraft.
|-
|'''OPENING'''
|Distance between GROUPs is increasing.
|-
|'''CLOSING'''
|Distance between GROUPs is decreasing.
|-
|'''WEIGHTED'''
|Picture with three or more GROUPs where one or more GROUPs are offset from an equidistant arrangement. Accompanied by cardinal direction.
|-
|'''ECHELON'''
|GROUPs in a traditional label that are not directly in azimuth or range with one another. Accompanied by cardinal direction.
|-
|'''PASSING'''
|Two named GROUPs with a RANGE relationship maneuvering to opposite sides in a RANGE relationship.
|-
|'''CROSSING'''
|Two GROUPs with an AZIMUTH relationship maneuvering to opposite sides in an AZIMUTH relationship.
|-
|'''JOINED'''
|Two or more named GROUPs maneuver to meet and maintain GROUP criteria.
|-
|'''UNTARGETED'''
|A GROUP inside targeting range with no assigned fighter. Used by the controller to flag priority GROUPs at risk.
|}

=== Targeting and Responsibility ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''COMMIT'''
|Directive to move to intercept or engage a specified GROUP.
|-
|'''TARGET'''
|Assignment of targeting responsibility for a specific GROUP to a flight or section.
|-
|'''TARGETED'''
|Fighter has acquired the assigned GROUP and assumed responsibility for it.
|-
|'''UNTARGETED'''
|GROUP inside targeting range with no fighter assigned.
|-
|'''DROPPING'''
|Stop monitoring a specified GROUP or emitter and resume search responsibilities.
|-
|'''RESET'''
|Proceed to prebriefed position or area of operations. Implies DROPPING and return of targeting responsibility.
|-
|'''MELD'''
|Shift radar responsibilities from airspace sanitization to gaining situational awareness on the assigned GROUP.
|-
|'''SORTED'''
|Sort responsibility within a GROUP has been met by the calling fighter.
|-
|'''ANCHORED'''
|Turning engagement at the specified location. Fighter is engaged and not flowing.
|-
|'''SEPARATION'''
|Request or information call stating the distance in nm between two GROUPs or WAVES.
|-
|'''LANE CROSSER'''
|A GROUP that maneuvers into a different area of targeting responsibility.
|-
|'''LANE RIDER'''
|A GROUP that maintains a track direction on or near the boundary between targeting areas.
|}

=== Employment ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''ENGAGE'''
|Directive to fire on a designated target.
|-
|'''FOX ONE'''
|Semi-active radar-guided missile fired.
|-
|'''FOX TWO'''
|Infrared-guided missile fired.
|-
|'''FOX THREE'''
|Active radar-guided missile fired.
|-
|'''SPLASH'''
|Missile has impacted. Target is assessed as destroyed.
|-
|'''SNAPLOCK'''
|Fighter has gained sensor contact to a GROUP inside THREAT range with BEAM or hotter aspect. BRAA and aspect implied.
|-
|'''SPIKED'''
|Fighter is being painted by an airborne radar. Called with bearing or cardinal direction.
|-
|'''MUSIC'''
|Fighter is experiencing radar electromagnetic deceptive jamming from a GROUP.
|-
|'''PRESS'''
|Requested action is approved and mutual support will be maintained. Assumes VISUAL.
|-
|'''BANZAI'''
|Execute launch-and-decide tactics with intent to maneuver into the visual arena.
|-
|'''SKATE'''
|Execute launch-and-leave tactics.
|-
|'''DEFEND(ING)'''
|Fighter is maneuvering defensively against a threat. Called with cardinal direction of defensive turn.
|}

=== Maneuver and Flow ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''BREAK'''
|(Direction) Immediate maximum-performance turn. Safety of flight or to defeat a weapons solution.
|-
|'''BUSTER'''
|Fly at maximum continuous speed without afterburner (military power).
|-
|'''GATE'''
|Fly as fast as possible; use afterburner.
|-
|'''FLOW COLD'''
|Initiate a turn away from the anticipated threat; begin COLD operations.
|-
|'''IN'''
|Informative call that the fighter is turning toward the threat or target.
|-
|'''OUT'''
|Informative call that the fighter is turning away from the threat.
|-
|'''CRANK'''
|Maneuver in the indicated direction while maintaining radar contact on the bandit at the radar gimbal limit. Reduces closure rate while sustaining illumination.
|-
|'''NOTCH'''
|Maneuver to place a radar-guided threat on the beam to defeat its Doppler filter.
|-
|'''TRESPASS'''
|Aircraft has entered a known or pop-up SAM MEZ. Directive call to snap 180 degrees away.
|-
|'''HARD'''
|High-G-force, energy sustaining turn in the indicated direction (default is a 180-degree turn).
|}

