ED 105 281

-TITLEINSTITUTIONREPORT NOPUB DATENOTEAVAILABLE FROM

DOCUMENT RESUME

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Air Controlnan 1 b C: Rate Training ManualNaval Training Corrand, Pensacola, Fla.NAVEDTRA 10368-E74170p.Superintendent of Documents, U. S. GovernmentPrinting Office, Washington, D. C. 20402 (Stock No.0502-051-8410)

EDRS PRICE MF-$0.76 HC-$8.24 PLUS POSTAGEDESCRIPTORS Aerospace Education; Aircraft Pilots; *Aviation

Technology; Aviaticn Vocabulary; InstructionalMaterials; *Job Training; *Manuals; MilitaryPersonnel; Navigation; Radar; Supervisory Training;*Technical Education; *Traffic Control

IDENTIFIERS *Air Controlman; FAA; Federal AviationAdministration

ABSTRACTThe manual is designed for use in preparing for

advancement within the Navy Air Controlman rating, which designates aprofessional air traffic ccntroller, unlike the more specializedcenter or tower controllers. However, minimum qualifications for therating include completion of the Federal Aviation Administration(FAA) written examination for air traffic controllers and an FAAmedical certificate. Contents of the manual cover flight planning,facility operation, terminal instrument procedures, air trafficcontrol, emergency procedures, carrier air traffic controlprocedures, and administration. All sections are illustrated withcharts and diagrams. Although the emphasis is on Navy procedure andterminology, in many areas there is applicability to civilianprocedures. Appendixes include definitions and abbreviations and aselected bibliography of air traffic control instructions. (MDR)

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PREFACE

This Rate Training Manual is one of a serves of training manual:, preparedespecially for the enlisted men of the Navy and Naval Reserve who arestudying for advancement in the Air Controlman rating. The-manual is basedon the professional qualifications for the rates of AC I and ACC, as set forthin the Manual of Qualifications for Advancement. NAVPERS 18068 (Series).

Combined with the necessary practical experience and a thoroughknowledge of the materials contained in Air Controlman 3& Z NAVTRAl0367-E., completion of the Nonresident Career Course based on this manualwill greatly assist the AC2 and AC1 in preparing for their advancementexaminations. This manual should also be valuable as a refresher for the ACCwho is studying for advancement to ACCS and the ACCS who is studying foradvancement to ACCM.

This training manual was prepared by the Naval Education and TrainingProgram Development Center, Pensacola, Florida, for the Chief of NavalEducation and Training. Technical reviews were provided by the Naval AirTechnical Training Center, Glynco, Georgia.

1974 Edition

Published byNAVAL EDUCATION AND TRAINING SUPPORT COMMAND

Stock Ordering No.0502-051-8410

UNITED STATESGOVERNMENT PRINTING OFFICE

WASHINGTON, D.C.:I974

THE UNITED STATES NAVY

GUARDIAN OF OUR COUNTRYThe United States Navy is responsible for maintaining control of the seaand is a ready force on watch at home and overseas, capable of strongaction to preserve the peace or of instant offensive action to win in war,

It is upon the maintenance of this control that our country's gloriousfuture depends: the United States Navy exists to make it so.

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WE SERVE WITH HONOR

Tradition. valor, and victory are the Navy's henlage from the past. Tothese may be added dedication, discipline, and vigilance as the watchwordsof the present and the future.

At home or on distant stations we serve with pride, confident in the respectof our country. our shipmates, and our families.

Our responsibilities sober us: our adversities strengthen us.

Service to God and Country is our special privilege. We serve with honor.

THE FUTURE OF THE NAVY

The Navy will always employ new weapons, new techniques, andgreater power to protect and defend the United States on the sea, underthe sea, and in the air.

Now and in the future. control of the sea gives the United States hergreatest advantage for the maintenance of peace and for victory in war

Mobility, surprise, dispersal, and offensive power are the keynotes ofthe new Navy. The roots of the Navy lie in a strong belief in thefuture, in continued dedication to our tasks, and in reflection on ourheritage from the past.

Never have our opportunities and our responsibilities been greater.

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CONTENTS

Chapter

Air Controlman rating ., , , , , , , , , , ,

2, Flight planning , , , , . , . , , ., ,

3. Facility operation ,

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.

, ,

, ,, .....

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, .. ..

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4. Terminal instrument procedures , . , , , , , , , . , , , , . . 46

5. Air traffic control .. ...... .. , , . , .. ... ..... .. , 70

6. Emergency procedures , , , , . , . . , . , .. .. ... 88

7, Carrier air traffic control procedures . , , , , , . . , .. ..... .. , 9';

8, Administration 123

Appendix

I. Definitions and abbreviations , , . , , . , .. ... ... . , . , . 158

11. Selected air traffic control instructions ., .. ... .... .. .. . , , . , , 160

Index, , .... ..... ... .. .. .... ... .. , . , . .., , .. .... , . , , 163

UI

CHAPTER 1

AIR CONTROLMAN RATING

This training manual is designed to help youto meet the professional qualifications for ad-vancement to First Class and Chief Air Control-man.; The Air Controlman qualifications whichare used as a guide in the preparation of thismanual are contained in the current revision ofthe Manual of Qualifications for Advancement,NAVPERS 18068 (Series). Subsequent changes inthe qualifications may not be reflected in theinformation given here.

The remainder of this chapter gives informa-tion on the-Air Controlman rating, the enlistedrating structure, requirements and proceduresfor advancement, and references that will helpyou in preparing for advancement. Informationon how to best use Navy Rate Training Manualsis also included. Therefore, it is strongly recom-mended that you study this chapter carefullybefore beginning intensive study of the remain-ing chapters.

ENLISTED RATING STRUCTURE

The present enlisted rating structure includestwo types of ratings general ratings and serviceratings

GENERAL RATINGS are designed to providepaths of advancement and career development.A general rating identifies a br(rd occupationalfield of related duties and functions requiringsimilar aptitudes and qualifications., Generalratings provide the primary means used toidentify billet requirements and personnel quali-fications. Some general ratings include serviceratings:, others do not. Both Regular Navy andNaval Reserve personnel may hold general rat-ings.,

Subdivisions of certain general ratings areidentified as SERVICE RATINGS. These serviceratings identify areas of specialization within the

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scope of a general rating Service ratings areestablished in those general ratings in whichspecialization is essential for efficient utilizationof personnel. Although service ratings can existat any petty officer level: they are most com-mon at the P03 and P02 levels. Both RegularNavy and Naval Reserve personnel may holdservice ratings.

AC RATING

The Air Controlman rating is i general ra"gand is included in Navy Occupational Group IX(Aviation). There are no AC service ratings.

Before an individual can be recommended forany Air Controlman rating, he must possess thefollowing as minimum qualification:,

I. A certificate indicating successful comple-tion of the FAA basic airman written examina-tion for air traffic controllers.

2.. A Class II FAA medical certificate.Figure I-I illustrates the path of advancement

from Recruit to Master Chief Air Controlman,Warrant Officer, and Limited Duty Officer.,BUPERS Instruction I I'_0.18 (Series) ) providesguidance for submission of application for pro-motion to Warrant Officer and Limited DutyOfficer.

Shaded areas in figure I-I indicate careerstages from which qualified enlisted men mayadvance to Warrant Officer (W-1), and selectedCommissioned Warrant Officers (W-2 and W-3)may advance to Limited Duty Officer.

Unlike the civilian counterpart, the Navy AirControlman is not a specialized Center Con-troller, Tower Controller, or a Flight ServiceSpecialist. The Navy AC is required to be aprofessional air' traffic controller, knowledgeablein all areas of air traffic control and a profes-sional military man who transfers at regularintervals.

AIR CONTROLM AN I &C

WARRANTOFFICER

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AC.1

Chapter I AIR CONTROLNI AN RATING

This point may be accented b a briefdescription of the' types of dut which an AirControlman mad e \pect to receive or that hemay request as follows.

I Naval air stationsa. AC's assigned to air stations are nor-

mally attached to the Air Traffic Control divi-sion within the operations department. AC l'sand ACC's normally serve as watch super% isorsor branch supervisors and normally have severalpersonnel under their supervision performing thevarious air traffic' control duties.

b. The AC I or ACC performs supervisoryand ATC functions in control towers, radar airtraffic' control centers. ground controlled ap-proach units, and flight clearance offices. Toolsof the trade in dude radio, radar, directionfinding equipment: teletype, and various formsof direct line telephone equipment,

c'., They control air traffic' under all typesof weather conditions, assist in the administra-tion of the ATC division and ATC function ofthe naval air station. process flight plans andclearances. keep appropriate records as basis forreports required, and maintain current flightplanning and related information.

2: CVA/CVS'sa. Air Controlmen assigned aboard aircraft

earners may be members of the CCA team orthe Air Operations crew, both of which com-prise the CATCC,

b. AC's perform basically the same typeduties aboard ship as described for naval airstations, adapted to the mobility aspect ofaircraft carriers and the increased tempo andprecision required for aircraft operations at sea.

3.. LPH'sa. Air Controlmen are assigned aboard

each of the LPH's.b, They perform communications and air

traffic control service, including the use ot' radar,4. Instructor billets.

a. AC "A" and "B" schools, and CATCCand GCA "C" operator schools.

The technical assistant to the AC ratingcontrol officer in the Bureau of Personnel(BUPERS 2144) is an ACC% He can provide moreor detailed information on the billets describedand can be reached by phone or correspondence,

The Naval Enlisted Classifications Codes forthe AC rating are as follows:

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1. AC-6900 is an 1.ntry Series NEC and isassigned to 1 -2 and 11-3 personnel in training asAC's and who are not designated strikers.

2. AC-6922 identifies a GCA Controller andis as agned to a GCA operator school graduate.

AC-69I2 identifies a ('('A Controller. Thiscode may be assigned to a CATCC schoolgraduate' upon recommendation of the com-manding officer after qualification as a finalcontroller and one other of the following.

a. Approach Controller.b. Marshal Controller.c. Wave-Off/Bolter Controller.d. Departure Controller.

An AC must be an AC-6922 to be eligible forAC-69 1 2.

4. AC-691I identifies a CATCC Supervisor.To he assigned AC-6911, an AC must bequalified in all CATCC operator positions (hencebe an AC-6912), be able to suNrvise and directthe operation of the ('AT('(', and be recom-mended by the commanding officer,

Air Controlmen who do not fall within theaboVe classifications may be assigned 0000 or aSpeLial Series NEC such as one which desipatesinstructors.

SUPERVISORY SKILLS

As you advance in rating, more of your workbecomes a matter of supervision and trainingothers in the performance of the various func-tions of the air traffic' control facility. Yourvalue to the organization will be measuredlargely in terms of the quality of work of yoursubordinates. This does not mean that every-thing can be delegated to subordinates, as therewill continue to be tasks and responsibilities thatyou must take care of yourself. However, youmust not take the attitude that it is easier to dothe work than to train and supervise someoneelse.

Supervision is being responsible for and di-recting the work of others.. In supervising yoursubordinates, you will need to have certain skillsand knowledge, A supervisor is a manager:therefore, he should be well versed in theprinciples of management. The material pre-sented here is t'or a twofold purpose: First, toacquaint you with the basic principles so that

AIR CONTROLM AN I & C

your first supervisory duties will get off to agood start.. and second: to give you a basis fromwhich to build as yiii progress toward the higherratings.

The supervisor needs to know and be skilledin the following factors to effectively supervisethe men under him

I. Skill in leading.2. Skill in organinng3. Knowledge of his work.4. Knowledge of his responsibilities.S. Skill in communicating ideas.6. Skill in instructing.7. Problem solving

Skill in Leading

Here is where you should excel. Lead the menthat you are coaching, do not drive them. Setexamples for them to follow. Know them asindividuals and handle their problems individ-ually. Reprimand them in private; praise them inpublic, The men will work for you, and theirtraining will be more easily accomplished andmore effective if you can learn to i I ) bedredietable and consistent in your dealings withthem, (2) project to your men the enthusiasmyou feel for the work they are doing, and (3)have no fear of your position, you. boss, thepeople you are supervising, and tough jobs, orhonest mistakes.

This is not an all-inclusive list of things thatwill make you a leader of men overnight. Theseitems are sound, basic' principles that, whenmixed well with common sense, you will im-prove your leadership abilities.

Skill in Organizing

Another skill needed in supervision is skill inorganizing. Organization is a form of disciplinewhich, if carefully accomplished, can contributesubstantially to successful supervision,

An important element of good organization isthe delegation of AUTHORITY and RESPONSI-BILITY, which must always go together, It hasbeen said that the ideal of sound organizationshould be to tix responsibility as low in theorganization as competence exists to assume theresponsibility. Many individuals are reluctant todelegate authority because they fear the possi-bility of being embarrassed by the acts of their

49

subordinates. These fears are generally an indica-tion of a feeling of insecurity on the part of thesupervisor. This insecure feeling can best beovercome by training the subordinates to in-crease their capacity for a:cepting responsibilityand authority.;

Not only do supervisors sometimes fail todelegate authority, but they also frequently failto delegate properly the work that needs to bedone. A supervisor can very readily handicaphimself by trying to do more than he needs todo. The result is that he becomes an ineffectivesupervisor and leader.

Knowledge Required

Successful supervision demands a vast amountof knowledge. The wide variety and complexityof jobs require the supervisor to have consider-able technical knowledge. It is inevitable, how-ever. that the supervisor will be given some tasksfor which his training and experience are inade-quate. In these situations the supervisor must hedependent upon the knowledge and abilities ofothers, and upon his own leadership,

The supervisor must have a knowledge of theoverall objectives of the organization of whichhe is a part. In addition, he needs to have a clearunderstanding of the specific part his own groupmust play in attaining the basic goals. Hisplanning, organization, directing. and, in fact, allproblem solving should be done with both thegeneral and specific aims of the organizationclearly in mind.

Knowledge of Men as Individuals

Of paramount importance to a successfulsupervisor is a thorough knowledge of thesubordinates as individuals. The supervisor needsto be continuously aware of the fact thatindividual differences do exist and that theycannot be overlooked,

It is particularly dangerous for a supervisor tofall into the habit of stereotyping people.

Skill in the Communication of Ideas

Another skill which is required of a goodsupervisor is skill in the communication ot'This is essential in giving orders, in the dissemi-nation of information, and in training or teach-

Chapter I AIR CON': ROLM AN RA1 ING

ing In the NA N; the Channel, for communica-tion and the lines of authority are th sameThese channels should not he bypassed. if one'ssubordinates are expected to function willinglyand cooperatRelv, they should be gien all theinformation they need or can use.

Skills in Instructing

The actua! (kvelopment of a training programis discussed in I later chapter. The apprentice isdepending on you to demonstrate and coachhim in the correct procedures and methods to heused You must develop skill in imparting yourknowledge to trainees on how the job is to bedone. As the trainee progresses from one workexperience to another, you will be guiding andcoaching him. To ,issist you in developing skill ininstructing, keep the following in mind

I. Show your new man how to do the jobwithout showing off or showing him up.

2. Have all the answers you, can, admit itwhen you do not. and get him the correctanswer as soon as possible.

3 Learn to he sincerely interested in others.4.. Keel) your sense of humor.5. Be patient.O. Be sure the trainee understands what the

job is and how it is to he done.

Problem Solving

Flie practical exercise of supervision (or lead-ership) is largely concerned with problem solv-ing. Every day new problems are encountered:there are difficulties different from any youhave ever met. If you can look at thesedifficulties briefly, and then, almost withoutpause.. see and apply a sound solution, you arefortunate. Indeed. you are exceptional: for mostof us must cautiously examine difficult prob-lems and weigh the solutions carefully. Eventhen, we are subject to serious errors if weoverlook some of the details which are not tooobvious.

If all of us were to go about solving problemsin eactly the same manner, we would necessarilyhave exactly the same thought processes. Al-though we do not think alike, all those who arecapable of finding proper solutions quickly andeasily do have something in common. They

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follow a fairly well est ;'hlished pattern o!thought and action.

Some people practice the pattern instinc-tively, thereby reaching solid, useful con-clusions in what appears to be an amannglyshort time, For most of us, this pattern is notone we know instinctively.. We learn it only afterhaving paid in concerted effort. We may learn ofit in the classroom, on the job, or from books.but it becomes a habit only after the trial anderror of repeated application,

TECHNIQUES IN PROBLEM SOLVING..The problem solving process may be divided intosix steps, Individual leaders go through thesesteps either deliberately or automatically..

Preliminary to solving a problem, you mustrecognize that there is an actual problem to hesolved. Then you proceed as follows:.

I: Define the problem.2., Establish objectives. By this is meant what

do you want to accomplish.3. Get the facts. Assemble all the facts

pertinent to the problem. Ascertain what per-sonnel, if any, are involved. Review the record.Find out what rules, regulations, .nd customsapply. Contact the individual concerned foropinions and feelings, as well as facts. Be sureyou have the whole story.. Perhaps materials orequipment constitute a part of the problem.Methods or operational schedules may alsoaffect the problem.

4. Weigh and decide., After all the facts havebeen assembled, analyze the problem in light ofthe facts. Fit the facts together and considertheir bearing on each other, Cheek regulations,policies, and practices. Whzit possible actions arethere? What are the possible results of eachaction? Choose the best action, but do not makesudden or quick conclusions..

5.. Take action. First consider the followingquestions:: Should I handle this problem myself?Do I need any help in handling it? Then considerthe proper time and place to take the action thatappears most likely to solve the problem: Do notdepend on someone else to solve the problem.

6. Evaluate the action: In this step, cheek theresults of your action to see if it solved theproblem. Never just assume that the problemwas solved, as you may find that the actionbrought about additional problems instead ofsolving the initial problem. Watch for changes in

MR ('ONTROI.M AN i & C

output. attitthleS, and iclanonships. If the prob-lem was not soled, you may need to gathermore facts and to through the entire problemsolving procedure again

The problem solving technique can he mas-tered by any indi% 'dual who is capable oflearning. It may seem to take a great deal oftime. but eventual) it will actually save time.The individual who desires to become a goodsupervisor should become so skilled in its usethat this technique is 'heti automatically whendealing with the problems of supervision.

ADVANCEMENT

By this time, y ou are probably well aware ofthe personal advantages of advancement hig.herpay. greater prestige. more interesting and dial-kitting work: and the satisfaction of gettingahead in your chosen career. By tins time. also.you have probably discovered that one of themost enduring rewards of advancement is thetraining you acquire in the process of preparingfor advancement

The Navy also profits by your advancement.Highly trained personnel are essential to thefunctioning of the Navy. By adv:incement, youincrease your value to the Navy in two ways:.First. you become more valuable as a technicalspecialist. and thus make fai-reaching contribu-tions to the entire Navy:, and second, youbecome more valuable a. a person who cansupervise. lead, and train others.

Since you are studying for advancement toP01 or CPO, you are rrobably already familiarwith the requirements and procedures for ad-vancement. ilowevei, you may find it helpful toread the followinp. sections. The Navy does notstand still. Things change all the time. and it ispossible that vime of the requirements havechanged sinc, the last time you went up foradvancement.. Furthermore, you will he respon-sible for training others for advancement: there-fore. you will need to know the requirements insome detail.

HOW TO QUALIFYFOR ADVANCEMENT

To qualify for advancement. a person must:.1. Have a certain amount of time in grade.

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2. Complete the required Rate Training Man-uals either by demonstrating a knowledge of thematerial in the manual by passing a LocallyPrepared and administered test or by pzssing theNonresident Career Course based on the RateTraining Manual.

3. Demonstrate the ability to perform all thePRACTICAL requirements for advancement bycompleting applicable portions of the Record ofPractical Factors, NAVEDTRA 1414/1.

4. Pe recommended by your commandingofficer, after the petty officers and officerssupervising your work have indicated that theyconsider you capable of performing the duties ofthe next higher rate.

5., Demonstrate KNOWLEME by passing a

written examination on (a) military require-ments. and (h) professional qualifications.

Remember that the requirements for advance-ment can change. ('heck with your educationalservices office to he sure that you know themost recent requirements.

When you are training lower rated personnel,it is a good idea to point out that advancementis not automatic. Meeting all the requirementsmakes a person FLIGIBLE, for advancement, butit does not guarantee his advancement, Suchfactors as the score made on the writtenexamination, length of time in service, perform-ante marks, and quotas for the rating e:lter intothe final determination of who will actually beadvanced.

HOW TO PREPAREFOR ADVANCEMENT

What must you do to prepare fer advance-ment? You must study the qualifications foradvancement, work on the practical factors,study the required Rate Training Manuals, andstudy other material that is required: You willneed to he familiar with the following::

I. Manual of Qualifications for Advance-ment, NAVPERS 18068 (Series).

2. Record of Practical Factors, NAVEDTRA1414/1.,

3. Bibliography for Advancement Study,NAVEDTRA 10052 (Series).

4. Applicable Rate Training Manuals andtheir companion Nonresident Career Courses.

Chapter I i,IR CONTROLM AN RATING

Collectively. these dtkainents make up anintegrated training package tied together by cluequalifications. The following paragraphs describethese materials and give some information onhow each one ii related to the others

"Quals" Manual

The Manual of Qualifications for Advance-ment. NAVPERS 18068 (Series). gives 'the mini-mum requirements for advancement to each ratewithin each rating. This manual is usuall. calledthe "Quals" Manual, and the qualificationsthemselves are often called "quals." The qualifi-cations are of two general types: (11 militaryrequirements. and (2) professional or technicalqualifications. Military requirements apply to ,illratings rather than to ark one rating aloneProfessional quahlications are technical or pro-fessional requirements that are directly relatedto the work of each rating.

Both the military requirements and the pro-fessional qualifications are divided into subjectmatter groups. Then. within each subject mattergroup, they are divided into PRACTICAL. FAC-TORS and KNOWLEDGE, FACTORS,

The qualifications for advancement and abibliography of study materials are available inyour educational services office. The "Quals"Manual is changed more frequently than RateTraining Manuals are revised. By the time youare studying this training manual. the "qualsfor your rating may have been changed. Nevertrust any set of "quals" until you have checkedthe change number against an UP- 1.0-0A1copy of the "Quals" Manual.

In training others for advancement. emphasirethese three points about the "quals":

I. The "quals" arc the MINIMUM require-ments for advancement. Personnel who studyMORE than tne required minimum will have agreat advantage when they take the writtenexaminations for advancement.

2 Each "guar has a designated rate levelchief. first class. second class, or third class. Youare responsible for meeting all "quals" specifiedfor the rate level to which you are seekingadvancement AND all "quals" specified forlower rate levels.

3.. The written examinations for advancementwill contain questions relating to the practical

factors AND to the knowledge factets of BOTHthe militar) requirements and the professionalqualifications.

Record of Practical Factors

Before you can take the Navy-wide examina-tion for advancement, there must be an entry inyour service record to show that you havequalified in the practical factors of both themilitary requirements and the professional quali-fications. A special form known as the Recordof Practical Factors. NAVEDTRA 1414/1 (plus theabbreviation of the appropriate rating). is usedto keep a record of your practical factorqualifications. The form lists all practical fac-tors. both military and professional. As youdemonstrate your ability to perform each practi-cal factor. appropriate entries are made in theDATE, and INITIALS columns,

As a P01 or CP0. you will often he requiredto check the practical factor pe7formance oflower rated personnel and to report the resultsto your supervising officer.

As changes are made periodically to the"Quals" Manual, new forms of NAV-EDTRA 1414/1 are provided when necessary:lAtra space is allowed on the Record of Practi-cal Factors for entering additional practicallators as they are published in changes to the"Quals" Manual. The Record of PracticalFactors also provides space for recording demon-strated proficiency in skills which are within thegeneral scope of the rating but which are notidentified as minimum qualifications for ad-vancement: keep this in mind when you aretraining and supervising other personnel. If aperson demonstrates proficiency in some skillwhich is not listed in the "quals" but which iswithin the general scope of the rating, reportthis fact to the supervising officer so that anappropriate entry can be made in the Record ofPractical Factors.

When you are transferred, the Record ofPractical Factors should be forwarded with yourservice record to your next duty station, It is agood idea to check and be sure that this form isactually inserted in your service record beforeyou are transferred. If the form is not in yourrecord. you may he required to start all overagain and requalify in practical factors that have

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AIR ('OM ROLM AN I & C

already been checked oII 1 >u should also takesome responsibility tot helping lower ratedpersonnel keep track of their practical factorrecords when the\ are transferred.

A seLond copy of the Record of PracticalFactors should be made available to each man inNS grades 1--2 througii I-8 for his personalrecord and guidance

The importance of NAVEDTRA 141.4 1 cannotbe over emphasized. It serves as a record toindicate to the petty officers and officers super-\ ising your work that you have demonstratedproficiency: in the' performance of the indicatedpractical factors and is part or the criteriautilized by your commanding officer when heconsiders recommending you for advancement.In addition: the proficient demonstration of' theapplicable practical factors listed on this formcan aid you in preparing for the examination foradvancement. Remember that the knowledgeaspects of the practical ractors are covered in theexamination for advancement. Certain knowl-edge is required to demonstrate these practicalfactors and additional knowledge can be ac-quired during the demonstration, Knowledgefactors pertain to that knowledge which isrequired to perform a certain job.. In otherwords. the knowledge factors required for acertain rating depend upon the jobs (practicalfactors) that must be performed by personnel ofthat rating. Therefore: the knowledge requiredto proficiently demonstrate these practical fat:,tors will definitely aid you in preparing for theexamination for advancement.

NAVEDTRA 10052

Bibliography for Advancement Study, NAV-EDTRA 10052 'Series), is a very importantpublication for anyone preparing for advance-ment.; This publication/bibliography lists re-quired and recommended Rate Training Manualsand other reference material to be used bypersonnel working for advancement. NAVEDTRA10052 (Senes) is revised and issued each year byNaval Training Support Command. Each revisededition is identified by a letter following theNAVEDTRA number; be SURE you have the mostrecent edition.

The required and recommended references arelisted by rate level in NAVEDTRA 10052 (Series).

It is important to remember that you areresponsible for all references at lower rate levels,as well as those listed for the rate to which youare seeking advancement.

Rate Training Manuals that are marked withan asterisk (*) in NAVEDTRA 10052 (Series) areMANDATORY at the indicated rate levels. Amandatory training manual may be completedby ( ) passing the appropriate Nonresident Ca-reer Course that is based on the mandatorytraining manual: ( 2) passing locally preparedtests based on the information given in themandatory training manual: or (3) in some cases,successfully completing an appropriate Navyschool.

When training personnel for advancement, donot overlook the section of NAVEDTRA 10052(Series) which lists the required and recom-mended references relating to the military re-quirements for advancement. All personnel mustcomplete the mandatory military requirementstraining manual for the appropriate rate levelbefore they can be eligible to advance., Also,make sure that personnel working for advance-ment study the references listed as recom-mended but not mandatory in NAVEDTRA 10052(Series). It is important to remember that ALLreferences listed in NAVEDTRA 10052 (Series)may be used as source material for the writtenexaminations, at the appropriate levels.

Rate Training Manuals

There are two general types of Rate TrainingManuals. Rate Training Manuals such as this oneare prepared for most enlisted rates and ratings,giving information that is directly related to theprofessional qualifications for advancement.Subject matter manuals give information thatapplies to more than one rating.

Rate Training Manuals are revised from timeto time to bring them up to date technically.,[he revision of a Rate Training Manual isidentified by a letter following the NAVEDTRAnumber., You can tell whether a Rate TrainingManual is the latest edition by checking theNAVEDTRA number (and the letter following thenumber) in the most recent edition of List ofTraining Manuals and Nonresident CareerCourses, NAVEDTRA 10061 (Series). NAVED-TRA 10061 is actually a catalog that lists current

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Chapter I AIR CONTROLMAN RATING

training manuals and nonresident career courses:you will find this catalog useful in planning yourstudy progain.)

Rate Training Manuals are designed for thespecial purpose of helping nav;il personnel pre-pare for advancement. By this time, you haveprobably developed your own way of studyingthese manuals. Some of the personnel you train.however. may need guidance in the use of RateTraining Manuals. Although there is no single"best" way to study a training manual. thefollowing suggestions have proved useful formany people.

I.- Study the military requirements and theprofessional qualifications for your rate beforeyou study the training manual, and refer to the"quals" frequently as you study Remember,you are studying the training manual primarilyto meet these "quills,"

2, Set up a regular study plan. If possible.schedule your studying for a time of day whenyou will not have too many interruptions ordistractions.

3, Before you begin to study any part of thetraining manual intensively, get acquainted withthe entire manual. Read the preface and thetable of contents. Check through the index.:Thumb through the manual without any particu-lar plan, looking at the illustrations and readingbits here and there as you see things that interestyou..

4., Look at the training manual in moredetail, to see how it is organized. Look at thetable of contents again.. Then, chapter by chap-ter. read the introduction, the headings, and thesubheadings. This will give you a clear picture ofthe scope and content of the manual.

5. When you have a general idea of what is inthe training manual and how it is organized. fillin the details by intensive study. In each studyperiod, try to cover a complete unitit may be achapter, a section of a chapter, or a subsection.,The amount of material you can cover at onetime will vary.. If you know the subject well, orif the material is easy, you can cover quite a lotat one time. Difficult or unfamiliar material will

require more study time.6.. In studying each unit, write down ques-

tions as they occur to you., Many people find ithelpful to make a written outline of the unit as

they study, or at least to write down the mostimportant ideas.

7. As you study, relate the information in thetraining manual to the knowledge you alreadyhave. When you read about a process, a skill. ora situation, ask yourself some questions. Doesthis information tie in with past experience? OrIs this something new and different? Now doesthis information relate to the qualifications foradvancement?

8. When you have finished studying a unit,take time out to see what you have learned.Look back over your notes and questions.Maybe some of your questions have been an-swered, but perhaps you still have some that arenot answered. Without referring to the trainingmanual, write down the main ideas you havelearned from studying this unit. Do not justquote the manual. If you cannot give these ideasin your own words, the chances are that youhave rot really mastered the information.

9. Use Nonresident Career Courses wheneveryou can, The Nonresident Career Courses arebased on Rate Training Manuals or other appro-priate texts. As mentioned before, completionof a mandatory Rate Training Manual can beaccomplished by passing a Nonresident CareerCourse based on the training manual. You willprobably find it helpful to take other Nonresi-dent Career Courses, as well as those based onmandatory training manuals. Taking a Nonresi-dent Career Course helps you to master theinformation given in the training manual, andalso gives you an idea of how much you havelearned.-

INCREASED RESPONSIBILITIES

When you assumed the duties of a P03, youbegan to accept a certain amount of responsi-bility for the work of others. With each advance-ment, you accept an increasing responsibility inmilitary matters and in matters relating to theprofessional work of your rate, When youadvance to POI or CPO, you will find a

noticeable increase in your responsibilities forleadership, supervision, training, working withothers, and keeping up with new developments.

9

14

AIR CONT ROLM AN 1 & C

As your responsibilities increase, your abilityto communicate clearly and effectively mustalso increase.: The simplest and most directmeans of communication is a common language.The basic requirement for effective communica-tion is therefore a knowledge of your ownlanguage. Use correct language in speaking andin writing. Remember that the basic purpose ofall communication is understanding. To lead,supervise, and train others, you must be able tospeak and write in such a way that others canunderstand exactly what you mean.

Leadership and Supervision

As a P01 or CPO, you will be regarded as aleader and supervisor. Both officers and enlistedpersonnel will expect you to translate thegeneral orders given by officers into detailed,practical, on-the-job language that can be under-stood and followed by relatively inexperiencedpersonnel.. In dealing with your juniors, it is upto you to see that they perform their jobscorrectly, At the same time, yk u must be able toexplain to officers any important problems orneeds of enlisted personnel. In all military andprofessional matters. your responsibilities willextend both upward and downward.

Along with your increased responsibilities,you will also have increased authority: Officersand petty officers have POSITIONAL author-ityLiat is. their authority over' others lies intheir positions. If your CO is relieved: forexample, he no longer has the degree of author-ity over you that he had while he was your CO,although he still retains the military authoritythat all seniors have over subordinates, As aP01, you will have some degree of positionalauthority: as a CPO, you will have even more.When exercising your authority, remember thatit is positional -it is the rate you have, ratherthan the person you are, that gives you thisauthority..

A Petty Officer conscientiously and proudlyexercises his authority to carry out the responsi-bilities he is given. He takes a personal interest inthe success of both sides of the chain ofcommand , authority and responsibility. Forit is true that the Petty Officer who does notseek out and accept responsibility, loses hisauthority and then the responsibility he thinks

10

15

he deserves. He must be sure, by his exampleand by his instruction, that the Petty Officersunder him also accept responsibility. In short, hemust be the leader his titlePetty Officersayshe is.

For information on the practical applicationof leadership and supervision, study MilitaryRequirements for Petty Officer 1 & C, NAV-PERS 10057 (Series).

Training

As a POI or CPO, you will have regular andcontinuing responsibilities for training others.Even if you al.'. lucky enough to have a group ofsubordinates who are all highly skilled and welltrained, you will find that training is necessary.For example, you will always be responsible fortraining lower rated personnel for advancement.Also, some of your best workers may betransferred; and inexperienced or poorly trainedpersonnel may be assigned to you. A particularjob may call for skills that none of yourpersonnel have.. These and similar problemsrequire that you be a training specialist -onewho can conduct formal and informal trainingprograms to qualify personnel for advancement,and one who can train individuals and groups inthe effective execution of assigned tasks.

In using this training manual, study theinformation from two points of view, First,what do you yourself need to learn from it? Andsecond, how would you go about teaching thisinformation to others?

Training goes on all the time. Every time aperson does a particular piece of work, somelearning is taking place. As a supervisor and as atraining expert, one of your biggest jobs is to seethat your personnel learn the RIGHT thingsabout each job so that they will not form badwork habits. An error that is repeated a fewtimes is well on its way to becoming a bad habit.You will have to learn the difference betweenoversupervising and not supervising enough. Noone can do his best work with a supervisorconstantly supervising. On the other hand, youcannot turn an entire job over to an inexperi-enced person and expect him to do it correctlywithout any help or supervision.,

In training lower rated personnel, emphasizethe importance of learning and using correct

Chapter I AIR CON1 ROLNI AN RATING

terminology. A command of the technical king-uages of your occupational field (rating) enablesyou to receive and convey information accurate-ly and to exchange ideas with others. A personwho does not understand the precise meaning ofterms used in connection with the work of hisrating is definitely at a disadvantage when hetnes to read official publications relating to hiswork. He is also at a great disadvantage when hetakes the examinations for advancement. Totrain others in the correct use of technical terms.you will need to be very careful in your own useof words. Use correct terminology and insistthat personnel you are supervising use it too.

You will find the Record of Practical Factors.NAVEDTRA 1414 1, a useful guide in planningand carrying out training progains. From thisrecord, you can tell which practical factors havebeen checked off and which ones have not yetbeen done. Use this information to plan atraining program that will fit the needs of thepersonnel you are training.

On-the-job training is usually controlledthrough daily and weekly work assignments.When you are working on a tight schedule, youwill generally want to assign each person to thepart of the job that you know he can do best. Inthe long run. however.. you will gam more byassigning personnel to a variety of jobs so thateach person can acquire broad experience. Bygiving people a chance to do carefully supervisedwork in areas in which they are relativelyinexperienced. you will increase the range ofskills of each person and thus improve theflexibility of your working group,

Working With Others

As you advance to P01 or CPO. you will findthat many of your plans and decisions affect alarge number of people, some of whom arc noteven in your own occupational field (rating) Itbecomes increasingly important. therefore. foryou to understand the duties and the responsi-bilities of personnel in other ratings. Lvery pettyofficer in the Navy is a technical specialist in hisown field., Learn as much as you can about thework of others. and plan your own work so thatit will fit into the overall mission of theorganization.,

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Keeping Up With New Developments

Practically everything in the Navypolicies.procedures. publications, equipment, systems is

subject to change and development, As a P01 orCPO; you must keep yourself informed aboutchanges and new developments that affect youor your work in any way

Some changes will be called directly to yourattention. but others will be harder to find., Tryto develop a special kind of alertness for newinformation. When you hear about anything newin the Navy, find out whether there is any wayin which it might liTfect the work of your rating.If so. find out more about it.

SOURCES OF INFORMATION

As a P01 or CPO. you must have an extensiveknowledge of the references to consult foraccurate. authoritative, up-to-date informationon all subjects related to the military andprofessional requirements for advancement.

Publications mentioned in this chapter aresubject to change or revision from time totimesome at regular intervals, others as theneed arises.. When using any publication that issubject to revision. make sure that you have thelatest edition., When using any publication that iskept current by means of changes, be sure youhave a copy in which all official changes havebeen made..

In addition to training manuals and publica-tions. training films furnish a valuable source ofsupplementary informations.; Films that may behelpful are listed in the U.S. Navy Film Catalog,N AVAI R 10-1-777.

ADVANCEMENT OPPORTUNITIES FORPETTY OFFICERS

Making chief is not the end of the line as faras advancement is concerned. Advancement toSenior Chief (E-8), Master Chief (E-9), WarrantOfficer. and Commissioned Officer are amongthe opportunities that are available to qualifiedpetty officers. These special paths of advance-ment are open to personnel who have demon-

AIR CONTROLM AN I & C

strated outstanding professional ability, thehighest order of leadership and military responsi-bility, and unquestionable moral integrity.

ADVANCEMENT TO SENIORAND MASTER CHIEF

Chief petty officers may qualify for theadvanced grades of Senior and Master Chief.These advanced grades provide for substantialincreases in pay, together with increased re-sponsibilities and additional prestige. The re-quirements for advancement to Senior andMaster Chief are subject to change but, ingeneral, include a certain length of time in grade,a certain length of time in the naval service, arecommendation by the commanding officer,and a sufficiently high mark on the Navy-wideexamination: The final selection for Senior andMaster Chief is made by a regularly convenedselection board.

The satisfactory completion of the Non-Resident Career Course titled Military Require-ments for Senior and Master Chief Petty Offi-cers, NAVTRA 10115, is required of all personneladvancing to E-8 and E-9..

ADVANCEMENT TO WARRANTAND COMMISSIONED OFFICER

The Warrant Officer program provides oppor-tunity for advancement to warrant rank for E-6and above enlisted personnel. E-6's, to beeligible, must have passed an E-7 rating examprior to selection.

The LDO program provides a path of advance-ment from warrant officer to commissionedofficer. LDO's are limited, as are warrants, intheir duty, to the broad technical fields as-sociated with their former rating.

If interested in becoming a warrant or com-missioned officer, ask your educational servicesofficer for the latest requirements that apply toyour particular case.

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CHAPTER 2

FLIGHT PLANNING

Except in emergencies and flights of combatnecessity wherein conditions do not permit,pilots must insure that all preflight planningrequired planning required for the prosecutionof a safe and properly conducted flight has beenaccomplished prior to carrying out any type offlight in a naval aircraft..

Inadequate preflight planning has been, insome instances, responsible for aircraft acci-dents.. Safety is not an inherent quality in anyprofession. It is one quality that is achieved byprocess and is based largely on accumulatedknowledge and experience, To a greater extentthan is generally realized, unfortunate experi-ences in the air can be avoided by increasing theoverall knowledge and familiarity with eachphase of flight planning by Air Controlmen andpilots alike. In short, there is no compromise forgood: adequate flight planning,

The thoroughness of flight planning by pilotsbefore takeoff can contribute immeasurably toall-around safety, comfort, and success of anyflight, and to the task of preventing accidents.To aid in the safety and efficiency of a flight,pilots must rely to a varying extent upon theassistance provided by the Air Controlmen.,

FLIGHT CLEARANCE AUTHORITIES

CLEARANCE AUTHORITYAT NAVAL ACTIVITIES

The authority and responsibility for clearanceof aircraft flights at naval activities are vested inthe following, who must be guided by existingorders and regulations:

1, Commanding general, commanding offi-cer, or officer in charge of:,

a. Naval air stations.

13

b. Marine Corps air stations.c. Naval auxiliary air stations.d. Naval our facilities,e. Marine Corps air facilities.f, Marine Corps auxiliary air stations.g. Auxiliary landing field.h. Outlying landing field,

2. Commanding Officers of aircraft carriers.3. The senior naval aviator/naval flight officer

attached to a naval station having aircraftoperating facilities.

4. Fleet Air Detachment Commanders, Ma-

rine Aircraft Group Commanders, and the Com-manding Officers of NARU's may approve flightplans for aircraft under their cognizance based atthe naval air activity to which they are assigned.They may delegate authority for clearance oflocal flights to commanding officers of theirunits when weather conditions are at or abovethe IFR minimums specified for IFR clearance

of naval aircraft in OPNAV 3710.7 (Series) andare forecast to remain at or above these mini-mums for the duration of the flight. Whenweather conditions are below such IFR mini-mums or are forecast to go below those mini-mums, and operational commitments dictate,clearance of fleet aircraft rests with the cogni-zant Commander Fleet Air Detachment. Fleetaircraft are subject to local traffic proceduresand tower control. Liaison and coordinationmust be established with the appropriate ATCagencies to insure orderly flight clearance proce-dures.

Pilots holding a valid Special InstrumentRating are authorized to approve flight clearancefor any flight of a naval aircraft in which theyfly as pilot in command or as flight leader of aformation of aircraft, This may not be construedas authorization to clear members of a flight inweather conditions below the minimums for thetype instrument rating held by the individualpilots of the flight.

18

AIR CONTROLNIAN I & ('

CLEARANCE AUTHORITYOF PILOT IN COMMAND

When not at a naval activity, or when locallyfurnished flight clearance facilities are not avail-able at the place of tiling, or when in-flightdeviation from the initial flight clearance isrequired, the pilot in command of a navalaircraft is authorized to approve as clearanceauthority the flight plan for his proposed flightor modification thereof. Appropriate air trafficcontrol regulations must be observed and facili-ties of Flight Service Stations should be utilized.

DELEGATION OF AUTHORITY

The clearance authorities previously statedmay delegate clearance authority to Commis-sioned Officers, Warrant Officers, and Naval Avia-tion pilots.

Qualified Navy Air Controlmen (E-7 and above)and Marine Corps airfield operations personnel(E-7 and above) may also be delegated thisimportant responsibility by their commandingo f f ice rs..

GENERAL RESPONSIBILITIESOF CLEARANCE AUTHORITIES

While the actual responsibility for approvingflight plans submitted to flight clearance officesnormally applies to the operations duty officer,senior AC's working in these offices are in aposition to be of great help to the duty officerby checking flight plans for correctness andcompleteness and bringing any discrepancies tohis attention. Knowing your immediate superi-or's responsibilities is a principle of good leader-ship, and by actions based on your knowledge offlight clearance procedures you are setting anexample for the men who work with and foryou.

Flight ClearanceApproval Procedures

The clearance authority must insure that allportions of the flight clearance form arc com-plete and that the aircraft is not cleared on a

14

flight that will violate known instructions. Theclearing authority should be particularly alert tothe followingf

1. Pilot in command has signed.2. The crew is listed on the DO-175. Passen-

gers may be listed on the DO-175 or on aseparate passenger manifest.

3. The route of flight section is listed in theproper code to indicate selected navigation fixes.

4. Fucl reserve is sufficient for the flight,Aircraft must carry sufficient usable fuel, con-sidering meteorological factors and mission re-quirements, to fly from takeoff to destination,or to the approach fix serving destination andthence to an alternate airfield, if one is required,plus 10 percent of planned fuel requirements.The fuel reserve at destination or alternate, ifrequired, cannot he less than that required for20 minutes of flight. If in-flight refueling isplanned, sufficient usable fuel must be carried tofly from takeoff point to the Air RefuelingControl Point(s) (ARCP), and thence to asuitabl: recovery field in the event of anunsuccessful refueling attempt. The fuel reserveat rendezvous point cannot be less than 10percent, For multiple in-flight refuelings, theaircraft must have the required reserve at eachrendezvous point.. After the last in-flight refuel-ing is completed, the fuel reserve required forthe remainder of the flight is the normalrequirement as previo'usly discussed. Any knownor expected traffic delays must be consideredwhen computing fuel reserves.

5.. Pilot in command holds a valid instrumentcard if applicable.

G. Check for improper filing into an ADIZ,warning or restricted area, or positive controlledairspace.

7. Alternate airport, if required. An alternateairport is required except for VFR flights or forIFR flights when the weather at the destinationis forecast to be equal to or better than 3,000feet ceiling and 3 miles visibility during theperiod I hour before until I hour after the ETA.

8.. Insure that the weather briefing has beenconducted and that the flight is not in violationof established weather minimums for the type offlight..

9, Insure that stopover procedure i: under-stood by the pilot in t, nand, if applicable..0. Check for the proper weight and balance

19

Chapter 2FLIGHT PLANNING

forms, if applicable. Generally speaking and forweight and balance control purposes, NAVAIRInstruction 13060.2 (Series) classifies the major-ity of attack, fighter, and trainer aircraft as classIA or I B. The majority of cargo and patrolaircraft are class 2 With the exception ofaircraft to be ferried, the responsibility forinsuring safe loading of class IA and 1B aircraftis assigned to reporting custodians. The responsi-bility for safe loading of aircraft to be ferriedrests with the activity preparing the aircraft forferry movement. The pilot in command of aclass 2 aircraft certifies by his signature on theDD-175 that the aircraft's weight and center ofgravity will be within safe limits at the time oftakeoff and remain so for the duration of theflight. Such a pilot will submit a completedweight and balance form (DD-365F) whichrepresents the actual loading of the aircraft withthe DD-175 or, by his signature. certify that acompleted DD-365F, dated within the previous3 months and which represents the actualloading of the aircraft. is on file at the aircraft'shome base.

It should be emphasized that any modifica-tion or a written flight plan should he accom-plished only with the concurrence of the pilot incommand.

Authorized Airfields

Pilots cannot clear for airfields °the' thanthose listed in the current DOD FLIP IFR /VFRSupplement unless such flights are necessary forthe accomplishment of a mission assigned byhigher authority. The pilot is re -ponsible forinsuring that facilities, such as type runway,length, and load bearing capacity are adequatefor the type aircraft involved.

All jet aircraft operating in the continental U.S. and engaged in training or itinerant flight areprohibited from landing at or taking off fromcivil airports, except for those aircraft of unitsoccupying facilities at the airport. Civil airportsare those listed in the FLIP Supplements underDirectory of Aerodrome as P. FAA, and thosezlirport', where the military designation is en-closed in parentheses. Exceptions to this restric-tion are as follows.

I. Civil airfields on which naval air stations orunits of another military service which operatejet aircraft are located.

2.. Flights requiring an alternate may use civilairports as alternates when military alternatesare not available.

3. When necessary to visit for official busi-ness in the area. Written orders are not required.

4. Required flights for procurement, accept-ance, modification, test, and delivery of aircraft.This includes ferry flights to permit flexibility inaccomplishing the mission,

5. Flights necessary for the accomplishmentof unit mission where prior coordination hasbeen effected with the airport authorities in-volved and where the Type Commander hasgranted waivers to permit use of the airportinvolved.

NOTE: These restrictions do not precludethe use of civil airports for the accomplishmentof essential approach and low approach trainingwhich cannot be accomplished at military air-fields.

Helicopters are authorized to land at non-air-field locations such as fields, highways, andparks, with the following provisions:

I. A military requirement exists for suchlandings.

2. Adequate safeguards are taken to permitsafe landing and takeoff operations withouthazard to people or property.

3. There are no legal objections to landing atsuch nonairfield sites.

The above restrictions may be waived bycommanding officers when helicopters are dis-patched or engaged in rescue operations,

Meteorological andCommunication Services

The clearance authority must assure thatprovisions for satisfactory meteorological serv-ices and air/ground and point-to-point communi-cation services are available, to insure safe andpositive flight guard, prior to granting clearance.At those activities where weathervision is in-stalled, the provision of satisfactory meteorolog-ical service may be accomplished by this means,provided that the following conditions are met::

I. The weathervision briefing is recorded atthe transmitting end.

2. The pilot accepts responsibility for com-pletion of the weather form and gives his nameand grade to the weather briefing officer provid-ing the briefing.

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zo

AIR CONTROLM AN 1 & C

Flight Jeopardy

The commanding officer of a naval air activityis notLI

authorized to permit naval aircraft depart-NN from the activity under his command when

the state of the weather or the condition of thecrew or aircraft is such that., in his estimation,. itwill jeopardize the proposed flight. This restric-tion does not apply to cases where CommanderFleet Air Detachment. or a pilot holding a validspecial instrument rating flying as p h incommand. or as flight leader of a formation ofaircraft. has authorized flight clearance forflight.

Non-Naval Aircraft

Aircraft of other military services and MilitaryAirlift Command aircraft are granted clearancein accordance with their respective instructions.Civil aircraft will he cleared in accordance withFAA regulations.

VFR FLIGHT CLEARANCEREQUIREMENTS

CLEARANCE APPROVAL

The clearance authority must ascertain thatthe VFR clearance requested is in accordancewith the VFR requirements of FAR 91. othergoverning regulations, and OPNAV 3710:7 (Se-ries).

WEATHER MINIMUMS

Within airspace where FAR 91 is applicable.the cloud clearance and visibility minimumscon tained therein (illustrated in NAVTRA10367-E. AC 3 & 2. chapter 3) prevail through-out a naval VFR flight. If more stringentminimums have been established for the point ofdeparture or destination, as noted in the aero-drome remarks section of the DOD FLIP (EnRoute) IFR Supplement, then the ceiling andvisibility must be at or above these minimums inthe applicable control zone.

Existing and forecast weather must be such asto permit VFR operations for the duration of

the flight. Destination weather must be at least1.000 feet ceiling and 3 miles visibility, or suchhigher minimums as noted in the aerodromeremarks section of the DOD FLIP (En Route)IFR Supplement, and forecast to remain at orabove these minimums during the period from 1hour before until 1 hour after ETA.

Exceptions to the preceding paragraph are asfollows:.

1. Deviations pursuant to FAR 91.107, Spe-cial VFR Weather Minimums, are permittedsubject to an ATC clearance.

2. Outside of controlled airspace, helicoptersmay be operated below 1,200 feet above thesurface when the visibility is less than 1 mile, ifoperated at a speed that allows the pilotadequate opportunity to see and avoid other airtraffic and maintain obstacle clearance.

Where FAR 91 is not applicable, FLIP Plan-ning Section III, International Flight Rules andProcedures, outlines the general flight rules foroperation of military aircraft in such airspace,

Aircraft must be instrumem equipped andpilots must be qualified for instrument flight tofly VFR above a ceiling..

Fixed wing aircraft must maintain at least 500feet above the terrain or surface of the waterexcept when landing or taking off or when themission of the flight requires otherwise.

Prior approval must be obtained for asimulated instrument approach from theappropriate approach control facility or fromthe control tower at locations not served by anapproach control facility. At an airport with notower, the associated FSS, if applicable, must benotified.,

IFR FLIGHT CLEARANCEREQUIREMENTS

In order to decrease the probability of midaircollisions, all Navy/Marine Corps flights in fixedwing aircraft within the conterminous U.S.should. to the maximum extent practicable, beconducted in accordance with IFR procedure.This procedure is not always practicable andpilots should not be required to adhere to itwhen one or more of the following conditionsexist:

1. When compliance would result in deroga-tion of the mission or task.

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21

Chapter 2 FLIGHT PLANNING

2. When necessary to .ivoid severe weather.3. When dictated by an in-flight emergency.Pilots of point-to-point helicopter flights

should be encouraged to file IFR where feasibleand when the aircraft is suitably equipped.

An IFR or combination VFR/IFR flight planmust be filed for all flights of naval aircraftwhich may reasonably expect to encounterin-flight IFR weather conditions during anyportion of the planned route. The VFR portionof the flight must meet the VFR criteria at thetime of departure and be forecast to remain soduring that period.

CLEARANCE APPROVAL

The clearance authority must ascertain thatthe clearance requested is in accordance with the

IFR requirements of FAR 91, OPNAV 3710.7(Series), and other governing regulations.

WEATHER

IFR clearance is based on the actual weatherat the point of departure at the time ofclearance and forecast weather en route, atdestination, and at destination alternate duringthe period 1 hour before until 1 hour after ETA.Existing weather may be used as a basis forclearance when no forecast weather is availableand the pilot's analysis of available data indi-cates satisfactory conditions P;r the plannedroute. Clearance cannot be authorized for desti-nations at which the weather is forecast to bebelow minimums (depicted in table 2-1) uponarrival, except when one of the following condi-tions exists:

Table 2-1.Weather criteria for IFR clearances

Destination Alternate

Nonprecision Precision Nonprecision Precision

Published landingminimums

Publishedlandingminimums.*

300 feet ceiling and1-mile visibilityboth above publishedlanding minimums; e.g.published minimumsare 400 and 1, thenweather must be atleast 700 and 2.

200 feetceilingand one-half milevisibilityboth abovelandingminimums.**

* Suigle.pdoted aircraft Not ecs than 200 feet ceiling and one-half mile visibility,**Single-piloted .urcratt and hose multipiloted aircraft equipped with only one operative means of two-way communications: Not

less than published nonprectsion minimums applicable to installed cquipment/navaids available.

1. The flight clearance is authorized by theCommanding Officer of an aircraft carrier; Com-mander Fleet Air Detachment; Marine AircraftGroup Commander:. or senior officer in theoperational chain of command when it is deter-

mined that the flight is required to support anurgent military necessity.

2. An alternate airport is available which is

forecast to be equal to or better than 3,000 feetceiling and 3 miles visibility during the period I

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AIR CONT ROLM AN 1 & C

hour before until 1 hour after ETA at thealternate.

Flights should be planned to circumvent areasof forecast atmospheric icing conditions andthunderstorms when practicable.

Severe Weather Watch Bulletin (WW)

Clearance authorities or pilots who possessclearance authority should not authorize flightsthrough areas for which an Aviation SevereWeather Watch Bulletin (WW) has been issuedunless the aircraft performance characteristicspermit an en route flight level above existing ordeveloping severe storms. or storm developmenthas not progressed as forecast for the plannedroute. In the latter case, the following condi-tions apply:

1 VFR clearance may be authorized if exist-ing and forecast weather for the planned routepermits such clearance.

2. IFR clearance may be authorized if theaircraft has radar installed, thus permittingdetection and avoidance of isolated thunder-storms.

3. IFR clearance may he authorized in posi-tive control areas if visual meteorological condi-tions can be maintained thus enabling pilots todetect and avoid isolated thunderstorms.

Exceptions to the above restrictions areflights of operational necessity. emergencies. andflights involving all-weather research projects orweather reconnaissance:

INSTRUMENT FLIGHT RULES

IFR flights of naval aircraft are governed bythe rules and procedure in FAR 91, Thefollowing conditions are in addition to thoseestablished therein,

(FR ALTITUDES

Except when the mission of the flight requiresotherwise. naval aircraft operated (FR outside ofcontrolled airspace must maintain at least 1,000feet above the highest terrain, surface of thewater. or obstacle within 22 miles of the

intended line of flight. When operated IFRoutside of controlled airspace, over designatedmountainous terrain as shown in the appropriateDOD FLIP. a naval aircraft must maintain atleast 2.000 feet above the highest terrain orobstacle within 22 miles of the intended line offlight.

Naval aircraft operated IFR within controlledairspace cannot be flown at less than theminimum en route altitude or that altitudespecified by the agency exercising control overthe area concerned

INSTRUMENT DEPARTURES

If a departure takes place under 1FR condi-tions. takeoff weather minimums must be con-sidered. In addition, an approved standard in-strument departure may be applicable.

Takeoff Minimums

No takeoff weather minimums apply to pilotswho hold a valid special instrument rating.Takeoff depends on the judger nt of the pilotand urgency of the flights.

For pilots who hold a valid standard instru-ment rating a takeoff minimum of 300 feetceiling and 1 mile visibility applies. When a radarapproach facility with published minimums lessthan 300 and I is available, takeoff may beauthorized, provided the weather is at leastequal to the precision approach (PAR) mini-mums for the runway in use but in 110 case whenthe weather is less than 200 feet ceiling andone-half mile visibility/2400 feet RVR.

Two-aircraft formation takeoffs for subse-quent flight into (FR weather conditions may beauthorized, provided the weather is at or abovethe published circling minimums for the run-way/airport in use. In the event a circlingapproach is not authorized, VFR weather mini-mums apply..

If available, runway visibility may be used todetermine the visibility appropriate to a particu-lar.takeoff minimum.,

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23

1

Chapter 2 VLIGI-11 PLANNING

Standard InstrumentDeparture ISM)

Where available, the use or approved SID's isencouraged for 1FR departures. An appropriateSID procedure should be suggested to pilotsduring preflight planning in order for them torealise the greatest benefit from standardiiationof instrument departures.

INSTRUMENT APPROACHESAND LANDING MINIMUMS

Approved instrument approach proceduresare published in DOD Flight Information Publi-cations (Terminal I or other similar type publica-tions. Landing minimums for precision andsurveillance radar approaches are published inDOD Flight Information Publication (IFR Sup-plement). If available, runway visibility may beused to determine the visibilit minimums ex-cept that prevailing visibility is used for circlingapproaches.

Definitions

For the purpose of instrument approachcriteria, the Navy defines multipiloted andsingle-piloted aircraft as stated in the followingparagraphs.

SINGLL-PILOTED AIRCRAFT. A single-piloted aircraft is any aircraft that has one set offlight controls or any aircraft configured withtwo sets of flight controls and being operated byonly one pilot, except that tandem cockpitaircraft are considered as single-piloted aircraftregardless of the number of pilots embarked.

1.) L T I P LOTED AIRCRAFT, A multi -piloted aircraft is any aircraft that has two setsof flight controls located side by side in a singlecockpit and operated by two pilots. Single-piloted aircraft with side by side seating occu-pied by the pilot in command and an assistingNaval Flight Officer (NFO) which are configuredfor and assigned all-weather missions, may oper-ate within the same clearance and approachcriteria assigned to multipiloted aircraft pro-vided the assisting crcwmember has the equiva-lent of an instrument rating (in accordance with

chapter 12 OPNAV 3710.7 (Series) in typeaircraft and can monitor the pilot's flight instru-ments, monitor and control communications.and assist the pilot in acquiring the runwayvisually,

Approach Criteria

SINGLE-PILOTED AIRCRAFT., An instru-ment approach is not commenced in single-piloted aircraft when the reported weather isbelow the minimums prescribed in table 2 -I forthe type approach being conducted, unless anemergency exists. When a turbojet enroutedescent is to be executed, the approach is

considered to commence when the aircraftdescends below the highest initial penetrationaltitude established for the high altitude instru-ment approach procedures for the destinationairport. However, once an approach has beencoounenced, a pilot may, at his discretion,continue the approach to the approved pub-lished landing minimums as shown in the appro-priate Flight Information Publication for thetype approach being conducted.,

The absolute minimums for a single-pilotedaircraft on a precision approach are: 200 footceiling/height above touchdown (HAT) and visi-bility one-half mile/2.400 feet RVR or pub-lished minimums, whichever is higher.

AIRCRAFT IN FORMATION.- Formationflights of more than two aircraft during descentin instrument weather conditions are prohibitedexcept in an emergency,

Formation flights may not commence aninstrument approach when the reported weatheris less than circling minimums for the runway/airport in use, In the event a circling approach isnot authorized. VFR weather minimums apply.Once an approach has been commenced, theleader may, at his discretion, continue theapproach in formation to the approved landingminimums as shown in the appropriate FLIP forthe type of approach being conducted.

MULTIPILOTED AIRCRAFT. PROPELLORDRIVEN AND ROTARY WING.-- Except in anemergency, instrument approaches in multi-piloted type aircraft may not be commencedwhen the reported weather is below approvedpublished landing minimums unless it has beendetermined that the aircraft has the capability to

19

24

AIR CON I ROLM AN I & C

Proceed to an alternate airport in the tnent amissed approach must be executed

MULTIP110TED AIRCRAFT, JEL Exceptm an emergenc multipiloted aircraft maynot commence an 1 hen the reportedweather is below the approved published landingminimums for the qpe approach being con-ducted: Once an approach has been commenced,a pilot may, at his discretion. continue theapproach to the approved published landingminimums as shown in the appropriate FLIP forthe pe approach being conducted.,

citiRiA FOR CONTINUING INSTRU-MENT APPROACHES TO A LANDING. Thepublished minimum descent altitude. (MDA ) ordecision height (I)11) as applicable, is the lowestaltitude to which any aircraft may descendduring an instrument approach, unless the pilothas the runway environment (See Appendix I) insight and landing can he executed. eitherstraight-in or from a circling approach. which-ever is specified in the approach clearance, Amissed approach must be immediately executedupon reaching the missed approach point if therunway 4.nvironment is not in sight of if a safelanding cannot he made. For PAR approaches,the point at which the glide path elevation andminimum altitude or decision height coincidemust be used to identify the missed approachpoint.

On precision radar approaches, the pilot mayexpect to receive control instructions until overthe landing threshold:, however, course and glidepath information given after should beconsidered advisory in nature.,

FINAL APPROACH ABNORMALITIESDURING RADAR APPROACHES. The radarcontroller will issue instructions to execute amissed approach or climb and maintain a spe-cific altitude and fly a specified course. when-ever the completion of a safe approach isquestionable because one or more of the follow-ing conditions exist:

Safe limits for the radar approach areexceeded or radical aircraft deviations from thenornal approach path are observed.

2. Position or identification of the aircraft isin doubt,

3. Radar contact is lost or a malfunctioningradar is suspected,

20

4. Field conditions, conflicting traffic, orother tower observed unsafe conditions, pre-clude approach completion.

Execution of the missed approach by thepilot is not always necessary for conditionsstated in sentences numbered I. 2. or 3 in thepreceding paragraph if the pilot has the runwayor approach/runway lights in sight.; In thesecases, controller phraseology is:, (reason) "IFRUNWAY OR APPROACH/RUNWAY LIGHTSNOT IN SIGHT. EXECUTE MISSED AP-PROACIIRalternutive instructions)." The reasonmight include loss of radar contact. etc.

Execution of the missed approach is MANDA-TORY for the condition stated in sentencenumbered 4 in a preceding paragraph in thissection. C;Ifitroller phraseology should be "EXE-CUTE, MISSED APPROACH (alternative instruc-tions) (reason )." The reason might be traffic onthe runway. etc. The controller may issueinstructions to climb and maintain a specificaltitude and fly a specified heading, giving thereason therefore, instead of the applicable mis-sed approach procedure.

Practice Approaches

These criteria are not intended to precludesingle aircraft from executing practice ap-proaches (no landing intended) at a facilitywhen operating in conformance with an appro-priate clearance and the weather at the intendedfinal destination, and alternate if required, meetthe criteria for an instrument clearance,

SPECIAL MILITARY OPERATIONS

There are numerous military operations thatfall into the "special" category: i.e., Air DefenseExercises, All-Weather Low Altitude Routes,Aerial Refueling. etc.

Since any of the aforementioned operationsnormally requires approval by the FAA, the Air('ontrolman should be knowledgeable in thesteps utilized in obtaining the necessary authori-zation prior to the conduct of these operations.

Chapter 2 ILIGHT PLANNING

Altitude Reservation 1ALTRVI Procedures

An Altitude Reservation. hereafter referred toas ALTRV. is authorization by the appropriateFAA facility for airspace utilization under pre-scribed conditions, normally employed for themass movement of aircraft or other special userrequirements which cannot otherwise be accom-plished.

An ALTRV should be utilized when a numberof aircraft must be moved with less thanstandard IFR separation or when a number ofaircraft must operate within prescribed altitudes.timing and/or areas.

Provided the mission can be accomplishedwithout excessive derogation an ALTRV neednot be requested, In addition, an ALTRV isNOT authorized for operations that are usuallyconducted in airspace expressly designated for aspecial activity,

ALTRV's may encompass certain nucleartests. rocket. missile and drone activities andother special operations as may be authorized byFAA approval procedure,

Mixsion Planning

Originating units (squadrons. etc.) shouldassign a project officer for each proposedALTRV approval request (APREQ). He is re-sponsible for prior coordination with the follow-ing:

I. ARTCC in whose area the flight originatesto obtain acceptable departure procedures up tothe first cruising altitude..

2, Designated controlling, agency for approvalto transit restricted or warning areas.

3 Designated scheduling unit for approval touse or transit refueling tracks and Oil Burnerroutes including associated tracks.

4, Appropriate military bases concerning theuse of an Intensive Student Jet Training Area(ISJTA).

5. Appropriate FAA Liaison Officer.Time criteria for the submission of ALTRV

APREQs to the Central Altitude loservationFacility (CARF), Washington, D. C., arc con-tained in ATP 7610.4 (Series), Special MilitaryOperations.

Figure 2 -I illustrates the ALTRV flight planform that is utilized for planning and submission

to CARE, This t'orm is utilized when thereservation request is to be mailed or hand-carried to CARF. Requests that are sent viateletype should follow the format contained inATP 7610.4 (Series).

CARF Responsibility

ALTRV APREQ's received by CARF via themail service should be acknowledged by phoneor teletype.

Requests received that encompass overseasoperations are coordinated by CA RF with theappropriate control agencies.

CARE is required to forward ALTRV APVL's(approvals) to all ARTCC's concerned at least 24hours prior to the proposed departure time (asspecified in the ALTRV flight plan), unless ashorter time is coordinated with all ARTCC'sconcerned.

For airspace that is not under the jurisdictionof CARE coordination with the appropriateARTCC to obtain approval for ALTRVAPREQ's is the responsibility of CARF.

ARTCC Responsibility

ARTCC is responsible for the following:1 Review Ai ALTRV APREQ's to insure

completeness.2. Coordinate departure procedures with the

appropriate approach control facilities.3. Insure that the flight bas been approved up

to the first cruising altitude requested. providedthat this altitude will be attained within theoriginating ARTCC area or the first adjacentARTCC area.

4. insure that required separation exists be-tween two or more missions departing withinthe center of origin area to the altitudes speci-fied in 3 above.

5. Deliver all ALTRV APVL's to the desig-nated project officer in accordance with deliveryinstructions received from CARF,

6. Notify appropriate approach control facili-ties of approved ALTRV's which will operatewithin airspace delegated to approach control.

7. Forward departure times and/or cancella-tion of ALTRV aircraft to CARF and all

2126

AIR CONTROLMAN I & C

ALTITUDE RESERVATION FLIGHT PLANlottooN NNW( 0505 OF oot c t DENCI ROTICN

1:3 vtUN,? TACTICAL C SIGN IRC NO, V (N TTPrI

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CL NiDFCWNT

ALTITUDE RESERVATION FLIGHT PLAN Koirmviro)NAME/ORDER Of PRECEOENCE

UNIT TACTICAL CALL AIRCRAFT NO AND TYPE

I DESTINATION

F PROPOSED DEPARTURE TINE

CALL MN COT (Z-/I oromovv) ADMIS CALL SINN EDT 4Z-II Kw* len) ARMS

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PASS TO ADC RADAR PRIMARY REFUELING-AREAS/TRACKS ALT REFUELING. AAAAA /TRACKS

SITE NAME YES NO

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PROJECT OFFICER ORGANIZATION OFFICE PRONE NONE PHONE DATE THIS FORMACCOMPLISHED

AC.214Figure 2-1.Altitude Reservation Flight Plan.

ZS/

Chapter _2 FLIGHT PLANNING

concerned ARTCC's. Notify the appropriateapproach control facilities of cancellations only.

For more detailed information relative tospecial military operations the reader is urged toconsult Special Military Operations, ATP 7610.4(Series).

FLIGHT PLANNING SECTION

In flight planning, pilots utilize the facilitiesand space provided in the flight planning sectionof air operations. Here pilots assemble thenecessary information, which is required for aproposed flight, or. the flight plan log and theaircraft clearance form (DD Form 175 MilitaryFlight Plan, or DD Form 1801InternationalFlight Plan).

Flight planning facilities of operations build-ings vary in size, depending on the mission ofthe station and the amount of traffic that theysupport. Examples of two different missions aremajor training stations and fleet support sta-tions. The intent is to provide space andfacilities sufficient to permit a reasonable num-ber of pilots to concentrate on flight planningproblems at the same time without crowding orother unnecessary annoyance during this impor-tant phase of every flight.

FLIGHT PLANNING /APPROVALBRANCH SUPERVISOR

The supervisor is the key to the efficient andeffective function of any operation. Flight Plan-ning/Approval may be considered one of themost important functions of the ATC division.Although it does not include what may beconsidered the more exciting functions ofactually controlling air traffic, as do the toweror radar operations, it probably presents thegreatest challenge to a supervisor. It is at FlightPlanning/Approval that physical contact is madebetween the users of, and the air controlmenwho provide, air traffic control services. Logi-cally, the image or personality of the division,department, and station may be the result of themajority of opinions formed concerning theservices received, culminated by this contact.

It is a generally accepted practice to assign theyoung personnel, new to the Navy. to thisbranch to begin their development of air trafficcontrol skills. These men have a tendency to tryto imitate or take for their own those qualitiesthey admire and respect in those they identify asleaders. If the leaders they respect and admireare skillful, aggressive, and professional air con-trolmen who create by their interest and actiona good attitude toward flight clearance func-tions, then these new men will develop goodattitudes. A supervisor wants his men to becooperative, :o be willing to pitch in whenemergencies arise, to have pride in the organiza-tion, and to feel they have a stake in it. Thesecooperative attitudes are a byproduct of asupervisor's dealings with his men.

A supervisor can stimulate interest by helpinghis men see why their work is needed and how itfits into the whole pattern of air traffic control..He can develop their initiative by encouragingthem to join in figuring out ways of makingtheir work easier and better, and by delegatingjobs to those who can and should be doing themand occasionally checking and acknowledgingthe fact that they are done properly, At thesame time the supervisor must avoid stiflinginitiative by oversupervision.

A supervisor will necessarily carry out anorientation program for all new men. But ittakes more time and attention to get theyounger men off to a good start. This is worthdoing because they have many useful years inthe Navy ahead of them if they get started right,Th.: new men probably lack confidence and it isup to the supervisor to relieve the tension. Oncethey have some confidence, are familiar withtheir surroundings, know their shipmates, andknow who is to give them orders, they .:re ableto learn faster. It may be helpful to put themunder the wing of a more experienced aircontrolman to help them adjust and find theirway around.

The flight planning/approval branch super-visor's professional qualities are already provenby his attained rate and selection to a supervisorposition by his seniors. This combined withgood training and management practices willinsure the efficient and effective operation ofthe Flight Planning/Approval Branch.

AIR CONTROLMAN I &

EQUIPMENT AND LOCATION

The purpose of the flight planning section isto provide a centralized collection of aeronauti-cal information necessary for, and required by,aircrews to prepare flight plans.

The flight planning section should be located.organized, and equipped in conformity with thefollowing standards:

I. It should be located in a convenientposition adjacent to the weather office and theflight approval desk. Its location should beclearly indicated by direction indicators to guidetransient aircrews,

2. It should be manned by Air Controlmentrained and qualified to maintain flight informa-tion publications and associated wall displays.The personnel assigned to this section should bein sufficient numbers to operate the sectionthroughout the normal working hours of the airestablishment.

3. It should include adequate accommoda-tion with suitable furnishings for aircrews tothoroughly prepare their flight plans in reason-able comfort, The furnishings should includewall space for the display of required aeronauti-cal information, plotting tables, adequate light-ing arrangements, and storage for charts, publi-cations, and forms required by aircrews.

4. Navigation equipment must include plot-ting instruments, flight computers, and a clockindicating Greenwich Mean Time,

5, Sufficient quantities of flight informationpublications and related information applicableto the mission of the activity and area oflocation should be available,

6. NOTAM's decoded to plain language mustbe maintained up-to-date for ready reference.

7. The following publications are utilizedoccasionally for reference purposes and shouldbe available in limited quantities where required:.

a, Federal Aviation Regulations, Part 91,General Operating and Flight Rules.,

h., Airman's Information Manual.c. International NOTAM's (FAA).d., International Flight Information Man-

ual.

e., Air Almanac,f. Foreign Clearance Guide.g. nLa guage Glossaries.

h., DOD catalog of aeronautical charts andflight information publications.

AERONATUICAL CH ARTSAND PUBLICATIONS

One of the flight planning /approval branchsupervisor's functions should he to insure thatan adequate stock of aeronautical charts andpublications is maintained for flight crews andthat they are kept current and corrected. All theNavy's aeronautical charts and publications areprocured and distributed by the Defense Map-ping Agency Hydrographic Center (DMAHC),Washington, D. C.:

The Defense Mapping Agency HydrographicCenter is responsible for production or procure-ment, inventory management, and distributionof navigational and intelligence material to meetthe Navy/Marine Corps operational require-ments. DMAHC also maintains appropriate liai-son with agencies within the Department ofDefense, Coast and Geodetic Survey, and otherchart producing agencies regarding production,procurement, and distribution matters.

There are two Hydrographic Center Depotswhich serve as primary stock and distributionpoints; Clearfield, Utah and Philadelphia, Pa.These depots provide charts and publications forthe nine Hydrographic Centers which are at thefollowing locations:,

CONUS

1., Norfolk, Va.,2. Jacksonville, Fla.,3. San Diego, Calif.,4. San Pedro, Calif.

OVERSEAS

1 Rodman, Canal Zone2. Cubi Point, P.I.,3. Atsugi, Japan4. Honolulu, Hawaii5., Naples, Italy

Each hydrographic center has a geographicalarea of the world for which it is responsible.,They stock and issue aeronatuical charts andpublications, selected periodicals, air intelligencepublications, and Army maps. Additionally,selected nautical chart portfolios and relatedpublications are stocked uncorrected for emer-gency issue..

The requisitioning of aeronautical materialfrom the DMAHC distribution system is accom-plished as described in the DOD Catalog of

Chapter 2 FLIGHT PLANNING

Aeronautical Charts and Publications. The pur-pose of this catalog is to provide a listing ofUSN/USAF aeronautkal charts and publication:DOD Flight Information Publications (FLIP's),and miscellaneous items available to DOD users.This catalog itself is a looselear notebook typepublication containing several sections, each ofwhich describes certain procedures or charts andpublications available. For example, Section IIconsists of requisitioning and distribution' proce-dun: which must be followed and Section IIIlists the FLIP's available. etc. The catalog is keptcurrent by semiannual publication of new orreplacement pages containing changes or addi-tions. There is also a classified DOD Catalog ofAeronautical Charts and Publications of similarconstruction for ordering classified charts andpublications.,

That portion of Section II that applies toNavy/Marine Corps requisitioning proceduresshould be the subject of the supervisor's closeattention both in general use and training. Thissection contains complete information necessaryto correctly order needed aeronautical chartsand publications, including the source to orderfrom. Figure 2-2 is an example of a completedDD Form 1149, which is the document used forrequisitioning charts and publications.

In ordcr to expedite the processing of requisi-tions, items should he ,double spaced on the DDForm 1149 and separate requisitions should besubmitted for each category of material as

follows.('harts.

2, Publications.3. FLIFs.All requisitions must be sided by the Com-

manding Officer or his authorized representa-tive.

The spaces to be tilled out on the DD Form1149 are explained in figure 2-2, The followingexplanation provides additional background in-formation

1.. In block number 6, requisition number,the first portion of the number should be theunit identification code preceded by the letterN., This is referred to as the activity accountnumber in the catalog. Unit identification codesconsist of 2. 3, 4. or 5 numeric or alphabeticalcharacters assigned by the Comptroller of the

25

Navy to identify bureaus, systems commands,ships, aircraft units, shore activities, etc. Inmachine processing the unit identification codesof less than 5 characters would be preceded byieros to make a five character field. The 1)01)Activity Address Directory ( DODAAD) providesa code designation and clear text address of eachDOD activity that requisitions or receives mate-rial. The code in the DODAAD for all Navyactivities and certain Marine Corps activitiesconsists of the unit identification code assignedby the Comptroller preceded by the letter N.The second portion of the requisition numberindicates the Julian date, which consists of twoelements: the last digit of the calendar year andthe numerical consecutive date of the calendaryear.: In the example in firgure 2-2 the year is1972 and the day is the 228th consecutive dayof the year or 15 Aug. The numerical consecu-tive day of the year may be found on govern-ment issue calendars,

The unit identification code of each Navyactivity can be found in NAVCOMPT Manual:Vol., II, or the DODAAD. If neither of thesereferences is available, the activity ComptrollerDepartment may be contacted by telephone..

The last portion of the serial number is therequisitioning activity's request number.: Thisnumber on each new requisition must increaseby at least one digit. A log may be maintained sothat as each requisition is prepared, its origina-tor's serial number is assigned and logged toprevent duplication and/or omissions.

2. Block 7 is normally blank unless thematerial is required prior to/or after the timeallowed by the issue priority designator shownin block 8., In the Uniform Material Movementand Issue Priority System, the issue prioritydesignator is determined by a combination offactors which relate the military importance ofthe requisitioner (Fleet Activity Designator) andthe urgency of need designato:., The FleetActivity Designator (FAD) is a Roman numeral(I to V) and is assigned by appropriate authoritywithin the chain of command. The FAD for anyactivity may be obtained by contacting theSupply Department of that activity.. The ur-gency of need designator (an alphabetical letter)is determined by the requisitioning activity usingthe guidance and criteria shown in table 2 -2.

AIR CONTROLMAN 1 & C

Table 2 2.Issue priority designator conversion table

URGENCY OF NEEDDESIGNATOR (UND)

FORCE/ACTIVITYDESIGNATOR (FAD) PRIORITY DELIVERY

DATE (PDD)I, u I In Iiv

ISSUE PRIORITYDESIGNATOR (IPD)

CONUS OVERSEAS

DESIGNATOR A

Emergency requirements fornonavailable material withoutwhich the force/activity con-cerned is unable to performassigned missions or tasks.

01 02 03

07 08

5 days(120 hr)

8 days

7 days(168 hr)

15 days

DESIGNATOR B

Requirements for nonavail-able material which impairsthe capability of the force/activity concerned. Missionscan be performed, but withdecreased operational effec-tiveness and efficiency.

04 05 06

09 10

8 days

20 days

15 days

45 days

DESIGNATOR C

Material requirements neededon a more urgent basis thanroutine. For example, imme-diate end use requirementsfor repair of collateral andadministrative support equip-ment; to meet scheduled de-ployment; or deficiencies innewly established outfittingor allowance Hats.

11 12 13 14 15 20 days 45 days

DESIGNATOR D

Material requirements for in-itial outfitting and filling ofallowances, scheduled main-tenance, routine stock re-plenishment, repair or main-tenance of supply systemsstocks.

16 17 18 19 20 3u days 60 days

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.215

:AIR CONTROLM AN 1 & C

With certain exceptions. these two factors(FAD and UND) will enable the requisitioningactivity, to determine die issue priority designa-tor t I PD). [or example: suppose that you are'ordering aeronautical charts:you determine thaty our FAD is I V,. and considering your ship'sexpected deployment date and the necessity ofthe' charts you determine that the urgency orneed designator should be C. By referring totable 2-2. you locate FM) IV, then move downthe column directly below the IV until adjacentto the urgency of need designator C. This givesyou an IPD of 14. This is the number that youwould place on the DD Form 1149 in thep: uin ty block..

3.: The Commanding Office' or his authorizedrepresentative must sign the DI) Form 1149 and,is required to personally review any urgency ofneed designator A and validate it. Additionally,an urgency of ne,id designator B must bereviewed and validated by persons designated bythe' Commanding Officer. The supervisor shouldinsure that control of issue priority designatorutilization is exercised in the division and keptrealistic before submitting the requisition for anapproving signature.

4., 1:UV's are distributed in predeterminedquantities and to a predetermined list or addres-ses or automatic distribution. The basis ofdistribution is in accordance with a table in-clud'...d in Section III of the Catalog of Aeronaut-ical Charts and Publications When requisitioningFLIP's using the 1)1) Form 1149, if automaticdistribution or subsequent issues or the materialordered is not required: then a statement thatthe request is a one-time request must beincluded on the form. An annual survey is madeby "the appropriate DMA distribution controloffice to establish.. confirm: or revise organiza-tional requirements for FL1P's to keep the,automata distribution effective.

Chart Updating Information

Additional updating information on aeronaut-ical charts is provided for DOD users listed inthe catalog in two monthly publications. TheDOD Aeronautical Chart Updating Manual(CHUM) is published to furnish information onsignificant chart changes and corrections. Eachmonthly CHUM supersedes the previous one,

The DOD Aeronautical Chart Bulletin is pub-lished to inform users of new editions of chartsand publications, to furnish information onreplacement charts, and to provide notices per-taining to supply. Semiannually a DOD Aero-nautical Chart Bulletin Digest is published to listthe current edition dates of all charts showngraphically in the catalog. The monthly bulletinis a cumulative system which contains newadditions since the last bulletin was publishedand they should be retained for the six monthperiod preceding publication or the BulletinDigest. The Bulletin Digest includes the still newor revised information from thoF previous sixbulletins and when the Bulletin Digest is re-ceived, the previous six bulletins may be dis-carded and the process starts again.

To determine if a chart is a current edition,use the following procedure:

I. Check the edition number of the chartagainst the edition number listed in the latestBulletin Digest and subsequent monthly bulle-tins. If the numbers are the same, the chart iscurrent. If the bulletins list a higher editionnumber the chart is obsolete and should bereplaced.

2. ('heck the CHUM to see if the chartrequires modification. Refer to Section II of thelatest OlUM for a listing of charts which requireadditional or updating information, If the chartis listed, refer to Section III of the CHUM forthe correction information and apply thechanges to the chart.

3., Check Section IV of the CHUM to see ifthere are any special notices that contain correc-tive information for the chart.

4. Check NOTAM files and Memorandum forAviators files for possible navigation noticeswhich may effect the chart,

There is also a classified DOD CHUM ofsimilar construction for use with classifiedcharts.

WALL DISPLAYS

Certain types of information required to beavailable in flight clearance can be displayedvery effectively as a wall display.; The amount,extent, and complexity of such displays aredictated by the mission of the particular activ-

28

77

Chapter 2 FLIGHT PLANNING

ity llowoer.. the following items Olin formationare examples of material which may be madeavailable in flight clearance as wall displays'

I \ general flight planning Lhart Ibis chartshould be a large one such as the FLIP lowaltitude planning chart., and have some means ofmeasurement for roughly determining distanceof considerable' magnitude, for preliminary plan-ning

2 A local flight planning chart(s) of suitablescale showing VFR ingress and egress corridors.

3. Scaled terrain/obstruction charts whichmay include overlays depicting current SIDcourses and their proximity to known hazards,

4. Charts showing details of local special useairspace and training areas. including limits ofthe local fly mg area.

5. \ wallboard, appropriately marked, uponwhich to place effective Memoranda for Avia-tor

6. NOTAM display. A standardized displayhoard for NOTAM's as prescribed in OPNAV3721.1 tSeries) is designed to accommodate thepublication procedure of the Navy/Air ForceNOTAM system. This particular area of responsi-bility of the flight clearance supervisor shouldreceive considerable attention. He must insureavailability of sufficiently knowledgeable per-sonnel to maintain a current NOTAM displayand to asmst pilots in checking the NOTAMinformation., The NOTAM hoard must be con-stantly updated: at least once each hour.. andobsolete material must be promptly removed,When a new NOTAM is received. the Summary,should he updated immediately. The accuracy ofNal AM's for your particular activity should beverified at least one hour after receipt of theSummary.. Since the sole purpose of theNOTAM system is to assist the pilot in saferflight and the information is only of value afterit reaches the pilot who is planning a flight, theeffectiveness of the entire NOTAM systemdepends on how well each individual performsthe functions assigned.

'7. Lighted or other types of display boards toindicate general flying weather conditions arenot mandatory. It' used, however, such displaysmust he standardized to show terminal ceilingand \risibility conditions indicated by the follow-ing color codes:

29

a. At or better than ceiling and visibilityminimum prescribed for flight under

G MI N.b. Below ceiling and visibility prescribed

for flight under VER but at or above the lowestminimum fOr an approved instrument approach.including PAR. AMBER.

tf. Below the lowest minimum for an ap-proved instrument approach, including PAR.--RI:D.

USE OF FLIGHT CLEAR-ANCE EQUIPMENT ANDSAFETY PRECAUTIONS

Most base operations offices have some typeof landline (direct phoneline) equipment fordirect voice communications with ARTCC. FSS,etc. All such phone lines are identified by aparticular number. Correct procedure to followif these lines should fail is developed locally bythe supervisor, Supervisors must insure that allpersonnel in the Flight Planning/Approvalbranch are familiar with such procedures.. It is

especially important that they know what to doand who to call on the regular telephone in caseof a direct line failure.

Teletype machines in base ops will probablyrequire more attention from a supervisor thanmost other equipment since they are relativelydifficult to operate correctly. The supervisormust insure that the operators are properlyindoctrinated concerning the proper codes pre-scribed for the particular types of messages thathis office sends. This is especially importantwith automatic systems since improper codingof a heading to a message may cause the messageto be rejected by the computer that routes themessage to intended receivers. This would re-quire doing thc same job again, which introducesa delay in message delivery. Normally there is atime lapse of at least 30 minutes between thetime the pilot of a proposed IFR flight submitshis proposed flight plan until he calls departurecontrol for his clearance.

If too many delays are introduced into theprocessing and submission of the proposal viateletyr, the clearance may not be availablewhen the pilot is ready for it: Considering theexpense of the aircraft and pilot sitting there

AIR CONTROLMAN I & C

waiting for clearance, when the delay problem isat the Flight Approval office. the necessity forcorrect and rapid communications should beapparent.

As in any situation, the senior personnel mustbe continuously safety conscious. They shouldmake periodic inspections of work areas forpotentially hazardous situations, Around tele-type machines, consider the following precau-tions or actions:

I, The top cover of the machine should neverbe opened when anyone is working around itwith metal objects such as paperclips. thumbtacks. etc.. that might fall into the mechanism.

Such objects, it' allowed to fall into the machine,could severely damage it or possibly short out anelectrical component and cause an electrical fire.

2. If an electrical fire should result. unplugthe machine or otherwise disconnect the electri-cal circuit, such as with a master switch. It maybe necessary to use a fire extinguisher, Be sure aCO2 extinguisher is available in the area and thateveryone knows the location.

3 Insure that personnel are properly indoc-trinated as to the proper procedure for replacingteletype paper and ribbons since improper instal-lations may jam or damage the machine or inany event delay its return to service,

CHAPTER 3

FACILITY OPERATION

Because of the many advantages of standard-ization. the Navy has endeavored to apply thisprinciple to air traffic control to the extentpossible. Cooperation with the FAA and othermilitary agencies of the DOD to develop acommon civil/military system is one example,The Naval Air Training and Operating Standard-ization (NATOPS) progam is another. Thesestandards attempt to provide uniform systems ofefficient operation and operational guidance forATC facilities. Differences between agencies andfacilities are recopized: however, and appro-priate options to provide the required flexibilityis retained. It is the intent of this chapter todiscuss those procedures applicable to mostnaval ATC facilities relative to the operation ofthe facility which are not included or referred toelsewhere in this training course.

AIR OPERATIONS MANUAL

Local flying rules and instructions are foundin regulations issued by the various fleets. forces,naval air stations, and other naval activitieswhere aircraft are based or operated. In accord-ance with OPNAV 3721.1 (Series). Navy andMarine Corps facilities develop and publish AirOperations Manuals which should include all

those subjects that are considered as localadministrative or operational procedure. Sincethis manual establishes local regulations, it is

considered as a continuation or supplement toOPNAV 3710.7 (Series) NATOPS Ce.neral Flightand Operating Instructions Manual which con-tains the overall standardized general flight andoperating instructions for Navy and MarineCorps facilities.

Senior AC's should become involved withtheir Air Operations Manual. They should maketheir ideas for improved or more efficientprocedures known to the proper individual in

the chain ofcommand. The best possible evalua-tion of such a publication must come frompilots using and the controllers providing theservice regulated by this manual.

The following basic outline for an Air Opera-tions Manual should be adhered to as closely aspossible considering local conditions and servicesoffered, which could necessitate some variation,

I. General.a. General prudential rules.b. Hangar and service facilities (including

wheel load capacity of runways and parkingaprons).

c Night lighting facilities.d, Hours of operation,

2. Clearance of aircraft,a. Instructions for filing flight plans.b. Weather minimums.

3, Course rules.a. Taxi instructions.h. Takeoff instructions.c. Landing instructions.d. Runway use procedure.e. Definition of local fl ling area.f. Acrobatic areas.g. Bombing areas.h, Local obstructions.

4. Air traffic control.a PAR procedures, if applicable,b. Procedures for checking "wheels down

and locked."c. Emergency procedures.d. Procedures for civil operations which

infringe upon the control zone andleir airporttraffic area, such as crop dusting, sign towing,forest fire fighting, etc.

5., Transient aircraft.a. Accommodations available.b. Transportation available.c. Instructions for clearance of passengers

for flights.d. Procedures for handling visiting VIP's.

AIR CONTROLM AN I & C

e. Procedures for expeditiously handlingthe orders of personnel authorized per diem.

f. Customs procedures. hours. and require-ments (at stations on foreign soil and whereapplicable in the U.S.I.

g Procedures for obtaining flight rations.h. Procedures for obtaining required regis-

tered publications necessary for flight.1.. Procedures and facilities for temporary

stowage of registered material and weapons.j. Availability of clothing, shaving articles.

etc., for tines pect,:d RON's and Bingo crews.6. Aircraft crash and rescue,

a. Crash and rescue bill.h. Search and rescue Nil.c. Salvage hill.

7.. Illustrations.a. Traffic pattern charts.b., Taxi pattern charts.c. Prohibited. warning, or restricted area

charts.,d.. Target dropping and bombing area

charts.e.. Scaled terrain/obstruction chart.

One copy of each new or revised Air Opera-tions Manual is sent to CNO. DMAIIC, COM-NAV AIRSYSCOM and the appropriate NARAS-PO. Distribution to other activities that use localfacilities is accomplished as needed.

A complete and current Air Operations Man-ual is a definite asset to an ATC facility.. Itenjoys fairly wide distribution and is useful tointerested persons unfamiliar with the localactivity who intend to use the facility andservices offered, ,Also. it is a useful tool for afacility's indoctrination and training programsince it is a collective publication of regulationswhich affect local flying operations and proce-dures.

Moreover, if the Air Operations Manual isignored and allowed to become a dust catcher inthe files, it can be a meaningless waste. TheNavy has taken steps to prevent this by requir-ing. through regulation, that a periodic review heconducted to insure that the subject matter is upto date. However, like any regulation, theeffectiveness at the local level depends upon theinitiative and insight of those regulated.

32

FACI LITY LICENSE

SECNAV Instruction 3770.1 (Series) establishesresponsibility and describes the procedures foruse of Navy/Marine Corps aviation facilities byother than military aircraft as authorized by theFederal Aviation Act of 1958.

AUTHORITY

The Federal Aviation Act of 1958 states thatair navigation facilities owned and operated bythe U.S. may be made available for public useunder such conditions and to such extent as thehead of the department or other agency havingjurisdiction thereof deems advisable and may byregulation prescribe,

Navy and Marine Corps aviation facilities areestablished to support the operation of Navyand Marine Corps aircraft. Equipment, person-nel, and material are maintained only at a levelnecessitated by these requirements. SECNAV hasestablished the policy that, except in the case ofa bona fide emergency. Navy and Marine Corpsaviation facilities will not be used to support theoperation or maintenance of commercial orprivate aircraft except as follows:

Aircraft other than those, belonging to theU.S. Government may use Navy and MarineCorps facilities if necessary and if so authorizedunder the provision of SECNAV 3770.1 (Series),provided that:

a. They do not interfere with militaryrequirements, and the security of the militaryoperations. facilities, or equipment is not com-promised,

h. No adequate civil airport is available.,(An exception to this is flights in connectionwith official government business.)

c. Pilots comply with regulations promul-gated by the cognizant military agency and thecommanding officer of the facility.

d. Civil aircraft users assume the risk inaccordance with the provisions of the AviationFacility License.

e., Each aircraft is equipped with two-wayradio which provides a capability for voice

Chapter 3 FACILITY OPERA1ION

communications with the control tower onstandard N,iv /Marine Corps frequencies.

I. the user, or requesting government: hasobtainAl permission through diplomatic chan-nels from the host country wherein the facilityof intended landing is located, if applicable,

2. At joint civil/military facilities, the agree-ment entered into when establishing the jointuse operation may take the place of SECNAV3770.1 (Series, concerning civil use,

3. At facilities in tbreign countries, theprovisions of status of forces agreements, treat-ies of mutual cooperation. or other internationalagreements must also he considered.

4. Aircraft being produced for a militaryagency under contract may use Navy facilitiesfor testing and experimental purposes if thecontract so provides, or it is determined that it isin the hest interest of the government to do so.

5. Aircraft operating under a Military Traf-fic Management and Terminal Service (MTMTS).Military Airlift Command (MAO. or Navy char-ter or contract for the movement of DODpassengers or cargo may he authorized to usefacilitie., when required for loading, en route. orterminal stops.

CIVIL USE OF NAVAL FACILITIES

The use of naval facilities by civil aircraft is atthe risk of the operator. The Navy assumes noliability or responsibility by reason of thecondition of the landing area. taxiways. radio ornavaids or other equipment. or for notificationof such conditions, or by acts of its agents inconnection with the granting of the right to usesuch facility.. Additionally. no responsibility isassumed for the security of or damage to aircraftwhile on government property.,

Operators of civil aircraft using a naval facilityare required to comply with the air and poundrules promulgated by the Navy or the command-ing officer. Such operators are required tocomply with FAA requirements for filing flightplans. When a flight plan is required, it must betiled with the commanding officer or his author-ized representative prior to departure. When noflight plan is required. the operator must furnisha list of passengers and crewmembers, the

33

airport of first intended landing. the alternateairport, and the amount of fuel in hours to theflight clearance authority, or the local companyofficial. as appropriate, prior to takeoff.

The applicable weather minimums arc thoseestablished for a specific airline, if appropriate,or those as published in the Airman's Informa-tion Manual, or if none are established, thoseestablished by the commanding officer,

The commanding officer may conduct aninspection of the aircraft, its crew and cargo. orpassengers as may be required. Compliance withlocal customs, immigration, agriculture, andpublic health regulations is the responsibility ofthe aircraft commander.: The commanding offi-cer will inform local officials of the arrival ofcivil aircraft subject tr, such regulations and willnot authorize takeoff clearance until such regu-lations have been met.

If a Navy facility has been approved as analternate airport. radio clearance must be ob-tained from such facility as soon as the decisionis made to use it.

In the case of an emergency landing, thecommanding officer will obtain from the pilotof the aircraft a written report of the conditionspertaining to the emergency,

APPLICATION AND APPROVALOF FACILITY LICENSE

Nonmilitary aviation interests desiring use ofa Navy/Marine Corps facility will be required toexecute an application for an Aviation FacilityLicense (OPNAV Form 3770-1) and submit aCertificate of Insurance (NAF FAC 7 -I 101 1/36)which indicates insurance coverage bef.ore ap-proval for use of the facility can he given, Thefollowing list contains exceptions to this condi-tion:

1. Aircraft owned or operated by depart-ments or agencies of the U.S. Government.

2. Aircraft owned or operated for noncom-mercial purposes by agencies of a foreigngovernment, except in the case where theforeign government charges fees lot U.S. Gov-ernment aircraft,

3. Aircraft owned and operated by states.counties, or municipalities of the U.S.

1 ( ON 1 KOI I N, 1.\(

4. Aircraft operated by \at Marine Corpsflying clubs or .Nero Clubs of (Ilia miluar%mice, which are operated as instrumentalitiesof the l''edtral Government.

I he commanding officer has authon4 toapprove or disapprove operations of civil aircraftat his facility. There are conditions whichrequirt. higher authority approval. in which casecommanding officers forward the applicationand license to such higher authority.

HANDLING PROCEDURES ATTHE ATC DIVISION LEVEL

Copies of approved racility Licenses arenormally on tile in the AT(' division office forreference, It us necessary that division personnelare aware of the aircraft operators authorized touse your 1,1610 to avoid unnecessary delayswhen such operations are impending. he sim-plest procedure would probably be maintenanceof a current list of approved licenses in thetower. radar facility. and flight approval branch.

EMERGENCY PLANS AND SERVICES

Commanding officers of air facilities arerequired to develop and maintain current opera-tional plans and procedures to insure maximumpiotcction of aircraft and safety of personnelduring an emereencv situation Senior AC's willbe called upon for advice and assistance whenthese plans are developed or updated to insurethat they are effective and workable from the airtraffic control aspect.

Additionally. training of new personnel in thisparticular function is probably the most difficultto perform since actual conditions requiring theuse of these procedures occur infrequently.Consequentb supervisors must conduct drillsfrequently which simulate emergency conditionsto develop the skills and reactions required ofcontroller personnel.

CRASH AND RESCUE SERVICES

NAVMAT Instruction 11320.11 (Series) pro-vides the basic' policy and organization forperforming the aircraft lire protection andrescue function at Navy and Marine Corps air

.1,11\ 111,\, I his 111,1111. 11011 IN kISIk til)k111110111HAIM .1111111.1:),Ihitt ill Inliltik:Ilse It/..ii tind hell A 111.11 1101Ild'MIL 1.1%./111\ . Au opaanons Manual.

I he AC's participation in crash and rescueprocedure is mainly one of communication: i.e..notification of impending flight operations topermit positioning of etripment in an alertstatus and notification of a crash or an impend-ing emergency landing to the appropriate sta-tions on the crash alarm system.

At all times when the runways are in use at afacility. a runway alert will be maintained, Therunway alert consists of the appropriate menand equipment strategically located to permitthe men to observe the entire runway andrespond immediately to an emergency. Thepurpose of the runway alert is rescue of person-nel involved in unannounced emergencies and toobserve and report any suspected malfunction ofaircraft to the control tower. In the eventlandings and takeoffs are being conducted simul-taneously and both operations cannot be oh-served from one position, a second runway alertshould be provided,

At all times when flight operations are beingconducted, a standby alert of the appropriatemen and equipment should he maintained in astate of readiness such that they can respond toan emergency from their standby position to thefield alert position within 3 minutes.. The pur-pose of the standby alert is to supplement therunway alert and provide additional firefightingcapability when necessary.

Additionally, a backup standby alert is main-tained when flight operations are being con-ducted consisting of the appropriate men andequipment from the security forces, ordnancedisposal crews, and the station firefighting orga-nization in a state of readiness such that theycan respond to an emergency promptly fromtheir normal working spaces. These supportingforces should assume the position of standbyalert upon notification of an emergency andawait the instructions of the senior firefighter atthe scene.

34

:19

Alert Phases

Local alerts are outlined in the crash andrescue bill promulgated for your station. It may

Chapter 3 I A('11.11 \ 014 KAl ION

be dt.sirable for emelpenk equipment to healert1/4,1 on a standb or reads basis through the

ot sti-pl:ase or thi,:L-pliase .dirt sy stem., At pica! three-phase- alert might consist of thelulluwing

I, Alert I Indicating an aircraft approach-ing the airport is in minor difficulty: i.e..feathered prop on a niultiengined aircraft, oilleak. etc, Emergency equipment and crews.other than those normally on duty. at therunway, would standby at the crash barn forfurther instructions.

2.- Alert II Indicating the aircraft approach-ing the airport is in major difficulty: i.e.. engineon fire, faulty landing gear. no hydraulic pres-sure. etc, This would mean that emergencyequipment would proceed to a predeterminedlocation tend of runway. etc.) to await develop-ment of the potential emergency,

3. Alert Ill Indicating an aircraft is in-volved in an accident on or near the airport. Theemergency equipment would proceed immedi-ately to the scene of the emergency..

AC's in the tower will usually observe orreceive information regarding impending emer-gencies and will notify the crash and rescuecrews and other appropriate personnel on thecrash alarm system. If such information is

initially received at locations other than thetower, personnel in the tower should be notifiedimmediately to permit timely notification to allconcerned, Various systems of notification andcommunications are required for crash andrescue operations at air facilities: these arediscussed in detail in AC 3 & 2, NAVTRA10367 -I:.,

Crash Drills

Response film! seems to be the most impor-tant factor to surface when evaluating a reactionto an aircraft emergency other than actualcontrol procedure employed by the air trafficcontroller. Data on survivable aircraft accidentsand fire tests emphasize the urgency of arrivingat the accident scene in the shortest possibletime,. Test and experience data show that occ-pant escape time can be extended by promptfire suppression operations. Many items thataffect response time are fixed, such as numberand type of crash equipment necessary per

35

40

category of aircraft operation and the number ofpersonnel necessary to adequately man suchequipment, Howe% er: crew reaction time is oneitem which may he considered variable and isaffected by communications procedures andpractices for the alert: The AC has a definitedegree of control of the alert To enhancedevelopment of a minimum response time.frequent drills should he conducted to allowtower personnel to actually use the procedurefor alerting the crash crew. The following itemsshould be stressed in each drill:

I: Use of the grid maps to pinpoint accidentscenes both on and off the airport.

2. Prompt transmission of messages pertain-ing to a crash and other information available toassist in the location of the accident scene.,

3., Prepositioning of crash equipment whenthe situation permits advance notice that anemergency exists but the aircraft concerned isstill en route to the air station. Although thephysical positioning is the Crash Captain's re-sponsibility. the tower controller must concernhimself with which ninway the emergency air-craft will use, the control of other traffic at theair station. both ground and air traffic, andinsuring that such other traffic dots not hinderthe movement of emergency vehicles and equip-ment.

4, Tower crew efficiency in effecting an alertwhen word is received from another source thatan emergency situation er:ist3 of a crash hasoccurred.

HAZARDOUS CARGO

The crash and rescue bill must contain pro-visions for notification of the necessary person-nel concerning the movement of hazardouscargo. The operations duty officer and the towerwill be aware of the movement by aircraft byinclusion of such information in the normalexchange of flight plan information. Particularphraseology and descriptive terms associatedwith hazardous cargo are contained in NavySWOP 20-11 entitled Precautionary MeasuresInvolving Aircraft Carrying Hazardous Cargo,and are classified Confidential. Senior AC's mustmake sure that their men have the necessarysecurity clearance and know and understandthese terms.

AIR ('ONTROLMAN I & C

In the event an aircraft carrying hazardouscargo is Involved in an emergency, specificinformation; in addition to the normal emer-gency procedures must be relayed to the crashand rk..,,tie crews and e\ plosive ordnance dis-posal personnel for the protection of all con-cerned Specific local directives are establishedfor notification procedure' of an accident involv-ing special weapons based on OPNAV Instruction8110.In (Series) entitled Nuclear Activities andNuclear Uk..apons Incidents

SC VT krsi A

A plan for the Security Control of Air Trafficand Air Navigation Aids ISCATANA1 was pre-pared jointly by the' Department of Defense, theredcral Aviation Administration, and the Fede-ral Communications Commission. The purpose isto establish responsibilities and procedures toprovide for the security control of civil andmilitary air traffic and certain Federal andnon-Federal air navigation aids during a DefenseI mergency /Air Defense' Emergency. SCATANAis disseminated in the Navy as OPNAV Instruc-tion 3722.30 (Series).