=== COMPLETION and ABORT ===
{| class="wikitable" style="width:100%;"
|'''MILLER TIME'''
|Last striker in the package has completed the attack
|{Controller-CS} {CS} MILLER TIME
|-
|'''BUGOUT'''
|Aircraft has completed its attack and has no intention to return
|{Controller-CS} {CS} BUGOUT {Direction}
|-
|'''OFF'''
|Aircraft has completed its attack and is repositioning or egressing within the area
|{Controller-CS} {CS} OFF {Direction}
|}
=== AIR TO SURFACE ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
!
|-
|'''DIRT'''
|Radar warning receiver indication of a surface threat in search mode. The threat is radiating but has not yet established a track.
|
|-
|'''MUD'''
|Radar warning receiver indication of a surface threat in track mode. The threat has established a track on the aircraft.
|
|-
|'''SINGER'''
|Radar warning receiver indication of a SAM launch. The threat has fired.
|
|-
|'''SCAN'''
|Search the indicated sector and report any contacts.
|
|-
|'''WORK'''
|Directive call to conduct geolocation on a specific target or area.
|
|-
|'''INVESTIGATE'''
|Verify specified elements of ROE, positive identification (PID), and coordination of forces on the referenced target or track.
|
|-
|'''FIXED'''
|Target has been located and its position established. Followed by accuracy qualifier: LOW ACCURACY (inside 1 nm) or HIGH ACCURACY (inside 1,000 ft).
|
|-
|'''MONITOR'''
|Maintain sensor awareness on a specified GROUP or object. Implies tactically significant changes will be communicated.
|
|-
|'''TRACK'''
|Directive call assigning responsibility to an asset for maintaining sensor or visual observation of a defined object or area.
|
|-
|'''CAPTURED'''
|Object has been acquired and is being actively tracked.
|
|-
|'''COVER'''
|Directive call to be ready for reattack or re-engage if weapon effects are not achieved.
|
|-
|'''HOUNDDOG'''
|Aircraft is in a position to employ weapons. Used in response to COVER.
|
|-
|'''HARM INBOUND'''
|[A/S] [EW] High-speed antiradiation missile already employed
|ARM is already in the air — the threat is being engaged
|-
|'''MAGNUM'''
|[A/S] [EW] Launch of FRIENDLY antiradiation missile
|ARM is being launched now in response to this call
|-
|'''ARIZONA'''
|[A/S] [EW] No antiradiation missile ordnance remaining
|SEAD aircraft is Winchester on ARMs
|}
=== Status and Administrative ===
{| class="wikitable" style="width:100%;"
!Term
!Definition
|-
|'''AS FRAGGED'''
|Unit will perform exactly as briefed or scheduled per the ATO.
|-
|'''WITH EXCEPTIONS'''
|Unit will perform as briefed with stated deviations.
|-
|'''AUTHENTICATE'''
|Request to verify contact with an allied unit using the DRYAD table.
|-
|'''BLIND'''
|No visual contact with a friendly aircraft.
|-
|'''FENCE IN / OUT'''
|Perform the combat configuration checklist entering or exiting the hostile area.
|-
|'''LOWDOWN'''
|Request for the current tactical electromagnetic support or ground/surface picture.
|-
|'''ROLEX'''
|Timeline adjustment in minutes from original planned execution time. PLUS assumed. Not additive.
|-
|'''SLIP'''
|Time delay to an individual flight or element event. Not additive.
|-
|'''UNABLE'''
|Cannot comply as requested or directed.
|}

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Niknam3 — Thu, 18 Jun 2026 13:51:57 GMT

← Older revision		Revision as of 13:51, 18 June 2026
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	[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/CATC Communications Guide\|CATC Communications Guide]] · [[General/Air Traffic Communication\|Operating within Civil Airspace]] · [[DDFORM1801\|Filing Flight Plans]] · [[How To Read Charts]]		[[General/Tactical Communication Revision 1\|Tactical Communication]] · [[General/CATC Communications Guide\|CATC Communications Guide]] · [[General/Air Traffic Communication\|Operating within Civil Airspace]] · [[DDFORM1801\|Filing Flight Plans]] · [[How To Read Charts]]

	=== ~~A2A~~ ===		=== CLOSE AIR SUPPORT ===
			TO BE ADDED

	~~=== A2S ===~~

	~~==== CAS: ====~~
	For Unit-Specific Procedures reference ASSIGNED UNITS below		For Unit-Specific Procedures reference ASSIGNED UNITS below