-I he North American Air Defense Command(NORAD). based on the requirements of theexisting military situation, directs the extent ofsecurity control of air traffic and air navigationaids in the area or areas affected in the interestof national security Full SCATANA proceduresmay he implemented or. in limited situations,only the Inergency Security Control of AirTraffic (SCAT) rules may be placed in effect.lmergency SCAT rules are contained in FAR 99and provide fm. the ready identification andcontrol (Wall air traffic in the event of a DefenseEmergency

Upon declaration of an Air Deknse Emer-gency. NORAD region commanders notify FAAART(' centers within their areas of responsi-bility of the alert and the extent of implementa-tion of the plan. The ART(' centers, in turn, willdisseminate the appropriate portions of the alertto civil and military air traffic control facilitiesunder their jurisdiction.

Each civil and military AT(' facility mustmaintain a current SCATANA action form for

that facility and execute the instructions there-on at the direction of the ART('C.

Testing Procedures

To insure that SCATANA actions can betaken expeditiously, tests are conducted atfrequent intervals. The tests are originated at theNORAD region level. All Federal facilities re-sponsible for SCATANA actions must partici-pate. The participation and reporting are pre-scribed on the SCATANA actions form for aparticular facility. During such tests, all actionsare simulated.

Senior AC's must be familiar with SCATANAand the facility's SCATANA action form toprovide for expeditious action and handling ofan alert or tests. An internal procedure fordissemination of an alert or test is necessary toinsure that those concerned or affected at afacility receive notification and accomplish therequired action in minimum times..

LETTERS OF AGREEMENT

Letters of Agreement; after appropriate ap-proval, are official documents describing specificprocedures and jurisdiction concerning air trafficmutually agreed upon between ATCRequirements for issuing Letters of Agreementare varied and in general include the following:

I. Supplement established operational or pro-cedural instructions.

2. Define interfacility coordination require-ments concerning control of air traffic:

3. Establish or standardize operating meth-ods.

4.: Describe special operating conditions orspecific air traffic control procedures.

5. Delegate areas of control jurisdiction andconditions of their use.:

6. Describe procedures or minimums thatdiffer from normal standard procedures to satis-fy a requirement of a user activity.

DEVELOPMENT

A Letter of Agreement is a jointly executedagreement. However, through coordination of

36

A .1

Chapter 3 FACILITY OPERATION

affected facilities. the responsibility for develop-ment al i processing of such :Letters is deter-mined am assigned to a single facility. Letters ofAgreement depicting naval operations are nor-mall) prepared by the affected 11,1 al facility.Although the responsibility is ultimately thecommanding officer's, senior AC's are neces-sarily involved and frequently responsible fordevelopment of the original Letter for approval

of higher authorityWhen developing Letters of Agreement, the

following, guidelines should be followed.

I Confine the material in each Letter to asingle subject or purpose.

2. Describe the responsibilities and proce-dures applicable to each facility and organiza-

tion involved.3. Attach charts or other visual presentations,

when appropriate, to depict the conditions ofthe agreement.

4. Delegate responsibility for control of 1FR

traffic by describing the area affected, definingthe conditions of use of the area, specifying thedetails of the control procedures to be used and

communications and coordination requirements.5. Coordinate with other facilities amid agen-

cies as appropriate.

APPROVAL

After the necessary coordination with al-fekted facilities and the basic' Letter is mutuallyagreed upon locally, two copies of the proposed

Letter are sent to the FAA regional office forreview This may not be required where local

FA 1 officials possess authority to approve such

documents. In any case, the local FAA officialswill normally handle the proposed Letter as far

as FAA review and approval are concerned.After review and approval of the proposed

Letter by the FAA, the responsible facility willprepare the Letter in final form includingincorporations of instructions as a result of theFAA review. An effective date should be estab-

lished allowing sufficient time (at least 30 days)after distribution for facilities and controllersaffected to become familiar with the conditions

of the agreement. Additionally, Letters ofAgreement between naval facilities and the FAA

42 37

must he approved by the Chief of Naval Opera-tions before they are official.

A copy of the formal :letter of agreementshould be sent to the Chief of Naval Operationsfor record purposes. Copies of letters of agree-

ment currently in effect and not previouslyforwarded should also be forwarded for record

purposes.By conducting a periodic review of existing

letters of agreement the A(' will be able todetermine if they are in a current status and

conform with current policies and directives.

MEMORANDA OF AGREEMENT

Memoranda of agreement are prepared withFAA at jointly staffed ATC facilities when it isnecessary to regulate and standardize the in-ternal operation of a facility. They co 'airsinstructions pertaining to administrative or ope-rational practices and procedures, either tem-porary or permanent.

LOCAL ATC DIRECTIVES

Naval aviation shore facility directives, or, ifapplicable. joint air station/fleet air commanddirectives, are promulgated when it is necessaryto accomplish any of the following:

I.. Supplement established local operational

or procedural instructions.2. Establish or standardize local operating

methods.3. Describe special local operating conditions

or specific local air traffic control procedures.

Directives are issued for the purpose ofinsuring that air traffic control personnel and

aircraft operators are aware of special localprocedures. Examples of proper subjects fordirectives are:

1.. Reduced runway separation criteria forarriving and departing aircraft.

2. Intersection takeoff procedures and re-quirements.

3. Special military climb procedures.4, Special military approach procedures.

AIR ( ONTROLMAN I (

CONTROLLER LR I 11.1C %HON,RATING, :AND PROFICIENCY

Comm:m(1111g officers of Na and Manne.Corps shore actis Mc. opetating IC tLitiesmust 111 sure that only personnel who are certi-fied in accordance with kR 65 and qualified inaccordance with OPNAV 3/21.1 Series ( Al CFdLalitio Manual I and local directives arepermitted to control air traffic. Additionally. airtraffic controllers under training must he prop-erly supersised by qualified controllers.

FAR O5 established the requirement of pos-session of basic 1 kA control tower operatorscertificate' :J11 en. qualificat'on by operating po-sition is a..complished and when anapplicant has qualified lot' all operating positionsat a particular Longol towel: he is issued a"facility' rating."

Surveillance and precision radar controllers. inaddition to the basic' IAA certification: must begraduates or the GCA controller school andbe qualified in accordance with local direc-tives. Commanding officers must insure that anappropriate entry is made in an individual'sservice record when considered qualified tocontrol aircraft under instrument conditionsusing surseillance or precision radar

A facility 's training program must necessarilyhe a continuous operation lor the' various levelsof certification and ratings required, Keeping thenumber of qualified controller,: at the requiredlevel is a never-ending problem considering theNavy's duty assignment rotation system. SeniorAC's may be directly responsible for the trainingprogram itself: and in every case- will havedefinite responsibilities within the various phasesof training.

The officers and enlisted Lrews of the AT('facilities should train at the' activity as a teamand as such are considered watch standers.

Training of controllers in positions other thanthose at which they are qualified should heconducted in VFR conditions. Nonqualifiedcontrollers in training must be under the directsupervision of a qualified controller when actu-ally engaged in the control of aircraft.

Cross training in as many operating positionsas possible is desirable for AT(' personnel toprovide the flexibility of rotating controllersthroughout the air traffic control division.

438

InfOrmation required to quality controllers ateach ope rating position must be included inlocal ATC facility operating instructions, exceptwhen such information is readily available inother publications., All intoratm required totrain and qualify controllers must be keptcurrent and readily available.,

Officer and enlisted radar operators mustdevelop and maintain proficiency by controllingat least 5 approaches per week. Where theamount of air traffic- limits proficiency, thosecontrollers qualified to control ll'R traffic mayconcurrently count those' trainee controlled ap-proaches they actively monitor.

EXAMINERS

CT() examiners are designated by the FAA insufficient numbers and locations to meet thecertification and rating requirements, All FAAtower chiefs: the FAA chief controllers atjointly operated Nary /FAA facilities, and FAAair traffic' representatives at military approachcontrol facilities are designated as examiners..The examiners are authoriied to conduct thewritten and practical examinations prescribed byFAR O5

Where AA examiners arc not sufficient oravailable to satisfy the needs of a militaryfacility's certification and rating needs, militaryexaminers may be appointed as required andrequested by the Military agency. This initialrequest is made to ('NO (OP-511) for validationof the requirements. For other than the initialrequest: a commanding officer may communi-cate directly with the FAA Regional Office toobtain a Letter of Designation for an individualwhich signifies the designation of a militaryexaminer by the FAA, ('NO (0P-513) must beinformed m the' latter case, Personnel recom-mended as military examiners must meet theeligibility qualifications listed in Handbook7220.1 (Series) for examiners

MONITORING CONTROLLERPROCEDURE

The FAA has been authorised and requestedtoreport results of in-flight monitoring of air

Chapter 3 FACILITY OPERATION

traffic control procedures employed by Navy/Marine Corps air traffic facility personnel. Inreporting the results and making recommenda-tions concerning the procedures checked, theFAA personnel communicate directly with thefacility commanding officer or his authorizedrepresentative. The report is made by comple-tion of an FAA form entitled ATS FacilityMonitor Report. If conditions allow, the FAApersonnel may discuss the check informally with

the facility personnel.Senior AC's in supervisory positions should

insure that the FAA flight monitor personneland/or the reports are appropriately receivedand that the recommendations or comments aretaken in the constructive manner in which

offered.. The discrepancies noted should bereviewed and corrected as feasible., A carefulanalysis of any derogatory comments should bemade and consideration given to recommenda-tions. The supervisor can make good use of therecorder tape in a review of this type andpreferably in company with the controllersaffected. The proper attitude toward and the useof these reports will assist supervisors in main-taining a high degree of professionalism amongcontrollers.

FAA AIR TRAFFICREPRESENTATIVES

At certain locations where approach controlauthority has been delegated to the military, anFAA representative may be assigned on a Nil-dent basis. The Navy considers such liaison

representation with the FAA important to main-tain an efficient and effective operation of Navyapproach control service, The responsibilitiesand authority of such representatives include the

following'I. Conduct continuous inspections to insure

that the equipment performance and assignedpersonnel meet acceptable standards,

2. Suspend approach control authority in theinterest of safety considering sufficient numbersand proper certification of facility personnel and

operation in accordance with jointly agreed

upon control procedure.3. Recommend changes to improve the scope

of service provided, personnel training and certi-

39

44

fication, and development and utilitization ofimproved procedures for increased efficiency:

Deficiencies or discrepancies noted by such

representatives are normally brought to the

attention of the ATC facility officer for correc-tion, except that when the time element in-volved would jeopardize the safety of flight,'on-the-spot action may be taken prior to thenormal notification procedure.

NAVY APPROACH CONTROLFACILITIES

The Federal Aviation Administration (FAA)has statutory authority and the responsibility'for the provision of air traffic control service topromote the safe, orderly, and expeditious flowof air traffic within designated controlled air-space. Accordingiy, the authority for the con-duct of approach control service rests with theFAA. However. by mutual agreement between

the FAA and the cognizant military service,approach control authority may be delegated tothe commanding officer of a military aviationactivity, This authority is for the primarypurpose of providing approach control servicefor military installations, but may include civilairports located within the designated controlledairspace. When so delegated, approach controlauthority may be exercised through a tower,mobile or fixed radar facility or a combination

thereof, utilizing the standardized proceduresprescribed by FAA Terminal Air Traffic ControlHandbook 7110.8 (Series). Military air trafficcontrol personnel conducting approach controloperations must be qualified and certificated inaccordance with the FAA Certification and

Rating Handbook 7220.1 (Series).In the interest of economy, the FAA has been

invited to utilize naval radar air traffic controlfacilities to provide approach control service forcertain terminal areas encompassing naval avia-

tion shore activities. When the FAA chooses toexercise this option, such facility is designated ajoint USN/FAA facility and approach/departurecontrol is conducted therefrom for all airportswithin the designated controlled airspace, Gen-

eral guidance regarding the administration andoperation of joint USN/FAA facilities is con-

AIR CONTROLMAN I & C

tained in applicable provisions of OPNAVINST3721.1 (Series).

CRITERIA FOR CATEGORIZING NAVALAIRFIELDS

In order for airfields to efficiently supportaircraft operations it is essential that they beprovided navigational aids, landing aids (elec-tronic and visual). communications equipmentand services as necessary to control aircraftoperating in IFR conditions.

The Chief of Naval Operations is responsiblefor programming equipment for installation atnaval airfields to meet designate' mission re-quirements.

Categories of airfields listed herein are basedon equipment installed and services available.The various categories delineate facility IFRoperating capability during the times of opera-tion indicated in the FLIP IFR Supplement,

Where reference is made to a standard preci-sion instrument approach procedure it is onethat has been authorized in accordance withOPNAVINST,3770.2 (Series), Airspace ProceduresManual

Categories of Airfields

Category A. A naval airfield capable of sup-porting IFR flight operations and having astandard precision instrument approach proce-dure authorising approaches to minima less than100 feet height above touchdown (HAT) and1/4 mile visibility or 1200 feet runway visualrange (RVR).

Category B. A naval airfield capable of sup-porting IFR flight operations and having astandard precision instrument approach proce-dure authorizing approaches to minima less than200 feet IIAT and 1/2 mile visibility or 2400feet RVR, but not less than 100 feet DAT and1/4 mile visibility or 1200 feet RVR.

Category C. A naval airfield capable of sup-porting IFR flight operations and having astandard precision instrument approach proce-dure authorizing approaches to minima not lessthan 200 feet HAT and 1/2 mile visibility or2400 feet RVR..

Category D. All other naval airfields havingthe capability of supporting IFR flight opera-tions.

Table 3 -1 contains a listing of navigationalaids. landing aids, communications equipmentand services relative to the categories of IFRairfields previously listed.

Requests for additional or improved equip-ment and/or services to enhance the operationalcapability of a facility are initiated by submit-ting a Naval Air Traffic Control, Air NavigationAids and Landing Systems (NAALS) Opera-tional Capability Improvement Request (OCR)in accordance withOPNAVINST 3721.5:

FACILITIES FLIGHT CHECK

Safety of flight and effective control ofaircraft movements necessitate that the com-ponents of air navigation systems he accurate,adequate, and reliable. Various types of navaidsare in use, each serving a special purpose in thesystem of air navigation. Experience has shownthat electronic navaids do not always provideaccurate information even though ground moni-toring equipment indicates normal operation, Aphysical check of navaids must he conducted todetermine the degree of accuracy to insurecontinued reliable operation.

The FAA, having statutory responsibility forthe operations and maintenance of the commonsystem of air navigation and traffic controlwithin controlled airspace, conducts the flightchecks of navaids based on jointly agreed stand-ard flight inspection procedures. These proce-dures are contained in the U.S. Standard FlightInspection Manual.

AUTHORITY AND RESPONSIBILITYOF FLIGHT INSPECTORS

Standard flight inspection procedures requirespecially equipped aircraft and specially quali-fied aircrews. Because of the influence andimportance of a flight inspector's position, onlythe highest caliber personnel are assitmed thisduty.

Chapter 3 FACILITY OPERATION

Table 3-I.Equipments and services required

Category A B C D E F G H I J K L M N O P

AX X X X X X X X X X X X X X X X

BX X X X X X X X X X X X

CX X X X X X X X X X X

L

1) X X X X X X X X

Key to Required I quipinents and Services List

A. ( rash/rescue equipmentB. (lard surtaced runway with standard runway markingsC. Runway lightsI). ( on trol towerF. I. II F air-ground communicationsI ., I light planning facilities (including weather briefing and NO1 AM services)G.. Published instrument approach procedure (other than radar)U. Approach Control ServiceI. Air Surveillance Radar (ASR)J. Precision Approach Radar (PAR)K., High intensity runway lights UIIRL)L. Approach lights U.S. sid A system (or equivalert as defined in OPNAVINST 3770.2)M. Runway centerline lightsN. 1.0alidown ione am) hglitsO. Runway Visual Range I RVR) capabilityP. Radar equipped 'terminal Area ['actin y

41

46

AIR CONTROLMAN I & C

The authority and responsibilities of a flightinspector include the following:

I. Schedule and conduct flight inspections ofnavaids and round communications equipmentin accordance with established procedure.

2. Determine the adequacy of the facility tofulfill its required function.

3. Certify the operational status of facilitiesbased on the results of a flight inspection.

4. Coordinate with maintenance personnel inthe correction of malfunctions noted.

5. Report the results of the flight inspectionto the appropriate authority.

b. Analyze and evaluate the overall perform-ance of all services provided for use in airnavigation by a facility:,

7. Determine minimum reception altitudes ofnavaids and communication equipment.

8. Conduct initial and periodic flight inspec-tion of reporting points.

TYPES AND PRIORITYOF FLIGHT INSPECTIONS

Official flight inspections are of five basictypes as follows:,

I. Site evaluation. To determine the suitabli-lity of a proposed site for a permanent installa-tion:

2. Commissioning. A comprehensive flightinspection to determine that the facility willsupport its operational requirements.

3, Periodic. A regularly scheduled flight in-spection to determine that the facility will stillmeet the standards for a commissioned facility.

4. Special. A tight inspection required byspecial circumstances to determine facility per-formance or characteristics.

5, Surveillance: An unscheduled flight in-spection of commissioned aids to determine thatperformance continues to meet applicable stand-ards.

Priorities of flight inspections are assigned toprovide for an order of accomplishment whensuch inspections arc required for more than onepurpose at the same time, Generally speaking, allSpecial flight inspections are first priority; allSite and Commissioning inspections are secondpriority; and Periodic and those Special inspec-tions for the purpose of adjusting a navaid that

4247

is already within acceptable tolerance are thirdpriority.

FREQUENCY OF RECURRINGFLIGHT INSPECTIONS

A schedule of periodic flight inspections iscontained in the Flight Inspections Manualspecifying the minimum number of inspectionsrequired annually and the number of daysbetween inspections. This schedule is the mini-mum requirement., In some cases it may benecessary to conduct inspections more fre-quently to assure satisfactory performance:

Generally, the requirements for periodic flightinspections of each individual navaid are satis-fied by complete inspection of that aid, How-ever, some navaids such as TACAN and DF lendthemselves to a partial inspection on a proves-sive basis. In this manner, requirements forchecking all the n:quired items are satisfiedwithin the specified number of days betweeninspections.

GENERAL FLIGHTINSPECTION PROCEDURE

Except for periodic flight inspections, theusual procedure to initiate a flight inspection isby a request from appropriate authority. Arequest for a flight inspection should not beinitiated unless all ground equipment is in place,properly adjusted and calibrated, and operatingnormally, Upon receipt of a request for a flightinspection, authority within the flight inspectionorganization will notify the facility of the ETAof the flight inspection aircraft, No request oradvance notice of arrival is required for aperiodic or special f!'ht inspection, but it isoften desirable to permit ground personnel toschedule their activities to allow participation inthe inspection.

In preparation for the flight inspection, athorough understanding between round person-nel and the flight inspection team is essential fora successful inspection, In the interest of makingan efficient flight inspection, certain prepara-tions are required of ground personnel so as toinsure adequate communications, provide for

Chapter 3 FACILITY OPERATION

availability of maintenance personnel, insurethat controller personnel are briefed on thealtitudes and areas to he flown when in con-gested areas, etc.

Normally, the flight inspection is te..anicallan operation between the inspection team andmaintenance personnel concerning the error ofthe equipment, etc. However, controller person-nel are utilized by the inspection team concern-ing air traffic control during the inflight inspec-tion: and although the controllers are notevaluated, apparent controller deviations will benoted during inspections of the entire facility.

Where dual equipment is provided, both setsof equipment must meet the same tolerances.On some types of equipment, both sets must bethoroughly checked while for other types a spotcheck and comparison of operation are suffi-cient. Details for each type navaid are includedin the Flight Inspection Manual section on thatparticular navaid., Additionally, standby powersupplies will be checked on the commissioninginspection only unless there is suspected deteri-oration while the standby source of power is inuse.

Upon completion of the flight inspection, theinspector will discuss the inspection with groundpersonnel, determine facility status, and preparethe appropriate reports. An informal discussionis usually best to acquaint ground personnelwith problems encountered during the flightinspection. This is especially true in the case ofDI: and radar inspections where the humanelement is involved. Whenever possible, suchdiscussions should be held directly with thepersonnel concerned.

The flight inspector will determine the facilitystatus and insure the appropriate ground person-nel are advised.

FACILITY STATUS CLASSIFICATION

The facility status classification indicates thegeneral extent of usability as determined fromeach inspection.. The flight inspector will assignone of the classifications as follows:

1. Unrestricted. The facility meets all tol-erances and is fully usable within its servicevolume (specific limits of distances and alti-tudes).

2. Restricted. The facility meets establishedtolerances within its service volume except inspecific areas which must be clearly defined inthe various publications available to users.

3. Unusable. The facility is unsafe, unreli-able, and unusable for air navigation.

FLIGHT INSPECTION PRO-CEDURES FOR CONTROLLERS

No specific tolerances are established forcontrollers during flight inspections; however,supervisors should insure that experienced con-trollers are available and are thoroughly familiarwith the flight inspect' procedures containedin the U. S. Standard t tight Inspection Manualfor the particular navaid scheduled for inspec-tion.,

Apparent participating controller deviationsare normally brought to the supervisor's atten-tion.

For flight inspections of DF aids, controllersmust be able to direct the aircraft over thestation, report station passage, (within 11/2 milesat 1,500 feet) and provide pertinent informationrelative to the DF service. The inspector deter-mines whether or not the entire system is safeand reliable. If a DF approach has been estab-lished for emergency use, the controller must heable to direct the pilot into a position fromwhich a safe landing can be made.,

Controllers that participate in flight inspec-tions of ASR and PAR equipment should beexperienced personnel and familiar with theflight inspection objectives. They should partici-pate in the initial meetings prior to the flightinspection where scope operation, target inter-pretation, and other techniques are mutuallyagreed upon. To determine the usability of theentire system, an evaluation of the controllerperformance, in addition to checks of thesystem accuracy, is necessary. It is difficult todetermine the exact degree to which equipmentor controllers contribute to overall performance.Any tendency of controllers to give erroneousadvisories or instructions, or become confusedduring a simulated emergency, should be notedregardless of how well the equipment works.While it is not feasible to evaluate each control-ler, several approaches should be made to obtain

4348

AIR CONT ROLM AN I & C

an overall viewpoint. Appropriate remarks re-garding controller performance are entered onthe flight inspection report.

FAA EQUIPMENT CERTIFICATION

A vast. complex system of air traffic controland navigational aid facilities enables large num-bers of aircraft to move efficiently and safelywithin the National Airspace System. This in-cludes FAA. military. and non-Federal facilitiesdesignated for use in the National AirspaceSystem.

In addition to the flight inspection procedurediscussed earlier. the FAA has established aground inspection procedure for air traffic' con-trol and navigational aid facilities, The actualinspection is made by technical personnel inaccordance with appropriate performance stand-ards and tolerances which will assure continualaccuracy and reliability of the system. Thepublication governing ground inspection is en-titled U. S. Interagency Ground InspectionManual. Air Traffic Control and NavigationalAid Facilities. It is promulgated within the Navyas OPNAV Instruction 3721.18: The inspectionsand technical performance standards prescribedin this manual apply to all military ATC andnavaid facilities DESIGNATED for use in theNational Airspace System. The required groundinspections arc a responsibility of the cognizantmaintenance authority for the facility or facili-ties. Cognizant military authority forwards cer-tification: based upon the maintenance author-ity's assurance of operation within the pre-scribed tolerances, to the appropriate FAAoperational authority that the facility is func-tioning properly.

When it has been determined, either by flightcheck or by ground inspection, that a facilitydoes not meet prescribed technical performancestandards or tolerances, the cognizant mainte-nance technician must notify the air trafficcontrol officer having operational jurisdictionover the facility and provide appropriate techni-cal information on which to base a NOTAM, Inaddition to military NOTAM action the appro-priate FAA authority must he notified and acivil NOTAM will be issued.

4&

Notification of scheduled maintenance shut-downs of military facilities which have beencertified for use in the National Airspace Systemmust be submitted to the appropriate ARTCCfor concurrence' in sufficient time to allow forNOTAM issuance at least 5 hours prior to theshutdown.

AIRFIELD AVAILABILITY

The Navy's policy is that naval airfields mustbe available for the use of military aircraft to themaximum extent possible, and that the aircraftand crew must be supported to the fullest extentpossible within the capabilities of the facility,

Transient military aircraft cannot be pro-hibited from landing at any naval airfield exceptwhen:.

1, An emergency situation exists.2. Construction hazards, etc., render the air-

field useless.3. CNO has authorized prohibition.4 The airfield is in a caretaker or inactivated

status.5.. Due to special operations or activities.Any restrictions placed upon aircraft opera-

tions for safety reasons, such as inspections,public events, etc., must be limited to only thattime period during which the hazard actuallyexists.,

Commanding officers of stations located onairfields which are used jointly with civil orother military agencies can only impose restric-tions which are applicable to naval facilitiesunder their control..

In local areas containing several naval air-fields, the duplication of facilities at each of theairfields to fully accommodate transient aircraftis not required if one of the fields can providefor the needs of transients. However, any restric-tions imposed must be approved by CNO.

Commanding officers furnish the DefenseMapping Agency Hydrographic Center with per-tinent information concerning the hazards,hours of operation, field condition, etc., forpublication in the appropriate DOD FLIP.

Official business only indicates the field isclosed to all transient military aircraft exceptthose on official business at, or near, the airfield.Official business is further defined as the neces-

Chapter 3- FACILITY OPERATION

sity for personnel aboard an aircraft to contactpersonnel, units, or organizations at, or near, theairfield most conveniently located for the serviceof and in the interest of the Government: Thisdoes not provide for use of the' airfield b!,

transient military aircraft for the purpose ofobtaining clearance, services, or other itemsattendant to itinerant operations. Official busi-ness only restrictions do not apply in ease ofemergencies or for designation of the airfield as

an IFR alternate., Permanent official businessonly restrictions must be approved by CNO.

Navy commanders cannot permanently re-strict any military aircraft from landing at theirairfields units.. CNO has approved of the restric-tion. Emergency restrictions of a temporarynature (10 days or less) may be imposed bycommanding officers without higher authoriza-tion when landing of aircraft at their airfields isconsidered unsafe:

fio

CHAPTER 4

TERMINAL INSTRUMENT PROCEDURES

To safely satisfy the instrument approach anddeparture requirements of the present air trafficvolume and the ensuing increases, continuingemphasis is placed on establishment, review, andupdating such procedures. The Terminal Instru-ment Procedures tTERP's) handbook, OPNAV3722.16 (Series), prescribes standardized meth-ods to be used by all personnel charged with theresponsibility for the preparation, approval, andpromulgation of terminal instrument proce-dures. This handbook, however, is not a substi-tute for sound judgment and common sense, anddoes not relieve personnel so charged fromexercising initiative or taking appropriate actionin recognizing the capabilities and limitations ofnavaid equipment and aircraft performance asassociated with terminal instrument procedures.

ESTABLISHING APPROACHPROCEDURES

The Navy establishes and approves terminalinstrument procedures for airports tinder itsjurisdiction. Navy terminal instrument proce-dures are official procedures. The FAA shouldbe notified when military procedures are can-celed.

RESPONSIBILITYAND JURISDICTION

Commanding officers of Nay and MarineCorps shore installations supporting flight opera-tions must establish terminal procedures thatprovide instrument approach capability for localand transient flight operations. The proceduresmust conform to the appropriate provisions ofOPNAV's 3722.16 (Series) and 3770.2 (Series).The Defense Mapping Agency HydrographicCenter (DMAHC) is designated as the review and

46

51

approving authority for all Navy/Marine Corpsterminal approach procedures. Where waivers arerequired, they will be referred to CNO by theDMAHC for approval. All minimums establishedmust be the lowest permissible consistent withmission accomplishment and flight safety.

COORDINATION WITH FAA

During the formulation of approach proce-dures, coordination must be effected with theATC activities that provide the associated enroute and approach control services. ATC con-currence in the optimum approaches availablemust be sought. In the event that the existingairspace structure in and around the terminalarea is not suitable for optimum procedures, theappropriate Department of the Navy Represen-tative (NAVREP) or a Command Airspace Liai-son Officer should be consulted for assistance.NAVREP responsibilities are discussed in detailin OPNAVINST 3770.2 (Series). Planned cancella-tion of procedures must be coordinated withATC activities concerned. When practicable, thiscoordination should be effected well in advanceof the planned effective date of cancellation.

TYPES OF PROCEDURES

The various approach procedures and theircriteria are as follows:,

1. Straight-InA descent in an approved pro-cedure in which the final approach coursealinement and descent gradient permits authori-zation of straight-in landing minimums.

2. Circling ApproachA descent in an ap-proved procedure to an airport for a circle-to-land maneuver, or which does not meet criteriafor authorization of straight-in landing mini-mupis.

Chapter 11.RNIINAL INSTRUNII \ I PRO('I.DU RI S

3 Precision Approach A descent in an ap-proed procedure where the ;ha igationalinement is normally On the runway Lenterline.and glide slope tin:ormation is provided.PAR.

4. Parallel Approach A procedure whichprovides for approaches to parallel runways Afacility employing dual precision radars wouldqualify for this type approach

NUMBERING APPROACHES

1erminal instniment procedures should henumbered to he meaningful to the pilot, and topermit ready identification in air traffic controlph rase of ogy.

When the angle between the final approachcourse and di runway centerline meets thestraight-in lanumg criteria. the approach shouldhe numbered to identify the type of facilitywhich provides final approach guidance and therunway with which the final approach course isalined: Examples VOR RWY 15: TACAN RWY21.

When military operational requirementsnecessitate that more than one procedure hepublished to serve the same runway: using thesame navaid, they should be numbered toindicate the difference. Examples' TACANRWY 18, TACAN 2 RWY 18,

When the straight-in landing criteria are notmet and the procedure is published with circlingminimums only, it should be named to identifythe type of facility which provides the finalapproach course guidance The first procedureformulated for a type or facility should he giventhe suffix A. even though there may be nointention to formulate additional procedures. Ifadditional procedures are formulated. they

should be lettered in sequence. tramplesVOR-A: VOR-B. A revised procedure shouldretain the original le ter suffix.,

PROCEDURE DESIGN

The minimum number of approach proce-dures should he established at a Oven facilityconsistent with the mission requirements.

4752

Ainratt performance differences have a directetteo on the' airspaLe and isihility needed toperform certain maneiners, such as circle toland, (Wiling Missed approach, final alinementconeetion to land. and descent. '10 compensatefor these differences. all fixed wing aircraft aredivided into five categories. desipated category.A through F. based on landing speed and weightcharact ..ristics The approach category character-istics must he considered when determiningturning radii: minimums. and obstruction clear-ance areas for circling and missed approaches.Thinary aircraft category' data is published inFLIP Planning Section I. ach low altitudeprocedure should prescribe minimums for cate-gor A. 13. C.. and I) aircraft IA high altitudeprocedure should prescribe muumuus for cate-gory C. D. and I aircraft

Helicopters are normally considered to heapproach category A aircraft due to their uniqueManeuvering capability.

Procedures which would he less restrictivethan those set forth for fixed wing aircraft mayhe formulated unhimg criteria contained in

for application to "Helicopter Only'',

Common Information

Units of measurement will he expressed as

I Bearings. courses: and radials will be ex-pressed in degrees magnetic Radials will heidentified by prefixing the letter "R" to themagnetic- heanng IROM the facility,

2 Altitudes in published procedures belowthe transition level are expressed in feet abovemean sea loci I NISLI. Altitudes above thetransition level are expressed as flight levels(11 1

3, Distances will he in nautical miles (NM)and tenths thereof. except when visibilities arereferred to. these will he expressed in statutemiles and the appropriate fractions thereof,

xpression of visibility values in nautical miles ispermitted in overseas areas where it coincideswith the he nation practice. Runway visualrange RV 10 will always be expressed in feet.

Minimum Safe Altitudes

AIR COM ROLM AN I & C

1111111111L1111 safe altitude is the minimumaltitude H hick pros ides at least 1,000 feet ofobstacle clearance for emergency use within aspecified distance from the navigation facility'upon which a procedure is predicated. Thesealtitudes will be rounded to the next higher 100foot increment.. Such altitudes will be identifiedas minimum sector altitudes or emergency satealtitudes and will he established as follow.,:

I. A minimum sector altitude should beestablished which provides 1,000 feet obstnic-lion clearance in a sector of a circle with a

radms from the facility upon which theprocedure is predicated. "I he sectors should nothe less than 90 degrees. and the obstructionclearance should also apply to adjacent sectorsand the periphery of the sector within 4 miles ofthe sector diYision ;See fig. 4-1.1 Establish-ment of minimum safe altitudes is not manda-tory in high altitude procedures.. These criteriado not apply to radar procedures.

2, Emergency safe altitude is the lowestaltitude for emergency use which provides 1,000feet 42,000 feet over designated mountainousterrami obstruction clearance within a 100-mileradius of the facility upon which the approachprocedure is predicated. Emergency safe alti-tudes are established at the option of theapproYine authority and are the responsibility ofDMAIK' for naval procedures.

Terminal Transition Routing

terminal transition routings should begin at anavaid or Ire by which the en route structure isdefined and terminate at the initial approach fixof an approach procedure. Transition routingsmay be direct from the en route navaid or fix orvia another na aid known as a "feeder" facility.Any navaid or fix, including en route structurefacilities. used by ATC authorities in connectionwith the particular approach may be selected asa "feeder" facility.: The navaids selected fortransition routings must, whenever practicable.he within the frequency range of the instrumentapproach facility; i.e. VORTAC for TACANprocedures. etc. Coordination of these routingswith the appropriate ARTCC must he effected,Changes to such routings that occur between the

times the approach procedures are reviewedannually must be reported to DMAIR. for thenecessary chart revisions.

An instrument approach procedure may havesexeral separate segments: i.e., initial. intermedi-ate. final, and missed approach segments. Inaddition, an area for circling the airport undervisual conditions should he considered. Theapproach segments begin and end at desigiatedfixes. however, under some circumstances, cer-tain segments may begin at specified pointswhere no fixes are available., The fixes are namedto coincide with the associated segment. Forexample, the intermediate segment begins at theintermediate fix and ends at the final approachfix. (See lig. 4-2.1 Only those segments whichare required by local conditions need be in-cluded in a procedure. In constructing a proce-dure. the final approach course should beidentified first because it is the least flexible andmost critical of all the segments. When the finalapproach has been determined. the other seg-ments should he blended with it to produce anorderly maneuvering pattern which is responsiveto the local traffic flow.

Approach and missed approach proceduresshould be so designed as to avoid the necessityfor navaid, SIF code, and frequency changes ataltitudes below 2,500 above the ground. Wherefacilities have the required communicationscapability, procedures de.apted primarily forhigh performance single piloted aircraft, oraircraft without dual radio capability, should bedesigted to eliminate the need for frequencychanges after commencing approach.

Initial Approach Segment

The instrument approach as such commencesat the initial approach fix (IAF). In the initialapproach the aircraft has departed the en routephase of flight and is maneuvering to enter anintermediate segment. It may not be necessaryto designate an initial approach segment, de-pending upon local conditions, in which case theapproach commences at the intermediate fix(IF). An initial approach may be made along anarc, radial, course, heading, radar vector, or acombination thereof, Procedure Wins and highaltitude teardrop penetrations are initial ap-proach segments. Where holding is required,

Chapter 4 TERNIINAI INSTRUMENT PROCEDURES

AC.216Figure 4-1.Minimum sector altitudes.

prior to entering the initial approach segment.the holding fix and the initial approach fixshould coincide,

De initial approach segment has no standardlength but will be sufficient to permit thealtitude change required by the procedure andnormally will not exceed 50 miles.

For low altitude procedures the OPTIMUMdescent gradient in the initial approach is 250feet per mile with a MAXIMUM permissibledescent of 500 feet per mile.

For high altitude penetrations the OPTIMUMdescent gradient is 800 feet per mile with aMAXIMUM permissible descent of 1.000 feetper mile..

Obstacle clearance within this segment is aminimum of 1.000 feet in the primary area (4miles on each side of the initial approach course)and 500 feet in the secondary area (2 miles oneach side of the primary area).

Altitudes established should lx! rounded tothe nearest 100 feet. i.e., 1.949 feet should beshown as 1.900 feet and 1.550 feet as 1.600feet.

In addition altitudes specified in the initialapproach segment must not be lower than any

altitude specified for any portion of the inter-mediate or final approach segment.

Intermediate Approach Segment

Ulm is the segment which bIen.ls the initialapproach segment into the final approach seg-ment. It is the segment in which aircraftconfiguration. speed. and positioning adjust-ments are made for entry into the final approachsegment and should be as flat as possible. Theintermediate segment begins at the IF or point.and ends at the final approach fix (FAL:). Thissegment may be based on an are, course, orradial.

The length of the intermediate segment willnot be less than 5 miles (except for !LS andradar procedures which are detailed in theTERPS handbook) or more than 15 miles. TheOPTIMUM length is 10 miles.

The OPTIMUM descent gradient within thissegment should not exceed 150 feet per milewith a MAXIMUM permissible descent of 300feet per mile.

Ciicling Approach Area

The circling approach area is the obstacleclearance area which must be considered foraircraft maneuvering to land on a runway whichis not alined with the final approach course ofthe approach procedure:

The size of this area varies with the approachcategory of the aircraft as shown in table 4-1:

Table 4-1.--Circling approach area radii

Approach Category'

A

B

1)

49

54

Radius (Miles)

1.3

1.5

1.7

2.3

4.5

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MIN

AL

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Chapter 4 TERMINAL INSTRUMENT PROCEDURES

To define the limits or the circling area forthe appropriate categor:, draw an arc' asuitableradius from the center of the threshold of eachusable rum% av . Join the extremities of theadjacent arcs with lines drawn tangent to thearcs. The area thus enclosed is the circlingapproach area. (See figure 4-3.1

Obstacle clearance within the circling ap-proach area must he a minimum of-300 feet.The altitude selected may be rounded to thenearest 20 feet.

Final Approach Segment

This is the segment in which alinement anddescent for landing are accomplished. The finalapproach segment considered for obstructionclearance begins at the EAU' or point and ends atthe runwaN airport, or missed approach point.whichever is encountered last.- Final approachmay he made to a runway for a straight-inlanding. or to an airport for a circling approach

NOTE Refer to the applicable sections ofthe TERP's handbook for specific obstructionclearance areas, required obstruction clearance.final approach course alinement and other de-tailed procedures.

Minimum Descent Altitude (MDA

The MDA is the lowest altitude to whichdescent is authonzed in procedures not using anelectronic glide slope (nonprecision).. Aircraftare not authorized to descend below the MDAuntil the runway environment is in Nigh t, and theaircraft is in a position to descend for a normallanding. The MDA must he expressed in feetabove MSL and is determined by adding therequired obstruction clearance to the MSLheight of the controlling obstruction in the finalapproach and circling approach areas.

The MDA for a straight-in landing approachmust provide at least minimum obstnictionclearance of obstructions in the final approacharea and meet the requirements for the missedapproach transition.- Additionally, the MDA for

a circling approach must provide minimumobstruction clearance in the circling approacharea.

56 51

RAM r DEPOONG SOXOf AREAS, VAST WITH THEAPPROACH CATEGORY

AC.218Figure 4-3.Construction of circling approach area.

Decision Height DH

The decision height applies only where anelectronic glide slope provides the reference fordescent. as in PAR. The DH is the height,specified in feet above MSL, above the highestrunway elevation in the touchdown zone (first3.000 feet of the runway beginning at therunway threshold) at which a missed approachshould be initiated if visual reference has notbeen established DH's must be established withrespect to the appropriate obstruction clearancerequirements.

Missed Approach Segment

A missed approach procedure should be es-tablished for each instrument approach proce-dure The missed approach should he initiated atthe decision height in precision approaches or ata specified missed approach point in nonpre-cision approaches. The missed approach proce-dure should he simple, specify an altitude, andwhenever practicable. a clearance limit, Themissed approach altitude specified in the procedure

AIR CONTROLNIAN 1 & C

should be sufficient to permit holding or enroute flight

Wheneer prat:tic-able: the missed approachcourse should he a continuation of the fir.alapproach course. Turns are permitted, butshould be minimi/ed in the interest of safetyand simplicity. When a turn of no more than 15degrees is made. the missed approach is con-sidered straight.

The missed approach point specified in theprocedure may be the point of intersection of anelectronic undepath with a decision height orMDA. a navigation facility, a fix, or a specifieddistance from the final approach fix, Specificcriteria for the missed approach point (MAP) arecontained in the appropriate sections of theTERP's handbook describing the various typesof approaches. The missed approach obstructionclearance area is basically the same for all typesof approaches except PAR which has a specificmissed approach procedure to fit the situation..

PROCEDURE FLIGHT CHECK

Prior to submission for review and approval,-each procedure should he flight checked by localaircraft for safety and operational suitability.When practicable, a separate check by an aircraftof each category for which minimums areincluded in the procedure should he accom-plished,

RADAR PROCEDURE

Radar procedures are similar in design toother type procedures in that an initial, inter-mediate; final, and missed approach segmentmay be established, Course guidance in theinitial and intermediate segments may he pro-vided by radar or other navaid facilities., Whereradar is the primary means of navigation, radarpatterns and altitudes must he established, andaltitudes must provide the required obstructionclearance for a specified distance either side ofthe designated pattern course. Where othernavaids are used, the appropriate criteria for theparticular navaid apply.

Vectoring altitudes may he established bydividing the area within operational radar cover-

age into sectors based primarily on existingobstructions. This establishes a minimum alti-tude within a particular sector for use whenproviding radar vectors. (See fig. 4-4.)

The vectoring chart must be prepared asfollows:

1. The center of the chart will represent theantenna site.-

2.- The chart is divided into sectors as re-quired by the different minimum altitudes.Sectors may be depicted in relationship tobearings from the antenna site, radials fromnavigational aids, or radar display range marks.

3. Sector boundaries should coincide or becompatible with map overlay or video map data.

4 Minimum vector altitudes assigned shouldbe at least 300 feet above the floor of controlledairspace and compatible with vectoring altitudesestablished for associated radar instrument ap-proach procedures..

Lost communications procedures must beestablished for radar approaches which includeprocedures for the pilot to follow in the eventcommunications are lost with the radar facility..Where practicable, they should include a provi-sion to execute a non radar approach.. If such aprovision is not practicable, certain items essen-tial for safe and orderly traffic managementshould be included such as the route to fly,clearance to a fix, altitude assignment, and thecontrol facility to contact.

Unless otherwise indicated in the approachprocedure, a single ceiling, visibility, and deci-sion height approved for precision radar ap-proaches will apply to all aircraft categories.Commanding officers, however, may specifyPAR minimums by categories if required byapplication of TERP's criteria. In such instancesa ceiling, visibility, and decision height for eachaircraft category must be established,

As a matter of policy, PAR minimums ofceiling 100 feet and visibility 1/4 mile may onlybe established when the runway concerned isconfigured with high intensity runway lightingand an approach lighting system., Touchdownzone and centerline lighting are desirable, butnot mandatory for the 100 and 1/4 minimums.,

Circling minimums should be included in ASRprocedures in addition to the straight-in landingminimums unless a straight-in landing ASRapproach is available for each runway usable for

52

57

Chapter 4 TERMINAL INSTRUMENT PROCEDURES

N

Figure 4-4.Minimum vectoring altitude chart.

IFR approaches, and provided that definiterestrictions do not preclude circling approaches.Examples of such restrictions are limited radarcoverage and nonavailability of certain runwaysduring IFR weather conditions. When circlingASR minimums are not to be authorized thesubmitted procedure should be so annotated..

APPROACH MINIMUMS

As previously stated, established minimumsshould be the lowest permissible consistent withmission accomplishment and flight safety, withthe determining factors being the required ob-

53

08

102

AC.219

struction clearance in the final approach seg-ment and possibly the missed approach segment.In general, the straight-in minimums will seldomvary by aircraft category, The primary differ-ences will occur for circling minimums, becausethe size of the area to be considered forobstruction clearance varies by aircraft category,This may require consideration of differentobstructions for different cagegory aircraft.

Additional restrictions are possible by applica-tion of ..he tables of standard minimums con-tained in the TERP's handbook. These tablesspecify the lowest minimums which may be

prescribed for each type approach approved.

AIR CONTROLMAN 1 & C

Consideration is given for the various lightingconfigurations in the standard straight-in mini-mums table. In addition to the MDA fornonprecision approaches and the DH for preci-sion approaches a ceiling value must be estab-lished for military procedures which, whenadded to the airport elevation or the touchdownzone elevation, will result in an altitude aboveMSL that is equal to or greater than the MDA orDH, When determining the ceiling value, con-sideration must also be 1,uven to reportableceiling values observed by weather service per-sonnel. If a resultant DH is 275 feet above thesurface: the ceiling value would necessarily he300 feet; since ceilings are reported in 100-footincrements through 5,.000 feet.

Visibility 'Minimums

Several factors must necessarily he consideredwhen determining visibility minimums. as fol-lows

I. The distance necessary for the pilot to seethe airport or runway and safely descend fromthe MDA or DUI and accomplish a landing.

2. The distance from the final approach fixto runway threshold.

3. The runway centerline and final approachcourse alinement. etc.

No single factor can determine the requiredvisibility, and the various factors will vary withthe different types of approaches and localconditions The TERP's handbook containstables of minimum visibilities which must heapplied in addition to consideratior, of require-ments of the individual approaches.

Runway visual range (RVR) minimums maybe authorized for other than circling approachesat locations where an approved RVR installationis available.

Approved Lighting Systems

At installations where lighting systems areidentifiable with standard lighting systems con-tained in the TERP's handbook, the visibilityreduction afforded by such aids may be applied.For each procedure containing straight-in mini-mums to a specified runway,. an indicationshould be made as to whether or not credit forlighting has been applied or is desired. Because

54

of the variations in lighting systems installed atnaval facilities, the DMAHC, as the reviewingauthority in coordination with NAVA) RSYSCOM,will ascertain whether or not the lighting install-ed qualities for the reduced visibility credit.Application of lighting credit to reduce visibilityminimums is not required.

OPNAV REPORT 3722-1

In the interest of maintaining the highestpossible standards of flight safety, commandingofficers must periodically review terminal ap-proach procedures at their facility and submit anannual report designated OPNAV Report 3722-1.This report is scheduled in various months,depending on the geographical location of thefacility. To determine when the report for yourparticular facility is required, refer to OPNAV3770.2 (Series).. This report is confirmation thatcurrently approved terminal approach proce-dures are operationally suitable and necessary,and that they conform to the provisions of theTERP's handbook and OPNAV 3770.2 (Series).The report is accomplished by completion of anOPNAV Form 3722/2 for high and low altitude

VOR, or TACAN approaches and anOPNAV Form 3722/2 for PAR and ASR ap-proaches Requirements for new or revisedapproach procedures that occur between annualfacility nsporting dates are handled in this samemanner with the exceptior of the scheduledreporting dates. Senior AC's in the Alt divisionmay be required to initiate this report byphysically preparing the appropriate form(s) andinsuring compliance with appropriate instruc-tions for the commanding officer's review andapproval.

Plan and profile obstruction diagrams ofappropnate runway approach areas as defined inTLRP's must be forwarded with requests forapproval of PAR procedures, unless a currentdiagram is on file -at the DMAHC office.. Inaddition, a diagram or chart showing the loca-tion and elevation of terrain and manmadeobstructions within the prescribed obstructionclearance divas for each nonprecision and ASRapproach, specifying the appropriate circlingapproach areas. must be included..

Figure 4-5 is an example of an enlarged,simplified plan diagram for a PAR approach to a

59

Chapter 4 TERMINAL INSTRUMENT PROCEDURES

It11

E

350

IA

AGI0

10

200190 170

110

Figure 45.Plan diagram of a PAR approach.

particular facility. Figure 4-6 is a profile diagramof the same approach as slr)wn in figure 45. Inthis particular case, controlling obstructions and

other governing factors allow the transition

5563

AC.220

directly from pattern altitude (initial approach)to final approach.. Therefore, no intermediateapproach is included. The profile shows obstruc-tions and terrain considered and the PAR final

AIR CONTROLM AN I & C

111 4110111111111111111111110.111111mimIla MIMI MENEM111111===111111 =In AIM=NININIAMINIMO 11111111111111ii: DM

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APPROACH PROFILESCALE HOW 10,000'

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Figure 4-6.Profile diagram of a PAR approach.

approach surface slope ratio which will varywith the glide slope ande. In this case the glideslope angle is 3 degrees which requires a 34:1ratio for the first 10,000 feet and a 29.5: I ratiofor the remaining final approach surface slope.No obstructions may penetrate this final ap-proach surface slope to allow use of this glideslope. Also shown is the missed approach ob-struction clearance area and a 40:1 slope ratio ofthis area on the profile to show that noobstructions penetrate the missed approach sur-face slope and that the procedure is safe.

All the area sizes. slope ratios, and othertechnical information necessary to construct thisdiagram are contained in the TERP's handbook.Much of the information necessary to completean OPNAV Form 3722/2 can he taken from adiagram of this type.

Figure 4-7 is an example of a plan diagram fora low altitude TACAN approach. Although theprofile is not required for 'a nonprecision ap-proach, it may he considered helpful in deter-mining obstruction clearance requirements,MDA's. missed approach points, etc-. Figure 4-8is an example of a profile diagram of the sameapproach as shown in figure 4-7, Again thespecificatiom for constructing the diagram are

56

61

1000

00100

700

600

500

400

300

200

100

AC.221

contained in the appropriate section of theTERP's handbook,

Figure 4-9 is an example of a completedOPNAV Form 372211 for the approach dia-gramed in figures 4-7 and 4-8. Keep in mind thatwhen determining the minimums the appro-priate table of standard minimums in theTERP's handbook must be considered in addi-tion to required obstruction clearance,

PUBLICATION OF APPROACHPROCEDURES

To satisfy the primary requirement of havinga current procedure in graphic form in thepossession of the pilot and controller at the timeof implementation, procedures should he sub-mitted as far in advance of the implementationdate as possible., They should normally hesubmitted no less than 60 days prior to thedesired effective date to allow sufficient time forreview and approval and for chart publicationand distribution. The effective date will heassigned by the MAW' and will be calculatedto coincide with the publication date of thecharted procedure.,

Chapter 4 I ERNIINAL INSTRUMENT PROCEDURES

260

270

26

290

3

310

330

350

3600

10

70

250

240

230

770

210

190 170100

0

Figure 4-7.Plan diagram of a TACAN approach.

57

150

140

130

120

110

00

90

100

AC.222

MR CONTROLM AN) & C

MISS. levit

.........NON IN ................11111=111111111 0111111111111111UnM11111111111111111111111111

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APPROACH PROFILE

moIturmmscAUVOOT I' 200'

Figure 4-8.Profile diagram of a TACAN approach.

In order to provide sufficient time to effectremoval of an approach procedure from theFLIP system,. commanding officers should no-tify the DMAHC approximately 30 days inadvance of the effective date of the cancellation.Advance coordination of cancellations should beeffected with the appropriate ARTCC authori-ties. The cancellation should he promulgated byNOTAM procedures when the next scheduledTerminal FLIP revision date will occur subse-quent to the effective date of cancellation,

COMMON CIVIL/MILITARY FORMAT

The TERP's handbook contains the approvedcriteria for formulating both civil and militaryinstrument procedures requiring a format whichincludes ample information to satisfy the needsof both agencies.

The standard format normally provides land-ing minimums for approach categories Athrough D on low altitude (AL) approach charts,and C through E on high altitude (JAL) ap-proach charts. Any category may be included oneither chart when an operational advantage canbe achieved: Only those categories of aircraftauthorized to use a given procedure will be listedon the approach chart. The term not authorized

loon

000

$00

300

400

300

200

l 00

AC.223

(NA) is used when a particular category ofaircraft is not authorized to use a specificapproach.. Figure 4-10 is an example of thelanding minimum format portion of a lowaltitude approach chart.

The following is an explanation of terms notconsidered self-explanatory in figure 4-10:

I. DH (decision height) applies to precisionapproaches. The DH is the height MSL above thehighest runway elevation in the touchdown zoneat which a missed approach must be initiated ifthe required visual reference has not beenestablished.

2. MDA (minimum descent altitude) appliesto nonprecision approaches., The MDA is thelowest MSL altitude to which descent is author-ized in procedures not using a glide slope untilthe runway environment is sighted,

3. HAA (height above airport) is fot civil useand indicates the height of the MDA above thepublished airport elevation,

4. HAT (height above touchdown) is for civiluse and indicates the height of the DUI above thehighest runway elevation in the touchdownzone.

5. CEILINGS are values shown in parenthesesfor military use, and represent the lowest ceilingauthorized for an approach. A ceiling is ex-pressed in feet above the published airport

58

63

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Intercept

R 218 proceed inbound.

Commence descent at 6 NM fix, R 218,

If visual contact not established

1.0 NM prior to TACAN, climb to 2060 out R 038 within 12 NM, contact Bee Approach Control for

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elevation and is at or above the MDA or DH.,6 VISIBILITY values are expressed as run-

way visual range (RVR) shown in hundreds offeet, (24 equals 2.400 feet) runway visibilityRV ). or prevailing visibility (PV), which are

both shown in miles and fractions thereof.The following terms are peculiar to helicopter

procedures and are presented here for clarifica-tion:-

I. HAL is height above landing area eleva-tion.

2.. LANDING AREA refers to the portion ofthe heliport or airport unway used; or intendedto be used, for the landing and takeoff ofhelicopters.

3. LAB (Landing Area Boundary) is thebeginning of the landing area of the heliport orrunway.

4 POINT in SPACE APPROACH is an instru-ment approach procedure to a point in space,identified as a Missed Approach Point, which isnot associated with a specific landing area within2,600 feet of the MAP..

5.. TOUCHDOWN ZONE as used in helicop-ter procedures is identical to the landing area.

Radar Minimums

Radar minimums are presently published inthe FLIP IFR supplement in the aerodrome/facility direet:,.y section for the airport con-cerned., Thk. information provided is basicallythe same as that provided on approach charts.

STANDARD INSTRUMENT DEPARTURES(:,IDs) AND STANDARL) TERMINAL

ARRIVAL ROUTES (STARS)

Standard Instrument Departures (SIDS) andTerminal Instruni.at Arrival Routes (STARs)are preplanned IFR ATC clearance procedurespreprinted in textual or in graphic- and te) turdform. The us., of these valuable aids reducespilot and cent-oller workload, minimizes theprobabilit' of error in the delivery and receiptof clearances, and greatly reduces radio com-munications.

A Standard Instrument Departure (SIT)) is anapproved procedure that prescribes a nAlte offlight with instructions for safely departing a

60

65

VIA GW-A0,11()A01

AQA tyl HM CtioNG IllEvAILINGwiSlioTT

CATEGOR 11,4311, 0 .pig 0s-iLs-2 7Inzin 00 200-,,2,

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CIRCLING35 71400 4571 571 557(4002)

"A

AC.225Figure 4-10.Low altitude landing minimum format.

runway and climbing to the en route structure.,The optimum SID provides for a direct climb oncourse from an airport to join an airway or routeat a fix or facility. Extensive routing and/ormaneuvering in the terminal area prior to pro-ceeding on course should he avoided to theextent practicable when developing SID'S. (Seefigure 4-I I.)

A Standard Terminal Arrival Route (STAR) isan ATC coded 1FR arrival route established forapplication to arriving IFR aircraft destined forcertain airports. (See figure 4 -I 2.)

Use of ST*.Rs requires pilot possession of atleast the approved textual description. As withany ATC clearance or portion thereof, it is theresponsibility of each pilot to accept or refusean issued S FAR, A pilot should notify ATC if hedoes not wish to use a STAR by placing "NOSTAR" in the remarks section of the flight planor by the k -; desirable method of verballystating the same to ATC,

SID's and STAR's may be established for anyairport where lengthy, complex and detailedIFR clearances are regularly required to describeroutes routinely used by aircraft departing andarriving that airport.

POLICY FOR ESTABLISHMENT

Commanding officers of Navy/Marine Corpsfacilities are responsible for determining theneed for SID and/or STAR procedures at theirrespective activities. Consideration will be givento transient as well as local types of operations

hapter 4 T1 RNI1NAL INSTRUN11-,NT 1'ROCEDUR1-_,S

32

HOLLY - TWO DEPARTURE (H0112.70U)GREATER CINCINNATI

COVINGTON KENIUCK

CINCINNATI CND CON121 7CINCINNATI CLINIC DEL124 7CINCINNATI TOWER11 3 239 3CINCINNATI DEP CON121 0ATIS DEP117 3

NOTE Radar V4ctord

ht.,f WOODI 7 5 POOCho,, 112

01611:00°..

1" 9. 01D Alma cis,CINCINNATI it T %oft atmI 17 3 CVGChan 120

O FALMOUTH117 0 FLM

9.

SOUTH SALON:5 DM1 APE

I. 23

DEPARTURE ROUTE DESCRIPTIONVia radar vector to CVG R-070 thence via CVGR-070 to FLM R-020 thence vio FLM R-020 to VSthence via V5 to SOUTH SOLO.N

ELEv 890 I

el

HOLLY -TWO DEPARTURE (Howou) COVINGTON, KENTUCKY

GREATER CINCINNATI

AC.226Figure 411.Standard Instrument Departure (SID).

61

AIR CONTROLMAN I & C

ACTON ONE ARRIVAL (AQN AQN 1 ) DALLAS- FORT WORTH, TEXASDALLAS FT WORTH APPROACH CONTROL1119 290 3DALLAS LOVE ATIS120 7

WINK

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113 1 GSw 78

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ACTON

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III 6 TOAl

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EDNA/H 4 NOTE Chore not to scot.

EDNA TRANSITION (8EAAON1) From over EDNA INT via the ACTONR-198 to ACTON VORTAC. ThenceWINK TRANSITION (INK AONJ1 From over WINK VORTAC via WINKR-070 and the TUSCOLA R-256 and R073 and the AON R-255 to ACTONVORTAC. Thence

From over ACTON VORTAC via the ACTON R045 to WOLF INT. Vector tofinal approach course. Expect to cross RUSSELL INT at an altitude to be assignedby ATC

ACTON ONE ARRIVAL (AQNAON1) DALLAS -FORT WORTH, TEXAS

Figure 4-12.Standard terminal arrival route (STAR).

62

67

AC.227

haptei 4 I I RMINAI INSTRUMENT PROCEDURES

when determining the need and in tonuulatingthese procedures.

Commanding officers or Navy Marine Corpsaviation shore fUlin,.. located w nhin the' con-tiguous U.S.. Alaska. and Hawaii should requestthe appropriate I AA regional \ir traffic Divi-sion to assist in the development and or revisionof SID', and or STAR, for their activity. Duringthe development or revision. coordination withlocal A IC authonty and nearby civ it or militaryairports must he effected In obtammg desiredroutings. airspace limitations in a\ create localcoordination problems. In such instances. theappropriate NAVRI P should be contacted fOr

assistance.At facilities where the FAA does not provide

air traffic %en ice. such as overseas. SID's STARsmay he established or revised as prescribed for('ONUS except that FAA functions are notapplicable. Commanding officers are responsiblefor formulation of SII)'s and/or STARs incoordination with the local ITC authories ofthe host government.

After coordination of new or revised SID's/STARs has been Lompleted: they should heforwarded to DM.111C for review in conform-ance with opNA\" 3770.2 (Series). and forapproval. publication, and distribution in re-

quired quantities. A sketch of each SID orSTAR should he ,,ubinitted ogether with neces-sary textual infOrmation. llelineating the appro-priate AT( clearance' to be charted.

The SID sketch should depict actual blightpaths from the runway(s) to the SII) clearance

including transitions. to permit accurateclimb gradient computation

SID chart quantities desired for station usageshould be made known to the DMAII('. Re-quests should be based on ,in estimated sixmonths requirement: STARs will he published inappropriate FLIPS in accordance with IX)Dcriteria,

During local coordination. a mutually agree-able effective date fOr new or revised SID'sshould be decided upon. This date normallyshould he a minimum of 45 days after date ofsubmission to DMATIC to allow for review,.approval. publication. and distribution.

Senior AC's occupying the position in thechain of command which performs the physicalfunction of air traffic control may be in the

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68

most ideal position to recognize the need forestablishing. revising, or canceling SID/STARprocedures at their facility, Where the iieed isrecognired, they should initiate action at thedivision level hr presenting all the applicablefacts and figures which would sustain the pro-posed procedure or action and the advantagespossible.;

SID DEVELOPMENT PROCEDURE

SID's may he implemented at any airportwhere terrain or other obstructions requirespecific departure restrictions. in addition. SID'smay be established at any airport where theywould he advantageous to air traffic control orpilots. The number of SID's implemented at aLiven facility should be kept to a minimumconsistent with operational needs and the de-parture routes most frequently used.

SID's should be designated as either highpltitude or low altitude. according to the routestructure in which the SID is intended toter-inmate, If high and low altitude SID's areidentical. they may be combined to be desig-nated as high/low altitude SID's. The appro-priate designation high, low, or high/lowshould he indicated on each SID pamphlet.

When developing SID's, the following guide-lines should be considered:

I, SID'S may commence at the end ofrunway. or basic departure routing proceduresfor each particular runway may be included aspart of a bask SID.

2. Radar vectors may he included in lieu of aroute based on a navaid,

3, Routing should he the most direct andsimplest possible,

4. The number of navaids used should be theminimum number possible,

5. Crossing altitudes/FL's should he kept to aminimum. based on radials of the same navaid,and may or may not he specified altitudes/FL's.If crossing altitudes/FL's are specified, theyshould be developed with consideration of thecapabilities of the lowest performing type air-craft that would use the SID.

6. Noise abatement requirements should be

considered.7, SID's should terminate at an airway. ra-

dial. route, or fix,

AIR CONTROLMAN I & ('

S. SID's may have more than one transitionfrom a common point:

9. More than one SID may have the sameidentical transition.

10 The description of the SID and transi-tion. if appropriate: on the SID chart should beworded so that it can he easily understood.

The obstruction clearance criteria and moredetailed data for SID's are contained in theTLRPS manual and OPNAVINST 3770.2 (Series).

Minimum rate of climb information must heprovided on published SID's which require a rateof climb greater than 150 feet per mile to obtainthe required obstruction clearance. A rate ofclimb in excess of 300 feet per mile is notau,horized.

Hazards. such as towers. buildings. terrainelevation. etc .. which create a hazard to safetyof flight in the event the departure procedurewere not executed prt. cisely. must be shown onthe SID chart in their exact location to present atrue relationship.

Revisions or changes refer to items in theATC clearance such as courses. altitudes, fixes.MIN aids. etc. Not included would he radio-frequency changes or chart detail other than theATC clearance: or items involving flight safetysuch as climb gradients. etc.

If a SID is developed for specific types ofaircraft, the adjective phrase to indicate this maybe printed on the chart. such as Jet, If the SID isapplicable to all types of aircraft. no specificdescription is necessary.

STAR DEVELOPMENT PROCEDURE

When developing STARS the following guide-lines should be considered:

1. A STAR or STAR transition will com-mence at any appropriate fix, e.g.: navigationalaid intersection. DM, fix. The fix should he nofurther from the destination airport than neces-sary for the efficient control of air traffic,

2. A STAR must terminate at a standardinstrument approach procedure initial approachfix or a fix from which radar vectors will beapplied. This STAR termination fix should beclearly defined to the pilot. It is emphasized thata STAR is a procedure conceived to simplify acomplex arrival route to a terminal and is not tohe utilized or designed as an extension of the

64

69

published standard instrument approach proce-dure:

3. A STAR may serve more than oneinstrument approach procedure or more thanone airport with a terminal area.

4 A STAR may have one or more transi-tions. A transition may be used with more thanone STAR: however, two transitions on thesame 51 AR should not originate at the same fix.

5. Keep routes simple.6. Use as few navigational aids and fixes as

possible.7, Use same type navigational aids when

possible..8. Radar vectors may be used in lieu of

routes determined by other approved means,provided adequate nonradar navigation routesare specified in the event of communicationsfailure.

9, Confine STAR routes, including transi-tions, it' applicable, to a single ARTCC area tothe degree practicable.

10 Assure compliance with obstacle clear-ance requirements by application of enroutecriteria.

11. The insertion of ATC altitudes withinSTAR procedures is no longer acceptable. Pre-sent STAR procedures that include altituderestrictions may continue to be used until suchtime as revisions become necessary, AppropriateIFR MEA, MOCA, and MCA information mustbe determined. The MEA, MOCA, and MCAinformation will be used by the agency ingraphic depictions of the STAR procedures.

12 The insertion of airspeeds within STARprocedures is no longer acceptable, However, toprovide pilot flexibilit,,, the textual descriptionof the STAR may describe the point at whichthe aircraft can normally expect to receivedescent below 10,000 MSL, thereby alerting thepilot to reduce aircraft speed in sufficient timeto accommodate the descent.

13. Word textual portions in language easilyunderstandable and adaptable to graphic por-trayal.

14, Do not use LF or VOR navigational aidsfor TA('AN procedures,

15: Do not include requirements of a non-standard nature; e.g.. transponder and frequencyrequirements that will change based upon vari-able conditions or circumstances.

hapter 4 1 I RMIN AL INSTRUMENT PROCEDURES

16. Do not include required items of an XIVclearance in notes appended to the text or to bedisplayed on the graphic portion of a procedure.1, se notes only to Contain items of an informbona! nature. e.g. sash:es to he provided inconjunction with use of the procedure.

NAMING AND NUMBERING

Name and number SID% and STAR% as fol-lows:

I. Name each SID and STAR to correspondWith a nasigational aid or fix where the routeterminate% or commences. respectisely: or: if notpracticable., a prominent well known geoaaph-ical landmark along the route of flight. Do notuse identical or similar sounding names for morethan one SID or STAR in the same geographicalarea. A SID or STAR name should not be usedto describe more thin one route.

Number each original SID and STARprocedure "ONE.": e.g.. Kent One Departure,Stewart One Arrival. Number subsequent -evi-sions chronologically : e.g.. Kent Two Departure,Stewart Two Arrival, etc'. Do not use numbersabose nine:, i.e., tk: ninth revision (the tenthversion) will again use the number "ONE,"

3. Renumber a SID or STAR if any of it%transitions are revised. Do not renumber a SIDor STAR if any of its transitions are canceled.

4. Change an original name only when it is nolonger appropriate.

5. Name each SID and STAR transition tocorrespond to the fix where it terminate% orcommences. respect is ely,

6. SID's and STAR'S are ordinarily developedfor common use by all users. If for useonly by certain categories of aircraft, or byaircraft operating in the high altitude or areanavigation route structures. identify such proce-dures by placing the contrachon(s) "IV or"Copier" "RNAV" immediately preceding theword "departure" or "arrival" in the procedurename:e.g., "Johnson One Iii Departure." "John-son One Ili RNAV Ikparture.' "River ThreeRNAV Arrival." etc. The contraction "RNAV,"when applicable, will always immediately pre-cede the words "arrival" or "departure,"

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OPNAV REPORT 3722-2

An annual review of SID's to determine theirconsistency with operational needs and anyresisions, additions. or deletions required musthe made by commanding officers of Navy andMarine Corps facilities, and the result of thisreview is submitted to the DNIAHC office.

The annual reporting date for individualfacilities is determined by the wographicallocation of the facility, To determine when thereport for your facility is required, refer to thesLhedule contained in OPNAV 3770.2 (Series).This report is desiturated OPNAV Report 3722-2,

HOLDING PATTERN CRITERIA

The criteria for holding pattern airspace arecontained in FAA Handbook 7130.3 and pro-vide for separation of aircraft. However. whendetermining minimum holding attitudes basedon required obstruction clearance. this sameairspace area, with slight modification, is used.

APPLICATION TO THE ATC SYSTEM

Sufficient holding airspace areas should beplanned and established to meet IFR trafficrequirements within a facility's area of juris-diction. Holding airspace area dimensions weredeveloped to permit the following: Use of alltypes of en route navaids. reduction of holdingairspace when optimum direction of entry ismade. compatibility between patterns flown byretell:nee to time and those flown by referenceto DME, and selection/application of tailor-made airspace by furnishing several pattern sizes.

Holding pattern airspace areas should bepictorially displayed including captions to ex-plain their use. Displays should he near :appro-priate controller positions and should be soconstructed as to facilitate the maximum possi-ble amount of traffic situations to preclude therequirements for controllers to determine hold-ing airspace on the spot,

Good facility planning minimizes the needfor unplanned holding at the. control position

AIR (ON 1ROLAIAN I &

t nusual ClritIllisiances may require of un-planned lialdnig: therefore'. each control posi-tion should he analy /et! according to altitudecontrolled and holding speeds normally encoun-tered. When an analysis has been made, appro-priate template sties can he selected and cap-tioned.

HOLDING PATTERN COMPONENTS

fficient and economical use of airspacerequired standardi/ation or aircraft holding pro-cedures. All the variable factors such as naaidsystems error. wind. aircraft speed: etc.. whichaffect aircraft during holding maneuvers. wereconsidered and incorporated into the holdingpattern airspace criteria. Procedures were devel-oped to accommodate the performance calla-hill ties of pertinent ei% and military aircraft

The following haste components were dockwed as standard for the purpose of determiningholding pattern airspace.

Outbound kg. -Flu: length of the outboundleg is based on time or distance. Standard timevalues are I minute for altitudes from minimumholding through 14.000 and I' minutes above14.000. Distance salve of an outbound deg is notstandard but must he established at a distanceappropriate to the holding situation and inconformance with the tables for determining theDME leg lengths of holding patterns m Hand-book 7130.3.

2, Maximum holding airspeed. Basic speedgroups with compatible holding maneuvers wereadopted. Aircraft are provided protected air-spat:: based On the maximum holding airspeed.(See table 4-2.1

3. Angle ot bank Pilot procedure for entryand holding pattern turns is based on the resultof pilot actions to establish and maintam a

30-degree angle of bank. to compensate forvarying pilot technique: instrument precession.etc., the initial Lntena used in determining theholding pattern area was 25 degrees angle othan k.

AIRSPACE DETERMINATION

I he actual determination ot airspace to heconsidered has been made relatively easy by

C%tab11511111ell Of .1 system ot templates witchallows selection ot an appropriate templatebased on a aircraft's holding speed and altitudeand the holding fix distance from the primarynaL aids. these templates are numberedthrough 31: and each one is related to one ormore 0, ell numbered altitudes'I L's The tem-plates were developed at a scale of I . 500.000which is the same as the Sectional Chart scalefor easy application 1 partial listing of speedgroup. fix distance: altitude; FL and templatenumber telationslops is shown in table 4-3.Holding levels through 50.000 are provided atyen 2.000-foot intervals. Holding at odd levels

above 2.000 is based on the next higher evenaltitudeI I. pat tern ,

DME APPLICATION

When establishing a ()ME holding fix, thedifference between tix-to- navaid distance andslant range distance must be considered. Suchdifferences can be significant within 45 miles ofthe naval& Figure -1-13 shows a comparison ofan 11-mile DM!: (slant range) fix and the actualfix-to-nal/aid distance and points out(mired comparison when plotting airspace to heprotected. For simplification. differences of 114mile below 14.000 and 112 mule at and above14.000 may he disregarded,

Additionally. the no-course signal /one asso-ciated Witt' -I .SCAN and VOR navaids must bekept in mind when establishing DME holdingfixes,

A graph included as an appendix to Hand-book 7 1 30.3 has !Noll established for the pur-pose of determining both tix-to-navaid and slantrange distance and whether a particular fix fallswithin the no-Lourse-signal /one.

Ily use ot I)Mt. as a holding fix. the holdingmay he accomplished either toward or awayfrom the primary naval& When holding towardthe navaid. the tie end of the holding patternlirspace may he within the no-course-signal/one: prodded that normal pattern entry is froma direction other than through the no-course-signal /one. When holding away from the navaid.

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Chapter 4 TERMINAL INSTRUMENT PROCEDURES

Table 4-2.-Maximum holding airspeeds

a. P;:yeller-driven (including turboprop)(1) MHA through 30,000 feet 175K lAS

b. Civil turbojet(1) MHA through 6, 000 feet 200K IAS

(2) Above 6, 000 feet through 14, 000 feet 210K lAS

(3) Above 14, 000 feet 230K IAS

c. Military turbojet(1) All - except aircraft listed below in (2), (3), (4), and (5) 230K IAS

(2) F-84F, F-1002, F-102, F-1042, F-106, T-38, F-4, F-11, A-5 265K IAS

(3) F-43 280K LAS

(4) F-1002, F/RF-101, F-1042, F-105, F-111, F-5, B-58 310K MS

(5) T-37 175K IAS

1

2Flown by reference to MAE .

3Holding speed depends upon weight and drag configuration.Only USAF F-4 aircraft.

FL 260

NM - IMMO

\;:" INSTAKt ,' ,,\-nrtt, ' ',\V VV V\A\V'-""

AC.228Figure 413.-F ix-to-nrwaid distance and

slant range distance.

no part of the holding pattern airspace may liewithin the no-course-signal zone, (See fig. 4-14.)

To substantiate the reasoning of the precedingparagraph, imagine an aircraft holding in eachsituation pictured in figure 4-14. When holdingaway from the navaid, at the completion of theoutbound leg of the holding pattern, the pilotmust turn to proceed inbound to the holding fixon a specified rwlial. Since no bearing (radial)

7Z7

information is available in the no-course-signalzone, the complete pattern must be one inwhich bearing information is available.. Comparethis to holding toward the navaid. When thepilot reaches the holding fix, which must beoutside the no-course-signal zone, he will turn toproceed outbound on a heading to parallel theinbound course. Positive course guidance is notnecessary for proper execution of this portion ofthe holding pattern. Therefore, a portion o istype holding pattern airspace area may tallwithin the no-course-signal zone.

OPTIONAL REDUCTION AREAS

Figure 4-I5(A) is an example of template No.9. Depicted are the fix end and outbound endreduction areas shown by dotted lines. For moreefficient use of available airspace, these reduc-tion areas may not have to be considered whenproviding protected airspace if certain condi-tions exist.

AIR ('ON FROLNIAN I S. C

Table 4-3.Pattern selection chart

175 Knots LAS

Alt.

0-14.9 n. m i ,

No. Alt.; No Alt

15-29.9 n. mi.

No. Alt ., No, Alt .,

30 n.mi. and Over

No., Alt., No.

2 - 1 IS - 8 2 - 1 18 - 9 2 - 2 18 - 104 - 1 20 - 8 4 - 2 20 - 9 4 - 3 20 - 106 - 2 22 - 9 6 - 3 22 - 10 6 - 4 22 - 118 - 3 24 - 10 8 - 4 24 - 11 8 - 5 24 - 12

10 - 4 26 - 11 10 - 5 2fi - 12 10 - 6 26 - 1312 - 5 28 - 12 12 - 6 28 - 13 12 - 7 28 - 1414 - 6 30 - 13 14 - 7 30 - 14 14 - 8 30 - 1516 - 7 16 - 8 16 - 9

200-230 Knots IAS

9 3 28 18 9 4 24 19 9 5 28 204 30 19 4 5 30 20 4 30 21

6 5 :32 20 6 6 32 21 6 7 32 226 34 21 7 34 22 S 8 34 23

10 7 36 22 10 1 36 23 10 9 36 2412 7 38 23 12 4 38 24 12 9 38 2514 40 24 14 9 40 25 14 10 40 2616 12 42 25 16 13 42 26 16 14 42 2718 13 44 26 14 14 44 27 15 44 2820 14 16 27 20 15 46 28 20 16 46 2992 15 48 22 16 18 29 22 17 48 3021 16 24 17 56 29 24 18 50 3026 17 26 1. 26 19

I Or e \.1111pkc the tip end reduLtion area tit,*not 11,1%e to he' 'mimic(' at entrN into the holdingpattern is made from a direction that lies withmthe crosshakhed area depicted in figure 4 -I 5t13as the area of entn. Xdditionall.- a table hasbeen established and is included as an appendRto Handbook 7130.3 W;:ich slums the variousDMI holding pattern leg lengths which beused and the outbound end reduction areaswhich must be nuluded t'or a particular 11S-to-11,1,slid versus template number situation.. Thistable :mist he referred to when establishing aMI! holding pattern and the associated pro-let. te d airspace

APPLICATION OF HOLDINGAIRSPACE FOR OBSTRUCTIONCLEARANCE REQUIREMENTS

When determining minimum holding alti-tudes, the appropriate template selected for usein determining the holding pattern airspace areato be protected is also the primary area to he

considered for obstruction clearance.- In addi-tion. a secondary area 2 miles v. .de surroundsthe perimeter of the primary area and must beconsidered. Required obstruction clearance iscontained in the handbook.-

6873

Chapter 4 TERMINAL INSTRUMENT PROCEDURES

HOLDING AREA CLEARS HOLDING AREA OVERLAPSNOCOURSESIGNAL ZONE, NOCOURSESIGNAL ZONE

HOLDING COURSE AWAYFROM NAVAID

HOLDINGFIX

FIX

HOLDING COURSETOWARD NAVAID

AC.229Figure 4.14. DARE holding.

{Al

OUTBOUNDENO

NUMBEREDAREAS

\\\ ,,\,\ AREA OF ENTRY\\\s\ ,\'\' 4AC.230

Figure 4-15.(A) Holding pattern template;(6) area of entry.

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CHAPTER 5

AIR TRAFFIC CONTROL

Naval shore activities which perform air traf-fic control functions use the procedures pub-lished in the Terminal Air Traffic ControlHandbook 7110.8 (Series). This publicationcontains common civil/military air traffic con-trol procedures agreed upon by the Departmentof Defense and the Federal Aviation Administra-tion: In areas where a common procedure wasnot feasible, special military procedures werespecified in the handbook and so marked toindicate applicability. Additionally, the provi-sions of OPNAV Instructions 3710.' (Series) and3721.1 (Series) apply to naval AT( facilities.

AIRPORT TRAFFIC CONTROL

All aircraft movement on the airport move-ment area and within the airport traffic area isnormally governed by positive control requiringspecific clearances from the control tower.Exceptions to this occur where preventive con-trol has been authorized at facilities.

It is imperative that supervisors remainabreast of current regulations and procedureswhich govern the control of air traffic., As ageneral rule the AC 3 or 2 has received areasonable amount of formal training and on-the-job training to control traffic with an accept-able degree of efficiency; however, due to themany and varied sit,iations encountered in airtraffic control, supervisors must remain alert toassist and coordinate all facets of the variouscontrol positions.

The following paragraphs in this section con-cern areas of interest normally encountered bysenior AC's as supervisors. For more detailedstudy of basic airport traffic control, refer to theapplicable section of the Terminal ATC Hand-book 7110.8 (Series) or Air Controlman 3 & 2,NAVTRA 10367-E.

LOCAL AIR TRAFFIC OPERATIONS

A continuous review of local VFR trafficoperations is necessary to insure that trafficpatterns and arrial and departure corridors areestablished to provide maximum avoidance ofpopulated areas and established airways orroutes. For a smooth operation, adequate co-ordination and cooperation must be maintainedwith adjacent airfields and the appropriate FAAauthorities.

Airport information contained in the variouspublications and training programs must besufficient to allow pilots and air traffic controlpersonnel to become thoroughly familiar withthe regulations concerning the facility..

".;

Formation Takeoffs and Landings

A formation is a fliklit of more than oneaircraft operating by prior arrangement as asingle aircraft with regard to altitude, navigationand position reporting, and where responsibilityfor separation between aircraft within the flightrests with the pilots in that flight.:

Formation flying is authorized only for thoseunits and types of aircraft for which a validrequirement exists. Appropriate commandersmust insure issuance of and adherence to spe-cific instructions and standard operating proce-dures for all aspects of formation flying since itis contrary to the procedures prescribed inTATC Handbook 7110.8 (Series).

Two-plane section takeoffs for aircraft ofsimilar performance may be authorized for unitsand types of aircraft whose military missionsrequire such for essential pilot training. Maxi-mum lateral separation should be maintainedwith the leading aircraft on the downwind side,where applicable, during formation takeoffs.

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Chapter 5 AIR TRAFFIC CONTROL

When a landing interval will result in two ormore aircraft on the runway at the same timestaggered landings on alternate sides 01 therunway should be made. When crosswind condi-tions dictate, or when centerline landings arepreferred, the landing interval would he theSnit: a that for aircraft operating independ-ently

Crash and Firefighting Equipment

Firefighting. crash, rescue, and ambulanceequipment at air activities must be alerted and inan efficient operating condition while flightoperations are in progress. During uch opera-tions. appropriate equipment should be sta-tioned at stratelne locations on the field. In theeven t an emergene. is anticipated, the varioustypes of equipment shouk be relocated, depend-ing upon their particular mission, to the bestpossible position in relation to the anticipatedscene of the emergency,

Although ATC personnel are not responsiblefor the placement of such equipment, collabora-tion and coordination is necessary with theCrash Captain and his assistants to provide forthe best possible response to an emergency onthe airport movement area,

More detailed information concerning crashand firefighting equipment and procedures use-ful to a supervisor may be found in NAVTRA10367-F AC 3 & 2,

Control Tower Nonvisibility Areas

Where portions of the airport surface ortraffic' pattern are not visible from the tower,supervisory personnel must insure that suchinformation is given appropriate disseminationto those concerned. A description of such areasshould be developed, both for printed and oraluse, of sufficient detail to insure understandingof the discretionary use of such areas and thereasons therefor,

Intersection Takeoffs

At facilities where intersection takeoffs areauthorized, supervisory personnel must insurethat appropriate distance information is avail-

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able to controllers concerning the amount ofusable runway available beyond an intersection.,An airport diagram showing such informationshould he constructed and made available tocon hollers.

Controllers must issue the measured usablerunway remaining unless otherwise provided inlocal directives. At fields where intersectiontakeoffs are a routine operation, issuance ofmeasured usable runway remaining informationmay be omitted if appropriate directives arepromulgated to insure that pilots and controllersare aware of the procedures being used,

The pilot still retains the perogative to use thefull runway length, provided he informs thetower of his intentions. It is also the pilotsresponsibility to determine that sufficient run-way length is available to permit a safe takeoffunder existing conditions.

1FR PROCEDURE FOR AIRTRAFFIC CONTROL

In addition to the equipment and navigationalaids (listed in chapter 3 of this manual) requiredfor a naval air station to effectively supportaircraft operations during IFR conditions, amajor part of the overall capability must dependupon the ability of controllers to expeditiouslyapply separation criteria to the control of 1FRtraffic,

The term approach control includes thisapplication and encompasses both arriving anddeparting aircraft. Local policies, agreements,training programs, and mission requirementsdefinitely have an effect on controller procedureat a particular facility. The procedures listedherein are considered applicable to facilities ingeneral.,

IFR CLEARANCE

A clearance is defined as authorization by airtraffic control, for the purpose of preventingcollision between known aircraft, for an aircraftto proceed under specified traffic conditionswithin controlled airspace, An IFR clearance,then, is authorization as described above tooperate in accordance with the instrument flight

AIR CONTROLMAN I & C

rules. An IFR clearance is normally issued by anARTCC in whose area an IFR flight originates.However, at approach control locations, theinitial/final portion of the clearance' may he amutually agreed departure/arrival clearance thatmeets separation requirements of the ARTCCand the terminal facility. Under certain condi-tions. such as a proposed flight to be conductedentirely within the terminal facility's area ofresponsibility, the terminal facility will issue theIFR clearance. Such procedures, as with theprocedures for the issuance of short rangeclearances. are established and published locallyin the appropriate format usually Letters ofAgree men t.

An IFR clearance can be very simple or quitecomplicated, depending on traffic conditionsand operations authorized by the clearance.Each clearance will contain all or part of thefollowing items, is appropriate; in the order

. Aircraft identification.Clearance limit or approach clearance.

3 Route' of flight.4. Altitude data in the order flown.5. Departure procedure or SW.6. Holding instructions.7 Any special information.8. Frequency and beacon code information,

Route or Altitude Amendments

When the route of flight in a previously issuedIFR clearance requires amending, one of thefollowing methods must be used.

1. State which portion of the route is beingamended and then state the amendment. EXAM-PLE: CHANGE VICTOR TWENTY TWO TOREAD VICTOR TWO TWENTY. (Only route inthe clearance.)

2. State the amendment to the route andthen state that the rest of the route is un-changed. EXAMPLE: CHANGE, J TEN TOREAD J TWENTY; REST OF ROUTE UN-CHANGED.,

3 Reissue the entire route, including theamended portion in the appropriate place.

When a route or altitude in a previously issuedclearance is amended, all applicable altitude

72

restrictions must be restated or state that therestrictions are cancelled.

Composite Flight Plan

The clearance limit for an IFR proposalplanning IFR operations for the initial part ofthe flight and VFR operations for the latter partwould be the fix at which the IFR portion ends.

A proposal planning VFR for the initial partof the flight and IFR for the latter part of thefight is treated as a VFR departure. IFRclearance would be issued when the pilot re-, nests it, approaching the fix where he proposedto start IFR operations. The remainder of theflight would simply be treated as any other IFRflight,

ALTRV Clearances

Flights that are to be conducted utilizingAltitude Reservation (ALTRV) procedures willbe issued clearance as follows. EXAMPLE: VIAAPPROVED ALTITUDE RESERVATION (mis-sion name) FLIGHT PLAN.

An ALTRV normally includes the departure,climb, cruise, and arrival phases of flight up toand including holding pattern or point/time atwhich ATC provides separation between aircraft.

More detailed information concerningALTRV procedures was discussed in chapter 2of this manual,

COORDINATION BE-TWEEN FACILITIES

For efficient operation, constant coordinationis necessary between AT(' facilities. The contentand the scope of information exchanged be-tween facilities differ, depending upon the typeof ATC service provided.

IFR flight progress data is forwarded fromcontroller to controller within and between('enters and terminal facilities when operating inan en route capacity, as aircraft prowess along aroute, Such information is normally forwardedat least 15 minutes before the aircraft concernedis estimated to enter a receiving facility's area.

The times specified in this section may be

( hapter 5 AIR TRAFFIC' CON-1 ROL

reduced when covered !y a Eettei of Agree-ment 'Facility Direcmc or Increased it opera-tionally necessary because or manual data proc-essing or non radar ope rat 1011s

time applies, the information tor-warded is as follows

I Aircraft identification.2 1 ype of aircraft and appropriate equip-

men t suffix.3 Assigned altitude/FL and 1 iA over the

last reporting poinrfix in the transferring facil-ity's area or assumed departure time when thedeparture point is the last point/fix in thetransterring facility's area.

4 Altitude 114 at which the aircraft willenter the receR mg facility's area if other thanthe assigned altitude

5 True airspeed6 Point of departure7. Route of flight remaining8. Destination airport and clearance limit if'

other than the destination airport9. ETA at destination airport if other than

military or scheduled air carrier aircraft10 FL requested by the pilot ot a turbojet

aircraft. it' assigned FL differs from the re-

quested FL (within a facility only ).,11 Longitudinal separation being used be-

tween aircraft at the same' altitude.. if it results inthe aircraft ha mg less than 10 minutes separa-tion at the facility's boundaries.

The position report over the last reportingpoint in the transferring facility 's area should beforwarded to the reLeiving facility if any of thefollowing conditions exists

I. [he' time differs by More than 3 minutesfrom the estimate preciously forwarded

2. It is requested by the receiving facility.3. It is agreed to, between facilities, as a

routine operation.When necessary to revise information already

forwarded, the revised information is forwardedas required except that revision to the E.T.A overthe ,.,st fix in the transferring facility's area isrequired only if it (litters by more than 3minutes from the estimate already given,

('enters forward the following information toapproach control facilities before transfer ofcontrol jurisdiction.

NOTE,. Transfer points are usually specifiedin a Letter of Agreement.

73

I Aircraft identification2. I ype of aircraft and appropriate equip-

ment suffix.3 1.TA or actual time': and

actual altitude at the clearance innit. The' ETAneed not be given if the' arrival information isbeing forwarded during a radar handoff

4. EA(' issued the aircraft.5. Time; fix, or altitude when control respon-

sibility is transferred to the approach control

Approach control facilities must keepARTCCs currently advised of the followinginformation:

I. The particular approach that may be ex-pected, where two or more instrument approachprocedures are published or the fact that radarvectors to the traffic' pattern will be used:

2. Highest altitude in use by the approachcontrol facility at the holding fix;

3. Average time interval between successiveapproaches.

4, Arrival time ot aircraft over the holding fixor a statement or other indication that ackncwl-edges control responsibility if already received,

5, Revised EAC it' different by 10 minutes ormore from that issued by the ARTCC., (TheART('(' may issue EAC's to arrivals; however,this operation is usually covered in a Letter ofAgree men t.

6.. Missed approaches if they affect theAlUCC's area of operation.

7. Information relating to an unreported/overdue aircraft.

proposed or

The lacility providing IFR service to theterminal area must forward the following in-formation to nonapproach control towers soonenough to allow adjustment of the traffic flow,or to FSS's soon enough to allow provision orairport advisory service (the specific time re-quirement is usually covered in a Letter ofAgreement).

I.. Aircraft identification.2. Type of aircraft.3., ETA and proposed altitude over the fix.,4. Type ot instrument approach procedure

the aircraft will execute.Nonapproach control towers must forward

the following information to the ARTCC orapproach control as appropriate:

AIR CONTROLMAN I & C

I. When an arriving aircraft is sighted and, inthe tower controller's judgment,. a landing canbe completed.

2: Actual time of arnval..3, Pilot report of cancellation of the IFR

nigh t plan.4. Information related to missed approach

aircraft or overdue/unreported aircraft.5. Runway in use.

DEPARTURE PROCEDURE

Departure control is an approach controlfunction responsible for insuring separation be-tween departures. Departure control may sug-gest a takeoff direction other than that whichmay normally have been used so as to expeditethe handling of departures. At times it ispreferred to offer a pilot a runway that willrequire the fewest turns after takeoff to placehis aircraft on the filed course or selecteddeparture route as quickly as possible. At somelocations a runway use program may be in effectwhich pays particular attention to noise abate-ment programs and will route departures awayfrom conuested areas.

IFR Clearance forDeparting Aircraft

The departure clearance is issued before take-off and should include the following items asapplicable:

I. Clearance limit. This should be the destina-tion airport when practicable even though itmay be outside of controlled airspace. Whereauthorized and prescribed, short range clear-ances may be used which would necessarilyspecify some fix other than the destination asthe clearance limit.

2. Route of flight. When assigning a route offlight, an aircraft should be cleared viaestablished airways, route structures, d nay-aids established for the altitude stratun- whichthe operation is to he conducted mitesthrough uncontrolled airspace should oe in-cluded only when requested by the pilot.

When any part of an airway or route re-quested is unusable because of navaid status,

74

aircraft should be cleared via one of the follow-ing alternative routes:

a. A route published in the AIM anddepicted on U.S. Government charts.. The wordSUBSTITUTE should be used immediately pre-ceding the alternative route in issuing such aclearance.

b. A route defined by specifying navaidradials or courses.

A route defined as direct to or betweennavaids.

To effect transition within or between routestructures, aircraft should be cleared via one ormore of the following methods, based on VOR,VORTAC, or TACAN navaids (unless use ofother navaids is essential to aircraft operation orATC efficiency):

a. The aircraft should be vectored to orfrom the radials or courses of the airway orroute assigned,

b. A SID should he assigned.c. Aircraft may be cleared to climb via

radials or courses of the airways or jet routeassigned..

11.. Aircraft may he cleared via direct to orbetween the navaids forming the airway or routeassigned:

e, Aircraft may be cleared to climb onspecified radials or courses of navaids.

If the aircraft will operate in an area adjacentto restricted airspace, the following action isrequired:

a. For joint-use restricted airspace, coordi-nate as necessary with the facility designated ascontrolling facility or using agency and obtainpermission for the aircraft to transit the air-space, If permission is not obtained, clear theaircraft so that it avoids the restricted airspace..

h.. For prohibited or nonjoint-use re-stricted airspace, clear the aircraft so that itavoids the airspace unless the pilot informs youthat he has obtained permission from the usingagency to operate in the airspace or the usingagency informs you that they have given thepilot permission to operate in the airspace, orunless the aircraft is on an approved altitudereservation flight plan,

'NOTE:- Mission project officers are responsi-ble for obtaining approval for ALTRV opera-tion§ within restricted airspace, (Refer to chap-ter 2 of this manual).

('hapti.r 5 AIR 1 RAI- FIC CONTROL

xeept when a pilot requests a detailedclearance or when military operations are con-duLted in an altitude' reservation: operations areconducted aboNe' 1 I, (410, or operations requir-ing speLial handling are conducted an abbrevi-ated departure clearance may be' issued if its usereduces verbiage ahu the following conditionsare met:

a The route of flight filed with AT(' hasnot been changed by the pilot or operationsofficer prior to departure.

b. The terminal facility is provided suffi-cient information about the route of flight toexercise its control responsibility.

c Destination airport information is re-layed between facilities concerned, prior todeparture.

a.. The assigned en route altitude is statedin the clearance.

The destination airport is not stated in theabbreviated departure clearance.. When a specificSID. including a transition. is tiled by the pilot;it is considered as part of the route of flight.

When no changes are required to the filed SIDor route the phrase CLEARED AS FILED maybe stated. A SID may be assigned by thecontroller if appropriate' and any additionalinstructions or information necessary may heincluded along with the en route altitude.

When a filed SID or route will require minorrevisions the same procedures apply except thatthe necessary revisions must he specified. EXAM-PLE: CLEARED AS FILED EXCEPT CHANGE,'Dl PARTURE., TO READ DUI ONE DI:-PA RTURL MAINTAIN FLIGHT 1.1 VELTEl FIVE ZERO.

In a nonradar environment, one': two, or morefixes as necessary to identify the initial route offlight must be specified,

3. Altitude. When assigning altitudes for anen route operation, aircraft should be cleared ataltitudes or flight levels appropriate to thedirection of flight. These altitudes/FL's arecontained in FAR's and in AC 3 812, NAVTRAI0367-E. When traffic. meteorological condi-tions, or aircraft operational limiLtions preventassienment of altitudes/FL's appropriate to thedirection of flight: any cardinal altitude or flightlevel below FL 290, or any odd cardinal FL ator above 290: may be assigned without regard todirection of flight as follows:

75

a. For traffic' conditions, this action maybe' taken only if one of the following conditionsGists

( I) The aircraft will remain within thefacility's area and prior approval is obtainedfrom other affected positions or sectors or theoperations have been covered in a FacilityDirective.

(2) The aircraft will proceed beyond thefacility's area and specific operations and proce-dures permitting random altitude assignmentsare covered in a Letter of Ageement betweenthe appropriate facilities.

(3) Military aircraft are operating onrandom routes Inid prior approval is obtainedfrom the facility concerned.

b. For meteorological conditions, this ac-tion may be taken only if the controller obtainsprior approval from other affected positions orsectors within the facility and, if necessary, fromthe adjacent facility concerned.

c. For aircraft operational limitations, thisaction may be taken only it' the pilot informsthe controller that the available appropriatealtitude exceeds the operational limitations ofhis aircraft and only after prior approval isobtained from other affected positions or sec-tors within the facility and, if necessary, fromthe adjacent, facility.

Consideration must be given to the atmos-pheric' pressure and the lowest usable flight levelwhen 'assigning FL's. (See table 5-1.)

Table 5-1,--Lowest usable FL

Altimeter settingLowest usableflight level

29.92 or higher

29.91 to 28.92

28.91 to 27,92

180

190

200

If practicable, the pilot should be informedwhen to expect climb or descent clearance or torequest altitude change from another facility.,

AIR ('ONTROLMAN I & ('

kircraft must he cleared at .11 altitude at orabove minimum en route altitude (MLA) orminimum crossmu altitude (MCA) for any partof an airway or route M,1111111 the originatingfacility's area and the first part of the airway orroute into an adjacent facility's area exceptw here' one' Of the 1.0110WIllg 111111Cs

a. An aircraft may be cleared below theMI A but not below the minimum obstructionclearance altitude ( MOCA I of the altitude as-signed is least 300 feet above the floor ofcontrolled airspace and further provided that thefollowing conditions are' met.

\onradar procedures are used onlywithin 22 miles ut a VOR, VORTAC, or

I 1\(2) RAr procedures are used only

w hen definite operational benefits will be rea-lized and the' aircraft h vectored: and lostLmmum.at ions procedures are issued.

h. An aircraft may he cleared to operateon let routes below the' MLA ( but not below theprescribed minimum sale altitude) or above themaximum authorized altitude if: in either case:radar seivke k provided.

NOTE.. Minimum en route and maximumauthorized altitudes for certain jet route seg-menh have been established above the flour ofthe jet route structure due to limitations onnavigational signal coverage.

c. Where a higher altitude is required be-cause or :in MI A (and no MCA is specified). anaircraft must be cleared to begin climb to thenew MLA immediately after passing the firbeyond which the new MLA applies.

J. Where MLA's have not been established:aircraft may be cleared at or above the minimumsafe altitude prescribed in FAR

When issuing an altitude or FL to be main-tamed en route, one of the following proceduresshould he used in the order or preference listed.

a. The altitude filed by the pilot should beassigned:

h An altitude within the highest routestratum filed by the pilot and as near as possibleto the altitude filed should be assigned.

c. An altitude as near as possible to thehighest route stratum filed by the pilot shouldbe assigned: and the pilot should be informedwhen or at what point he can expect clearanceto an altitude within the stratum he requested,

In this case the expected altitude should be asnear as possible to that filed by the pilotoriginally.

XAMPLE MAINTAIN FL230. EXPECTFURTHER CLEARANCE TO FL 350 AT THE35 MILE OW FIX.

4. SW routes.. A SID may be assigned toaircraft whenever appropriate: if for any reasona pilot does not wish to utilize a SID issued in anATC clearance or any other SID published forthat location, he is expected to advise ATC'. If itis necessary to assign a crossing altitude whichdiffers from the SID altitude. the changedaltitude should be repeated to the pilot foremphasis. Some SID's do not include altitudes inthe design. in which case the appropriate alti-tude to be maintained must be inserted in theproper place in the SID assignment,

5. Nonstandard departure routes. For depar-tures from airports that provide airport trafficcontrol service. the direction of takeoff, thedirection of turn after takeoff. or the initialheading to be flown after takeoff may bespecified. At lurports without airport trafficcontrol service the initial heading to be flownafter takeoff' may be specified when considerednecessary: In such cases, the specification canonly be made after the direction of takeoffand/or direction of turn after takeoff has beendetermined by coordination with the pilot.

6 Departing USN IFR flights must read hackATC clearances that differ from the filed flightplan.

7. Frequency and beacon code changes. De-parting IFR military turbojet aircraft (exceptcargo and transport type) should be instructedto change to departure control frequency beforetakeoff.,

If the local control position in the tower hasoverride capability on the departure frequency,instruction to change to departure control fre-quency is included in the takeoff clearance, Thisallows the local controller to communicate withthe aircraft if necessary on the departure controlfrequency, If the local controller does not haveoverride capability, the same procedure is used;however. the pilot must be instructed to moni-tor guard channel to provide for communica-tions with the local controller if necessary.

If the appropriate mode/code and departurecontrol frequency have not been previously

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81

Ctaptcr S AIR TRAFFIC CON"! ROL

assigned, these items are included in the takeoffclearance.

Caution must be exercised so as not to requireradiarequency or beacon changes for turbojetaircraft before the aircraft reaches 2,500 feetabove the surface,

Coordination With theReceiving Facility

If the departure point is less than 15 minutesflying time from the transferring facility'sboundary, coordination with the receiving facil-ity must he accomplished before takeoff of adeparting aircraft. Facilities needing earlier coor-dination may enter into ageement to establishthis coordination. However, when ageementsestablish mandatory radar handoff procedures,coordination need only be effected in a timelymanner prior to transfer of control.

The actual departure time must be forwardedto the receiving facility for departures thatrequire advance coordination unless an assumeddeparture time is agreed upon and that time iswithin 3 minutes of the actual departure time.,

Radar Departures

Departure control utilizing radar will clearaircraft out of terminal areas using standardinstrument departures via radio navigation aidswhenever possible, to reduce the amount ofnecessary coordination between facilities. Radardepartures may he provided to expedite depar-tures and to establish them on course by themost direct route. Radar departures may overliebut should not be restricted to the standarddeparture routes for radar or lost communica-tions backup..

If a departure is to be vectored immediatelyafter takeoff, the initial heading to be flownmust be issued before takeoff. Additionally, itmay be necessary to instruct the pilot to squawklow if a beacon reply is required immediatelyafter takeoff,

Departing IFR aircraft may be vectored be-fore reaching minimum vectoring altitude, pro-vided Urn they are within 40 miles of theantenna site and a minimum of 3 miles separa-tion is maintained from prominent obstructionsshown on the radarscope. If the takeoff path is

77

SL

less than 3 miles from such obstructions, thevectors provided must increase the separation to3 miles.

HOLDING PROCEDURE

Holding is a predetermined maneuver whichkeeps an aircraft within a specified airspacewhile awaiting further clearance. A holding fix isused ah a reference point in establishing andmaintaining the position of the aircraft whileholding. Most generally used holding patternsare charted on en route high/low and areaaeronautical charts.

Holding Instructions

General holding instructions include the fol-lowing items:

I. Direction of holding from the fix.2. Name or description of the holding fix.,3, Radial, course, bearing, airway, or jet

route on which the aircraft is to hold,4. Outbound leg length in miles if DME, or

RNAV is to be used.,5. Direction of holding pattern turns, if left

turns are to be made..Detailed holding instructions consist of the

same items as general holding inst:ctions, andin addition the outbound kg length in minutesor miles and the direction of holding patternturns arc always specified.-

Delay Anticipated

If a delay is anticipated requiring an aircraftto be held and the holding pattern is notcharted, the following items as appropriate mustbe issued at least 5 minutes before the aircraft isestimated to reach the clearance limit:

I, General holding i.isauctions.2, Detailed holding instructions if the pilot

requests or the controller deems i. necessary.3. The time at which the pilot can expect to

receive approach clearance (EAC) or furtherclearance (EEC).

a delay is anticipated and the holdingpattern is charted, the following items must heissued at least 5 minutes before the aircraft isestimated to reach the clearance limit:,

AIR CONTROLMAN I & C

I. Direction the pilot is to hold.2. LAC or EFC.NOTE.:' The direction issued must correspond

to that Lharted unless another holdidg pattern isrequired for ATC purposes in which case itwould he treated the same as any nonchartedholding procedure.

Delay Not Anticipated

If it becomes apparent that an aircraft willnot be delayed at a clearance limit and clearancebeyond the clearance limit is required, thefollowing action is required

I.. For departing or en route aircraftclearance beyond the clearance limit must beissued at least 5 minutes before the aircraftreaches the clearance limit.

2 For arriving aircraftclearance beyond theclearance limit must be issued before the aircraftreaches the clearance limit.

Clearance Beyond the Holding Fix

When issuing clearance beyond the holdingfix, the following items should be included:

A clearance limit or approach clearance.2. Route of flight. This should include com-

plete details of the route (airway, course, head-ing, arc, or vector) to be used. The phrase VIALAST ROUTING CLEARED may be used onlywhen the most recently issued routing beyondthe holding fix can be reinstated and verbiagewill be reduced.

Lengthy Delay

If it is determined that an aircraft intendingto land within a facility's area of responsibilitywould be delayed more than 1 hour, the EAC orEFC should be issued as ,,00n as practicable aftersuch aircraft enter the facility's area and theaircraft operator or military equivalent notified.

Holding Patterns and NavAids

The holding pattern airspace is determined asdescribed in chapter 4 of this manual. Byrequiring the pilot to keep his aircraft within thespecified airspace and other aircraft out of thesame airspace, separation is maintained.

Holding points are normally navaids; however,a location that the pilot can determine by visualreference or a visual holding point may he used.In such cases, the controller must determine thatthe pilot is familiar with the visual holdingpoint.

When holding is accomplished by using un-monitured navaids as the holding fix, separationmust be provided for any other aircraft that mayoccupy the course which the holding aircraftwill follow in the event the holding aircraft doesnot receive signals from the unmonitorcu navaid.

ARRIVAL PROCEDURE

The initial clearance issued IFR aircraft willinclude, whenever practicable, the destinationairport as the clearance limit. However, anARTCC may clear an aircraft to a fix short of itsdestination airport and normally amends anexisting destination airport clearance limit to afix short of destination for the purpose oftransfer of control responsibility of an en routeaircraft to a terminal facility. In such cases, if nodelay is anticipated, clearance beyond suchclearance limit must be issued to arriving aircraftbefore the aircraft reaches the clearance limitTransfer of radio communications and controlresponsibility must be accomplished soonenough to allow the rtceiving facility to issuefurther clearance before the aircraft reaches theclearance limit Specific requirements for trans-fer of control of arriving aircraft are usuallystated in a Letter of Agreement.

At nonapproach control locations the ARTCCretains control of arrivals until they have landed,canceled IFR, or until they are no longer afactor in provision of IFR service. At approachcontrol locations the center normally clears allarriving IFR traffic to the appropriate holdingpoint, and in some cases includes holding in-structions and the expect-approach-clearancetimes in such clearance. The number of aircraftto be released to approach control by the centeris determined by a joint center/approach controlLetter of Agreement.

Advance Approach Information

When an aircraft intends to land at an airportwhere approach control service is provided and

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83

( 5 AIR 1 RAFER CON I ROE.

two or more instrument approach procedures,ire published, the facilit controlling the ,Iircrattimmediately before entry into the approachcontrol arca should intorm the- pilot ot 1114:of approach to expect or that lie will be'

%ectored to the traffic pattern. Hu, intormationmay he omitted it airport terminal inhumationservice i ATIS) is rim 'tied by the ,import or ifthe visibiht!, 11 miles or better and the ceilingis at or ,above the highest initial approachaltitude established for any low altitude instru-ment approach procedures for the airport.

Approach Control

Approach control is responsible for controll-ing all instrument flight operating within its areaof responsibility Approavl control may serveone or MON: JUr:UN., %Mil control is exercisedprimarily 1). direct pilot/controller communica-tions.

Approach ;ontrol facilities must provide ar-riving aircraft mill approach information oninitial radio contact or as soon as possiblethereafter.. The approach information consists ofthe following-

Approach clearance or type of approach tobe expected it two or more approaches arepublished and the clearance limit does notindicate which will be used.

2 Runway in use.3, Surface wind,4. Ceiling and visibility if the ceding at the

airport of intended landing is reported below1,000 feet or below highest circling mini-mum. whichever is greater. or the visibility isreported less than 3 miles. When such conditionsexist, any known changes classified as specialweather observations must also he transmitted assoon as the volume of traffic': controller work-load, and communications frequency congestionpermits.

5. Altimeter setting.Specific items of approach information do

not have to he reissued if the pilot indicates hehas already received them via ATIS or theA R TCC,

Approach control service is provided at termi-nal facilities for the purpose of maintaining anorderly flow of arriving traffic without inter-ruptions of continuity while expediting depar-

79

ti4

tures. I he order in which .arrivals are pcsitionedwhile awaiting approach clearance or while onapproach is termed the approach sequence,Nlany f.1(. tors affeLt an approach sequence, TheAR ICC has a considerable effect on the se-quence by the altitude/L ,assigned to aircraftreleased to aril:vat:II control. the most desirableresult is to pre% ent delay s to arriving aircraft,

the time Lapse between aircraft on approachor between expect-approach-clearance times is-sued is termed, the approach interval.. Againmany factors affect the interval such as type ofaircraft. type of approach. weather conditions,etc, Probably the most influential factor con-cerning the approach interval is the length of theapprc ich procedure and the separation requiredbetween aircraft on approach: If only oneaircraft may be on approach at one time. thenthe interval is the average time it takes tocomplete the approach, For two different ap-proaches to the same runway, or possibly oneapproach, it is possible to have more than oneaircraft in certain segments of approach at thesame time provided appropriate separation ismaintained.

Timed approaches appear to allow the short-est time interval under manual or nonradar typeapproach control procedure. Timed approachesare seldom used by naval facilities due to thewide variety of aircraft operational characteris-tics involved at such facilities. Timed approachesare most effective when used with aircraft ofsimilar operating characteristics such as speed. Ifall conditions are perfect; it is possible to havean intetaval of 2 minutes between aircraft usingtimed approach procedures.

Each approach control operation maintains itsoperational identity. in that. it is adapted to aparticular local traffic' situation. However, it canbe s;nd that the desired results of approachcontrol's concern with arriving aircraft are as

1 Maintenance of an approach sequence thatavoids gaps and unnecessary delays betweenapproaches.

2.: Use of the minimum possible approachinterval. consistent with the ippropriate separa-tion required.

At nonapproach control locations, a subse-quent arriving aircraft can only be cleared for an

AIR CONTROLNIAN I &

approach after one of the following conditions

I. The preced.ng aircraft has landed or can-celed 11:R

2. The preceding aircraft is visible to thetower controller at that location and. in hisjudgment: landing can be completed.

Nonradar %mooches

The order of priority of issuance of approachclearance is normal!) established on the basisthat the first aircraft estimated over the fix fromwhich approaches are commenced will be thefirst to receive an approach clearance. followedby other aircraft in the order of their estimatedor actual times of arrival over the fixes. If visualcontact with the ground is made before theapproach is completed. it is required that thecomplete approach procedure be followed unlessAT( has authorized a contact approach or thepilot cancels his IFR flight plan.

To require an aircraft to execute a particularinstrument approach procedure: the controllermust specify in the approach clearance the nameof the approach as published on the approachchart:

If londing. will he made on a runway otherthan that alined with the direction of instrumentapproach. instructions to circle to the runway inuse must he included in the approach clearance.

When adherence to an altitude as publishedon the approach chart is required for separationfrom other aircraft. the altitude must he speci-fied in the approach clearance.

If it is determined that a pilot is unfamiliarwith an approach procedure. a complete descrip-tion of the approach must be included in theapproach clearance.

Clearance for a high altitude penetration maybe issued in conjurction with a clearance forapproach: a vector to a final approach course. orto a fix or altitude from which a clearance for anapproach can he given when no delay is antici-pated.

A military en route descent for turbojetaircraft may be authorized provided that onlynormal vectoring delays are anticipated., It mayhe used in a nonradar environment; however,radar capability should exist which will permitthe aircraft to he vectored 'o the final approach

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85

course of a :.ublished high altitude instrumentapproach procedure or P.%R'ASR approach. Thetype of final approach to be conducted must bemutually understood by the pilot and controllerhefore the en route descent is begun. Prior toissuance of an en route descent clearance belowthe highest p ration altitude estab-lished for any high altitude instrumeat approachprocedure for the destination airport. the cur-rent weather conditions at the destination air-port must be transmitted when any of thefollowing conditions prevail`

The ceiling is below 1.000 feet:2. The ceiling is below the highest circling

minimum.3 The visibility is below 3 miles.To avoid requiring an aircraft to fly at low

altitude for an excessive distance, descent clear-ance should be issued at a point determined byadding 10 to the first two digits of the flightlevel:- for example., FL 370:37 plus 10 equals 47miles.

A turbojet en route descent should not beterminated without the consent of the pilotexcept as required by a radar failure or anemergency situation. It remains the pilot's pre-rogative to elect to conduct a published highaltitude penetration instead of an en routedescent.

Clearance for a contact approach may heissued only if the following conditions are met:

I, The pilot requested it.2. The reported ground visibility is at least I

statute mile for all aircraft except civil aircarriers which must have 1/2 statute mileApproved separation must he applied betweenaircraft authoriied to conduct a contact ap-proach and other IFR and special VIlt aircraft.When applying vertical separation, a fixed altitudeshould not be assigned: clear the aircraft at alti-tude which is at least 1,000 feet below any ot tier I FRtraffic but not below the minimum safe altitude. Analternative clearance should he issued when weatherconditions are such that a contact approach may beimpracticable.

Radar Approach Control

In a radar environment, arriving aircraft mayhe cleared to an outer fix most appropriate tothe route being flown with vertical separation

Rafter 5 AIR I RAVI:IC(1)Ni ROL

and it required. en holding instructions.%%hen radar handotts are eflei.tcd between theR and approa;:n control. or between two

approa, h ,ontrol t,i.11iles an.rati are cleared tothe airport or to a IIS so located that theIiandoII will he completed prior to the time theair t reaches the Its. When radar halidOffs are

successive arri mg !lights May be

handed off to approach control with radarseparation in lieu of sertical separation. providedthat such procedures are previously agreed uponbetween the Lit:1141es concerned and the follow-ing conditions are met

I the first aircraft communicates with therecosing facilit) before a second aircraft, clear-ed to or over the same fix. is told to communi-cate with the receis mg facility. This need not beapplied if the first aircraft is cleared to theairport.

2. the first aircraft communicates with therecce, mg facility before it reaches the clearancelimit Ifs.

3, The reLeis mg facility does not delay orhold tile first aircraft at the fis to or over whicha second aircraft is cleared.

Radar sectors and altitudes!FL's will be as-signed as required for spacing and separatingaircraft. Aircraft will normal!) be informedwhen it is necessar to sector through the finalapproach course for spacing or other reasons.. Inthe event the controller is unable to so infolmthe pilot, he is not expected to turn inbound onthe final approach course unless approach clear-ance has been issued such as for ILS. VOR,TACAN final approach).

Approach clearance will normally be issuedwith the final vector for interception of the finalapproach course: and the vector will he such asto enable the pilot to establish his aircraft on the

final approach course prior to reaching theapproach fix., This approach clearance would notbe issued in the case of an ASR or PARapproach.

In addition to the foregoing conditions. ifterrain or traffic does not permit unrestricteddescent to the lowest published altitude speci-fied in the approach procedure for which clear-ed, the controller must either defer issuance ofapproach clearance until there are no restric-tions, or issue altitude restrictions with theapproach clearance specifying when or at what

81

86

point unrestricted descent can he made. I acceptfor ASR;PAR. the pilot would have to beinstructed to contact the tower or monitor acertain frequency until completion of the ap-proach..

A PP R OA (11 SLPAR ATION RI SPONSI-HI When approaches are not monitoredby the PAR controller the radar approachcontroller must maintain radar separation untilvisual separation can he provided by the towercontroller: The tower controller may provideradar separation within an area designated forhis use if this responsib'fity has been delegatedto him in a Letter of Agreement or FacilityDirective.,

When monitoring instrument approaches. thePAR controller must provide IF separationbetween aircraft on approach from the finalapproach fix to the airport until visual separa-tion is provided by the tower controller.

When timed approaches are being conducted,the radar controller must maintain radar separa-tion until the aircraft is observed to have passedthe final approach fix inbound and is within 5miles of the runway on final approach course oruntil visual separation can he provided by thetower controller.

VISUAL APPROACH: In a radar environ-ment, AT(' may descend an aircraft operating inaccordance with an IFR clearance to the mini-mum vectoring altitude. vector it to the airporttraffic pattern, and issue clearance for a visualapproach. This may be done whenever thereported ceiling is at least 500 feet above theminimum vectoring altitulcand the visibility is3 miles or more.,

With a visual approach, the pilot may deviatefrom the prescribed instrument approach proce-dures and proceed to the airport visually, main-taining VFR conditions at all times. This proce-dure affords a more expeditious service toarriving aircraft and precludes unnecessary vec-toring to the final approach course of a pub-lished instrument approach.:

Radar separation must be provided from anypree'n'ing IFR aircraft until visual separation canbe provided. The radar controller must continueflight following and traffic information until thepilot is instructed to contact the tower. Thepoint at which an aircraft cleared for a visualapproach is instructed to contact the tower will

AIR ( ONTROLMAN I & C

Jr) depending on the runway un use weather.etc... and It is determined by prior coordinationbetween the tower aad approach control.Ordinard . the Lhangeover occurs at least 5Wiles trout the ninwav Changeov er pointsshould be far enough trom the airport so thatthe tower controller can properly establish a

landing sequence but not at a distance whichmay derogate the provision of radar traffic-information.

If an arriving aircraft is not following apreceding arriv ing aircraft sequenced by ap-proach control. it in* he cleared for a visualapproach when the rollowing conditions exist:

The pilot of the aircraft concerned reportssighting the airport,

2, The tower controller is informed of theaircraft's position..

It the aircraft concerned is following preced-ing arriving 1FR or VFK aircraft sequenced byapproach control. it may he cleared for a visualapproach when the following exist:

I. The pilot of the succeeding aircraft reportssighting the preceding aircraft.

2. The tower controller is informed of ill:succeeding aircraft's position in the approachsequence,

3. The pilot of the succeeding aircraft isinstructed to follow the preceding aircraft,

Aircraft may be vectored simultaneously tothe traffic- pattern for visual approaches to morethan one runway or to the traffic pattern forvisual approaches to one runwa while aircraftare conducting a different type instrumentapproach to another runway provided that theapplicable preceding conditional provisions forissuance of a visual approach clearance areadhered to and radar separation is maintainedbetween IFR aircraft until at least one of thefollowing conditions is met:

I. If parallel runways separated by less than3.500 feet arc in use. the pilot must havereported sighting the preceding IFR aircraftmaking an approach to the other runway and allaircraft involved must be informed that otherarriving aircraft are using the other runway,

2. If parallel runways separated by 3.500 feetor more, or converging runways are in use. allaircraft involved must he informed that otherarriving aircraft are using the other runway..

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RAD NR APPROACIIES. Prescribed or ap-proved radar instrument approach proceduresstay be provided to any aircratt upon requestand may be offered to aircraft in distress.regardless of weather conditions. or to expedite

The following information must be issued toaircraft that propose to conduct a radar ap-proach:-

I. Altimeter setting.2. Ceiling and visibility if the ceiling is

reported below 1.000 feet or below the highestcircling minimum. whichever is greater. or if thevisibility is less than 3 miles. When such condi-tions exist, all known changes which are classi-fied as special weather observations must betransmitted as soon as the volume of traffic.controller workload, and communications fre-quency congestion permit.

3.. Pertinent information on known field con-ditions if they are considered necessary to thesafe operation of the aircraft concerned,

NOTE: Issuance of the altimeter setting, ceil-ing, visibility and airport conditions need not hemade if the pilot states the appropriate ATIScode of says he has received it from anothersourc:..

Except for any known special weather obser-vations. the aforementioned items may he omit-ted after the first approach if repeated ap-proaches are made,

4 Lost communications procedures. Whenweather reports indicate an aircraft will likelyencounter IFR weather conditions during theapproach, lost communications instructions areissued as soon as possible after establishing radaridentification and radio communications (thismay be omitted after the first approach whensuccessive approaches are made and the instruc-tions remain the same). Advise the pilot that ifradio communication, arc lost for a specifiedtime interval (not more than I minute) onvector to final approach. 15 seconds on asurveillance final approach, or 5 seconds on aprecision final approach. one of the followingactions should he taken:

a. Attempt contact on a secondary ortower frequency,' b. Proceed in accordance with VFR if

possible,

Chapter 5 AIR TRAFFIC CONTROL

c. Proceed ugh an approved nonradar ap-proch:

d. Execute the specific lost communica-tio,s procedure for the radar approach beingused

The pilot is responsible for determining theadequacy of lost communications procedureswith respect to aircraft performance. equipmentcapability. or reported weather conditions, If apilot should state that he cannot accept a lostcommunications procedure due to weather con-ditions or other reasons. the controller shouldrequest the pilots intentions and take appro-priate action.

If an aircraft on a radar approach proposes toexecute a low approach or touch-and-go landing.climbout instructions including a specific head-ing and altitude must be issued Mine theaircraft commences final descent. If an aircraft ismaking a series of approaches. this type ofinstruction ma) be omitted after the firstapproach. provided that no change exists..

The pilot should be advised to performlanding check while the aircraft is on thedownwind lee and in time to complete it beforeturning base kg. If an incomplete pattern isused. this instruction. must he issued prior tohandoIT to the final controller for a precisionapproach or prior to beginning descent on asurveillance approach,

The following should be accomplished beforethe aircraft on a radar approach commencesfinal descent::

I. Inform the pilot of the position of theaircraft at least once.

2, Inform the pilot of the type of lt-proach(ASR or PAR). the runway to which theapproach will he made. and if appropriate, theairport,

3. Request the pflot to report wheels downunless he has previously reported it.

4. Missed approach instructions should heissued according to the specific missed approachprocedure approved for the radar approach inuse,

A clearance must be obtained from the towerand relayed to the pilot for an aircraft on a radarapproach to make ,a landing. touch-and-go. orlow approach. Surface wind must be includedwith clearances for landing or touch-and-go. Ifsuch clearances are not received: the pilot should

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be informed and then issued instructions for analternate course of action.

When directed by the control tower. instruc-tions to execute a miss..-d approach must beissued to the pilot of an ...craft on a radarapproach. In such cases. or when the 1 gotinitiates a missed approach. the missed approachshould be monitored by the radar controller and

'advisories issued. Instructions that could beinterpreted as a continuation of the approachmust be avoided.

The pilot of an aircraft conducting a radarapproach should be instructed to take overvisually. execute the missed approach. or climband maintain a specified altitude and fly a

specified course. whenever the completion of asafe approach is questionable because one ormore of the following conditions exists:

Safety limits are exceeded or radical targetdeviations are observed.

2. Position or identification of the aircraft isin doubt,

3.: Radar contact is lost or a malfunctioningradar is suspected,

4. Field conditions or traffic preclude ap-proach completion,

If radar contact is lost during an approach andthe aircraft has not started on final approach,the aircraft should he cleared to an appropriatenavaid f an instrument approach.

On a surveillance approach the controllerprovides navigational guidance in azimuth only.The pilot is furnished headings to fly to aline hisaircraft with the extended centerline of thelanding runway. Since the radar informationused for a surveillance approach is considerablyless precise than that used for a precisionapproach, the accuracy of the approach will nothe as great and higher minimums will apply.

Guidance in elevation is not possible on asurveillance approach, but the pilot is givenadvance notice of where descent will begin, thestraight-in minimum altitude/MDA for the ap-proach, and instructions to begin descent whenthe aircraft reaches the descent point. Unless adescent restriction exists for the approach. thepilot is instructed to descend to minimumaltitude/MDA at that point.: If a restriction tothe descent does exist. the prescribed restrictionmust be applied and the pilot is told to maintaina certain altitude until he is observed to have

AIR CONTROLMAN I & C

passed the altitude limiting point. after which heis instructed to descend to minimum altitude/MDA.

If recommended altitudes on final approacharc requested by the pilot, they should be givendown to the last mile which is at or above thepublished minimum altitude/MDA. The recom-mended altitudes arc determined locally: Foreumple. with a gradient of 300 feet per mile.add this value for each mile to the airportelevation and round it out to the nearest 100Ice t

The minimum altitude/MDA published forthe approach procedure is applicable in deter-mining the point at which recommended alti-tudes will he discontinued, For example. if thepublished MDA is 1.290 feet at an airport withan elc% ation of 970 feet MSL. altitude informa-tion is not pen for the last mile because therecommended altitude of 1.270 feet would bebelow the MDA of 1.290 feet 1300 plus 970equals 1.2701. Course guidance and the distancefrom the runway or touchdown (if using theazimuth portion of PAR) should be furnishedthe pilot each Mlle while the aircraft is on finalapproach.. The pilot should he informed whenhis aircraft is on course and frequently informedwhen any deviation from the desired course isobse r% ed.

When IFR conditions exist at the airport towhich the approach is being made, the pilot ofthe zurcraft on the approach should be instruc-ted to report sighting the runway, approach/runway lights, or the airport as appropriate,Surveillance approach guidance may he discon-tinued and the pilot instructed to take overvisually when requested by the pilot or whenone of the following occurs.

I. Dueing IFR conditions, when the pilotreports sighting the runway, approach/runwaylights, or the airport.

2. During VFR conditions, when the aircraftis at the missed approach point (MAP) or I milefrom the landing threshold, whichever is greater,If the approach is being conducted to no specificrunway at a secondary airport, approach guid-ance may he discontinued when the aircraft is atthe MAP, 1 mile from the airport, or at apreestablished point beyond which radar orcommunications coverage ceases to exist, which-ever is greater.

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Approach guidance should be discontinuedand the pilot instructed to execute a missedapproach, if neither the runway or runway/approach lights, nor the airport has been sighted,when one of the following conditions exists:

I. For an approach to a primary airport, ifthe aircraft is at the MAP or I mile from thelanding threshold, whichever is greater.

For an approach to a secondary airport, ifthe aircraft is at the MAP, 1 mile from theairport, or at a preestablished point beyondwhich radar or communications coverage ceasesto exist. whichever is greater,

On a precision approach the controller pro-vides highly accurate navigational guidance inazimuth and elevation to the pilot.. Pilots aregiven headings to direct them to. and keep theiraircraft alined with, the extended centerline ofthe landing runway. The pilot must be informedwhen his aircraft is approaching the glidepath,normally 10 to 30 seconds before the glidepathis intercepted, and when to begin descent., Thepublished decision height (DH) will be given ifthe pilot requests it Glidepath and courseguidance information is issued to keep theaircraft on, o- to inform the pilot of anydeviation from. ti.e course and glidepath,

Trend information may be issued as requiredto indicate target position with respect to theazimuth and elevation cursors and to describetarget movement as appropriate. The trendinformation may be modified by the termsRAPIDLY or SLOWLY as appropriate. The pilotmust be informed of his aircraft's distance fromtouchdown at least once each mile on finalapproach. The pilot must be informed when hisaircraft reaches the published decision height,when it is passing over the approach lights, andover the landing threshold. When over thelanding threshold the pilot should be informedof his position with respect to any deviationfrom the centerline.

If the elevation portion of the PAR equip-ment should fail during a precision approach,the controller should discontinue PAR instruc-tions and ;nstruct the pilot to take over visuallyor, if unable, to execute a missed approach. If asurveillance approach is established for the samerunway the pilot may be informed that he canbe provided with such an approach, In suchcases, the azimuth portion of the PAR equip-

Chapter 5 AIR TRAFFIC CONTROL

meat is used to determine the centerline, whichrequires that the distance issued be from touch-down. The controller should insure that the

pilot is aware of the distance informationdifference. If the elevation portion of the PARequipment is inoperative before starting a preci-sion approach, this procedure may be used asnormal ASR approach procedure,

PAR approaches may be conducted when theASR portion of the equipment is unusable,provided that a nonradar instrument approachwill position the aircraft over a navaid or DMEfi within the precision radar coverage, or anadjacent radar facility can provide a direct radarhandoff to the PAR final controller.-

Below Minimum Weather Conditions

The official weather report is the navalweather service report and the RVR or RVVreport as applicable. Weather minimums arethose published for a particular approach on theDOD FLIP terminal instrument approach proce-dures as amended by NOTAM's. When variousminimums are published for different categoryaircraft and a doubt exists as to which is

applicable, the higher minimum applies.CRITERIA FOR MULTI-PILOTED AIR-

CRAFTAfter reported weather is below pub-lished landing minima for the approach to beconducted, an approach must not be com-menced in propeller driven or rotary wingmulti-piloted aircraft unless the aircraft has thecapability to proceed to a suitable alternate inthe event of a missed approach.

An approach must not be commenced in amultipiloted fixed wing turbojet aircraft if thereported weather is below minima for theapproach to be conducted, Once an approachhas been commenced, a pilot may, at hisdiscretion, continue the approach to the ap-proved published landing minimums.

CRITERIA FOR SINGLE-PILOTED AIR-CRAFT.An instrument approach must not becommenced in a single-piloted aircraft if thereported weather is below published minima forthe type approach being conducted: When aturbojet en route descent is to be executed, theapproach is considered to commence when theaircraft descends below the highest initial pene-tration altitude established for the high altitudeinstrument approach procedures for the destina-

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tion airport. Once an approach has been com-menced, a pilot may, at his discretion, continuethe approach to the approved published landingminimums.

However, a 'solute minima for a single-pilotedaircraft exec.iting a precision approach are 200feet ceiling/height above touchdown (FIAT) andvisibility one-half statute mile/2400 feet RVR orpublished minima, whichever is higher,

If the pilot of an arriving aircraft reports theweather conditions are below his :anding mini-mums, a controller should take the followingaction:-

I. Issue appropriate instructions to theaircraft to hold or proceed to another airport,

2. Adjust, as necessary, the position in thelanding sequence of any other aircraft desiringto make approaches, and issue approach clear-ances accordingly:

Approach Monitoring

PAR equipment should be used to monitorapproaches when the following conditionsexists:

1. Whenever the reported weather is belowbasic VFR minimums.

2.- When the navaid final approach coursefrom the final approach fix to the runwaycoincides with the PAR final approach course.

3. When the final approach fix is within PARcoverage:

When approaches are being monitored, pilotsof arriving aircraft should be informed of thefrequency on which advisories will be trans-mitted if it will not be the same as thecommunications frequency used for the ap-proach.,

When issuing advisories, pilots should beinformed when their aircraft ate passing finalapproach fix. At that point the pilot may beinstructed to report sighting the approach lightsor the runway. The pilot should he advised if hisaircraft is well left or right of course; and ifconducting a nonprecision approach, he shwildbe advised when well above or below theglidepath. If repeated advisories are issued andthe aircraft is still proceeding outside the pre-scribed safety limits, the pilot should be advisedto proceed visually or, if unable, to climb to aspecified altitude and/or turn to a specificheading. Advisories may be terminated and the

AIR CONTROLMAN I & C

pilot concerned so informed when the pilotreports sighting the approach lights or therunway: or a point where the glidepath inter-cepts 200 feet elevation, whichever is nearer thelanding threshold.

Practice Instrument Approaches

When requests for practice instrument ap-proaches are recei'ed. controllers should takesteps to determine the type of approach andhow it will terminate. such as a touch-and-go.,the missed approach maneuver, or a landing.

When an aircraft on an IFR flight planrequests practice approaches. handle these oper-ations as a series of full IFR approaches.Whenever procedures require application of IFRseparation to VFR aircraft not on an IFR flightplan. the controller is responsible for providingseparation when he authorizes the practiceinstrument approach,

Instruct VFR aircraft desiring to conductinstrumentnstrument approaches to maintain

VFR conditions.Advise aircraft conducting pr.. iice instru

ment approaches to contact the tower at thefinal approach fix, unless local facility directivesor letters of agreement dictate that this beaccomplished prior to this point: and to makeposition reports as required.

Controllers should insure that neither VFRnor IFR practice instrument approaches disruptthe normal flow of amving or departing traffic,

Frequency and BeaconChanges During Approaches

When military turbojet (except cargo andtransport type) or A-I type aircraft will conductan instrument approach wholly or in part in IFRweather conditions or at night, an approachcontroller should take the following action:.

l, Avoid radiofrequency and radar beaconchanges to the maximum extent that communi-cations capabilities and traffic conditions willpermit. However, when changes are required, usethe following procedures:

a. Instructions should be given earlyenough to allow the change before the aircraftreaches the approach fix or handoff point.

b. Frequency changes must he kept to aminimum below 2,500 feet above the surface

and should be avoided during the time anaircraft is making a turn.

2: When the traffic volume requir01', coordi-nate with the ARTCC and request that afrequency other than the one used by aircraftmaking approaches be used in transferring con-trol of aircraft to the approach control facility.

3, A frequency common to both the GCAand approach control should be used for anapproach, if practicable, to minimize frequencychanges.

4, When GCA is not able to communicate ona common frequency. a change to the GCAfrequency may be authorized.

5, When a nonradar approach will be made,the pilot of the aircraft may be instructed tochange to the tower frequency in the followinginstances:

a.. The reported ceiling is at or above 1,500feet and visibility is 5 statute miles or more.

b. The pilot reports that he is able toproceed by visual reference to the surface.

6. Radar beacon changes should be avoidedafter an aircraft begins a penetration /approach..

7, In the event of a missed approach, afrequency or beacon change should not berequired before the aircraft reaches the missedapproach altitude, MEA, or the minimum vec-toring altitude:

Single Frequency Approaches

Where single frequency approach (SFA) pro-cedures for single piloted turbojet aircraft on anIFR flight plan are contained in a Letter ofAgreement, radiofrequency changes may not berequired after the aircraft begins the penetra-tion/approach, or after initial contact during anen route descent, until a landing or low ap-proach has been completed, except under thefollowing conditions:

l, During daylight hours while the aircraft isin VFR conditions.

2. On pilot request,3.. When the pilot cancels his IFR flight plan.4. In an emergency situation.

Minimum Fuel

If a USAF, FAA, or USN jet aircraft declaresa state of MINIMUM FUEL, a controller shouldinform any facility or controller to whom

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Chapter 5 AIR TRAFFIC CONTROL

control jurisdiction is or will be passed or theminimum fuel situation. Facilities and/or con-trollers concerned must he alert for any occur-rence which might delay the aircraft en route

Use of the term MINIMUM FULL indicatesrecognition by the pilot that his fuel supply hasreached a state such that, upon reaching destina-tion, he cannot accept any undue delay. This isnot an emergency situation but merely anadvisory that indicates an emergency situation ispossible should any undue delay occur.

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If at any time the remaining usable fuelsupply suggests the need for traffic priority toinsure a safe landing, the pilot should declare anemergency and report fuel remaining in minutes.

Both minimum fuel advisories and emergencyfuel state must he reported each time control istransferred to a new controller.

As with any emergency situation, commonsense and good judgment will determine theextent of special handling to be given..

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CHAPTER 6

EMERGENCY PROCEDURES

Emergency procedures cannot always be pre-scribed for every situation which might beconsidered an emergency becau,a of the infinitevariety of possible situations. As a rule ofthumb: an emergency includes any situationwhich places an aircraft in danger, uncertainty,alert, lost or distress. When it is believed that anemergency exists or is imminent, an air trafficcontroller must select and pursue a course ofaction which appears to he most appropriateunder the existine circumstances The decisionas to what type of assistance is needed is basedon requests and information received from thepilot, because he is authorized by FAR 91 todetermine his course of action.

EMERGENCY ASSISTANCE

Maximum assistance must be provided aircraftin distress. This includes services of availableradar facilities, military. FAA, and FCC DFfacilities, and emergency services that may beavailable at or from these facilities.

If a controller is communicating with anaircraft in distress, he is the one who shouldhandle the emergency and coordinate and directthe activities of assisting facilities. This responsi-bility should be transferred to another controlleror facility only when it is determined that betterhandling of the emergency will result:

Information received about aircraft in distressshould he forwarded in detail to the center inwhose area the emergency exists, even VFRtraffic. Logically this would mean en routetraffic. not local traffic around your station.You may have to coordinate the efforts to assistany aircraft believed in distress either betweenfacilities or between the aircraft and a facility.

Should your facility receive a request forinformation concerning an ALNOT from thetie-in ESS, a thorough search of the records is

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necessary to determine whether tile aircraft hascontacted or landed at your facility. No one cansay which little piece of information may be themissing link or a key to the location of adowned aircraft.

A course of action determined appropriate foran emergency situation must be implemented assoon as enough information has been obtainedto act upon. What is considered a minimumamount of information will naturally vary ac-cording to the situation; however, the followingmay be considered as a minimum for an in-flightemergency :

1. Aircraft identification and type.2. Weather, as reported by the pilot.3.. Nature of emergency.4. Aircraft altitude/FL.5.: Pilot's desires.6. Fuel remaining, in terms of time..After initiating emergency assistance proce-

dure, and if the nature of the situation allows,the following information is desirable and maybe obtained from the pilot as necessary and astime permits:.

1., Pilot capability for IFR flight.2.. Time and place of last known position.3., Heading since last known position.:4. Airspeed.S. Point of departure and destination.,6 Navaid equipment capability:7.; Navaid signals being received.8. Visible lanumarks.9. Aircraft color.

10. Number of people on board.I I. Emergency equipment on board.When providing emergency assistance, it may

he best to keep the aircraft on the initialcontact frequency; Even though 121.5 and243.0 MHz are available as emergency frequen-cies, their use is not mandatory. A frequencychange for an aircraft in distress should he madeonly if there is a valid reason.

Chapter 6 EMERGENCY PROCEDURES

Aircraft orientation is of primary importanceto the pilot of an aircraft that is lost oruncertain of his position. The initial phase ofassistance to pilots in such situations will prob-ably he some method of locating the aircraftsuch as radar radar beacon, DF, navaids, land-marks, or sighting by other aircraft.

When considered necessary, and provided thatthe weather permits, a controller could' recom-mend that the pilot maintain or increase altitudeto improve communications, radar, or DF recep-tion.-

OVERDUE AIRCRAFT

An IFR aircraft is considered overdue whenneither communications nor radar contact canbe established with it and 30 minutes havepassed after its ETA over a specified reportingpoint or clearance limit.

An aircraft on a combination VFR/IFR or airfiled IFR flight plan is considered overdue when30 minutes have passed since the pilot re-quested IFR clearance and neither communica-tions nor radar contact can be established withit.

A VFR aircraft is considered overdue whencommunications cannot be established and itfails to arrive 30 minutes (15 minutes for jets)after its ETA. For SAR purposes, these aircraftare treated the same as IFR aircraft.

EMERGENCY SITUATIONS

An emergency situation may be considered toexist, and the center should be notified immed-iately, when any of the following conditionsexist:

I. An emergency is declared by either thepilot, facility personnel, or officials responsiblefor the operation of the aircraft.

2. Reports indicate that an aircraft has madea forced landing, is about to do so, or itsoperating efficiency is impaired to the extentthat a forced landing will be necessary.

3. Reports indicate that the crew has aban-doned or ditched the aircraft or is about to doso.

4. An emergency radar beacon (S1F) responseis received on radar.

5. Intercept or escort aircraft services arerequired.

6, The need for ground rescue appears likely.7. A left or right turn ;riangular pattern is

observed on radar.

INFORMATION FORWARDED TO ARTCC

When an aircraft is considered to be overdueor in an emergency status, ARTCC must bealerted and forwarded the following informa-tion, as available::

1, Flight plan including the color of theaircraft if known.

2. Time of last transmission received, bywhom, and the frequency used.

3. Last position report and how it wasdetermined:

4. Action taken by the reporting facilityand the proposed action.

5, Number of persons on board.6. Fuel status.7. Facility working the aircraft and the

frequency being used.8. Last known position, estimated present

position, and maximum range of flight of theaircraft based on the remaining fuel on boardand the airspeed.:

9. Position of other aircraft near the distressaircraft's route of flight when requested.;

10. Other information the controller deemspertinent.-

Position Plots

The facility working the distress aircraftshould plot the flight path of the aircraft on achart, including position reports, predicted posi-tions, possible range of flight, and any otherpertinent information. The assistance of otheraircraft known to be operating near the distressaircraft may be solicited. This informationshould also be forwarded to ARTCC.

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AIR ('ONTROLNIAN I & C

RADIO COMMUNICATIONS FAILURE

Communications failure action should be con-sidered for both in aircraft and a facility In Caseof the latter. most Navy facilities have backup oremergency radio equipment plus standby orauxiliary power supplies. This system does noteliminate the possibility of a facility com-munications failure but reduces it to improba-ble: However each facility should develop aninternal plan to follow in the event part or partsof the backup system do not function asdesigned. The ACI or Chief may be involved inthe planning or actual construction of a plan ofaction to reestablish communications with air-craft under control of a facility if such anemergency should arise..

Aircraft communications failures with mod-ern. reliable equipment are uncommon: butsince it is a possibility, advanced planning andtraining is necessary to effectively handle such asituation should it arise. When an aircraft experi-ences two-way communications failure: air traf-fic control is based on anticipated pilot actions.Pilot procedures and recommended practices areset forth in FAR's. the Airman's InformationManual, and pertinent military instructions. Forinformation, FAR 91.127. "IFR Operations:Two-way Communications Failure" is quoted asfollows..

I, Unless otherwise authorized by ATC, eachpilot who has two-way radio communicationsfailure when operating under IFR shall complywith the rules of FAR 91.127.

2. VFR conditions. If the failure occurs inVFR conditions, or if VFR conditions areencountered after the failure, each pilot shallcontinue the flight under VFR and land as soonas practicable.

3 IFR conditions. If the failure occurs inIFR conditions, or if the provisions of thepreceding paragraph cannot be complied with,each pilot shall.continue the flight according tothe following:

a. Route.(1) By the route assigned in the last

ATC clearance received:(2) If being radar vectored, by the direct

route from the point of radio failure to the fix,route, or airway specified in the vector clear-ance:

13) In the absence of an assigned route,by the route that AT(' has advised may beexpected in a further clearance:or

(4) In the absence of an assigned routeor a route that ATC has advised may beexpected in a further clearance. by the routefiled in the flight plan.

h. Altitude., At the highest of the followingaltitudes or flight levels:

( I ) The altitude or flight level assignedin the last ATC clearance received;

(2) The minimum altitude (converted tominimum flight level if appropriate) for IFRoperations; or

(3) The altitude or flight level ATC hasadvised may be expected in a further clearance.

c.: Leave holding fix. If holding instruc-tions have been received, leave the holding fix atthe expect-further-clearance time received, or, ifan expected-approach-clearance time has beenreceived, leave the holding fix in order to arriveover the fix from which the approach begins asclose as possible to the expected approachclearance time.,

d. Descent. Begin descent from the enroute altitude or flight level upon reaching thefix from which the approach begins, but notbefore

(I) The expect-approach-clearance time(if received): or

(2) If no expect-approach-clearancetime has been received, the estimated time ofarrival, shown on the flight plan, as amendedwith ATC,

CONTROL ACTION

Although SAR is not limited to aircraftincidents the restrictive nature of this trainingmanual limits this discussion to subject matterconcerning air traffic control. AC's by virtue oftheir job of keeping track of each aircraftoperation may be the first to suspect an emer-gerry situation, In nearly every instance, atimely alert to the appropriate SAR facility ororganization is an essential contribution to asuccessful mission.

Each ship or station has its own crash andrescue bill which the ACI or Chief may beinvolved in drafting, updating, or revising. This

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Chapter 6 EML RGENCY PROCEDURES

bill is a collection from various publications ofthe necessar\ information and action requiredlocally This hill is included as part of the localAir Operations Manual and is the guideline to hefollowed by AC's in the command during anactual incident on or near the station and intraining junior or it,:w personnel.

Flight Service Stations serve as the centralpoints for collecting and disseminating informa-tion on overdue or missing aircraft which are noton an I FR flight plan.

Centers serve as the central points for collect-ing information:for coordinating with SAR. andfor conducting a communications search bydistributing any necessary ALNOTs concerning:

I Overdue or missing IFR aircraft.2. IFR aircraft in an emergency situation

occurring in their respeLtve areas.3. Overdue or missing aircratt which have

been MI thOrl/Cd to operate in accordance withspecial \ R

4. Aircraft on a combination VFR/IFR or anair fhd IFR night plan and 30 minutes havepassed since the pilot requested IFR clearanceand neither communications nor radar contactcan he established with 1.-

For more information on action taken by theappropriate facility for overdue or missing air-craft.. refer to AC 3 & NAVTRA 10367-h.chapter 4.

Traffic Restrictions

Unless radar separation is used: when an IFRaircraft is unreported.. the facilitv responsiblemust restrict or suspend other !FR traffic for 30minutes after whichever of the following times isapplicable.

I. [he time at which approach clearance wasdelivered to the pilot

2. The expected approach clearance timedelivered to the ,pilot

3. 1 he arrival time over the navaid serving thedestination airport.

4. The current estimate either the controlfacility's or the pilot's, whichever is later. at:

The appropriate en route navaid(s) orfix(es, and

I 2 The navaid serving the destination air-port.

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Lighting Requirements

The runway lights, approach lights, and allother required airport lighting systims must beoperated for at least 30 minutes before the FTAof the unreported aircraft until the aircraft hasbeen located or until 30 minutes after its fuelsupply is estimated to be exhausted.

'fraGic Resumption

After the 30 minute traffic suspension periodhas expired. normal air traffic control may beresumed if the operators or pilots of otheraircraft concerned agree..

Communications Failure

The following action, as appropriate. may betaken if two-way radio communications is lostwith an aircraft:.

I, Broadcast clearances through any availablemeans of communications including the voicefeature of navaids.

2.. Attempt to reestablish communication byrequesting the pilot of the aircraft to use histransponder or make turns to acknowledgeclearances and answer questions. Consider thefollowing possibilities using the transponder::

a. Request the pilot to reply Mode A/3!DENT.

b. Request the pilot to reply on code 7600or if already on code 7600 the appropriatestratum code.

c Request the pilot change to STANDBYfor a sufficient length of time for the controllerto he sure that the lack of target is the result ofthe requested action,

3 Broadcast a clearance for Ilie aircraft toproceed to its filed alternate airport at the MEA,if the aircraft operator concurs.

VFR AIRCRAFT INWEATHER DIFFICULTY

If the pilot of a VFR aircraft should requestassistance when he is about to encounter IFRweather conditions. he should be instructed tocontact the appropriate facility responsible for

AIR CONTROLMAN I & C

the area concerned. It your facility is not thecontrol facility and the pilot advises he is unableto contact the control 1-acility. you may berequired to relay information and clearancesnecessary to assist the VFR aircraft.

At radar facilities, if VFR traffic requestsradar assistance when encountering or about toencounter IFR weather conditions, the control-ler should first determine if the pilot is capableand qualified for IFR flight, If the pilot isqualified for 1FR. he should be requested to filean IFR flight plan after which a clearance maybe issued after coordination with the necessaryfacility. If it is determined that the pilot is notqualified or capable of IFR flight. then thefollowing actions as appropriate should betaken:

1. Inform the pilot of airports where Witconditions are reported. provide other availablepertinent weather information, and determine ifthe pilot will elect to conduct VFR flight tosuch an airport..

2. if the pilot does not elect to proceed to anairport as described in the preceding paragraph.radar assistance should be provided if the pilotdeclares an emergency or if the controller candetermine the exact nature of the radar servicethe pilot desires.

3.. If the aircraft has already encountered IFRconditions, the pilot should be informed of theminimum safe altitude.: If the aircraft is belowthe minimum safe altitude and sufficientlyaccurate position information has been receivedor radar identification is established, a headingmay be furnished on which to climb to reachminimum safe altitude.

Assistance Techniques

When providing radar assistance to a pilot notqualified to operate in 1FR conditions, thefollowing techniques should be used to theextent possible:,

I. Avoid radio frequency changes exceptwhen necessary to provide a clear communica-tions channel,

2. Turns should be made when the aircraft isin VFR conditions so it will be in a position tofly a straight course when in IFR conditions,

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3. The pilot should be instructed to lower thelanding gear and slow the aircraft to approachspeed while in Vt R conditions.

4 Requiring a climb or descent while in aturn and in 1FR conditions should be avoided.

5. Abrupt maneuvers should be avoided.6: Vector such aircraft to VFR weather

conditions if possible,

LOCATOR BEACON SIGNALS

Some aircraft and/or occupants carry locatorbeacons of various types which are independ-ently powered devices emitting a distinctive tonefor homing purposes on 121.5 and/or 243.0MHz. Several types of simals are produced bythese beacons such as a beep beep, or a warblingor steady tone. The latest Navy equipmentprovides for two-way radio communication.Since the emergency signal from a locatorbeacon may only be heard for a short period oftime, quick action is essential.

When a locator beacon signal is heard orreported the following steps are recommended:;

I. Attempt to obtain a hearing on the signal.2. Notify the DF net control.3. Forward bearings and any other pertinent

information to the DF net control,

DIRECTION FINDER SERVICE

Providing rrstaice DF steers or approaches toaircraft that are operating normally and inaccordance with VFR might he considered arelatively simple matter. The only real actionrequired is to provide the necessary headings forthe pilot to comply with to accomplish thedesired operation. On the other hand, an emer-gency situation or 1FR operation can complicatethe procedure somewhat requiring the controllerto provide information to insure proper terrainclearance, proper position relative to controlledairspace, and possibly a complete instrumentapproach plus coordination with other facilitiesand separation from other traffic.

To assist controller, certain guidelines maybe established to identify the steps necessarywhen providing DF service to an aircraft inemergency as follows:,

Chapter 6EMERGENCY PROCEDURES

1. It should be determined if the aircraftconcerned is on a flight plan, whether it is inVFR or IFR weather conditions, the amount offuel remaining, its altitude/FL, and heading.

2. If it is determined that the aircraft is noton an 1FR flight plan and is in VFR weatherconditions, the pilot should be advised to remainin VFR conditions.

3. If it is determined that the aircraft isoperating in IFR weather conditions, the pilotshould be informed of the minimum safe alti-.tude and the controller must coordinate withthe appropriate control facility for the purposeof separation from other IFR traffic and flightprogress information if the aircraft in distress isoperating in accordance with an IFR clearance.

4. The DF net control should be alerted ifthe pilot declares an emergency or is lost, eventhough the aircraft may be radar identified(unless the aircraft is sighted visually). This willprovide for capability of cross checks andcontinued assistance under almost any condi-tions such as radar failure or loss of radar targetdue to altitude, etc.

Generally speaking, a DF net's area of cover-age would be an ARTCC's area of responsibility(flight advisory area) with the ARTCC as netcontrol. However, the ARTCC may designateany DF station as DF net control and if acenter's area includes two DF nets, a controlstation for each would be designated. Whenalerted by a station of an emergency which mayrequire DF assistance, the center or net control,as appropriate, can further alert those DFstations within the network which may berequired to assist. The DF station having pri-mary responsibility for radio communicationswith the distress aircraft would be consideredthe primary station and all other DF stations onthe net remain silent on the frequency in use.Whenever possible, radar identification of thedistressed aircraft should be accomplished. Allcourses received from the DF stations areplotted on a plotting board to establish a fix. Aminimum of two DF courses are required toform or establish a fix. However, one station candetermine a no-wind position of the aircraft bythe time or distance method of determiningposition in relation to a DF station expressed interms of miles or minutes from the station. Formore detailed information on operation and

procedure for direction finding, refer to NAV-TRA 10367-E, AC 3 & 2, chapter 5.

Under emergency conditions where a standardinstrument approach cannot be executed. aninstrument approach based on DF guidance maybe provided. DF approaches are established atsome facilities for this purpose in the sacmanner as TACAN and radar approaches. Theseprocedures are described in the TERP's hand-book. Generally a teardrop type approach isused for low altitude operations and a triangletype approach for high altitude operations. Bothtypes consist of an outbound leg, turn(s), and aninbound leg with an angular difference of 450from the reciprocal of the outbound course, Thetriangle type procedure includes a base legbefore turn to final. Both lost communicationsprocedure and missed approach procedure in-structions must be issued to the pilot of anaircraft being provided a DF approach. Gen-erally, the approach criteria for DF approachesis the same as that for ADF approach proce-dures. The minimums established must provideobstruction clearance in the final approach areaand the circling approach area per category ofaircraft. Since DF navigation is based on com-munications, MAXIMUM intervals between con-tacts for a published DF approach have beenspecified, as follows: while the aircraft is enroute to the station prior to initial approach, 60seconds; from initial approach fix to within anestimated 30 seconds from final station passageor missed approach point, 15 seconds; when 30seconds or less from final station passage ormissed approach point, 5 seconds.

EMERGENCY AIRPORTRECOMMENDATION

A controller handling an aircraft in distressmay decide to recommend an emergency airportto the pilot. Such a decision may be reachedafter several essential conditions are considered,as follows: remaining fuel in relation to thedistance to the recommended airport; theexisting weather conditions, both en route andat the recommended airport; airport condition,such as runway length and weight capacity;navaid status; type of aircraft and pilotqualifications versus actual operation necessary

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98

AIR CONTROLMAN I &C

to get to and land at the recommended airport;and radar vectoring, DF guidance, or homingcapability to the emergency airport recommended.

When such a recommendation is mauc andaccepted by the pilot of the distressed aircraft.every conceivable means of guidance to theemergency airport must be considered and usedif necessary, including radar, DF, followinganother aircraft. pilotage by landmarks, or com-pass heading.

SEARCH AND RESCUE

Search and Rescue TSAR) is defined as theemployment of available personnel and facilitiesin rendeag aid to persons and property inMistress. The development of the SAR conceptas a planned undertaking is of fairly recentorigin, although the recognition of the moralobligation to assist persons in distress dates backto ancient times. The rescue of military person-nel is an integral and important part of militaryoperations. The armed forces have traditionallyaccepted. to the extent practicable, a moral orhumanitarian obligation to aid nonmilitary per-sons and property in distress.. This has beenfurther implemented by the National SAR Planas outlined in the National Search and RescueManual, (NWP 37-A).

The National SAR Plan assigns search andrescue as follows:

I. To the military agenciesConductingphysical search and rescue operations.

2. To the FAAa.. Providing emergency service to aircraft

in distress.h. Assuring that SAR procedures will be

initiated if an aircraft becomes overdue orunreported, This is accomplished through theATC system for IFR aircraft and the VFR flightplan service provided by Flight Service Stationsfor VFR aircraft.

c. Attempting to locate overdue or unre-ported aircraft by INREQ and ALNOT com-munications search:

d. Cooperating in the physical search bymaking all possible facilities available for use ofthe searching agencies.

Under the National Search and Rescue Planthe facilities of all these agencies, as well asthose of the Navy, are integrated into a single

94

SAR network to provide maximum efficiencyand economy in the prosecution of any SARmission. The U.S. Coast Guard is responsible forcoordination of search and rescue for the Mari-time Region, and the U.S. Air Force is responsi-ble for coordination of search and rescue for theInland Region. In order to carry nut thisresponsibility, the Air Force and Coast Guardhave established Rescue Coordination Centers todirect search and rescue activities within theirregions. This service is available to all personsand property in distress, both civilian andmilitary.. Normally, for aircraft incidents, in-formation will be passed to the Rescue Coordi-nation Centers through the appropriate AirRoute Traffic Control Center.

DEVELOPMENT OF SAR

The rescue of personnel in distress has be-come an integral and important part of navaloperations. The primary objective of SAR is tosave the lives of personnel in distress. It appliesprincipally, but is not restricted to. the rescue ofpersonnel of the Armed Forces of the UnitedStates and its allies. Successful SAK operationsnot only have a beneficial effect on the moraleof fighting forces when a life is saved, but alsoaid in preserving the strength of the ArmedForces by retrieving its highly trained personnel.

The present-day concept of SAR is an out-gowth of the Air Sea Rescue Plan inauguratedby the U.S. Coast Guard in 1939., The planbecame subject to expansion and additionaldevelopment as a result of the U.S. Navy's rolein World War II. The Navy, then engaged inoperations extending over vast areas of theearth's water surface, found it necessary todevelop standardized procedures for the searchand rescue of its own downed air personnel andsurvivors of ships damaged or sunk by enemyaction.

To accomplish the SAR mission, suitablesurface ships and aircraft were periodicallyplaced under the tactical command of a rescuetask group commander in the area of operations.Submarines were also detailed to these missionsas requested by the tactical commander. As thewar progressed and the magnitude of navaloperations increased, these SAR missions as-

99

Chapter h I- MI. RGNCY PROCEDURES

sullied greater importanLe. It became apparentthat the employment of specially trained andequipped units specifically assigned to SARduties could reliese other units of these opera-tions which interfered with their primary mis-sions This procedure. when instituted. resultedin greater effectiveness on the part of all units inthe performance of their respective duties.

When reports of survivors' experiences werestudied: it also became apparent that _additionalsurvival equipment was needed. particularlyequipment which permittc ' survivors themselvesto assist the searLhers.. As a result. such items asthe self-inflating hi-craft. the emergency signalmirror. emergency radio transmitters. and vari-ous pyrotechnic distress signals were developed.

INTERAGENCY COORDINATION

In time of peace. it is incumbent upon theU.S. Navy to take full athantage of the SARtechniques developed and facilities operated bythe U.S. Coast Guard. The reason for this is thatthe U.S. Coast Guard is charged with thedevelopment, establishment. maintenance. andoperation of aids to maritime navigation andrescue facilities which promote safety on andover the high seas.. and waters subject to thejurisdiction of the United States. The CoastGuard. under its responsibilities. may render aidto persons and protect and save property at anytime at any place where its facilities andpersonnel are available.

As a result. operational commands of the U.S. Navy may delegate to the Coast Guard suchSAR functions as duties of the SAR Commanderand other functions that may be jointly agreedupon by the respective commands. However.before these functions are given to the CoastGuard, full consideration must be given to theadequacy of Coast Guard facilities and otherresponsibilities imposed upon that service bylaws, In addition to using Coast Guard SARfacilities. naval commands cooperate fully, whenrequested. in assisting the :oast Guard in theexecution of its functions. Navy commands alsokeep Coast Guard commands in the area of theiroperations informed in detail on their SARrequirements and provide logistic assistance asrequested by Coast Guard SAR operations, The

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e\ tent of this assistance is governed by existinginstructions and the availability of facilities andequipment..

In wartime. the Coast Guard operates as aspecialized service within the naval establish-ment. and its responsibilities for SAR are subjectto orders of the Secretary of the Navy.

The Aerospace Rescue and Recovery Service,as Executive Agent for the Air Force, exercisesthe SAR coordination function within the In-land Region.

This rescue service has the responsibility forintegrating existing agencies possessing 'a SARcapability and their facilities, in accordance withexisting agreements. into a basic- cooperativenetwork for rendering assistance to military andnonmilitary persons and property in distress.

The Army maintains a SAR ': apability duringthe conduct of land operations for its forces.SAR facilities are primarily provided by aviationunits based at Army installations.

Because the Army maintains no organiza-tional rescue units, Army SAR facilities foroperational use under the National SAR Plan aremade available as required on a noninterferencebasis with the primary Army mission,

Army helicopters and light aircraft have aneffective capability for assistance to SAR opera-tions.

The Federal Aviation Administration (FAA)of the Federal Government has broad statutoryresponsibility in the field of air safety. Inaddition, the FAA has air traffic control andcommunications facilities available for SAR pur-poses. AC 3 & 2, NAVTRA 10367-E, chapter 4,outlines facilities and procedures used by FAAin connection with SAR. Other federal agencies.such as the Federal Communications Commis-sion (FCC), cooperate in SAR operations.

COMMAND AND ORGANIZATION

COMMAND PROVIDES THE AUTHORITYfor the control of forces and facilities attachedto SAR., while ORGANIZATION PROVIDESTHE MEANSthe personnel, techniques, andprocedures necessary to carry out the mission,Command authority for a designated area orregion is usually vested in one person, the SARCoordinator. It is his responsibility to provide

AIR CONTROLMAN 1 & C

the orgamiation and insure that it functionsefficiently. This is achieved through the forma-tion of the Rescue Coordination Center t RC(')and the training of assigned personnel in alloperational aspects of SAR.

Authority and Responsibilityof the SAR Coordinator

Responsibility for SAR is divided into severalclassifications. each containing certain definiteassignments for SAR., Thus, commands to whamthe pnmary responsibility has been assignedhave greater duties to perform than do com-mands which have been assigned secondarysupport or informational responsibility, In spiteof the dnision of SAR responsibility amongcommands. all hands possess a basic' responsi-bility to take part in SAR operations, at anytime, with or without prior direction.

Any commander responsible for SAR maydesignak a SAR Coordinator for his area ofresponsibility, In making that designation thecommand should be guided by the availability offacilities, the nature of

ofoperations normal

to the area or sphere of action, and any specialqualifications of the officers under considera-tion.

The person directing a specific' SAR mission isknown as the SAR Mission Coordinator,

In general. the duties of the SAR Coordi-nator involve establishing operationally efficientRCC's, staffed with competently trained menand actively linked with other centers in neigh-boring areas or services. Ile must be prepared toprovide all-out assistance in SAR missions. toassume tactical responsibility: to ,:ontrol surfaceand air unity in any SAR operation under hisdirection, and to direct or coordinate rescueoperat ions.

The SAR Coordinator has operational controlof all primary facilities assigned to him for SARpurposes, Submarines, whether primary or sec-ondary SAR facilities, remain under the opera-tional control of submarine force commanders.Commands exercising operational control, orhigher authority, may assign secondary facilitiesto the SAR Coordinator for operational controlfor a specific incident, He coordinates theactivity of all units participating in SAR inci-dents within the area of responsibility,

effecting coordination of' all other units withthose under his operational control. Coordi-nation is to he exercised through the normalchain of command. Rescue commanders offorces afloat coordinate' SAR activities inciden-tal to the operation of these forces, regardless ofthe area of operation, unless other plans aremutually agreed upon by the commander of theforces afloat and the command with primarySAR responsibility in the area of operations.

At times it may he necessary for the SA RMission Coordinator to designate an on-scenecommander. An on-scene commander controlsSAR operations at the scene of a distressincident when control of the mission cannot beexercised effectively by the SAR Mission Coor-dinator, This loss of effective control may bedue to the distance between the Rescue Coordi-nation ('enter IRCC) and the scene of theincident, or due to communications difficulties..The commander of the first unit at the scene tobe in communication with the craft in distress.with other SAR forces, or with the RCC,assumes on-scene command until an on-scenecommander has been designated by the ap-propriate SAR Mission Coordinator..

To provide continuity of command, anyofficer who is senior to the on-scene commanderand who arrives subsequently is not to take overcommand of operations unless ordered to do soby the SAR Mission Coordinator, or unless thesenior officer present decides that a change ofcommand is essential. and so informs the SARMission Coordinator.

It' the on-scene commander is airborne, heretains control of the mission until relieved,either by the Mission Coordinator or by mutualagreement with an adequately equipped surfacecraft. The SAR Mission Coordinator must heinformed accordingly,

Formal designation of an on-scene com-mander or any change in that designation ispromulgated by the SAR Mission Coordinator toall concerned.

Rescue Coordination Center (RCC)

The RCC is the heart of SAR operations. It isthe place from which SAR operations arecontrolled and where reports of operations arereceived and evaluated, The primary aim of all

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( haptei o ENE. RGENCY P ROC!. DU RI S- -

efforts in the RC(' is to Conclude' all rescue'missions successfully and promptly. ('he RCC'sare established by the S 1R Coordinator

RCC's may be based ashore or atloat. Wherepracticable, they should be located in or near anoperation or information center rhe Ruc afloatis normally located in Air Operations. Ashore, itmay be located in or adjacent to a COMI11,111d orinformation post. %%hereer it is located: theRCC should have ready aLLess to a controlroom: Surface and air plots. communiLationsfacilities, navigational aids. direLtion-finding fa-cilities, anal meteorological services.

It is the responsibility of the RCC to performthe following

I. Receive and evaluate all reports of distress.2. Direct or coordinate the search for and

rescue of sunk ors. keeping all interested com-mands and operating agencies (including thesurvivor's parent skip or base) fully informed. asappropriate.

Plot positions of all distress incidents andthe tracks of all assisting aircraft:

4. Keep_informed of weather: sea conditions.and other factors affecting rescue.

5, Undertake arrangements necessary for thereturn of rescued personnel to their ship or base.

o. Maintain a status hoard showing all pri-mary rescue facilities,

7, Maintain information on secondary facili-ties available.

8. Guard assigned radio communications cir-cuits.

An RCC k a primary SAR facility suitablystaffed by supervisory personnel and equippedfor coordinating and controlling SAR opera-tions. RCC's vary with the physical location andthe regional level on which they are operated,but all should have the common element ofct ntrali/ed communication and coordination.RCCs should be staffed with RCC controllerscapable of acting as SAR Mission Coordinators.

SAR facilities available to RCC's are classifiedas primary and secondary.,

PRIMARY facilities may include the follow-ing.

Specially equipped air and surface craftmaintained in constant readiness for full-timeSAR duties.

2, Other craft, including submarines. specifi-cally assigned to SAR.

97

3 Ground units specially equipped and main-tained in constant readiness.

4. 'Meteorological for:casting and advisoryservices.

SICONDARY facilities may include the fol-lowing:

1. Local military land-based aircraft and sur-face craft.

2. Other aircraft suitable for SAR missions.3.. Any military facility.4. Merchant ships, private vessels, and civilian

aircraft.S. Other means available to local authorities.Full information concerning any significant

change in the status or location of primaryfacilities established for and used by SARagencies should be given widest possible dissemi-nation by the SAR Coordinator, the SARMission Coordinator, or the agency concerned,

AUTOMATED MERCHANTVESSEL REPORT SYSTEM

The Automated Merchant Vessel ReportSystem (AMVER) is an international maritimemutual assistance program. It provides impor-tant aid to the development and coordination ofsearch and rescue efforts in the off-shore oceanareas of the world during marine and aviationemergencies.. Merchant ships of all nations areencouraged to voluntarily send sailing and posi-tion reports during offshore passages to theAMVER Center in New York through cooperat-ing radio stations made available by pLrticipatingcountries.. Information from these and meteor-ological reports is entereLl into tliL .AMVERelectronic computer which generates and main-tains dead reckoning positions for the Participat-ing ships. Characteristics of ships which arevaluable for determining search and rescue capa-bility are also stored in the computer. Informa-tion concerning predicted locations and charac-teristics of ships plotted near the scene of anactual or potential emergency is made availableto recognized SAR agencies of any nation orperson in actual or potential distress for useduring an emergency, Predicted positions andidentification of ships are discosed only forreasons !elated to maritime safety.

Surface Pictures

AIR CONTROLMAN 1 &

The basic service provided by the AMVERCenter for use during emergencies is the SurfacePicture ISURPIC). A SURPIC is a list of shipswith SAR characteristics predicted by the com-puter to be within a specifieli geographicalregion at a specified time. present or future.SURPIC's are useful to aircraft commandersduring an alert or emergency situation by,

assisting in making contingency plans in case thesituation should deteriorate rapidly into a dis-tress and a ditching become imminent.

Network of Precautionary Track lineSURPIC\ in the Pacific Region

Because of the special nature of the longoverwater flights in the rieific and IndianOceans and the associated lack or remoteness ofregular SAR facilities, special services have beenprovided to aviation for many years by severalcountries. Positions of ships participating inweather reporting schemes were used to predictfuture locations and this information was pro-vided to flight briefing officers by the cognizantcivil aviation authority In the United StatesPacific Maritime region this service was calledSAR Plan ALFA, The AMVER system hasreplaced Plan ALFA and has begun providingadditional precautionary trackline SURPICs torescue centers and international flight servicestations throughout the north and south centralPacific for major international flight routes..Additional routes will be added as the AMVERplot is developed in the more remote areas.

The precautionary trackline SURPIC's arepredicted for a future mean time and distributed

to briefing points by governmental communica-tions networks. Copies of the SURPIC's arenormally made available by the briefing stationfor inclusion in the preflight briefing kit. Theaircraft commander can casih calculate theapproximate position of ships of interest for thetime estimated abeam and place the informationon the navigation chart..

COMPUTERIZED SARSEARCH PLANNING

Another valuable aid available to SAR coordi-nators is the Fleet Numerical Weather Central(FLENUMWEACEN) located at Monterey. Cali-fornia and tinder the jurisdiction of the NavalWeather Service Command.

This facility utilizes a computer prop.=which solves the search planning problem foropen ocean situations, and provides a computergenerated output consisting of a datum position,probable error of position and search radius forboth simple an.1 complex problems.

The solution generated by the computer isbased upon certain data which is fed into thecomputer, some of which must be supplied bythe SAR coordinator. The remaining data issupplied by the Naval Weather Service, such assea current and surface wind.

The computer is available 24 hours a day andonce the FLENUMWEACEN has received theinput information from the SAR coordinator,the computer output data should be availablewithin one-half hour.

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CHAPTER 7

CARRIER AIR TRAFFIC CONTROL PROCEDURES

As defined by naval regulations, the Opera-tions Officer of an aircraft carrier is responsiblefor the control of airborne aircraft operatingfrom the carrier except those assigned to otherauthority.. The primary facility through whichthe Operations Officer exercises his authorityand responsibility for safe and effective controlof airborne aircraft is the Carrier Air TrafficControl Center (CATCC). The Air OperationsOfficer is responsible to the Operations Officerfor all matters pertaining to flight operationsand for the proper functioning of the CATCC.The CATCC is responsible for the status keepingof all carrier air operations and control of allairborne aircraft under the Operations Officer'scognizance except for the following:

I., The Air Officer is responsible for visualcontrol of aircraft operating in the carriercontrol zone., lie is the clearing authority for thecarrier control zone.

2. The Landing Signal Officer is responsiblefor visual control of arriving aircraft imme-diately prior to landing.

3. The CIC Officer is responsible for missioncontrol of aircraft assigned to him,

CVA/CVS instrument procedures are neces-sarily different from those applicable ashore.The basic necessity for safe and efficient proce-dures may be even more prevalent aboardcarriers. The conditions which affect CVA/CVSinstrument procedures are of a different naturesince the carrier is a mobile airfield normallyoperating in areas where obstruction clearancepresents little if any problem. This discussion islimited in content concerning the overall pictureof CATCC. The CVA/CVS NATOPS Manualshould be referred to for a more detailed studyof the subject matter.

CVA/CVS INSTRUMENT PROCEDURES

The instrument procedures utilized in CVA/CVS type operations include arrival, marshal.approach, missed approach/bolter/waveoff, anddeparture procedure..

ARRIVAL PROCEDURES

On entering the carrier control area (50 mileradius for CVA, 25 for CVS/LPH), inboundflights are normally turned over to marshalcontrol for further clearance to the marshalpattern. Aircraft which were unable to check inwith Strike, Mission, or Marshal Control due tocommunications difficulties should proceed in-bound to the emergency marshal at the briefedholding altitude.

Carrier Terminal Information Service (CTIS)if available, should be broadcast continuouslyduring flight operations and should contain thefollowing minimal information:

1, Ship's voice call2. Broadcast identification (Alpha, Bravo,

etc)..3, Type recovery/approach.4. Altimeter setting and weather.5. Expected Marshal radial..6. Miscellaneous data affecting recovery/

launch.

The flight leader should provide the MarshalController with certain items of informationwhich include:,

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1. Position.2. Altitude..3. Low fuel state in flight,4, Total number of aircraft in flight (line up).

AIR CONTROLMAN I & C

5. Type of ACLS approach requested.6. Receipt of CTIS broadcast.7.. Other pertinent information such as navaid

status. hung ordnance. weather. etc. which mayaffect the recovery,

The Marshal Controller should provide theflight with the following information:

I: Marshal instructions.2. Steer to marshal (if required).3. Type of recovery/approach (if not received

on CTIS).4: Expected approach time (EAT).5. Altimeter setting and weather (if not

received on CTIS).6. Time check.7. Expected final bearing.8. Additional information such as divert

field/fuel data. etc.,

MARSHAL PROCEDURE

A common question asked by trainees is"Why the word MARSHAL?" This is a goodquestion. Apparently reference is being made toon of the many meanings of the word, which is"to arrange objects or people in order." Com-pared to approach procedure ashore, a marshalfix would be the same as the initial approach fix,

A primary TACAN marshal fix is normallyestablished on a predetermined radial at adistance appropriate for the type aircraft, i.e.,jet. prop, or helo. The radial is established withreference to the base recovery course (BRC).The BRC is the ship's magnetic heading forrecovery of aircraft.

Jet Aircraft

For jet aircraft, the primary TACAN marshalfix is normally on the 180 degree radial relativeto the expected final bearing (see Appendix I) ata distance of 15 miles plus 1 mile for every1,000 feet of altitude. Base altitude will beassigned but not lower than 5.000 feet in anycase.

TurbopropAircraft

For turboprop aircraft, the primary TACANmarshal fix is either the 180 degree radial at a

distance of 15 miles plus 1 mile for every 1,000feet of altitude or the 135 degree radial at adistance of 7 miles plus I mile for every 1,000feet of altitude, Base altitude will be as assignedbut not lower than 5,000 feet for jets or 1,500feet for props.

Prop Aircraft

The primary TACAN marshal point for propaircraft is the 180 degree radial relative to theexpected final bearing (FB) at a distance of 10miles plus 1 mile for every 1,000 feet ofaltitude.

It should be noted that this marshaling pointcannot be utilized when jet approaches are beingconducted.

There are two secondary TACAN marshals(ALPHA and BRAVO); these are located on the135/225 degree radials (respectively) relative tothe expected FB at a distance of 7 miles plus Imile for every 1,000 feet of altitude.: Basealtitude for props will not be lower than 1 500feet.

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Helicopters

The primary TACAN marshal fix for heli-copters is the 100 degree radial relative to theFB at a distance of 1 mile for every 500 feet ofaltitude commencing at 1,000 feet and 5 miles.

Emergency Marshal

Emergency marshal fixes may be establishedon radials at 30 degree intervals, clockwise fromthe primary marshal radial.

Overhead Marshal

1.05

In the event of TACAN failure, geographicalconsiderations, or operational circumstances,overhead marshal may be utilized.

In the event an aircraft or flight cannot reachthe assigned marshal point in time to make anassigned approach time due to mission, fuelstate, or ordnance load, an en route radarapproach may be used to place the flight in theproper approach sequence. Positive radar controlis required for all en route descents.

(,:haptci 7 CARRIE R AIR TRAFFIC CONTROL PROCI.DURIs'

Marshal Pattern and Altitude

Unless otherwise specified in the operationsorder or instructions issued by marshal controlthe marshal pattern should be a 6-minute race-track pattern.. The inbound le!t should pass overthe marshal fix. Direction of turn I o r eachpattern p, depicted on the respective approachchart:

ken effort should be' made to anticipatewt. Cher conditions and pros ide marshaling invisual conditions if practical. Aircraft below anovercast cloud layer should not he !equity(' toclimb into the overcast to comply with marshalaltitude limits if approach control can main tamthe interval and sequence from the lower alti-tude.. Aircraft above an overcast cloud layershould he a.signed altitudes above the overcastand retained in rormation where possible.

Formation flights should he limited to amaximum of four aircraft at any ont. assignedaltitude.. Under IFR weather conditions, a sec-tion of two aircraft is the maximum numberauthorised in any one flight and hence at thesame marshal altitude.

Fixed-wing aircraft are normally assigned mar-shal altitudes which provide 1.000 feet verticalseparation. A ('VS using a secondary marshal fixshould as,ign thousand foot altitudes (1.000.2.000. etc.! at the primary marshal fix andthousand-plus-500 (1.500, 2,500. etc.) at theseem! dary marshal fi x

Helicopters are assigned altitudes at marshalwhich provide 500 reet vertical separation.

APPROACH PROCEDURE

Approach procedures described and depictedherein are primarily for shirk carrier operations.However, with slight modifications they can beused for inulticarrier operations, letdown underreduced navigation and control, using a planeguard destroyer's intvaids: and during FMCONconditions.

Figure 7 -I depicts the various symbolsutilized on the approach charts which arecontained herein.

Figures 7-2 through 7-9 are examples ofapproaches designed for use on carriers re-gardless of weather conditions. Each ship should

Millie the standard approaches so that pilotswho transition to other ships will encounterminimum changes in operating procedures.

Each pilot adjusts his holding pattern todepart the marshal fix at the assigned expectedapproach time. Farly or late departures from themarshal fix must he reported to approachcontrol so that adjustment in the interval can hemade for safe separation.

Changes in radio communications frequenciesand IFF codes should not be required of thepilot after platform 15,000 feet ) except underemergency conditions.

Letdown/Penetration

Jet aircraft descend at 250 knots and 4.000ft:et per minute until platform is reached, Atplatform the descent is shallowed to 2,000 feetper minute. They should arrive at the 10 -milegate at 1.200 feet and 250 knots. The pilot willcommence transition of his aircraft to landingconfiguration at the 10-mile gate unless directedotherwise by CCA.

Propeller aircraft descend at 140 knots and1.000 feet per minute from the marshal fix toarrive at the 6-mile gate at 1,200 feet.,

Turboprop aircraft, when in jet marshal, mustconform to jet procedures. When in prop mar-hal. they should conform to prop proceduresbut must transition to the landing configurationprior to the 6-milt. gate, unless otherwise di-rected by ('('A..

I lelicopters descend at 90 knots and 500 feetper minute from the marshal fix to arrive at the3-m,te gate at 500 feet crossing the 135 degreeradial at not less than 900 feet.

Correction to Final Bearing

If conditions were always stable during carrieroperations, then there would be no reason toalter the ship's heading once a base recoverycourse had been decided upon. In the case of the('VA jet letdown/penetration, the final bearingwould be the same as the reciprocal of themarshal radial if no changes occur. But often thevariable elements exercise their option tochange, such as a wind shift, frontal passageresulting in variable wind, proximity to landmasses. etc.. which require a change to the BR('

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AIR CONTROLMAN 1 & ('

LEGENDAIRCRAFT CARRIER INSTRUMENT APPROACH PROCEDURE CHARTS

Procedural Track

Searing Ime and value

6 DME

TACAN OME Fix

Missed Approach Track

PLANVIEW SYMBOLS

Penetration". Track(Ho Alt procedures only)

Arrivc1 HoldingPattern

K Final Approach Fix

PROFILE

X Final Approach Fix(for non-precision approaches)

"< LevelTurn .:"Fix

NOBTACAN

1800 1300Mandatory Minimum

Altitude Altitude(Altitudes precede Fix)

GENERAL INFORMATION & ABBREVIATIONS

All distances in nautical miles (exceptVisibility Data which is in statute miles)

Elevations in feet above MSL

All radials hearings are magnetic

ACL Automatic Carrier LandingSystem (ACTS): Modes IA, IIand III only..

AU Air SurveMance Radar

SRC Bose Recovery Course (Moghdg of ship)

CM Channel

DH Decision Height (for precisionapproaches only, i.e., PAR,ACL)

DME

FAF

FB

IAF

MDA

MSL

NOB

PAR

TAC

Distance Measuring Equipment

Final Approach Fix

Final Bearing

Initial Approach Fix

Minimum Descent Altitude (fornon-precision approachesonly, i.e., AU, TACAN, NOB)

Mean Sea Level

Non-directional Radio Beacon

Precision Radar Approach

TACAN

AC.231Figure 7-1.Carrier instrument approach procedures legend chart.

102

107

IPIcttfa) oi 50001

Chapter 7 CARRIL It AIR TRAFFIC CONTROL PROCEDURS

f ACANt N5f MAPPIINt, .(..,N1-,.(..,N1-,

JET/TURBOPROP

Ff3

4 liME

NOTE Cource% ore

TACAN CH

s Dm(

relative to 6Final Bearing FB

10 :.0i

Marshal us assigned

BOLTER WAVE OFF

o 4

A DMi 2

I 1in j

S PAR

S Ai,S ASP

'A;

CV'l

)

1700 PAR ACt

.4,*0 66C ASP TAC

Avg deck elev 60 It

:1) Ihml

6 ;r;. /Or

17(56 Vue

! TURBOPROP

760 . 1 0 itt,

660 6 5

lU

160 1 41,1, 4110

Figure 7-2.TACAN approach chart )jet and turboprop).

103

1C8

TACAN

AC.232

NDB Overhead

MR CONTROLMAN 1 & ('

Pub by DEFENSE MAPPING AGENCYI4YDROGRAPI4IC CENTER JET/TURBOPROP

NOTE Courses arerelative to FinalBearing ,(FB)

Platform 50001

FB

Marshal as assigned

cs)

4

fie.-

BOLTER WAVEOFF

NOB

71

,AF

I Avg deck elev 60 ft

Mm level left turn not before 3 Minof I 3 Marshal altitudeIf no instr4ctions by 2 Mm turn downwind, 16.,

report abeam If no COMM commence turn ..to FB I Min past obeam ...

82 DME Radar Fix 3 °°°° 2000

I. If no PAR,ACL, descend to1200

.41!...1 ..X MDA out of procedure turn

.4...- 1200 PAR/AU

CATEGORY JET

5 PAR

5 ACI5 ASR

S NDB660 1 1/4 600 1600 I '6.L

CV-2

260 V2 200 1200 v21

Re JUN

TURBOPROP

460-1 400 1400 I i;

NDB Overhead

AC.233Figure 7-3.NDB overhead approach chart (let and turboprop).

104

109

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

TACAN Overhead Pub by DEFENSE MAPPING AGENCYH YDROGRAPHIC CENTER JET/TURBOPROP

NOTE. Courses

relativeFinal

FB

4 (ore DME 2 mm/to Al , ;:

Bearing (FB) I- (IAF)

-.-0 4 DMECit

1 td--.

0. Marshal as assigned

ii.

-ITACAN

..6i

. It 3 DME4 DME

CHl

DME

DME

....,_.

Platform 5000 gr.- ,,

OiNI... 6

-inco

10 DME---....

_.---10

......

Avg deck elev 60 ft

BOLTER/WAVE-OFF

If no instructionsMon, turn downwind,obeom If nomence turn to FB

(IAF)4 DME TACAN 4 DME

ir210°40-I 210%410-.i

by 4 DME,2 I

report 1

COMM, cornof 4 DME 3 DME

I

4 DME 2 Mon *11200

level left turn not before 10 DME. ot 1/3 Morshol oltotude

to...44,...

6DME 10 .:PA/ , DmE e V 2000R

'ACL /It11200 eo't I t

3RF I 704 _..005 112001

I --tb--1,04111- 10115R/TAC 1 i

CATEGORY JET TURBOPROP

5-PAR 260-16 200 )200'x15-ACL

5ASR660.11/4 600 1600 11/4) 460-1 4001400 II'

S-TAC

CV-3 Revrsed /UN 1971 TACAN Overhead

Figure 7-4.TACAN overhead approach chart (jet and turboprop).

105

AC.234

TACAN

AIR CONTROLMAN 1 & C

Pub byHYDROGRAPDEFENSE

MAPHI

C

PICENTERNG AGENCYTURBOPROP/PROP

NOTE. Courses arerelative toFinal Bearing (FB)

Secondary Marshal

BRAVO

iAF

-o;0

090

FB

\-- 4 DME,2 Min

Primary Marshal

6 DME

(IAF)

Secondary Marshal

,ALPHA

F

Marshal as assigned

Avg deck elev 60 ft

BOLTER/WAVE-OFF

If no instructions by 4 DME,2 Min turn downwind, report

abeam If no COMM, commence turn to FB at 4 DME

TACAN Fe F84 DME/2 Mm 3 DME 6 DME

(IAF)

0 0090 11

TURBO11200-- PROP 1200 PAR'ACL

. Iit-4111F8600 PROP

.1.I

," 600 ASR/TAC1 1200

CATEGORY TURBOPROP PROP

S-PAR 260-Y2 2001200 V3)S AC1

S-ASR460.1 400 t400

S-TAC

CV-4glev...ed 'UN 1972

Figure 7.5. TACAN approach chart (prop and turboprop).

TACAN

AC.235

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

NDB OverheadPub by DEFENSE MAPPING AGENCY

HYDROGRAPHIC CENTER TURBOPROP PROP

FB

\-- 2

-c3;

CO

NOTE Courses ore relative to 1

Final Beartrg (FB)

ti

Min

(Th.1 I Marshal as assigned

--c?h

NDB

Avg deck elev 60 ft

BOLTER/WAVE-OFFIf no instructionsreport abeamto FB 1 Min past

NDB

3000Level left turn not before 3 Mm

'-"*".... at 1/2 Marshal altitude,

2 min -44 2/0.by 2 Min, turn downwind,If no COMM, commence turn

abeam2 Min TURBO

11200 PROP1

I Mr) PROP

www:iww,

2000

Fe..46......../.° If no PAR/ACI., descend to MDA

out of procedure turn

CATEGORY TURBOPROP PROP

S-PAR 260-1/2 200 1200 Yt)S-ACI.

5ASR 460-1 400 1400 I)SNDB

CV-5Revsed JUN 1972 NDB Overhead

Figure 7-6.NDB overhead approach chart (prop and turboprop).

107

112

AC.236

AIR CONTROLMAN 1 & C

TACAN Overhead Pub byHDyDE ENSE MAPPINGCENTER TURBOPROP PROP

FB

V

CT-.0

9

NOTE Courses are relative to 1

Final Bearing (FB)

;cc

4 DME

6 DME

4 DME '2 Min

---)/OAF) /

N

1 Marshal as assigned2 DME G

k iN

-----..1 TACAN CH

IC 3 DME

aT

Avg deck elev 60 ft

BOLTER

If no .nstrucnonsturn downwindno COMM commenceat 4 DME

,1AF)2 DME

WAVEOFF TACAN-----*"..by 4 DME 2 Min,, 210°

report abeam If i

turn to FB

4 DME 2 Min

4 DME

2/0. i level left turn30001 6 DME at 1/2

not beforeMarshal

2000

altitude

3 DME PAR, q,11200 AC11 200 TURBOPROP

''. 699 PROP I 600 ASR/fAC

CATEGORY TURBOPROP I PROP

SPAR 260%2 2001200 1/2)S AC1.

SASR460.1 400 (400 11

STAC

CV-6 Blase. JUN 1972 TACAN Overhead

Figure 7-7.TACAN overhead approach chart (prop and turboprop).

108

123

AC.237

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

TACAN Pub by DEFENSE MAPPING AGENCYHYDROGRAPHIC CENTER COPTER

NOTE: Courses orerelative toFinal Bearing

FB

\-- 4 DME/2 Min

:oPs

--

(FB)

yj

3 DME S

100

11*

4t..

IOW

1

-280

(IAF)

Marshal

.

as assigned

Avg deck elev 60 ft

MISSED

If no Instructions by 4 DME/2

abeam If no COMM, reenter

TACAN

4 DME/2 Min

300

I 'z:F=r

APP/WAVE-OFF

Min, turn downwind, report

FB thru 3 DME FAF1450

FB I

, pc3 DME

1 900

IS If.6 1500

.A-.......°. I

1 1

100°3 DME

---1

I1

I

I

1

(IAF)I

2110.s...'''I

I

I

i

1

I

I

i

CATEGORY HELICOPTER5-PAR 260-1/2 200 (200-142)

545R360.3/4 300 (300'4)

5TAC

CV-7 N..,.<1 )UN 1072

Figure 7-8.TACAN approach chart (helicopter).

109

114

TACANAC.238

AIR CONTROLMAN I & C

NDB/TACAN Overhead Pub by DEFENSE MAPPING AGENCYHYDROGRAPHIC CENTER COPIER

NOTE Courses arerelative toFinal Bearing (FB)

FB

\-- 4 DME/2 Mon

9I

i NDB holding./

h ho Marshal as assigned

IAF

Avg deck elev 60 ftNOB

MISSED APP/WAVEOFF TACANIf no instructions by 4 DME/2 Mon, turn downwind,report abeam If no COMM, reenter FB thru 3 Level left turn not before 3 DME/2

at 1/2 Marshal altitudeDME FAF INDS turn to FB 1 Mm post abeam Mm

2/0.

4 DME /2 MmI

300

I

3 DMEI 0

st..........4eI

..11r".°. ' 500i

CATEGORYSPAR

SNOBSTAC

CV-8

HELICOPTER

2601/2 200 (200 ,,360.Y4 300 (300 iii.)

ittv.ic1 JUN 1972NDB/TACAN Overhead

Figure 7.9. TACAN/NDB approach chart (helicopter)AC.239

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

upon which CATCC has based the recoveryapproach procedure. If aircraft are already in theletdown/penetration or are in the holding pat-tern at marshal fix when the change occurs, thena change to the final bearing is required. Whenthis happens the pilots concerned must beinformed of the situation and corrections musthe made to intercept the new final bearing.

Jet or turboprop aircraft on TACAN/RADARapproaches initiate correction from the marshalradial to the final bearing at 20 milesIf the finalbearing is within 10 degrees of the reciprocal ofthe marshal radial, a gradual correction is made.If the difference is more than 10 degrees, thepilot will make a 30-degree turn to intercept thefinal bearing. If the aircraft is )t established onthe final bearing at 12 miles, then the pilot willfly the I 2-mile arc until intercepting the finalbearing.

Prop and turboprop aircraft on a TACAN/RADAR approach would correct from the mar-shal radial to the final bearing with a 45-degreecorrection turn from the inbound heading in theholding pattern when departing marshal. Thisheading would be held until the final bearing isreached or, if the 6-mile arc' is reached first, thenthe 6-mile arc would he flown until interceptingthe final bearing.

Aircraft commencing approach from the over-head TACAN/ADF marshal experiencing a de-crease in the final bearing, should fly 90 degreesof penetration turn and arc to the new FB.

When the new final hearing increases, theaircraft should fly the standard penetration turnand continue to intercept it prior to reaching the10-mile gate.

Nonprecision Final Approach

When precision approach radar or suitablevisual landing aids are not available, aircraft onfinal approach will continue descent to 600 feetafter passing the 6-mile gate., The final controllerwill provide sufficient information to the pilotfor him to maintain an accurate azimuth andaltitude ureil reaching nonprecision minimums.

Precision Final Approach

Jet and turboprop aircraft pass through the6-mile gate at 1,200 feet and 150 knots in a

landing configuration., The altitude of 1,200 foqis maintained at approach speed until intercept-ing the glidepath (approximately 3 miles) unlessotherwise directed by the final controller.

Propeller aircraft pass through the 3-mile gateat 1,200 feet in a landing configuration andmaintain 1,200 feet until intercepting the glide-path at 23/4 miles or until otherwise directed bythe final controller.

Helicopters pass through the 3-mile gate at500 feet in a landing configuration and maintain500 feet until interception (If the glidepath oruntil otherwise directed by the final controller.

When precision radar is available, precisionNal approach procedures should be used for allCase III (1FR letdown and approach) recoveries.CCA will furnish glidepath and azimuth controluntil the aircraft on approach reaches shipboardPAR minimums or until the LSO takes control.

ACLS Final Approach

The letdown/penetration portion of an Auto-matic Carrier Landing System (ACLS) approachis the same as previously described to a point 4to 6 miles from the ship on final at an altitudeof 1,200 feet.

If a mode IA approach (automatic to mini-mums and manual takeover to touchdown) is tobe conducted, the following will transpire:,

I. At 4 to 6 miles on final, the pilot shouldreceive a landing check discrete signal to indicatepositive data link communications between theaircraft and the ship,

2. The SPN42 controller should acquire theaircraft between 3.5 and 5 miles and initiatelockon,

3, When the pilot has the aircraft, in theproper attitude and engages the autopilot, hewill report COUPLED to the contrAler,

4. The pilot should report receiving com-mand control signals via data link by reportingCOMMAND CONTROL to the controller.

5. The pilot should be given a voice warning,as the aircraft approaches within I mile, that heis approaching minimums.

6. At one-half mile, the pilot will be in-formed by the controller, ONE-HALF MILE,AT MINIMUMS, UNCOUPLING NOW. Thepilot resumes control of the aircraft and con-tinues the approach.;

AIR CONTROLMAN I & C

7. If the pilot reports MEATBALL earlierthan one-half mile, the controller should down-grade the approach to mode II (manual ap-proach using the ILS type instrument (needles)in the aircraft) and transmit UNCOUPLINGNOW.

If a mode II approach is to be conducted, thefollowing should transpire:

I. At 4 to 6 miles on final, the pilot shouldreceive the landing check discrete sipal toindicate positive data link communications be-tween the aircraft and the ship.

2. The SPN42 controller should acquire theaircraft between 3.5 and 5 miles and initiatelockon.

3. After lockon. if the instruments in thecockpit are functioning properly, the pilot willreport NEEDLES and fly the approach manuallyby reference to the instruments.

4. The pilot should receive a warning fromthe controller that his aircraft is at 1 mile andapproaching mode 11 minimums.

5. At one-half mile the pilot should beinformed by the controller that his aircraft is atone-half mile and passing through mode IIminimums.. The pilot should acquire theMEATBALL and complete the approach,

Approach Minimums

The commanding officer establishes approachminimums for his ship which reflect significantchanges in operational capabilities, such as maybe occasioned by decreased/increased profi-ciency of the CATCC or embarked air wing/group., However, absolute minimums are estab-lished as follows:

1 PAR, Mode IA and 11-200 and 1/2.2. Nonprecision approaches

a. Jet-600 and 11/4.b. Prop /turboprop- 400 and 1.

He lo-300 and 34.When a suitable BINGO field is available,

aircraft may not commence an approach whenthe reported weather is below the minimums aspreviously described unless it has been deter-mined that the aircraft has enough fuel toproceed to the BINGO field in the event of amissed approach.

MISSED APPROACH/WAVEOFF/BOLTER

In the event of a missed approach, waveoff, orbolter, jet and turboprop aircraft climb straightahead on the extended final bearing to aminimum of 1,200 feet and wait for instructionsfrom the waveoff/bolter controller. Helicoptersclimb straight ahead on the extended finalbearing to 300 feet and await instructions.

If instructions are not received prior toreaching 4 miles or 2 minutes ahead of the ship,the pilot will attempt to make contact with theship, giving identification and position. If in-structions are still not received, the pilot willassume communications failure and execute aturn downwind, reporting DOWNWINDABEAM. If he still has no radio contact, thepilot will proceed downwind; and if in afixed-wing aircraft, he will commence a turn tofinal at 4 miles DME. If in a helicopter, the pilotwill reenter through the 3-mile gite.

ACLS equipped aircraft should be alert fordata link displays and/or control.

In the event the deck becomes fouled or anexcessive number of aircraft bolter or are wavedoff, the CCA officer will issue DELTA via thecontrollers to all aircraft. The following actionsshould be initiated::

1, Aircraft in holding. They should continueto hold and await assignment of a new expectedapproach time. Pilots should acknowledge re-ceipt of DELTA.

2, Aircraft on approach above platform.They should level off at the next lower oddaltitude and hold on the inbound bearing at arange in miles equal to I mile for each thousandfeet of actual altitude plus 15 miles for jets 7miles for props, and 5 miles for helicopters. Theholding pattern should be the same as theoriginal marshal holding pattern. Pilots shouldacknowledge receipt of DELTA, repeating dis-tance and altitude, Pilots experiencing radiofailure after receiving DELTA would depart theholding fix 6 minutes after the time of receipt ofDELTA.

3. Aircraft on approach below platform.They should continue a normal approach andawait specific instructions prior to dumping fuel.

4. A new expected approach time should be

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

assigned as soon as possible by approach controlwith minimum of 6 minutes delay beforecontinuing descent.: If a pilot should experienceradio failure prior to receiving a new expectedapproach time, he would depart the holding fix6 minutes after receiving DELTA. He will thentake a 30-degree cut to the right to intercept atrack 10 degrees to the right of the inboundhearing and continue inbound to the ship.

DEPARTURE PROCEDURE

Departure procedures are based upon theassignment of TACAN radials for the purpose ofproviding lateral separation. The minimumstandard separation of departure radials underIFR weather conditions is 20 degrees.

The assignment of departure radials is nor-mally dependent on the following:

I. Mission of the aircraft.2. Number of carriers in the formation.3, Topographical features in the area.4. Those radials reserved for emergencies,

letdowns, or propeller aircraft and helicopterholding.

Direct routing should be utilized as much aspossible in order to lessen delay time in theexecution of departures.

CARRIER AIR TRAFFIC CONTROL

Existing weather in the ship's control area andcontrol zone is the most prominent factoraffecting the degree of control necessary.. Thetype of control to be employed during departureand recovery operations is determined by theAir Operations Officer unless specified by higherauthority. In periods of reduced ceiling and/orvisibility, electronic air traffic control tech-niques must be utilized to provide separationand maximum safety:

CONTROL CRITERIA

The degree of control exercised by CATCC isdescribed as close control, advisory control, ormonitor control.

Close control is defined as a form of air trafficcontrol in which the controlling agency hasradar and ral() contact with the aircraft being

113

1.A.8

controlled. Published approach or departureprocedures are complied with or specific assign-ments regarding heading and altitude are issuedby the controller. Vertical separation is providedby requiring pilots to maintain assigned altitudesor flight levels while lateral or longitudinalseparation is provided by the controller.: Speedchanges may be directed by the controller.:

Close control is utilized when the followingconditions exist;

1 Ceilings of 1,000 feet or less for fixed-wingoperations or 500 feet or less for helicopters.

2. Flight visibility of 3 miles or less forfixed-wing operations or I mile less forhelicopters.

3. Whenever flight operations are conductedbetween one-half hour after sunset and one-halfhour before sunrise, except as modified by theOfficer in Tactical Command (OTC) or thecommanding officer.;

4. During mandatory letdown in thunder-storm areas.

5. In any other situation where supervisorypersonnel can anticipate weather phenomenathat might cause difficulty to pilots.

Advisory control is a form of air trafficcontrol in that the controlling agency maintainsradio and radar contact with aircraft under itscognizance and provides traffic advisories. Traf-fic separation is the responsibility of the pilotmaking use of the assistance provided by theagency.: Advisory control must be utilized whenthe traffic density in an operating area requires ahigher degree of control for safety of flight thanrequired under the see-and-be-seen method. Ad-visory control is normally limited to VFRweather conditions and is recommended for alloperations in or adjacent to oceanic controlareas or routes.

Monitor control is the monitoring of radarand radio channels for emergency transmissions.Monitor control must be utilized only whenaircraft are operating in VFR weather conditionsoutside of controlled airspace and the responsi-bility for separation from other traffic can besafely assumed by the pilot.

SEPARATION CRITERIA

The following criteria are provided as guid-ance for Carrier Air Traffic Controllers in the

AIR CONTROLNIAN I & C

control of aircraft under instrument conditions.Either lateral or vertical separation will beprovided. These restrictions do not apply tolaunch and recovery operations or tactical ma-ne uve N.

I. Literal separation.a. Aircraft operating within 50 miles of the

monitoring antenna at least 3 miles.h. Aircraft operating at more than 50 miles

from the monitoring antenna at least 5 miles.2. Vertical separation.

a. Aircraft operating at altitudes up to andincluding FL 290 must be separated by 1,000feet except that 500 feet may he permitted forpropeller driven aircraft when required.

b. Aircraft operating at altitudes aboveFL 290 must be separated by 2.000 feet Note:*Carrier based aircraft must fly flight levels at andabove 18.000 feet MSL unless regional aircontrol procedures dictate otherwise.

Helicopters must be separated by 500feet.

APPROACH CRITERIA

The Air Operations Officer determines thetype of approach and the required degree ofcontrol considering weather in the approach areaas follows:

I., Case I, visual descent / approach. This ap-proach may be utilized when it can be antici-pated that flights will not encounter instrumentweather conditions at any time during thedescent, break, and final approach. A ceiling of3,000 feet and 5 miles visibility within thecarrier control zone is required for CVA's toutilize Case I procedures, The pilot retains fullresponsibility for proper navigation and separa-tion from other aircraft. The pilot should beadvised of the expected Charlie time andchanged to tower control after reporting sightingthe ship,

2. Case II, controlled descent/visual approach.This procedure should he utilized during day-light hours when weather conditions are suchthat flights may encounter instrument condi-tions during the descent, but visual consitions ofat least 1,000 feet ceiling and 5 miles visibilitymust exist at the ship. Close control must beutilized until the pilot reports the ship in sight.

The maximum number of jet aircraft in thepattern is limited to 6. During Case II recoveries,CATCC must he fully manned and prepared toassume control of a Case III recovery in theevent weather conditions deteriorate below Casell minimums. which are ceiling 1,000 feet andvisibility 5 miles.

3. Case III, controlled descent/approach. Thisprocedure should be utilized whenever existing

iweather at the ship s below Case 11 minimumsand during all flight operations between one-halfhour after sunset and one-half hour beforesunrise, except as modified by the OTC orcommanding officer..

ARRIVAL PROCEDURES

Case I Procedure

Essential information is issued to the flightleader and updated if necessary: When the flightleader reports the ship in sight, the center shouldswitch the flight to tower control.

Case ll Procedure

The CATCC will control the descent untilVFR weather conditions are reach I. Approach-es/penetrations in actual instrument conditionsby formation flights of more than two aircraftare not authorized: Flight leaders should squawknormt.1 and follow reporting procedures for CaseIII until the flight has broken into the clearbeneath the clouds and has the ship in sight. Theflight leader will then be switched to towercontrol and proceed as in Case I.

Case III Proccdure

CATCC controls the descent and approach.This type of recovery should only be made bysingle aircraft except in those cases where anaircraft with inoperative radio or navigationalequipment is brought down on the wing ofanother aircraft. Formation penetrations/approaches by dissimilar aircraft should not beattempted except in extreme circumstanceswhere no safer options are available to effectrecovery. Directing a recovery in adverse wea-ther conditions where alternate airports are not

114

119

Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

available demands the utmost proficiency, mu-tual confidence, and cooperation between pilotand controller. Marshal controllers must insurethat pilots under their control have all theappropriate information necessary for a success-ful approach prior to commencing approach.This includes the following:,

I. Expected approach time.,1 Altimeter setting.3. Finai control frequency.4. Type of approach/outbound bearing (over-

head approaches only).5. Final bearing.6. Time check.7. Ceiling, visibility, and deck conditions.8. Divert field/data.NOTE:. Assigned outbound bearing must be

updated during recovery to maintain a minimumof 20 degrees clockwise from the reciprocal ofthe final bearing.

The Marshal controller will hand off theaircraft to the approach controller as theydepart the marshal fix. Unless weather or operat-ing circumstances dictate otherwise, aircraftdeparting the same marshal fix are normallyseparated by I minute. Expected approach timeadjustments may be made for greater separationas necessitated by varying models and numbersof aircraft, type of approach, bolter, and wave-off traffic.

Positive ratio identification should be accom-plished by the receiving controller prior totransfer of control. Control may be transferredonly atter the receiving controller has notifiedthe transferring controller that positive radarcontact exists. Approach controllers maintaincontrol until handoff to the final controller isaccomplished. Changes in radiofrequencies andIFF code must be made no lower than platformaltitude except under emergency conditions.

When precision approach radar is available,precision final approach procedures are used byCATCC for Case III arrivals. In such cases, CCAfurnishes glideslope and azimuth informationand controls the aircraft until it reaches PARminimums or the LSO takes over., When preci-sion approach radar or suitable visual landingaids are not available, aircraft on final approachwill continue descent to 600 feet after passingthe 6-mile gate. The final controller will providesufficient information to the pilot for him to

maintain an accurate azimuth and altitude untilreaching nonprecision minimums.

DEPARTURE PROCEDURE

Primary responsibility for adherence to theassigned departure rests with the pilot; however,advisory control is normally exercised with ashift to close control if weather conditionsrequire, upon request, or when the assigneddeparture is not being adhered to. After launch,CATCC takes the following action:-

I. Record flight data as required on statusboards.

2. Insure that communications and positivetrack are established to the extent possibleunder existing EMCON conditions.

3. Request navaid checks as necessary.4. Maintain advisory control of departing

point to point flights until pilots shift to enroute frequencies and of other aircraft untilcontrol is accepted by CIC or another control-ling agency.,

5. Before releasing aircraft to another con-trolling agency, CATCC should give each pilot orflight leader any pertinent information such aschanges in PIM or mission.

6. When transferring control to CIC, includethe range and bearing of the aircraft beingtransferred and insure that CIC acknowledgesassumption of control.

7: File flight plans as necessary.Aircraft are normally launched on the depar-

ture frequency which is monitored by the tower.Condition aircraft (conditions I through IV)represent various states of aircraft readinessconcerning response time when ordered tolaunch. Condition I is the minimum possible andIV is the maximum allowable. They are deter-mined by appropriate authority, depending up-on the tactical situation as it exists initially andas it changes. CAP (combat air patrol, the shipsdefense) aircraft will be launched on a frequencydesignated by CIC and monitored by the tower.

Single-frequency departures are highly desir-able and should be utilized whenever possible.Where single-frequency departures are not possi-ble, single-piloted aircraft should not be requiredto change radiofrequency or 1FF codes afterlaunch until the aircraft are at least 2,500 feet

115

LO

AIR CONTROLMAN 1 & C

above the surface and in a climbing, wing levelattitude. Single-piloted aircraft that are assignedoperating altitudes below 2.500 feet should nothe required to change frequencies or WE codesuntil a level attitude and cruise configurationhave been attained.

Position reports that pilots will be required tomake to departure control will vary dependingupon the weather, state of training. EMCON,and type of operation being conducted. Thefollowing reports are considered as minimumduring 1FR/flight op.:rations:

I. Airborne.2. Arcing.3. Established outbound (on assigned radial).4. On top. with altitude.5. kilo (mandatory).6, Popeye, with altitude.NOTE: When in IER conditions, Popeye will

he a mandatory report for single aircraft uponreaching assigned departure altitude. or atFL ISO for jets and turboprops (7.000 feet forprops). This report will alert the DepartureController that further instructions are required.

The degree of control exercised by CATCCconcerning departures again depends upon exist-ing weather conditions and is described similarlyto arrivals.

I, Case I departure is VFR from takeoffthrough rendezvous.

a. O.! CVA's all fixed-wing aircraft proceeddirectly to a point at least 7 miles from thecarrier at an altitude of 300.500 feet, andremain clear of the control zone, Rendezvouswill be in accordance with ship/air wing/airgroup doctrine.

b., On CVS's all fixed-wing aircraft proceedI minute on the launch course, then execute a

40-degree right turn, remaining at or below 300feet until at least 5 miles from the carrier, thenproceed to their assigned areas.

2. Case II. VFR departure from the ship witha controlled climbout required..

Visual conditions at the ship may exist downto ceiling and visibility of 1,000 feet and 5miles. Launch must be on departure controlfrequency.,

a. CVA's. All fixed-wing aircraft will pro-ceed straight ahead and maintain an altitude of300-500 feet until 5 miles from the carrier, thencommence climbing to maintain VFR until

116

outbound on assigned radial. Jet aircraft mustfly a 10 mil.: arc; turboprops will utilize the 7mile arc: and propeller aircraft the 5 mile arc.

11 Jet rendezvous will be accomplishedbetween 20 and 50 miles from the carrier.Propeller aircraft rendezvous between 10 and 50miles. The rendezvous may be accomplishedbelow or above cloud layers, at the flightleader's discretion, but will be on the left side ofthe assigned departure radial. The air wings/groups will normally prescribe their own VFRrendezvous doctrines.

(2) For jet and turboprop aircraft, thefirst aircraft of each flight will report Popeye todeparture control passing 18,000 feet if not ONTOP, Unless operational necessity dictatesotherwise, the departure controller will thendirect pilots to climb and maintain the followingaltitudes in each sector or on the departureradial:

(a) First aircraft-FL 220.(b) Second aircraft-FL 210.(c) Third aircraft-FL 200.(d) Fourth aircraft-FL 190.

(3) For propeller aircraft, the first air-craft of each flight will report to departurecontrol passing 7,000 feet if not ON TOP.Unless operational necessity dictates otherwise,the departure controller will then direct pilots toclimb and maintain the following altitudes ineach sector or on the departure radial::

(a) First aircraft- l0,000 feet.(b) Second aircraft -9,000 feet.(c) Third aircraft-8,000 feet.(d) Fourth aircraft-7,000 feet.

If the aircraft are still "popeye" when theassigned altitude is reached, pilots will establishholding on the outbound radial between 20 and30 miles and conserve fuel.

(4) After the aircraft previously de-scribed in (2) and (3) report that they areestablished in holding, departure controllersshould issue clearance to proceed on the as-signed mission if operationally required, or tocontinue holding until other returning flightshave been recovered. When the returning flightshave been recovered, the holding aircraft will bevectored under close control to their prebriefedmarshal fix for recovery.

b, CVS's. A minimum departure intervalof 30 seconds is utilized between aircraft. After

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Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

takeoff. propeller aircraft climb straight aheadto an altitude of 300 ke t until 5 miles out. Thenthey climb at 130 KIAS on the 5-mile arc untilintercepting the departure radial and continueclimb to assigned altitude. Whcn pilots reportKILO. the departure controller should execute aradar handoff to the ('IC tactical controller.Mission unable aircraft will enter holding at theprebriefed departure nix and await instructions.Within the control area. aircraft will maintainthe assigned departure altitude while outboundto the assigned area. CVS's operating jet. turbo-prop. and propeller aircraft would follow thesame procedure as CVA for Case II departuresunder these conditions.

3. Case III, 1ER at the carrier and a con-trolled climb required.

Case III departures are compatible with CaseIII approaches. This departure should be utilizedwhenever the existing weather at the ship isbelow Case II departure minimums and duringall night operations except as modified by theOTC or CO. Launch will be controlled ondeparture control frequency.

It should be noted that if conditions atscheduled launch time such as a change in BRC.air space restrictions. etc.. will cause conflicts indeparting traffic patterns. procedures for de-parting aircraft should be modified as necessaryto provide adequate separation.

a. CVA's. A minimum departure intervalof 30 seconds is utilized between elements(section or single aircraft) when instrumentconditions exist. Jet aircraft climb straight aheadat 325 KIAS until 7 miles from the carrier. Theythen fly the 10-mile arc. climbing to interceptthe assigned departure radial. Turboprop aircraftclimb straight ahead at 165 KIAS to interceptthe 7-mile arc and maintain an altitude of 1.000feet until intercepting the assigned departureradial. Propeller aircraft climb straight ahead to800 feet and fly the 5-mik arc maintaining 800feet until intercepting the assigned departureradial. Jet and turboprop rendezvous will beaccomplished between 20 and 50 miles. Propel-ler aircraft rendezvous between 20 and 50 miles.If unable to reach ON TOP, aircraft will proceedas in Case II.

b. CVS's. Propeller aircraft departures un-der Case Ill are the same as for Case II exceptthat the aircraft will climb straight ahead to 500

feet using a minimum interval of 1 minute atdeparture. Jet and turboprop aircraft departuresare the same as for CVA Case Ill.

Helicopter Departures

Case I. Helicopters should clear the controlzone as directed by the tower. When departingfor operations within the control zone. e.g..plane guard, they should remain under controlof the tower or other designated controllingagency until clear of launching and recoveringaircraft.

Case II and III. Whenever possible, helicop-ters should remain beneath the clouds. If unableto do so. they should proceed indivicually toprebriefed departure fixes. After takeoff. theyshould climb straight ahead to an altitude of 300feet at 90 KIAS to intercept and fly the 3-milearc to the assigned departure radial. The climbto departure altitude should be comnincedupon reaching the departure radial.

Plane guard helicopters fly the 1-mile arc tointercept the plane guard pattern. remainingbeneath the clouds. If unable to remain beneaththe clouds, the plane guard helicopter shouldtransition from the plane guard pattern to thehelo marshal (fig. 7-8) under positive control ofCATCC.

Helicopters proceeding to the screen shouldbe switched to the tactical controller uponreporting KILO. If unable to perform theassigned mission, they should hold at the depar-ture fix and await further instructions. Whenhelicopters are assigned a watch area toward thesee of the ship, they should be kept underclose control by the departure controller untilthey clear the final approach sector and then begiven to C1C via radar handoff. Helicoptersshould never be vectored across the bow whenfixed-wing aircraft are being launched or recov-ered.

TANKER OPERATIONS

Tanker aircraft are assigned duties in supportof the recovery of aircraft. Normally, a tankerthat has just been launched will become theduty tanker for the recovery that follows imme-diately, provided that the tanker's store is

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AIR CONTROLMAN 1 & C

operational. Those tankers which are known tohave a good store and sufficient fuel to meetreceiver requirements display a flashing greenlight

A specific existing agency, for example de-parture control, is designated as tanker controland will have the responsibility of monitoringthe following:

1: Tanker give-away fuel.2. Tanker location.3. Location and fuel requirements of the low

state aircraft.4. Coordination of the tanker and receiver

rendezvous.

Duty Tanker Procedures

After launch, the oncoming tanker will switchto tanker control for assignment, All tankerpackages should be checked as soon as possibleafter launch. When it has been determined thatthe new tanker store is operational. tankercontrol should be advised immediately:

The duty tanker should maintain a left-handpattern within 5 miles of the ship. Altitudeassignment and pattern orientation will be as setforth by the ship's doctrine; however, minimumpattern altitude for daylight operations will be1,500 feet, and 2,500 feet at night. When thelast jet has been recovered, the duty tanker willclimb to the pre-briefed altitude and switch tothe assigned control frequency.

During IFR conditions, day and night, theduty tanker pattern will be assigned by tankercontrol. It will be at least 1,00Q feet above theovercast or VFR between layers, but not lessthan 2,500 feet MSL. The tanker pilot shouldadvise tanker control of the best position toconduct emergency tanking. Close radar controlwill be provided for tanker penetrations throughovercasts. Tanker control will assist in position-ing the tanker near a potential receiver and keepthe tanker informed of the low-state aircraft'sposition.

RENDEZVOUS PROCEDURE.During VFRweather conditions (day and night), the dutytanker will HAWK (closely monitor) a particularaircraft that is a potential receiver.. The tankerpilot is advised which aircraft is to be HAWKED,and he should take up a 2 o'clock positionrelative to the low state aircraft as it bolters or

waves off. The low state aircraft is directed torendezvous with the tanker, and the tanker willbe switched to the low state aircraft's frequencyat the appropriate time. The tanker pilot willreport to tanker control when the receiver isengaged and taking on fuel, when the refuelinghas been completed, and the amount of fueltransferred. The minimum altitude for rendez-vous is 1,500 feet during daylight and 2,500 feetfor night operations.

When IFR weather conditions exist, tankercontrol will coordinate the tanker and receiverrendezvous.

DUTY TANKER PATTERN.The tankerpattern is established as a racetrack patternaround the ship in VFR weather conditions. Thedownwind turn should be initiated as soon asthe receiver is taking on fuel. The tanker shouldremain within 10 miles of the ship unless specialcircumstances exist, The downwind leg shouldbe 3 to 5 miles abeam and tanking should becompleted prior to reaching a point 6 milesastern to allow for pattern entry If tanking isdone above an overcast the distance astern isincreased to allow for normal descent and CCApickup.

DIVERSION OF AIRCRAFT

The Air Operations Officer or the Air Officeris normally responsible for making the recom-mendation to the commanding officer when andwhich aircraft should and should not be divertedin the interest of safety of flight. The AirOperations Officer determines the condition ofthe navigation, communications, and lightingfacilities of the divert field prior to the firstnight or IFR recovery.

The following factors should be consideredwhen anticipating a diversion:

1. Aircraft fuel state.2. Bearing and distance of field.3. Weather at Bingo field. current and fore-

cast.4. Suitability of field for type of aircraft.5, Navigational assistance available.

.6. Aircraft mechanical condition.7. Ordnance restrictions.8: Condition of carrier deck.

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Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

9, Availability of tankers.10. Pilot performance,CATCC and CI(' must he alerted when an

aircraft is approaching .1iversion state and theyshould be prepared to take control of theaircraft as soon as it is given a divert signal.When it is determined to divert an aircraft, thepilot will he given the name of the field. themagnetic' heading, and distance to the field. Areadback of diverting instructions from the pilotor flight leader is mandatory. The controllermust advise the pilot to check gear/hook upprior to switching frequency. When appropriate,the pilot of the diverting aircraft is instructed toshift to a particular frequency for positivecontrol while en route to the diversionary field,When positive communications have been es-tablished, additional items of information suchas latest en route and field weather, altimetersetting, and position from which the diversion is

being initiated are provided to the pilot,If operating outside an ADIZ boundary, the

CIC controller will provide the pilot with thenecessary ADIZ information The appropriateGCI site must be advised of the diverted

aircraft's departure point, ADIZ penetrationpoint, time of penetration. altitude, ETE, desti-nation, and any additional information that maybe pertinent to safety of flight. CIC will main-tain a radar plot and radio monitor all divertingaircraft as long as possible and retain responsi-bility for the aircraft until positive radar handoffto GCl/ARTCC or other appropriate agency is

accomplished.Under IFR weather conditions, the pilot of a

diverting aircraft must be instructed to shift tothe appropriate FAA or other controlling agencyfrequency after the additional divert informa-tion has been issued. Once communications havebeen established with this controlling agency,the flight plan particulars should he furnished(by the pilot) including ADIZ penetration infor-mation for relay to a GCI site. If communi-cations cannot be established, as is often thecase, the pilot should file the flight plan infor-mation on the GCI common frequency,

The Air Operations Officer must insure that adivert flight plan is transmitted to the appro-priate divert airfield, and similar information tothe pertinent air defense system agency shouldan ADIZ penetration he involved. This is nor-

mally done on ship to shore radio circuits fromthe air operations office. The pilot should insurethat an arrival time is filed and sent to the shipimmediately upon landing. The Air OperationsOfficer is responsible for receipt of an arrivalreport on the diverted aircraft.

Squadron or Unit Commanders and the AirOperations Officer are jointly responsible forinsuring that aircraft performance data pertinentto diversion of aircraft is available to andunderstood by personnel engaged in the controlof aircraft,

CARRIER EMERGENCY PROCEDURE

From a control standpoint, carrier aircraftemergencies fall into three broad categories; i.e.,communications failures, navaid failures, orother aircraft systems failures. The nature ofsome emergencies requires priority and/or diver-sionary measures. The ultimate resolution ofthese emergencies involves a command decision,based upon the type of emergency and weatherconditions in the recovery area. It is imperativethat CATCC collect every pertinent detail thatmight aid in the evaluation of an emergency andkeep the command and other interested agenciesproperly informed.,

Initial control responsibility for aircraft emer-gencies rests with the agency exercising controlof the aircraft when the emergency occurs.Aircraft in a state of emergency within visualrange of the ship will normally be controlled bythe Air Officer., Outside the visual range of theship, aircraft irA an emergency will be controlledby either CIC or cATCC. Aircraft in an emer-gency situation should not he directed to changeradio frequencies if satisfactory communicationsare established.

COMMUNICATIONS OR NAVAIDFAILURE DURING AN APPROACH

Control of air traffic in the vicinity of acarrier, as well as ashore, during an emergency isbased on anticipated pilot action. Therefore, theAC aboard ship must be alert for the followingprocedures a pilot may execute in the event an

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aircraft on approach experiences navaid or com-munications failure

1: Aircraft alone.a., It' navigational equipment is available;

lone aircraft will continue approach.b. If all communications and navigational

equipment is lost, the pilot will proceed asfollows:

(1) The pilot may elect to continue theapproach by dead reckoning. Having made thisdecision, he will continue DR until 2 minutespast his expected ramp time, ane climb on thefinal bearing to VFR conditions, then fly theappropriate triangular pattern for lost communi-cations, squawk emergency, and conserve fuel. Ifbelow the overcast, the pilot may elect to fly asearch pattern to locate the ship.

(2) If the pilot elects to discontinue theapproach, he will climb on final bearing headingto VFR conditions and expeditiously join up onthe tanker or other available aircraft. If unableto join on another aircraft the pilot will fly twoleft-hand triangles, conserving fuel. Dependingupon weather at the divert field and fuel state,the pilot may elect to proceed directly to thedivert field after having climbed out on the finalbearing heading.

(3) Helicopters may continue descent to300 feet, proceed by DR until 2 minutes pastindividual expected ramp time, and then fly theappropriate triangular patterns for lost commun-ications, squawk emergency, and conserve fuel..

ACLS equipped aircraft should he alert fordata link displays and/or control. CCA finalcontrollers will transmit Mode I information tosuitably equipped aircraft approximately i0seconds after establishing lockon, provided theaircraft has not passed glidepath interceptionpoint. Mode II information will be transmittedto suitably equipped aircraft that have passedglidepath interception point.

Aircraft equipped with an operating ARA-63should, conform to the NATOPS Lost Communi-cations procedures utilizing the ARA-63 andTACAN during the recovery phase to interceptthe final approach course and glideslope., Underconditions of intermittent or erroneous TACANazimuth information, a 12 NM arc should beflown at 3,000 feet altitude. Final bearing willbe indicated by the centering of the azimuthneedle. When approach to the final hearing is

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indicated, an immediate turn and landing transi-tion should he completed in the expecteddirection of the final apy roach course deter-mined during the arc: Azimuth tracking on theinbound ARA-63 radial to the glideslope (ap-prox 8 NM) and constant glideslope to meatballacquisition can he flown.

Extreme care must be exercised by controllersand pilots using the above procedure. Thecontroller must insure positive aircraft identifi-cation prior to lockon. The pilot should crosscheck his approach with other available instru-ments (DME, altimeter, etc.).

2. Aircraft in company. An aircraft withnavigation and/or communications failure in thecompany of an escort aircraft with navigationand communication equipment in working orderwill be handled as a single aircraft in therecovery procedure.. The escort aircraft as flightleader will visually communicate with the dis-tressed aircraft.,

The distressed aircraft will assume a positionon the starboard wing of the lead aircraft..Transition to landing configuration should bemade clear of clouds, either above or below theovercast as desired. The pilot should advise thecontroller when this transition will take place.

When the lead aircraft has the Optical Land-ing System (OLS) in sight, he will visuallycommunicate a lead change and break off to theleft.

The distressed aircraft will continue a visualapproach to landing. The escort aircraft willparallel the final bearing course and maintain aposition so as to be easily acquired and berejoined by the distressed aircraft in the event ofa bolter or waveoff: Unless otherwise directed,the escort aircraft will repeat the above pro-cedures until the distressed aircraft is recovered,and then continue normal procedures for hisown recovery..

LOST COMMUNICATIONS DURINGAN INSTRUMENT DEPARTURE

If communications are lost during an instru-ment departure, the pilot should squawk modesI and III (7600). If under VFR conditions whencommunications are lost, the pilot should re-main VFR and return to the ship.

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Chapter 7 CARRIER AIR TRAFFIC CONTROL PROCEDURES

In the event that TACAN DME, is lost as wellas communications. and UHF ADF or TACANazimuth is operable the pilot should follow thefollowing procedure

Continue with prebriefed departure,. utilizeDR procedures to maintain the appropriate arcuntil reaching assumed departure radial. Proceedto approximately 50 miles (props/helo 30miles), reverse course. proceed inbound andenter overhead holding in accordance with theADF Approach Chart using the prebriefed ex-pected final bearing for proper holding orienta-tion. Conserve. monitor auxiliary receiver, andbe alert for join-up. If not joined by an escortaircraft: commence an ADF approach at EEAT,Use prebriefed expected final bearing to deter-mine outbound and ilibound tracks.

CVA Procedures

Jet and turboprop continue climb out onassigned departure radial to the assigned emer-gency altitude, unless a different altitude assign-ment from CATCC has been acknowledged, oruntil reaching 50 miles (props 30 miles). Com-mence nonstandard left hand holding between40-50 miles (props 25-30 miles): climbing ordescending to emergency altitude if necessary.,After 30 minutes. proceed inbound to thedistance prescribed for emergency marshal andarc in the shortest direction to emergencymarshal. Continue holding to commence ap-proach at assigned EEAT.

CVS Procedures

Continue climbout to assigned emergencyaltitude and distance on the assigned departureradial. unless a different altitude assignment byCATCC has been acknowledged. and enter hold-ing for a prebriefed time based on launch cycle.Then proceed to emergency marshal by climbingor descending in holding to emergency marshalaltitude and arc in the shortest direction toemergency marshal radial. Commence approachat assigned EEAT.,

EMERGENCY FOLLOWINGNIGHT/IFR LAUNCH

Should an aircraft have an emergency follow-ing a night/IFR departure and require an imme-diate landing, the departure controller shouldprovide vectors until the final controller hasacquired the aircraft on radar Every effortshould be made to retain the aircraft on thedeparture frequency until it is safely aboard,Pri-Fly and the LSO must be advised imme-diately of the emergency and the control fre-quency.

When feasible, aircraft with emergencieswhich do not require immediate recovery shouldcontinue the departure until cleared into themarshal pattern.

BASIC PROCEDURES

Controllers must be familiar with and alert forconditions and pilot actions which indicatecommunication or navigation failures. Basic con-trol procedures which may be performed, de-pending upon the situation, include the follow-ing:

1, Attempt to establish communications withand control of the aircraft.

2. Vector the aircraft as appropriate,3. If unable to communicate with the aircraft

in difficulty, attempt the following:-a. Identify it on radar and maintain a

track.b. Vector available aircraft to join up if

practicable.c. Alert the CATCC watch officer and

Pri-Fly.,d. Broadcast instructions and essential in-

formation in the blind.

SAFETY

The following section concerning safety isincluded in this chapter as this subject should beuppermost in the thoughts of all hands due tothe close association that controllers have withthe vast amounts of electrical and electronic

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equipment located within the CCA controlroom.

Safety is definitely one of the most importantareas of responsibility with which supervisorsmust concern themselves. Recognizing the po-tentially hazardous conditions associated withelectrical and electronic equipment, knowinghow to prevent such conditions or what to do ifconfronted with them, and imparting this aware-ness to personnel for whom responsible, aremajor responsibilities of all senior AC's.

The safety program may necessarily be ageneral one i.e., it must extend to every facet ofan operation and apply equally at all levels.Safety is everyone's responsibility. Unsafe condi-tions must be reported to appropriate authority,other personnel must be warned when endang-ered, any injury or evidence of impaired healthmust be reported, and in the event of anemergency or some hazardous condition, reason-able caution must be exercised appropriate tothe situation.

One approach to the safety program may beto insure that personnel are aware of the hazardsthat exist and the precautions that must betaken or observed. For example: indoctrinatethem that a 60-hertz alternating current passedthrough a man's body from hand to hand orfrom hand to foot, with gradually increasingcurrent, causes a perceptible shock at onemilliampere, voluntary control of muscles be-comes impossible at 10 milliamperes, and onesecond or more at 100 milliamperes or overgenerally proves fatal. The following precautionsshould be observed:

I. Lock and tag switches open before anyoneworks on a circuit.

2. Never bridge a fuse.3. Consider all circuits alive until proven

otherwise.4. When someone is working on high-voltage

equipment, make sure that another person ispresent that is capable of rendering assistance orfirst aid in an emergency,

5. Do not energize equipment if there isevidence of water leakage.

6. Make certain that all ground connectionsto electrical equipment are inspected andcleaned periodically and that they are notpainted or greased.

7 If use of CO2 is necessary to extinguish anelectrical fire, consider the danger of suffocationfrom prolonged exposure in confined spaces.

8. Rope off and place danger signs in hazard-ous areas.

Indoctrinate personnel that electromagneticradiation, depending upon the intensity, canproduce harmful biological effects in humans,cause spark ignition of volatile combustibles, oractuate electroexplosive devices contained inaircraft ordnance systems. The following precau-tions should be observed:

I. Minimize the hazard by increasing thedistance between the energy source and the itemto be protected or by reducing the power outputof the radiation at its source,

2.. Park aircraft employing high-power radarso that the beam is directed away from workingareas, fueling operations, and ordnance loading.

3. Post warning signs at the limits of hazard-ous areas subject to entry by personnel.

Indoctrinate personnel that all solvents willdissolve the natural skin oils and may cause skinirritation or burns and they are toxic causing aninhalation hazard to exist. The following pre-cautions should be observed::

1., Avoid prolonged or frequently repeatedcontact with skin.

2. Wear rubber gloves when using solvents.3. Work in a well-ventilated area or wear a

protective mask:

Indoctrinate personnel that carbon monoxide,a normal byproduct of all combustion engines, isa colorless, odorless, and tasteless gas which isextremely hazardous. When inhaled by an indi-vidual, it inactivates and absorbs the bloodhemoglobin, which in a very short time causesunconsciousness and possibly death.. Never allowanyone to work on or around a combustion typeengine such as power units of emergency gener-ator systems without adequate ventilation.

The safety program may not lend itself to anywell-defined system which should be followedand practiced in all situations but it must bebrought to everyone's attention frequently as 2.reminder., Any infraction of accepted safe proce-dure should be corrected and dealt with ac-cordingly..

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CHAPTER 8

ADMINISTRATION

There are many definitions of administration.Each one is probably perfectly valid and in-corporates the concept of getting things donethrough planning. supervision, direction, andcoordination of human activity, Using this con-cept as a basis, administration may be thoughtof as a means by which the ATC/OC divisionaccomplish,:s its mission.

The basic- objective of administration is verybroad: namely, effective management. Its majoroperational objectives include the following:

I. To obtain the best qualified people for thework to be done and to insure that the best useis made of their capacities in the organization.

2. To establish policies and working condi-tions that will develop and maintain the bestwork interest, satisfaction, and performance.

3. To assure value for value in expenditure offunds and quality of performance commensuratewith cost.

It is immediately apparent that administrationis not a specialized field, but is a responsibilityand function of every supervisor.

When a supervisor is given a task, he firstshould determine the objectives of the task. Heshould then organize his personnel and materialby assigning and coordinating s..i...n specificduties and functions as are necessary to reachthe objective. Finally he should administer theorganization by providing leadership, direction,coordination, and control to guide the organiza-tion toward the accomplishmmt of the objec-tive.. This would indicate, then, that organizationis the machinery of administration,

ORGANIZATION

Organization is the means by which manage-ment plans, directs, coordinates, and controlsoperations and activities. It is the division ofwork into logical groupings of functions and the

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establishment of channels of authority, com-munications, and control between the personnelassigned to the various functional groupings.

Our fast moving world with its scientific andtechnological advances and the role of ournation in international affairs have thrust uponthe United States tremendous responsibilitiesand challenges. The organization of the Depart-ment of Defense is the method by which theefforts of military and civilian personnel aresystematically coordinated to shoulder the re-sponsibilities and meet these challenges.

Senior AC's deal not only with other divisionsand departments within their own activity, butalso with various commands and offices of theDepartment of the Navy.

For a review of the organization of the DODand Department of the Navy down through theoperating forces level, refer to Military Require-ments for Petty Officer 1 &C, NAYTRA 10057(Series).

ACTIVITY ORGANIZATION

The Chief of Naval Operations is responsiblefor the organization of shore activities under hiscommand. He exercises this responsibility, inpart, by providing organizational standards andguides.

OPNAV Instruction 5451.55 (Series) estab-lishes policy, procedure, standards and termi-nology for aeronautical shore activities in thecommand line of the Chief of Naval Operations.

The formal organization structure of an activ-ity is determined by the functions to be per-formed, the personnel available to performthem, available material resources, and the man-agement policies and philosophies of the man-agement command and higher levels of author-ity.

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AIR CONTROLMAN I & C

Each activity will maintain an organizationmanual. in current status. in accordance with thestandard organization guide. This manual can bea valuable tool to st'nior NC's in determininglines of authority and responsibility. and forassistance in indoctrinating new personnel.

The top level of organization is the activitycommanding officer, variously titled Com-mander. Commanding Officer. Officer in Charge.etc. The following nomenclature in descendingorder are the components of naval air stationorganization at the lower levels:

I. Department.2. Division.3. Branch.4. Section.5. Unit.6. Subunit.AC's are normally assigned to the Air Opera-

tions Department of a naval air station. Figure8-I is a structural cnart of an Air OperationsDepartment.-

A listing of the duties and services providedby the Operations Department and the variousdivisions that normally comprise it are listed toacquaint the AC with the relationship of alldivisions.

THE AIR OPERATIONS DEPARTMENT

This department operates the airfield andprovides services to support operations of theactivity, tenant and transiting aircraft; providesfire fighting functions -both structural and fireand rescue; provides air traffic control., operatesair terminal, schedules administrative and profi-ciency flights; repairs and maintains stationground electronic equipment; stores, maintains.and issues assigned ordnance and munitions;operates firing ranges (if separate Weapons De-partment is not established): performs organiza-tional maintenance on assigned aircraft andline-servicing functions for transiting aircraft;provides organizational (prepositional) mainte-nance support equipment and organizationalmaintenance facilities for supported activitieswhere a separate Aircraft Maintenance Depart-ment is not established.

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Administrative Division

This division provides administrative servicesto the department, including: Receipt and distri-bution of mail, procurement of office suppliesand equipment; preparation of administrativeand financial reports; civilian and enlisted per-sonnel actionL. provides typing and stenographicservices; maintains departmental files and finan-cial records; performs required administrativetasks related to technical training of departmentpersonnel.

Air Traffic Control Division

This division operates the surveillance andprecision radar systems; operates the controltower and issues flight clearances; controls allphases of military flight operations within thevicinity of the activity; coordinates air trafficcontrol matters.

Flight Support Division

This division operates air terminal facilities;schedules administrative and proficiency flights;operates radar bomb-scoring equipment; oper-ates and maintains service craft; aerial target andgunnery ranges, and aircraft arresting gear; per-forms search and rescue services.

Ground ElectronicsMaintenance Division

This division inspects, repairs, and maintainsground elements of communications equipment,navigational aids. ground electronics, mobilecommunications, radar, and meteorologicalequipment.

Operations Maintenance Division

This division performs organizational mainte-nance for assigned aircraft and aircraft supportequipment; performs line servicing functions fortransient aircraft; provides nonorganizational(prepositioned) maintenance equipment and or-ganization maintenance facilities for tenant ac-tivities when scparate'Aircraft Maintenance De-partment (AMD) is not established.

Chapter 8-- ADMINISTRATION

AIR OPERATIONSDEPARTMENT

AIR TRAFFIC CONTROL

DIVISION

I

ADMINISTRATIVE

DIVISION

FLIGHT SUPPORTDIVISION

IGROUND ELECTRONICS

MAINTENANCEDIVISION

IOPERATIONSMAINTENANCE

DIVISION

AC

STRUCT FIREFIGHTING

FIRE /RESCUE DIV

IPHOTOGRAPHIC

DIVISION

TARGET/BOMBINGRANGE

DIVISION

Photographic Division

IWEAPONS

DIVISION

1WEATHER SERVICE

DIVISION

AIR TERMINAL

DIVISION

Figure 8-1.Structural chart of an Air Operations Department

This division provides photographic services,including aerial, ground, still/or motion picturephotography; operates the photographic labora-tory; performs special photographic services inconnection with air crashes, fires, investigations,and technical or service information. This func-tion may he deleted when a Fleet Photo Lab isavaila hie.

Weapons Division

This division initiates procurement of andreceives stores: maintains and issues authorized

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AC.240

ordnance, ammunition and explosives; operatessmall arms firing ranges. A separate WeaponsDepartment is prescribed at aeronautical activi-ties where weapons functions meet the criteriaset forth in OPNAV Instruction 5451.55 (Series).

Weather Services Division

This division collects, plots, analyzes, anddisseminates weather data and provides localweather information and forecasts. NavalWeather Service Environmental Detachments arelocated at Naval Air Stations And other activitiesto provide specific local support service. They

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AIR CONTROLMAN 1 & C

are organized under Officers-in-Charge whorep ort to designated FLEWEACEN/FLEWEAFAC, and are composed of trainedmeteorological personnel.

Aircraft/Structural Fire Fighting/Fire and Rescue Division

This division provides fire protection for theactivity, including structural fire fighting andaircraft fire fighting, and rescue services; investi-gates causes of fires; conducts programs of fireprevention and fire safety; operates and main-tains the arresting gear when it is not feasible toassign this function to the Flight SupportDivision,

Target/Bombing Range Division

This division supervises, maintains, and oper-ates all aerial targets and bombing ranges withinthe Activity Weapons Training complex; coordi-nates the use and assignment of the variousranges among Fleet units; prepares and dissemi-nates target/range operational data.

Air Terminal Division

This division provides ar traffic services re-quired for Military Airlift Command, logisticaircraft, and Commercial Airlines, includingmail, passenger and cargo onloadbffload: mani-festing documentation and load planning; sche-dule coordination.

Optional Functions

At aeronautical shore activities, structural andaircraft fire fighting and rescue functions will beassigned to the Air Operations Department.

An Air Terminal Division and/or Aerial Targetand Range Division may be established wheneverthese functions, are a primary task of theactivity.,

An Operations Maintenance Division underthe Air Operations Department should be estab-lished to perform organizational maintenance onall assigned aircraft and line servicing functionsfor transiting aircraft, A separate Aircraft Main-tenance Department may be established when anactivity is authorized to perform intermediate

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aircraft maintenance. When an activity performsonly limited organizational maintenance (i.e.,line servicing), an Operations MaintenanceBranch may be established under the FlightSupport Division, in lieu of a separate division.

A separate Weapons Department is prescribedat aeronautical activities where weapons func-tions meet the criteria set forth in OPNAV In-struction 5451.55 (Se.-ies).

Figure 8-2 is an example of an OC divisionorganizational chart aboard ship. Although ship-board organization is not described in theOrganization Guide, this chart indicates thechain of command applicable to AC's aboardship at the division level.

Every individual appointed as head of acomponent of organization (department, divi-sion, branch, section, etc.) is inherently responsi-ble for the effective and efficient performanceof that portion of the activity's work assigned tohis component. He is also responsible for com-pliance with applicable directives from higherauthority; leadership, training, safety, and super-vision of subordinate personnel; and proper use,care, and custody of equipment, facilities, andmaterials provided.

ATC DIVISION FUNCTIONSAND RESPONSIBILITIES

The ATC facility is composed of the person-nel and equipment used to provide ail trafficcontrol services at a naval aviation shore facility.

The ATC facility includes the personnel andequipment associated with the operation of thefollowing: control tower, approach control, ra-dar, flight planning/approval, navigation aids,lighting, and other visual aids to landing.

The officer and enlisted billet structure of theATC facility is determined by CNO. Billet titleswill depend on the ATC facility size, functionalresponsibilities, and configuration.

BILLET DESCRIPTIONS

The following billet descriptions pertain tothe administration and operation of the ATCfacility,

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SUPPLYPETTY

OFFICER

ATC Facility Officer

Chapter 8 ADMINISTRATION

OPERATIONS

OFFICER

AIR OPERATIONS

OFFICER

IASSISTANT

AIR OPERATIONSOFFICER

1

MAINTENANCEPETTY

OFFICER

01111111111.

0 CDIVISIONOFFICER 1

C D VISIONLEADING

CHIEF

0 C LEADINGPETTY OFFICER

1

DAMAGECONTROL

PETTYOFFICER

POLICEPETTY

OFFICER

TRAININGPETTY

OFFICER

ANI11111

Figura 8-2.OC division organization.

The ATC facility officer is assigned by theMel of Naval Personnel to the air operationsdepartment as the ATC division officer. He mustbe a graduate of the formal Air Traffic ControlOfficer (ATCO or GCA controllers' course andpossess a minimum qualification of basic FAAcertification (AC Form 8060-37. Airman writtenexamination report. His responsibilities includethe following:,

I, Administration and operation of the ATCfacility:

Insuring the proper coordination and con-trol of the movement of all air traffic within theATC facility area of control.

3, Liaison with NAVRLPS FAA represen-tatives. local base officials, and representativesof other agencies, commands or services on airtraffic control and airspace matters.

4. Establishment of standard operating proce-dures for the activity in accordance with applica-ble military directives and FAA rules and regula-tions pertaining to air traffic control.

5, Represent the commanding officer in theinvestigation of accidents and infractions ofregulations with which the ATC facility is

concerned.

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PuSLICATIONSPETTY OFFICER

drmon...N.

AC.241

6. Determine the operational acceptability ofall ATC electronic and communication equip-ment and coordinate through the ground elec-tronics maintenance officer the maintenancesupport necessary to assure continuous opera-tion,

7. Insure training, supervision and assignmentof all ATC personnel including ATC facilityduty officers.

8. Determine the qualification of all ATCpersonnel and recommend qualification/certification to the commanding officer/FAA asappropriate.

Assistant ATC Facility Officer

The assistant ATC facility officer will beassigned to the station air operations departmentas part of the ATC division to assist the ATCfacility officer in the coordination and coittrolof the movement of all air traffic. He is the nextsenior officer of the ATC, facility who is agraduate of the ATCO or GCA controllers'course, and as a minimum qualification musthave a basic FAA certification. This normallywill be a concurrent assignment to one of thebranch officers. His responsibilities include thefollowing:

AIR CONTROLMAN I & C

Training and supervision of AT(' personnelto insure standardization of ATC operations.

2. Supervision of all administrative matterspertaining to the AT(' facility.

3. Act as the AT(' facility officer in hisabsence.

ATC Facility Duty Officer

An ATC facility duty officer must be avail-able at all times the facility is in operation. Hemust he a graduate of the ATCO or GCAcontroller's course. possess the minimum qualifi-cation of basic FAA certification, and will bedesignated as qualified by the wmmandingofficer bawd on the recommendation of theATC facility offiver.. The ATC facility dutyofficer must he on duty at the facility wheneveroperations are being conducted during instru-ment conditions prescribed for that facility, Ifnot directly monitoring instrument operations,he must he available to all operating positionsthrough a direct inter-communication system.The duty officer must be available to man theATC facility within 15 minutes after beingalerted of pending operations under instrumentconditions. His duties while on watch include:.

I. Responsibility for the overall operation ofthe ATC facility.

2. Active supervision of personnel on watch.including military and administrative matters.

3. Keeping cognizant parties informed of allemergencies and unusual situations concerningthe control of aircraft.

4. Consulting with the operations duty offi-cer to provide technical assistance in flightclearance and ATC procedures.

Flight Planning/Approval Branch Officer

The flight planning/approval branch officerwill assist the ATC facility officer in all matterspertaining to flight planning and approval. Hisresponsibilities include the following:

1. Training and supervision of assigned per-sonnel.

2. Procurement and maintenance of requiredpublications, charts and supplies.

3, Maintenance of flight planning facilities.

Flight Planning/Approval Supervisor

The flight planning/approval supervisor isresponsible to the AT(' facility duty officer forsupervising the performance of personnel stand-ing duty in the flight planning/approval branchof the air traffic control facility. His responsi-bilities include the following:.

1. Assisting the operations duty officer incarrying out flight plan approval functions andproviding technical knowledge when required.

2. Supervising the posting and disseminationof NOTAMs.

3. Insuring that adequate aeronautical charts,publications and flight planning materials areavailable to aircrews.

4. Assisting air crews in the planning andproper filing of flight plans.

5. Supervision of the processing and trans-mitting of flight plans.

Base Operations Dispatcher

Duties of the base operations dispatcherinclude:

1. Receiving, processing, posting and trans-mitting of flight plans.

2. Coordination with other air traffic controlagencies and flight service stations regardingflight plans and air traffic control clearances.

3. Assisting the operations duty officer re-garding the handling of incoming and outgoingcommunications, aircraft flight guard and initiat-ing overdue actions.

Control Tower Branch Officer

The control tower branch officer must be agraduate of the ATCO or GCA controllers'course and possess a minimum qualification ofbasic FAA certification. His responsibilities in-clude the following:

I. Assisting the ATC facility officer in allmatters pertaining to operation of the controltower.

2. Coordinating and controlling of the move-ment of air traffic in the airport traffic area andon the airport.

3. Training, proficiency and supervision ofcontrol tower personnel.

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Chapter 8 ADMINISTRATION

4. Accepting of control tower and communi-cations equipment for operational use:

5, Recommending qualified tower personnelfor certification.,

Local Controller

The duties of the local controller are:1, Maintaining continual surveillance of the

control zone, airport traffic area and movementarea.

2. Formulating and issuing clearances andcontrol instructions to provide separation be-tween aircraft and between aircraft and vehiclesoperating under the jurisdiction of the tower.

3. Effecting coordination with appropriatepositions of operation and other facilities.

4. Providing flight assistance service to air-craft.

5. Operating airport lighting systems andvisual aids to landing.

6. Notifying cotmizant SAR agencies andcrash equipment operators of aircraft in distress.

Ground Controller

The duties of ground controller are:,I. Exercising general surveillance of the air-

port movement area,2. Formulating and issuing ground movement

clearances to aircraft and vehicles operating onthe airport.

3. Transmitting current weather and fieldconditions to departing aircraft as required byFAA Handbook 7110.8.

4. Operating dire,tion finding (DF) equip-ment when assitmed.,

5. Obtaining. issuing. posting and/or relayingair traffic control clearances or advisories whenrequired.,

6. Operating the clearance delivery positionwhen required.

Flight Data Position

The duties of the controller operating theflight data position are:.

I. Performing landline functions.2.- Posting and relaying aircraft movement

information.,3. Operating navigational aid monitors.

4. Maintaining logs and records.5. Operating alarm systems.6. Coordinating aircraft movement informa-

tion with associated facilities and agencies.

Coordinator

The duties of the coordinator are:I. Coordinating with the terminal radar facil-

ity on arrival sequencing and departure release,2. Coordinating and directing the activities of

designated positions of operation.

Radar Branch Officer

The radar branch officer must be a graduateof the ATCO or GCA controller's course andpossess a minimum qualification of basic FAAcertification. His responsibilities include the:

following:I. Assisting the ATC facility officer in all

matters pertaining to radar air traffic control.2: Training, proficiency and supervision of

ATC personnel engaged in radar control of airtraffic to ensure standardization and safety ofATC operations.

3: Coordinating and controlling of air trafficunder radar control.

4. Accepting of radar and communicationsequipment for operational use.

5. Recommending qualified radar controlpersonnel for certification.,

Watch Supervisor

Each ATC Facility will have a watch super-visor on duty at the facility at all times thefacility is in operation. He will normally be thesenior enlisted (or civilian, where appropriate)air traffic controller on duty. He shall hequalified in all positions of the facility and bespecifically designated by the commanding offi-cer., His duties while on watch include thefollowing:.

I., Responsibility for the overall efficiency ofthe air traffic control services provided by thefacility,

2.. Directly monitor or operate the positioninv31ved with the most critical or complex airtraffic control situation.

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AIR CONTROLMAN i & C

3. Supervision of all in-rate and OJT ofassigned personnel.

4. Provide technical assistance to the ATCFacility Duty Officer upon request

Approach Controller

The Approach Controller shall possess a Facil-ity Rating. His general duties, in addition tosuch supplementary duties as may be assigned,are as follows:

I, Coordinate and control the movement ofall instrument traffic within the ATC Facilityarea of responsibility.

2. Issue air traffic control clearances andadvisory information to aircraft under approachtontrol jurisdiction.

3. When radar approach control is utilized,maintain radar surveillance of assigned area andprovide radar assistance to air traffic as required.

4. Determine the interval to he used betweensuccessive approaches: taking into considerationall aspects of the air traffic control situation,including weather, runway in use, reliability ofnavaids and other approach aids, reliability andadequacy of communications, types of aircraftunder control. runway acceptance rate. and anyother factors which may affect operations.

5. Provide assistance and pnority of servicesto aircraft in emergency situations.

6. Utilize any or all other operating positionsnecessary to assist in the control of air traffic.

Assistant Approach Controller

In order to provide the maximum flexibilityof operations. the ATC Facility Officer isauthorized to modify the duties of this positionas the local situations dictate. His general dutiesare as follows:

I, Assist the' Approach Controller in thecontrol and coordination of instrument airtraffic within the ATC facility area of responsi-bility.

2. Collect and post flight data for the Ap-proach Controller.

3. Assist the other positions of operation inthe facility as required.

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Surveillance Controller

Where required. this position may he dividedinto arrival controller and departure controllerpositions. His general duties are as follows:

I. Accept control of aircraft from the ap-proach control and assume responsibility for theproper identification, control. and separation ofthe aircraft until they have reached surveillanceminimums or control responsibilities are trans-ferred to the final controller or another facilityas applicable.

2. Provide radar vectors to arriving and de-parting aircraft to insure safe and expeditiousmovement of air traffic.

3. When required: monitor instrument ap-proaches made on other facility navaids andadvise pilots of deviation from normal approachpaths.

4. Provide radar assistance to aircraft inemergency situations.

Final Controller

His general duties are as follows:I. Provide range. azimuth. and elevation data

to assist the pilot in low visibility approach tothe instrument runway in use.,

2. When required, monitor approaches madeon other facility navaids to runways served withprecision radar and advise pilots of any deviationfrom normal approach paths.

NOTL: Personnel performing controller func-tions, except for controllers in training, must befacility rated and/or qualified for the assignedposition of operation and function:

In addition, radar controllers (including radarapproach control) must be graduates of the GCAController's Course.

Flight Data Position

The duties of the controller operating theflight data position are as follows:.

I. Receiving and relaying aircraft movementinformation through various communicationsmedia.

2, Preparing flight progress strips and trans-ferring these strips to the proper position ofoperation.,

Chapter 8ADMINISTRATION

Coordinator

The duties of coordinator are as follows:1. Coordinating and regulating the flow of

traffic between operating positions of the facil-ity.

2. Coordinating with the control tower onarrival sequencing and departure release.

3, Coordinating and directing the activities ofdesignatt.d positions of operation in radar ap-proach control.

THE NAVY DIRECTIVES SYSTEM

The Navy Directives System. which provides auniform plan for issuing and maintaining direc-tives, was placed in effect I July 1952 The basicsystem has been retained since that date: how-ever, improved procedures to increase its useful-ness have been incorporated.

When directed by the Chief of NavalOperations or the Chief of the cognizant bureauor systems command, commands in theoperating forces and activities in the ShoreEstablishment will install the system followingthe standards set forth in SECNAV Instruction5215.1 (Series), the Navy Directives System.The most significant benefits derived from thisSystem are as follows:

I. The Navy-wide 1.re enables each activitywhich receives directives to:

a. Effectively group the directives on anyspecific subject and relate directives on the samesubject with other materials.

b. Have an easy method for filing direc-tives and describing them as references.

c. Differentiate between directives of acontinuing nature and those of brief duration,

d. Obtain copies of instructions to replacelost or damaged copies, or obtain complete setsof instructions upon reactivation or commission-ing.

e. Dett.. nne periodically by use of check-lists the current status and the completeness ofits set of directives.

f. Determine by the use of subject indexeswhat directives are in effect on a subject.

2. Each naval activity which issues directivesis able to:

a. Reduce the number of directives ineffect by systematically consolidating instruc-

tions which cover the same subject, by eliminat-ing instructions which duplicate, overlap, orconflict, and by promptly canceling obsoletedirectives.

b. Improve the adequacy and coverage ofinstructions and identify gaps in policy andprocedures so that directives can be issued tocover necessary subjects.

c. Eliminate duplicate writing. printing,and distributing operations.

d. Insure that recipients are sent onlythose directives which pertain to their opera-tions.

c. Improve general administration by usinga uniform system which includes reference aidsfor recipients of directives.

Directive

A directive is an Instruction or Notice thatprescnbes or establishes policy, organization,conduct, methods, or procedures; requires ac-tion or sets forth information essential to theeffective administration or operation of activi-ties concerned; or contains authority or informa-tion that must be promulgated formally.

Instruction

An Instruction is a directive containing au-thority or information having continuing refer-ence value or requiring continuing action. Itremains in effect until superseded or otherwisecanceled by the originator or higher authority.

Notice

A Notice is a directive of a one-time or briefnature with self-canceling provision that has thesame force and effect as an instruction. Usuallyit remains in effect for less than 6 months, but isnot permitted to remain in effect for longer than1 year.

Alphabetical Subject Indexes

The Navy Directives System, ConsolidatedSubject Index, consisting of unclassified instruc-tions originating in various bureaus and officesand promulgated by the Navy Publications and

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AIR CONTROLMAN 1 & C

Printing Service, is issued on 30 June. (Quarterlysupplements are also issued.) This Index is toassist addressees in identifying departmentallyoriginated instructions on any desired subject.Each current edition provides an alphabeticalguide to the subject matter of all unclassifiedinstructions by components of the Navy Depart-ment.

Directives issued by components of the NavyDepartment are addressed to many differentdistribution lists. Therefore, no specific activityreceives all the instructions included in thisIndex. However, since originators determinedistribution on a need-to-know basis, each activ-ity receives or should receive instructions onsubjects with which it is concerned. An activitymay determine whether it is an addressee on aparticular instruction by referring to the currentNavy Directives System, Consolidated CheckList.

Numerical Checklists

The Consolidated Check List is preparedannually on 30 June and should be retained foruse in conjunction with subsequent quarterlysupplements. These numerical checklists areissued to only those units and facilities listed inPart 1 and Part 2 of the Standard Navy Distribu-tion List (SNDL) in checking their master sets ofinstructions. Checklists cannot be used by activ-ities not on the SNDL and cannot be used byactivities not maintaining the master set ofdirective binders for the cognizant command.

Standard Navy Distribution List

The Standard Navy Distribution List is pub-lished to provide for the proper addressing anddistribution of mail to all activities of the NavalEstablishment, and to provide a condensedprocedure for permitting circular distribution ofcorrespondence

The Standard Navy Distribution List is pub-lished in two parts. Part 1 is a Confidential,nonregistered publication entitled StandardNavy Distribution List (Operating Forces of theNavy and Unified Commands). Part 2 of theSNDL contains the Catalog of Naval ShoreActivities. This part (nonregistered and unclassi-fied) contains the official list of shore activities

of the Naval Establishment: The term "shoreactivities of the Naval Establishment" includesactivities of the Shore Establishment and shoreactivities assigned to the Operating Forces.

FILING AND DISPO-SITION OF RECORDS

The main objective of any filing system is toinsure ready location of any correspondencewith a minimum amount of effort and loss oftime. As a leading petty officer of an ATC/OCdivision, the ACI or Chief may be responsiblefor establishing and/or maintaining an adequatefiling system for the division.

Details of file arrangement within any activitydepend upon the mission of the activity and onthe volume of official correspondence generatedor received, There is no limit to the possibleexpansion under the Navy subject classificationsystem, yet the system is equally adaptable tothe needs of small offices. Files of the compon-ents of the Navy Department, for instance,occupy hundreds of cabinets; those of a divisionoffice may be kept in one or two cabinets. Yetthe same general headings are used for both, Thedifference lies in the number of subdivisionsunder each major group..

Navy Filing System

The Navy filing system (used by the entireNavy) is the Standard Subject ClassificationSystem for the filing of records, correspondence,and other documents. This system is set forth inSECNAV Instruction 5211.3 (Series).

The standard subject classification numbers(outlined in SECNAV Instruction 5211.3 (Series))used in the Navy for filing all correspondenceand directives consist of 13 major subjectgroups. Each of these major subject groups isdesignated by a 4- or 5-digit numeric code.,These major subject groups are as follows:,

1000 Series . Military Personnel2000 Series . , . . , Communications3000 Series Operations and Readi-

ness4000 Series . , , , . Logistics5000 Series . General Administration

and Management

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Chapter 8ADMINISTRATION

6000 Series Medicine and Surgery7000 Series , , Financial Management8000 Series , . Ordnance Material9000 Series Ships Design and Ships

Material10000 Series . . General Material11000 Series , , . . Facilities and Activ-

ities Ashore12000 Series Civilian Personnel13000 Series Aeronautical Material

Small activities may adapt this system to theirneeds by preparing file folders for a minimumnumber of major subjects and arranging materialwithin these folders according to the classifica-tion number assigned.. Files may be expanded byadding more file folders as require& The filenumbers originally assigned to the records re-main pertinent and need not be changed, Thismakes expansion logical and easy.. Large activi-ties may adapt this filing system to their needsby preparing folders not only for the majorsubject groups but also for the primary andsecondary groups.

The 13 major subject groups are subdividedinto primary, secondary, and sometimes tertiarybreakdowns. Primary subjects are designated bythe last three digits of the major subject groupnumeric code. For example, the major subject ofGeneral Administration and Management, coded5000, is subdivided into primary groups asfollows:,

5000 , , General Administration andManagement

5200 , , , Management Improvement5300 . . Personnel5400 , . . , . Organization, Function, Status,

etc.

Primary subjects are subdivided into second-ary subjects by the last two digits of the numericcode. Tertiary breaks are indicated by the finaldigit. For example:

5200 Management Improvement5210 Office Methods and Records

Management521 1 Files and Records Systems

Additional information pertaining to classify-ing and filing correspondence and other docu-ments by subjects may be found in SECNAVInstruction 5211.3 (Series).

Establishment andMaintenance of Files

The following are factors contributing to theestablishment of an efficient filing system:.

1, Organization of a correct system.2. Setting up correct file subjects in folders.3. Correct classification of all incoming and

outgoing correspondence.4., Modification of the system as required,5, Thorough indoctrination of personnel

maintaining the file.With a filing system correctly established, it is

possible for anyone with a general knowledge ofthe Navy filing system to locate a particularpiece of correspondence speedily and conven-iently,

Filing equipment will vary depending uponneed:, of the division. Some of the most com-mon are visible files and file drawer cabinets.The visible files are those in which cards, sheets,or strips of paper are arranged so that themargins can all be seen at one. These arefrequently used to file AC data cards, forinstance. The file drawer cabinet is used exten-sively for general filing purposes. It uses stand-ard size filing folders with tabs for printingsubject classification numbers to provide forvisual sighting and easy location. (See fig. 8-3.)

How important are the records of the divi-sion's files? Important enough that Congresshas passed laws governing their disposition andfixing penalties for their unauthorizeddestruction.

Though sometimes monotonous, all tat .sconnected with files, including their disposition,must be taken seriously, Decisions whether tosave or not to save cannot be avoided by simplysaving everything. Sooner or later, filing cabinetsbecome overfull and something has to be done.,The key to the filing is to be able to tell whatshould be held in the files and for how long, andwhat should, or must, be destroyed or trans-ferred for preservation.

Basic Government legislation covering recordsdisposal defines Government records essentiallyas follows: All documentalry material, includingbooks, papers, maps, and photographs, made orreceived by an agency of the U.S. Governmentin connection with the transaction of publicbusiness and appropriate for preservation.

AIR CONTROLMAN 1 & C

Figure 8-3.Visible files and file drawers.

Navy Regulations defines Navy records as"Copies of all official correspondence sent andthe originals of all official correspondence re-ceived, and such other correspondence as will or

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may become the subject of future reference oraction." Additionally, official correspondence isdefined as "All recorded communications sentor received by a person in the Naval Establish-

Chapter 8 ADMINISTRATION

ment in the execution of the duties of hisoffice:" Nonrecord material, then. may be de-fined as any material which serves no docu-mentary or record purpose or. in other words. itis material that just is not worth keeping exceptfor a limited dine.

It is quite possible that very little of thematerial in the division office tiles would heclassified as official records. It is not alwayspossible to draw a distinct line between recordand nonrecord material and apply a hard andfast rule, The disposition of the majority ofrecords that the ATC/OC division would keepare referenced in official instructions.

The following is a partial listing of logs andrecords common to air traffic control. Thecomplete Navy system of records disposal is

found in SECNAV Instruction 5212.5 (Series).1, Traffic control records relating to the

internal control of air and space traffic andrecords relating to the supervision of clearanceand other traffic control records -retain for 6months.

2. Operations logs accumulated by the oper-ations department of flight activities includingcontrol tower records retain for 6 months.

3, Daily flight logs of visiting aircraft retainfor 6 months after date of last entry or after logis filled:

4.. Aircraft clearance and arrival reports (pro-gress strips)-retain for 3 months.

5, Flight plans (DD- 175) and weather forms(DD-175-I) -retain for 3 months. (OPNAV3710.7 (Series).)

6, Completed flight schedules retain for 3months.

NOTE: By agreement between FAA andDOD, military flight plans filed directly withFAA FSS's will be retained by them for 15 daysand then forwarded to the home station indi-cated on the flight plan. Flight plans forwardedto naval shore installations by FSS's are retainedin the operation department files for a period of3 months after which they may he destroyed.

6. Correspondence, copies of reports, andother records relating to the internal operationand administration of air and space trafficretain for 2 years.

7. Weight and balance clearance form(DD-365F)--retain originals 3 months.

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These records are considered temporary andshould be destroyed after the prescribed reten-tion period.

There are two ways that records which haveoutlived their current value may be disposed of:(1) local destruction, or (2) transfer for laterdestruction or, if records are permanent, forpreservation. To insure that handling of recordsis consistent and is not left to chance one officeris usually assigned the duty of coordinating allrecords disposal aboard an activity, either shipor station. This officer would then take chargeof the physical disposition of all official recordsthat have been designated for either transfer ordestruction. Most unclassified material in thedivision files would not require transfer but is ofthe type that may be destroyed in the office.Classified items must be destroyed by burning inaccordance with current security regulations. Atsea, unclassified records as well as those classi-fied should be burned.

The General Services Administration is re-sponsible for general procedures, both for dis-posal of Federal Government records and forreproduction of them. Seventeen Federal Rec-ords Centers have been established at locationsconveniently accessible to the various districtsand ocean areas. The Administration Office,Navy Department, is the Navy's liaison withFederal Records Centers.

PERSONNEL TRAINING

The object of a training program is to increasethe usefulness of an individual to the organiza-tion and to provide a climate and career incen-tives that will retain high caliber personnel: Themany complex functions of controlling aircraftoperations may be successfully accomplishedonly by integrated action of several individualsworking together as a team. With these two factsin mind, it would be safe to say that trainingprograms must provide for both individual andgroup training.

In this section it is intended to present someof the administrative aspects of the divisiontraining program: i.e., scheduling, recording ac-complished training, and reporting to higherauthority.

AIR CONTROLMAN I & C

First, the ship or station will have .1 grainingprop-am in effect as directed by higher author-ity It normally consists of nonprofessionalsubject matter: that is to say, subject mattersuch as military duties and responsibilities ormoral attributes not technically required withinthe AC rating. The Educational Services Officer,through the chain of command, will normallyinstruct the division training petty officer con-cerning subject material and required applicationto division personnel.

The training petty officer will normally estab-lish and maintain the training program from theprofessional standpoint, for the division. Thedesired effect is to increase the individual's valueto the division and retain high caliber personnel.Therefore, training must be directed towardqualifying air traffic controllers to maintain thedesired level of controller personnel and to helpindividuals qualify and advance as rapidly astime requirements and their willingness andability to accept more responsibility will allow.

It is obvious that one man working alonecannot set up and execute an entire trainingprop-am. The training PO, therefore, must selectinstructors from within the division to assisthim. The ideal situation would he to have severalqualified instructors in each watch section tomaintain the formal instruction situation. How-ever, the ideal never seems to exist, This placesanother large requirement upon the training PO.He must locate and train, if necessary, qualifiedinstructors. This might be considered the mostimportant link in the chain of events over whichthe training PO has control. If the instructors arenot interested, motivated, and well trained,chances are that the subject material will notreach the trainee because of one of variouspossible reasons, Therefore, the time spent inthat particular training situation may he wasted,or if there is a complete lack of interest ornecessity for the maerial concerned, the instruc-tor may "gundeck" the local record with a netresult of production of useless paperwork. Thismay not be apparent immediately, but it usuallystands out when evaluated in terms of thefollowing questions

How many personnel made rates last time?2, How smooth is the operation of the local

facility when the weather is had and trafficheavy?

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3. What is the general attitude or morale ofthe division personnel?

Sonic of the problems the training PO mustconsider when compiling a training schedule areavailability of people, an appropriate placewhere formal training can be accomplished, andthe applicability to the various rates.

The schedule must be flexible since mostATC/OC personnel are watch standers withvariable working hours. If at all possible, thetraining should be conducted during the watchwhen traffic will permit.. There will be times,however, when watch standers will be requiredto attend training sessions even though they areoff duty. The schedule should be simply statedand easy to follow, The general scheduled timesfor training will depend almost entirely upon thetype of watch bill the division is working. Theactual time of training is usually left to thediscretion of the section leader within a specifictime frame to allow optimum managementpractice.

Most facilities have a ready room available forformal training purpose use. If such a room isnot readily available, then the training PO willhave to make other arrangements for appro-priate space. This may not seem very important;however, it has been proven over and over thatthe trainee will learn faster and retain more ifthe physical environment provides reasonabletrainee comfort If it is necessary to scheduleand conduct training, then it should be neces-sary to consider every po -able asset to effectivepresentation of the program.

The basis for applicability of each part of thetraining program to the various ratings should bethe Record of Practical Factors, NAVPERS 1414/1(AC). Few people realize the importance ofpractical factors to the individual. The basicdecision factors for what will be taught in theservice schools, what will be published in theRate Training Manuals such as this one, andwhat will he covered by the fleetwide ratingexams are covered in the Record of PracticalFactors. If, then, the 14 I 4/1 (AC) is thoroughlyreviewed and used as a basis for determining thesubjects to be taught in a formal trainingprogram, it would he logical thzt a trainee couldreceive considerable assistance in advancementand increase his value to ine Navy by undergoingsuch training.

Chapter 8 ADMINISTRATION

Keeping records of training is necessary as areference for each individual concerned and forpreparing reports of training accomplished. Atraining report for the division is accomplishedin accordance with local directives, so that itblends into a department training report, Adepartment training officer should be availablefor assistance with this report if needed. Variousforms have been devised for recording trainingwithin a division; however, some use no formbut merely handwritten reports. Figure 8-4 is anexample of one facility's form for recordingtraining within the section to submit to thetraining PO and reference for recording trainingreceived on an individual's training record, Arecord of training for each individual should bekept in the division files. One handy andpersonal way to accomplish this is to keep afolder for each man for record purposes andpersonal use: This individual training recordshould contain a record of practical factors, arecord of all formal training received, and otherlocal qualifications such as designation of PARIFR controller. Figure 8-5 is an example of anindividual training folder and contents.. Thistype recordkeeping allows the training PO tohand over the folder to the individual upontransfer so that he can show it to the newtraining PO at the next duty station andcontinue the process indefinitely,

Job Rotation

The practice of rotating men though thevarious phases of their rating is recognized asbeneficial to the men and hence the Navy. Aplan of rotation may be worked out coveringseveral months by each section. The rotationschedule should show relief of mess cooks andcompartment cleaners where necessary, Thisadvance notice of such assignment and knowl-edge of what he will do when he returns to thedivision may help combat the feeling of manyyoung men that they have been abandoned oreliminate the common belief that it is punish-ment for the individual concerned: By use of arotation schedule the training PO can help theindividual progress in knowledge and applicationof his acquired knowledge as he advances.Additionally, with periodic rotation, an indi-vidual is presented with challenges of new jobs

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and phases of the rating, and he is less likely tobecome disinterested and dissatisfied with hisjob and consequently the Navy,

Testing

The overall effectiveness of a training programwill be indicated by the proficiency with whichtrainees perform their various tasks, by thedemonstration of their understanding of thesubject matter, and by the results returned fromthe rating exams. However, testing should not beoverlooked as an important teaching tool and asa short term evaluation of the program progres-ses.

The most difficult thing about testing is thejob of compiling a test containing valid andthought-provoking questions. Since this jobmust be performed by the instructor, it may beone of the reasons that this method of teachingand evaluating is overlooked in many instances.A well-prepared test can generate lively discus-sion, instill a competitive spirit in the trainees,and provide them with a sense of accomplish-ment if they do well or an indication of areaswhere additional study is needed if they dopoorly.

RESOURCES MANAGEMENT

Resources management systems are a series ofsystems designed to promote better managementthroughout the DOD by providing managerswith improved means of obtaining and control-ling resources required to accomplish missions,

Within the Department of the Navy, planningand programing are major functions of theOffice of CNO and Headquarters, U.S.M.C It isthrough the proper execution of these functionsthat the effort of the entire Navy Department isinitially guided and subsequently controlled.

Navy programs are in general developed alonga well ordered and clearly defined pattern,Requirements are identified, validated, and plan-ned; plans are translated into programs; andprograms are translated into budget requestswhich, upon approval, provide the dollars toproduce the men, equipment, and facilitiesneeded to satisfy requirements.

Budgeting is usually decentralized at largeactivities; that is, those composed of a number

AIR CONTROLMAN 1 & C

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AIR CONTROLMAN I & C

of departments. At such an activity, the com-manding officer normally issues a budget call forthe vanous activity components to develop theiroperating budget estimates and supporting data.-In the budget call he communicates policydecisions, assumptions. and instructions basedon guidance he has received through commandchannels, together with his projection of localprogram and workload objectives.

In preparing his budget. each department headtranslates the planning information into appro-priate budget elements for each division orfunction under his management.- He then assignsa realistic dollar estimate to each with the totalrepresenting his department's estimate, Com-pleted departmental estimates are usually for-warded first to the activity comptroller foranalysis and review by his staff. The comptrollerthen presents them to tilt! commanding officerand offers such recommendations as he con-siders necessary, Senior AC's may be called uponto furnish a realistic estimate of division needswhich the department will use in formulatingthe departmental estimate,

The operating budget prepared by the activitysets forth the anaual plan of operations, It is thecommanding officer's estimate of the totalresources required throughout the year forperformance of the activity's mission. The bud-get as approved by proper authority sets forththe actual resources available, and it is againstthese amounts that performance and expendi-tures are evaluated.

Operating target amounts will be approved bythe commanding officer and allocated to indi-vidual departments, These amounts should notbe exceeded by the target holders unless properauthorization has been made by the command-ing officer:.

Fund authorizations are administratively con-trolled through the issuance of job orders. Alllabor and materials charges arc identified by joborder. The job order is the means by whichexpenditures are accumulated for cost analysisand for charge to the proper appropriation,Current accounting directives require that thecost of military labor he included in the budgetestimates and execution.

Budget holders are required to make a month-ly report of military services. Therefore, somemethod of timekeeping must be implemented

140

4 ,1

locally to allow accumulation of the figuresnecessary for the report.- One such method usedfrequently is the exception method; that is. onlythe exception to normal is reported.- The basicpremise for such a system is that a predeter-mined normal job order number is assigned tomilitary labor. timekeeping is accomplisheddaily, and a weekly report of exception data ismade.,

Each department should designate timekeep-ers and coordinators as necessary for accuratedaily recording. The coordinator would be thedivision level petty officer assigned this task.The normal would be a 40-hour week. Thecoordinator would record absences of I hour ormore. including TAD. leave, etc., and reportthem as an exception. Then the departmentcould, with the curimt hourly rate of pay.compute the cost of military services. comparethe actual cost against the approved budget; anduse current data for future estimates.

Collateral Equipment Requirements

Collateral equipment in this section refers tofurniture, furnishings, appliances, and equip-ment which an ATC division makes use of in theassigned working spaces. Senior AC's mustnecessarily concern themselves with the requiredamount and condition of collateral equipmentused by their division. Availability and goodcondition of proper furniture and equipment arefactors contributing to proper attitude andmorale of junior personnel.

As stated previously, funds are requestedbased on future needs and requirements. Eachstation has local instructions which outlineprocedures for submitting requirements for col-lateral equipment. This is accomplished at thedepartment level to the station comptroller atvarious times during the fiscal year. Senior AC'sare in a position to recognize the need for futurerequirements and replacement of aging equip-ment. These needs must be made known to thedivision officer for coordination with the depart-ment head so that the requirements can heincluded in the latter report of equipmentrequirements. Again, conditions change due tothe period of time between request and receiptof funds: hence requirements may not always befilled as planned. These requirements are not

Chapter 8 -ADMINISTRATION

automatically carried over into the next report-ing period but must be restated.

The comptroller's office maintains records onall accountable equipment aboard an air station.At certain intervals, inventories are conducted tokeep the records of the equipment current. Ifequipment is broken or lost, the departmenthead and division officer in whose spaces theequipment was located must initiate surveyaction to determine cause and recommend req-uisitioning action required by the results.

Requisitioning

The Navy has already purchased most of thematerial and supplies needed by activities. Theprocedure for requisitioning supplies may varybetween stations. Most large air stations have astorekeeper assigned to the operations depart-ment or one indivi,tual trained by the supplydepartment for the actual completing of thestandard requisition, DD form 1348. A relativelynew concept of providing office and generalsupplies is the SERVMART system, TheseSERVMART's resemble a private self-servicestore. The petty officer responsible for maintain-ing supplies determines what is needed, obtainsthe approval from the officer within the depart-ment authorized to approve such expendituresby obtaining a signed DD form 1348 for anamount not to exceed the total cost of thesupplies needed. The supplies may then bepicked up at the SERVMART and the actualamount of purchase recorded on the DD form1348., The various copies of the form aredistributed to the necessary individuals so thatthe amount of the purchase can be chargedagainst the funds allocated to the departmentand the station.

Of course every need cannot be satisfied bythe SERVMART system. When the requirementexists, a properly completed DD form 1348must be submitted through the supply depart-ment so that they can order what is required, Inorder to procure exactly what is needed whenrequisitioning supplies, the correct Federal stocknumber is required,

Plant Property Accounting

Plant property is all Navy-owned and Navy-controlled real and personal property of a

141

capital nature located in the Naval Shore Estab-lishment.

Plant property is divided into four classes:Class 1 (land); Class 2 (buildings and improve-ments); Class 3 (equipment, other than indus-trial plant equipment); and Class 4 (industrialplant equipment). It is around these classes ofproperty that the inventory control system forplant property is built.

The inventory control system for plant prop-erty is designed to provide controls essential forcompliance with statutory and DOD require-ments concerning Government property, It pro-vides for Navy-wide collecting, compiling, re-cording and reporting of plant property informa-tion. The system meets the objective of furnish-ing factual information on capital equipment toboth financial and technical management, Byrequiring a reconciliition with funds expendedfor plant property, the system also insures thatall such property in the Navy is accounted for.

The fiscal officer at each activity is chargedwith the establishment and maintenance of plantproperty account records. He must institutelocal procedures to insure compliance withdirectives and instructions issued by higherauthority.

Department heads at each activity are respon-sible for plant property under their custody, Inaddition they must assist the fiscal officer inobtaining technical descriptions of plant prop-erty; affixing identification plates and decals onthe property; determining the estimated life ofproperty.; reporting acquisitions, dispositions,transfers, and surveys of plant property; andconducting physical inventories.

FORMS. RECORDS, AND REPORTS

The Navy Stock List of Forms and Publica-tions, NAVSUP 2002, contains a complete numer-ical listing of all available naval forms andpublications distributed by the Navy andstocked for issue.

NOTE:, There are a few exceptions to theabove statement such as Aeronautical Charts andPublications discussed earlier in this manual.,

Section I of the stock list is a generalintroduction in the use of the publication.Instructions for the breakdown of the columnarheadings as they appear in the stock list,

AIR CONTROLMAN 1 & C

requisitioning instructions. etc., which if care-fully studied should help determine the correctprocedure for ordering the necessary forms andpublic itions required for administrative func-tions.

The remaining sections of the stock listcontain fon-,is and publications which have beencategorized on the basis of departmental spon-sorship and/or functional usage. For example,section II contains forms used by the Navy. Insection II can be found the NAVTRA Form1414/1, AC Record of Practical Factors, andOPNAV Forms 3722/1 and /2 used when submit-tins OPNAV Report 3722-1. Section VIII, parts C& D, contains aeronautical manual and letterpublications such as technical manuals for spec-ific radar equipment. AC's may be interested inthe operator's section of these manuals.

All training and instructional-type publica-tions and training aids are contained in sectionXIV. Included within this section are ratetraining manuals, correspondence courses, train-ing pubs. etc.

The Naval Trailing Support Command lo-cated at Pensacola, Florida is responsible for thismost important phase of training.

Aviators Flight Logbook

The Aviators Flight Logbook currently in useis OPNAV Form 3760-31., This book is boundwith a navy blue cover., Each naval aviator, navalaviation pilot, naval student pilot, and navalflight officer possesses a currently maintainedAviators Flight Logbook.. Possession of such alogbook by other personnel on duty involvingflying is neither required nor prohibited. Eachduly issued Aviators Flight Logbook is con-sidered to be the personal property of theindividual who is currently, or in the past was,required to possess it.

AC's aboard ship assigned to the Air Opera-tions branch of the OC division may be requiredto assist the ship's pilots in keeping theirlogbooks current. Instructions for coding theflight to indicate classification of flights areincluded in the front part of each logbook.Additional information may be found in thecurrent OPNAV Instruction 3710.7.

Manpower Authorizations

With the evolution of the Resources Manage-ment System (RMS), it is essential that eachcommand have cognizance of all resources re-quired to perform its mission.

The terms "Allowance" and "Complement"which were previously used as expressions ofnaval military manpower are no longer in use."Allowance" has been changed to "Billets Au-thorized" and "Complement" to "Organiza-tional Manning."

BILLETS AUTHORIZED.This term refersto billets approved by the CNO for currentoperating conditions and may, depending on themission of the activity, represent full organiza-tional manning or some level of conditionalmanning.

ORGANIZATIONAL MANNING. This termrefers to the delineation by individual billets ofthe minimum quantitative and qualitative officerand enlisted needs essential to performance ofthe mission and required operational capabilitiesprescribed for a fully ready unit.

CONDITIONAL MANNING.This term re-fers to any reduction, quantitatively or qualita-tively, from organizational manning. As expres-sed in individual manpower authorizations, con-ditional manning will reflect two specificlimiting conditions:,

1. Hies which arb required for organiza-tional manning but which will not be authorizedunder conditional manning.

2. Specific associated functions which will bereduced or deleted in conjunction with thereduction in authorized manpower.

MILITARY MANPOWER CLAIMANT.De-fined as a command, bureau, or office in theadministrative chain of command assigned re-sponsibility by the CNO for management ofmilitary manpower requirements of assignedactivities.

Commanding officers are responsible forkeeping their military manpower claimants in-formed regarding the manpower situation andfor insuring that the number of billets, includingskills, paygrades, and special qualifications, re-flected in manpower authorizations are theminimum military requirements necessary tosupport the mission, tasks and functions of thecommand.

Chapter 8 ADMINISTRATION

In order to insure optimum manpower utiliza-tion, each commanding officer should periodi-cally re\ mew and evaluate his manpower authori-zation, including mobilization requirements and.when appropriate', recommend changes to Ins,military manpower claimant via the chain ofcommand as outlined in OPNAV Instruction1001.6 (Series).

All requests for changes to manpower authori-zations will be submitted on the ManpowerAuthorization Request (OPNAV Form I 000/4A),(See fig. 8-6. )

Change requests should he submitted a mini-mum of 10 months prior to the effective date ofthe desired change. This lead time is required topermit sufficient time for review at the variousechelons of the chain of command, for adequateconsideration by the Chief of Naval Operations.and for orderly re' ,once' by personnel distribu-tion authorities..

Senior AC's should periodically review thatportion applicable to the ATC facility forpossibly better utilization of manpower andwhen necessary initiate action for changes to theManpower Authorizations.

In reviewing Manpower Authorizations, it is

of the utmost importance that the need forincreases or reductions be considered and alsothat reviewers insure that the skills reflected inthe Manpower Authorizations are valid.

More detailed information relative to Man-power Authorizations can be found in OPNAVInstruction 1000.16 (Series).

Enlisted Distribution andVerification Report

The Enlisted Distribution and VerificationReport, BUPERS Report 1080-14, is a reportcommon to the activity and the distributionalauthority., It is a basic decision document whichis used by the distributor to determine theactivity's enlisted personnel status and require-ments. The report is normally held m theactivity personnel office. Senior AC's shouldreview this monthly report periodically to insurethat all the information contained on the reportis correct. If an error is found; it should hebrought to the attention of personnel so thatthey can initiate change action The report is amachine printed report that contains a consider-

able amount of information about individuals inthe di% ision. For a breakdown on the codesystem used in the report, refer to chapter 6 ofthe Nasal Manpower Information System Man-ual, NAVPERS 15642.

Figure 8-7 is an example of SUPERS Report1080-14, showing a partial listing of Air Con-trohnen at an air station.

Enlisted Duty Preferences Form

All personnel must submit an Enlisted DutyPreferences Form (EDP), (NAVPERS 1306/63)asillustrated in figure 8-8.,

This form is to be completed 10 months priorto the prospective rotation date (PRD) orexpiration of active obligated service (LAOS),whichever is sooner and when preferenceschange

The EPD Forms are utilized by the Chief ofNaval Personnel for tilr orderly and efficientdetailing of naval personnel.. They aie mostimportant to the individual in that they are theonly information furnished to the Air Control-man detail officer concerning the individual'sduty choices and other pertinent assignmentdata.

The EDP Form should be tilled out by theindividual concerned. Senior AC's must assisttheir men since they may be unfamiliar with thevarious schools available or may want informa-tion about a particular duty station to determinetheir choices.

The 1:2nlisted Transfer Manual (TransMan),NAVPERS 15909 (Series) contains detailed infor-mation regarding the completion and submissionof the Enlisted Duty Preferences Form.. Furtherinformation may he obtained from your En-listed Personnel Office.

Air Traffic Activity Report

Commanding officers of shore activities oper-ating AT(' facilities are required to submit anAir Traffic Activity Report semiannually as of30 June and 31 December. This report isassigned the report symbol 3721-13., The reportis accomplished by completing OPNAV Form3721/12 shown in figure 8-9. Air traffic activityat satellite airfields (OLE and ALF) is reportedby the parent activity.,

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,s1r,4 4 mot,ENLISTED DUTY PREFERENCES RAVERS 1144317 la

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AC.247Figure 8-8.Enlisted Duty 'references Form.

146

Chapter 8 -ADMINISTRATION

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147

15Z

AC.247

AIR CONTROLMAN 1 & C

AIR TRAFFIC ACTIVITY REPORTREPORT SYMBOL OPNAV 3721 -15°PRA,. FORM 7721/1216.701 ?Soo OOOOOOO side FO, Iftstructiona)

TO ZWIEF OF NAVAL OPERATIONSRACE 2EPARTNERT45w44T011, 2 C 20520

i REPORT PERIOD

January-June 19732 NAME OF ACTIV'TY SUBMI,TING REPORT

NAS MIRAMAR

3 LOCATION IDENTIFIER

NKX4 NAME OF AIRFIELD T1415 REPORT

MITSLEER FIELD

5

AIRCRAFT OPERATIONS

MILITARY L.V;,

TOTALNAVY/MARINE CORPS

OWESMILITARY

AIRCARRIER

GENERALAVIATION

IFR12,11' 656 35

12,808

VFR25,613 10,151 23 35,787

TOTAL 37,-30 10,807 35 23 48,5956

RADAR APPROACHES-

T

ACLS APPROACHESMODE I MOOS IA MODE II MODE III TOTAL

751 520 130 22019 REMARKS

APPROVED BY , NAPA, 're. en4 clocr,e 1

B.G. WHEEL, LCDR, U&N

4,11.,(AtztBY DIRECTION, ATC FACILITY OFFICTR, NAS MIRAMARcopy TO

FEDERAL AVIATION ADMINISTRATIONvonwiClon AND STATISTICS DIVISION

OFFICE OF MANAGEMENT SYSTEMSmasH.NoroN, o C 20! 90

-11MINIMEIMEW

AC.248Figure 8-9.OPNAV Form 3721/12.

148

153

Chapter 8- ADMINISTRATION

Vanous uses of the intormation required by,this report, such as budgetary, statistical: ortrend in fOrmation, are made. bv both CNO andF \A therefore' . L'OpN of the' report is sent toFAA I dell tacility must keep records of .1trcraftoperations religiously to insure accurate data forthe report I he' instructions for completingOPNAV Form 3721;1 2 are included on the hackof the' form The instructions include the' follow-ing definitions of terms for the purpose of thisreport and standrdiiation of record keeping

I. Aircraft Operations Count aircraft opera-tions as follows

a Count an arrival or departure as oneoperation.

b Count aircraft touch and go landings astwo operations..

c. Count an approach followed by a wave-off as two operations. e.g..; field carrier landingpractice' or practice instrument approaches tonuninunn,decent altitude or decision height

d Count each aircraft which transits thecontrol area of jurisdiction and is provided AT('services as one operation.

e. Count aircraft operating In a formationas a single aircraft except when the formationbreaks up into smaller formations or singleaircraft. When this occurs. count each additionalformation or single aircraft as a separate aircraftoperation.

2.. Instrument flight rules operations. An IFR,operation is the handling by an AT(' facility ofthe arrival or departure of an 'iii raft operatingin accordance with instrument flight rules or theprovision of IFR separation from other aircraft.Instrument operations must be counted when-ever aircraft are provided IFR separation regard-less of the existing weather conditions or thetype of flight plans..

3: Visual flight rules operations. A VFRoperation is an aircraft operation conducted inaccordance with visual rules. except when theaircraft is being provided IFR separation fromother aircraft.

4. Radar approaches, Any surveillance orprecision radar approach to a landing, missedapproach., or waveoff. Lach approach executedmust he counted; regardless of the flight rulesunder which the aircraft is operating or theexisting weather conditions,

149

1)4

5. Automatic Limier landing system ap-proaches. Activities with ACLS capability mustreport approaches and the mode of approachutiliied in the appropriate spaces on the form.

NAALS Program

Naval Air Traffic Control, Air Navigation Aidsand Landing Systems INAALS) program is thesubject of OPNAV Instruction 3721.5 (Series).The' purpose of the instruction, and hence of theprogram, is to promulgate policy and guidancefor planning, programming and implementationof ATC, navaid, and landing system equipmentat Navy and Marine Corps aviation activitiesashore and afloat.

It is necessary for operating commands tocontinually review their NAALS operationalcapability to identify needed improvements. Theneed for an improved operational capability atan activity may be identified by any commandresponsible for supporting aircraft operations,by the Chief of Naval Material (('NM), by CNO,or may be imposed by FAA regulations. Theneed may stem from a technical deficiency inthe installed equipment or from an operationaldeficiency that limits or derogates the opera-tional capability of the AT(' facility to supportthe mission and tasks assigned the aviationactivity. The relief of these deficiencies mayrequire additional or substitute equipment orthe development of new equipment.. Further, aneed for an improved capability may arise fromprospective rulemaking by the FAA which re-quires advanced planning it the Navy Depart-ment level.

Two formats are established as enclosures toOPNAV Instruction 3721.5 (Series), titledNAALS Operational Capability ImprovementRequest (OCIR) and Master ImplementationPlan (MIP), The OCIR, which Is a typewrittenformat, delineates the deficiency, required oper-ational capability, solution, and relative priority.in that order, that is submitted as a request forimproved operational capability, The MIP is theresponsibility of CNM which shows the opera-tional requirements and protTained equipmentsfor the entire Navy and is revised semiannuallyfor use by CNO, OCIR's having sufficientjustification and not involving research and

AIR CONTROLMAN 1 & C

development may be reflected as revisions to theMIP, thereby becoming part of the implementa-tion cycle. This determination is made by CNO;however, in many instances that office dependsupon Wetter information from the aviationactivities- -hence the personnel who man andoperate them.

Commanding officers of aviation activitiesashore and afloat must review the NAALSoperational capability of their respective activ-ities on a continuing basis. Whenever a NAALSdeficiency is identified pursuant to this review, aNAALS OCIR is completed and submitted toCNO (OP -53).

Frequency Usage Report

The radiarequency spectrum has becomeincreasingly congested as a result of the develop-ment of electromagnetic equipment and anincreasing international requirement for radio-frequencies.

Frequency utilization data is the most valuableevidence to justify retention and to manageexisting frequency resources. The Military Com-munications-Electronics Board,. Joint Chiefs ofStaff. has directed that frequency usage informa-tion be provided by the military services forinclusion in a Joint Radio Frequency Manage-ment Program.

U.S., Navy and Marine Corps activities andships utilizing rathofrequencies for communica-tions purposes must prepare a Frequency UsageReport, OPNAV Report 2400-1.

The Communications Department normallyprepares this report. However, senior AC's arefrequently called upon to assist in its prepara-tion by providing an accurate estimate of fre-quency usage for air traffic control at thefacility. Complete information on this report isfound in OPNAV Instruction 2400.7 (Series) andJANAP 195, plus information on how to getnew frequencies or delete old ones when re-quired. This report is classified Confidential.

Figure 8-10 is an example of a FrequencyUsage Report..

NAVY CORRESPONDENCE

The Navy Correspondence Manual: SECNAVInstruction 5216.5 (Series), prescribes policies

and outlines procedures for the preparation ofcorrespondence in the Department of the Navy,These rnlicies and procedures are followedunless sribed otherwise by the Secretary ofthe Nary or by his authority:

The selection of the proper communicationfor use in transmitting information is of specialimportance in Navy operations. Listed below aresome of the types of correspondence and theiruses

I. Naval Letter. The naval letter is used by allactivities of the Department of the Navy as aformal means of intranaval communication. Itmay he used also in addressing other agencies,either governmental or nongovernmental, whichare familiar with the style (See fig. 8 -I 1.)

2 Joint Letter. When officials of two ormore activities need to issue a letter concerninga particular subject of common interest to theactivities, a joint letter is prepared. It may hedirected to one addressee, or to two or moreaddresses identified separately or as a group,(See fig. 8-12).

3. Speedletter. A speedletter is a form ofnaval correspondence used for urgent communi-cation which does not require electrical trans-mission, It is not used for directives. Theprimary purpose of the speedletter is to callattention to the communication, so that it willhe handled as promptly as possible by therecipient. (See fig. 8-13.)

4. Memorandum. A memorandum is a formof naval correspondence used for informalcommunications within and between head-quarters components of the Navy Department,between fleet and force commanders and unitsof command under their justification, and with-in a field activity.. It may he directed to one ormore addressees.

The naval letter is perhaps the most formaltype of correspondence used by the Navy, 'outthis does not mean that its content cannot hesimple. Avoid long sentences and long wordswhere short sentences and short words conveythe same meaning. Each paragraph should con-tain one complete thought expressed in logicalsequence., Tables, diagrams, and sketches shouldbe included as enclosures if necessary to add tothe clarity of the letter.

150

155

Chapter 8 ADMINISTRATION

OPNAVINST 2400 7C 1

FREQUENCY USAGE R PORT CONFIDENTIAL- MODIFIED HANDLING AUTHORIZED (When filled In)QPNAY FORM 2400/4 II 66) $,N 0107-106 SCO2dyn.. To 1.1stfoc,,ons ,, Dotili,NST 240 'C DATA IS MACHINE PROCESSED 0111A. WONT I00-1

I AC,,, CO01040131

OD XXX

2 NAV 0,S, ON A AN. MI OF 11/1011.14 ACT, .ITT OT 1119 CALL !NN ODOPITIN HMO

LAN ,sS NEVERSAIL C/O FPO, NY NXYZ 0673

6FREQUENCY

a

DESIGNATORa

OMISSION10

TRANSMIT MRSII

GUARD IIR S12

AUTHORITYK 4

2030 X A02 0.1A1 10

2030 X A02 1.24F1 10

2030 X A02 3A7J 10

2030 X rol 1.24F1 20 CNO ltr ser 01234 of 1 Jan 73

2030 X TEMP 3A3J 50 00 ltr ser 05678 of 15 Jan 73

2030 X UNK 1.08F1 15

COMDESRON 21Oi'ORD 501

2030 X UNK 6A3 12 CNO msR 010101Z Jun 73

2050 \ D26.02 1.24F1 ._

2060 X A03 3A3J

2500 X UNK_ 6A3 1

CINCLANULTOPORD 37-72

2700 ,.: .101 .01

9,999.9 % AOJ

30,000 X 103 7s

30.1 X E06.01 : 40

30.1 X E06.1 ; 50

30.1 X 11' 16 CNO ltr ser 5678 of 1 Feb 73

223.0 X DO NZI 6A

225.0 X 3

225.0 X 1 3A.31

225.0 X D27.0 1.24F1

225.0 X TEMP 6A3 FAPUS 010203Z Jan 73

*.OTEf L'ILs Ls a sample page and contains unclassified ilformation.

Mle, All, 311111T ynePAGEL OICONFIDENTIAL

40 w°1F ED HANDLING AUTHORIZED] [Let /Wed m 1 CDR John DOE, USN, Commanding Officer

Enclosure (2) 22147_

AC.249Figure 8-10.Frequency Usage Report form.

151

156

MR ('ONTROLMAN 1 & C

I I INCH tIF LETTERHEADSTAMPED OR TYPED )

4 LINESName of Activity

Address orAc Jolty

*SPECIAL POSTAL SERVICE7 SINES

CLOSE UP IF ANYHEADING ENTRYOMIT TED

,........

* "Refer to" line

Originator's code*File numberDate

From Title of heed of activity piepering letter,name of activity, location or

smiling address it necessaryTo Title of head of Activity receiving letter,

name Of activity, location or

1.

mailing address if necessary*Via (1) Title of head of activity whose

endorsement is required, name ofactivity, location if necessary (not numbered if only one)

(2) Title of second 'Via" add , etc e if any

Subl grief topical statement of the subject of the letter

*Ref (a) Citation of a letter or other writtendocument, official short title of originator,

location of activity if not indicated in title,the abbreviation "Ite, the identi-fication symbols., of (date)

En, I (I) Material enclosed with letter, identified in thesame manner as references

(number of copies tf more than one)(2) (Si) Material forwarded under separate cover,

identified In the same manner asreferences (number of copies if more than one)

1 This example shows the arrangement of paragraphs in naval correspondence Paragraphsare numbered in all communications except the speedletter and the business-form letter Theprimary paragraphs are numbered with Arabic numerals placed at the left margin

a Paragraphs are typed in modified bloc', styleThey are single spaced, with double

spacing between them

(I) When a paragraph is subdivided it most have at least two subdivisions

CLOSE UP IP ANYITEM OMITTED

(a) When paragraphs are subdivided, numbered, and lettered they are designateda, follows 1. S., (I),, (0,1. a, (I), (A)

(b) Each progressive subdivision of paragraph is incl:nted an additional fourspaces except that the first subparagraph may be indented

seven spaces instead of four so thatthe first word is aligned with the first word in the heading entries The second and succeed-ing lines of subparagraphs and subdivisions, except long quoted passages,, extend from the leftto the right margin

(2) A paragraph is 'Negun near the end of page only if there is space for 2 or morelines on that page A paragraph is continued on the following page only if 2 or more linescan be carried over to that page

b When a paragraph is cited, the reference numbers and letters are written withoutspaces for example "paragraph la(2)(c)

2 L, NE-51

APPEARS ON ALLCOPIES RETAINED NDEPARTMENT ORHEADQUARTERS ONLY

EAPPEARS ON PILECOPIES ONLY

noisy to

Title of information addresseeTitle of second information addressee

S1` Listcopy to

List of information addressees notshown on original

NAME OP SIGNING OFFICIAL*By direction

Al IPNPC713 " E "

4 INCHES'

Prepared by

Drafter's actlytir and name, typist's initials, date of typing*Room numher, telephone extension

"NCH4T LEAST

ti/Ti.--*Astericks indicate items

4 LINES

Figure 8.11.Naval letter.

15'2.

157

AC.250

Chapter 8ADMINISTRATION

DEPARTM/r OF THE NAVYName of Activity with Primary InterestName of First Participating Activity

and

Name of Second Participating ActivityAddress

Official short title Official short title Official short title

and code of first and code of second and code of originator

cosigner cosigner Date

From:, Title of head of activity with primary interestTitle of head of first participating activityTitle of head of second participating activity

To Title of head of activity receiving letter, name ofactivity, location or mailing address if necessary

Subp Brief topical statement of the subject of the letter

1. koocccooacc0000cc000cxxxxxxxxocooc.xxicomowomooconcoccooccx. karacocc000cooDococonooc000c. Xm000accoocr000coca

b000mooccomaaccoccoacx:000000c)0000CC0000CCX3000:70(

a.

b,

Xxxxroc0000cc000c

boomocc00000n0000c0000000c

koonci000cc0000acooac

(1)

(2) 00 00 09 000 OOOOOOOOOOO 000

3.

)00000ZCO000C0000000000000IX.Xmocoon.

First Cosigner's Second Cosigner'sSignatureSignature

Xxxxmoococr000ncoancoocoac

kcoononoconconoconcoonc

Signature ofofficial oforiginator's office

AC.251

Figure 8-12.Joint naval letter.

153

1

AIR ('ONTROLMAN I & ('

NAVEXT111-41M1 It T

Wit 505 150110

Tints, 00,1

(On* t ruot ti chocbod)CLOSOKATIOTT

of. ITIKT KM TO

110 501 COM /M1014,1

COmmeirICAloOlf WW1

4.1..i not at ion

(F 4n

*,t112 N,

0 riGuT. loArl *Vpropri ate designation*Doungrading and declassification

TO: ittle 01 head of act n ity, name ofatR , m,u I rug addre.s ofactiAityJ

Originator's codePi le numberSerial numberDAN

NAVAL SPEEDLEITERPermits dispatch or Informal languageMay be sent (I) with enclosures, (2) in

a window envelope (size E's' si 3'4"1,if contents are not classified as cordidennal or higher. (3) to both naval andnonnavol activities

Is packaged SOO sheets of white or ofone coloi yellow, pink, or green

if tup1C.,11 statement of the!Aro 1

subject of the speedletter * ficat ion

*i:c't ia1 I don t t ii.ation of referenced document

*tr.. I Jr, -,1t iLat 1 on syrriro 1I \AA ..N.vxx.......x.vaxxxxxxxxxxxxzcN

xxxxxx.xxxxxxxxvocal000cxxxNNNNN \-\ N.N N\xNx-x\xNxxxx N.\ xx NXXVCXXXXXXXXXXXXXXXXXXXX)0C4-XX XXXXXXX

* l 1 S 1f 1 ,It 101t 0 1 XXX,\ ,VCC\ AMC(XXXXXXXNAXXXXXXXXXOC\ XXXXXXXXXX)CXXX\\XXNAA.XXX\XXXXXX\X),XXXX,

W.X.VCCCCCCOCCWOOOXYAXXXXXXXXX, XXXXXOCOU00000000O0(\XN\\XXX.XXX?(XNXNXXXXXXXXX.s...XXXXXXXXXX:CCUJOLVWCOCXXXXXXXXXXXXXXXXXXXXXXX\-XXXXXNA.NNA-V,A.XXXXXXXXXXXXXXXA,

XXAN-VkXXXXXXXXXXXXXXXXXXXMCOC'XXXXXXX-X-X\XXXXXXXXXXX.XXXNN.

NAM OF SIGNING OFFICIAL*I n, 1

11 Ile;,_ripi Ion or zt,tl enclosed with speedletteript ton of material tomarded under separate LoN, et

* Vitoria tttre-pha-ed dour s, ad tugand de,. Lit.'s' I- i cat tin not at ion

CM TO

* [ It le of intontrat ion addressee*I IA le of information addressee

1

ADONESS I IL lo 01 heal of act l Ity, name ofaLt 1t , mailing address of

L it\_J

.e SENDER S MAILING ADDRESS

Address reply as shown at left or replyhereon and return in window envelop,(size 8'4 s 3w). if not clossdied osconfidential or higher.

ClAssTItuyso,

*kpprom late designation

AC.252Figure 8-13.Naval speedletter.

154

159

Chapter 8- ADMINISTRATION

Figure 8-14 is an example of a smooth navalletter:

SECURITY

The security of the United States in general,and of naval operations in particular, depends inpart upon the success attained in the safeguard-ing of classified information. It is of paramountimportance that all who engage in administeringsecurity preserve a balanced and commonsenseoutlook toward the subject. The ideal to besought is the indoctrination of all personnel tothe point that they automatically exerciseproper discretion in the discharge of their dutiesand do not think of information security assomething separate and apart from other things.In this way: security of classified informationbecomes a natural element of every task and notan additionally imposed burden. The attainmentof the desired objective requires sound directionfrom competent authority and full alertness andcooperation on the part of all subordinates.

Limitations of Security

Security is a means not an end. Rules whichgovern security do not guarantee protection, andthey do not attempt to meet every conceivablesituation, The law of diminishing returns limitsthe control measures that can be employedprofitably, but it is possible to obtain a satis-factory degree of security with a minimum ofsacrifice in operating efficiency.;

Security Principle

The Department of Defense is employing asecurity formula which is simple in principle.. It

is based on the premise of circulation control;i.e.. the control of dissemination of classifiedinformation. The re fore, knowledge or possessionof classified information is permitted only topercnns whose official duties require such accessin the interest of promoting national securityand only if they have been determined to betrustworthy.

As a senior petty officer you may expect tobe assigned duties in the management of classi-fied material as well as developing and super-vising educational programs dealing with proper

155

160

security procedures. Both of these duties areextremely important within any unit.: In thesesections we will discuss the various aspects ofthese duties that you should be cognizant of.

Security ClassificationManagement

Local management of classified material willbe assigned by the Commanding Officer/Offi-cer-in-Charge of the organization. The duties ofthe designated individual will cover all theaspects of the proper stowage, handling anddestruction of classified material under his cog-nizance. He will be responsible for keeping ofaccurate records from receipt to destruction ofclassified material.

For complete information of duties as well asguidance in performance of assigned managerialduties reference should be made to OPNAV Inst.5510.1 (Series) and DOD Regulation 5200.1(Series).

Security Education

The preceding references provide detailedguidance for commanding officers in the area ofsecurity orientation, education, and training.

Senior petty officers should become familiarwith the requirements of this vital program andinsure that subordinate personnel are properlyindoctrinated.

The security education program must includeall personnel entrusted with classified informa-tion regardless of their position, rank, or grade,The commanding officer will design the programto fit the particular requirements of the differ-ent groups of personnel who have access toclassified information.

The security education program should bedesigned to insure the following:

I. Advise personnel of the need for protect-ing classified information and the adverse effectsto the national security resulting from com-promise.

2. Indoctrinate personnel fully in the princi-ples, criteria, and procedures for the classifica-tion, downgrading, declassification and markingof classified material, Note: This will be discussed

CONTkOLMAN 1 & C

Code AOT

12 May 1973

From Commanding Officer, . Naval Air Station, Memphis, Millington,Tennessee 38054

Ioz Department of the Navy Representative, Southern Region

Subjz Proposed private use airport, 72-S0-110-NRA; comments concerning

Ref:, (a) .;iAVREP ltr Serz 201 dtd 9 May 1972

1, The location of the proposed private use airport as shown inenclosure (1) of reference (a) is within the Naval Air StationMemphis Airport Traffic Area and is considered to be extremelydetrimental to safety of flight for aircraft operating from NavyMemphis. The proposed airport location is 2.5 nautical miles fromthe approach end of uuway 3, AAS Memphis' primary all weatherrunway AA' Memphis averages 6000 operations per month, a largepercentage of which are hig'-, speed jet aircraft. The NAS MemphisGCA pattern to runway 3, with 900 approaches, monthly, crossesdirectly over the proposed airport at 700 feet. Additionally alldepartures both radar and VFR from runway 21 pass in closevicinity to the proposed airport location.

2. In view of the above, construction of an airport in the proposedlocation is unacceptable.

J. E HORAN, JR.By d rection

Figure 8-14.Smooth naval letter.

further in this chapter.3. Insure that personnel are familiar with

specific security requirements of their particularassignments.

AC.253

4. Infoim personnel of the techniques em-ployed by foreign intelligence activities in at-tempting to obtain chssified information andtheir responsibility for reporting such attempts.

156

4 1" 1

Chapter 8 ADMINISTRATION

5. Advise personnel of the hazards involvedand the strict prohibition against discussingclassified information over the telephone or insuch manner as to he intercepted by unauthor-ized persons.

6. Insure that personnel are aware of thedisciplinary actions that may result from viola-tions of the security regulations

Positive programs should be established toprovide periodic security training in the abovementioned areas for personnel having continuedaccess to classified information.:

Classification

Classification is the determination that offi-cial information requires, in the interests ofnational security, a specific degree of protectionagainst unauthorized disclosure, coupled with adesignation signifying that such a determinationhas been made.

The authority for making original classifica-tion determinations are restricted solely to thoseofficials specifically desipated in writing asoutlined in DOD Regulation 5200.1 (Series).

CLASSIFICATION CATEGORIES.Officialinformation or material which requires protec-tion against unauthorized disclosure in the in-terests of national security is classified in one ofthree categories, namely Top Secret, Secret, orConfidential, depending upon the degree of itssigrificance to the national security.. Note: Thecategories of classification are detailed in chap-ter 14 of AC 3 & 2, NAVTRA 10367-E.

CLASSIFICATION CRITERIA. A ueter-mination to classify should be made only whenone or more of the following considerations arepresent and the unauthorized disclosure of theinformation could reasonably be expected tocause a degree of harm to the national security:.

I. The information provides the UnitedStates, in comparison with other nations, with ascientific, engineering, technical, operational,intelligence, strategic or tactical advantage di-rectly related to the national security..

2. Disclosure of the information would weak-en the position of the United States in thediscussion, avoidance or peaceful resolution of

potential or existing international differenceswhich could otherwise generate a military threatto the United States or its mutual securityarrangements, create or increase internationaltensions contrary to the national security of theUnited States, result in a disruption in foreignrelations, or lead to hostile political or militaryaction against the United States or its allies,thereby adversely affecting the national security.

3. Disclosure of the information would weak-en the ability of the United States to wage waror defend itself successfully, limit the effective-ness of the armed forces, or make the UnitedStates vulnerable to attack.

4. There is sound reason to believe that othernations do not know that the United States has,or is capable of obtaining, certain information ormaterial which is important to the nationalsecurity of the United States vis-a-vis thosenations.

5, There is sound reason to believe thatknowledge of the information would: la) pro-vide a foreign nation with an insight into the warpotential or the war or defense plans or postureof the United States; (b) allow a foreip nationto develop, improve or refine a similar item ofwar potential; (c) provide a foreign nation with abase upon which to develop effective counter-measures; (d) weaken or nullify the effectivenessof a defense or military plan, operation. projector activity which is vital to the national security:

To achieve maximum benefits from a securityeducation program, the program must cover avariety of security facets as well as being gearedto cover a wide cross-section of personnel. Itshould commence with the indoctrination ofnew personnel and include periodic refreshertraining for those personnel who are continuallyhandling classified material. Portions of theprogram should also cover foreign travel bypersons having had access to classified materialand the proper debriefing of personnel who areterminating or transferring.

The preceding areas of security training men-tioned actually comprise only the minimumtraining that should be covered. Additions tothese should be made by organizations as theirparticular missions warrant.

157

APPENDIX I

DEFINITIONS AND ABBREVIATIONS

AL. -Approach and Landing (Chart).APPROACH SEQUENCE.The order in which

aircraft are positioned while awaiting ap-proach clearance or while on approach.

CONTROLLING OBSTRUCTION. -The highestobstruction relative to a prescribed geometricplane within a specific area.

DECISION HEIGHT (DH). -The height, speci-fied in MSL, above the highest runway eleva-tion in the touchdown zone at which a missedapproach must be initiated if the requiredvisual reference has not been established, Thisterm is used only in procedures where anelectronic glide slope provides the referencefor descent, as in ILS or PAR.

FAC- Final approach course.FAF, Final approach fix.FB. Final bearing. The magnetic bearing as-

signed by CATCC for final approach. It is anextension of the landing area centerline,

FLIGHT INSPECTION., -In-flight investigationand certification of certain operational per-formance characteristics of electronic andvisual navigation facilities by an authorizedinspector in conformance with the U.S.Standard Flight Inspection Manual, NAVAIR16-1-520.

GPI. -Ground point of intercept. A point on therunway centerline at which it is assumed thata straight line extension of the glide slopeintercepts the runway surface.

HAA. -Height above airport. Indicates theheight of the MDA above the publishedairport elevation, This is published in conjunc-tion with circling minimums. (Civilian only.)

HAT. Height above touchdown.. Indicates theheight of the DH or MDA above the highestelevation in the touchdown zone. This ispublished in conjunction with straight-inminimums. (Civilian only.)

IAC. Initial approach course.,(AF -Initial approach fix.

158

163

IC.Intermediate course.IF. Intermediate fix.

JAL.High altitude approach and landing (Chart).KILO REPORT.A pilot coded report indicat-

ing aircraft mission readiness.LOCKON. -A verbal report from the final con-

troller when SPN-I0/42 radar acquires theaircraft and commences tracking. Mode I/IIequipped aircraft should receive ACLREADY/LOCKON discrete light.

MAP.Missed approach point, A point specifiedin the approach procedure which may be thepoint of intersection of an electronic glide-path with a decision height or MDA, anavigation facility, a fix, or a specified dis-tance from the final approach fix, at which apilot on approach will commence missedapproach procedure if visual requirements fora landing do not exist.

MDA. Minimum descent altitude. The lowestaltitude to which descent can be authorized inprocedures not using a glide slope. Aircraftare not authorized todescend below the MDAuntil the runway environment is in sight, andthe aircraft is in a position to descend for anormal landing.

MHA.--Minimum holding altitude.OBSTRUCTION.An existing object, object of

natural growth, or terrain at a fixed geograph-ical location, with reference to which verticalclearance is or must be provided during flightoperation.

OBSTRUCTION CLEARANCEThe verticaldistance between the lowest authorized flightaltitude and a prescribed plane within aspecific area.

PENETRATION.That portion of a publishedhigh altitude instrument approach procedurewhich prescribes a descent path from the fixon which the procedure is based to a fix oraltitude from which an approach to theairport is made.

.Appendix I DEFINITIONS AND ABBREVIATIONS

PLA [FORM. A point 5.000 feet in the JP-proach pattern at which all let and turbopropaircraft will decrease their rate of descent tonot more than 2.000 feet per minute. contin-uing letdown to the 10-mile gate. Warnersonl

PRECIPITOUS TERRAIN Terrain character-bx steep or abrupt slopes.

RUNWAY ENVIRONMENT. The runwaythreshold or approved lighting aids.or othermarkings identifiable with the runway.

SEGMEN1. The basic' functional division on aninstrument approach procedure. The segmentis oriented with respect to the course to beflown. t e.. intermediate. initial. or final ap-proach segment:

Si AR. Standard Terminal Arrival Route. Apreplanned coded air traffic control IFR

1049

arrival routing, preprinted for pilot use ingraphic and textual or textual form only.

TRANSITIONAL LEVEL. The flight level be-low which heights are expressed in feet MSLand are based on approved station altimetersettings.

mz. Touchdown zone: The first 3.000 feet orrunway bcOnning at the runway threshold.

TDZ ELEVATION. The highest elevation inthe TDZ.

TERMINAL AREA FACILITY; A facility pro-viding air traffic' control service for arrivingand departing IFR aircraft and, on occasion,tower en route control service.

TOWER EN ROUTE. CONTROL SERVICE,Departure, en route. and arrival control serv-ice provided to IFR aircraft by one or moreterminal area facilities.

APPENDIX II

SELECTED AIR TRAFFIC CONTROL INSTRUCTIONS

SELECTED ATC INSTRUCTIONS (LISTED IN NUMERICAL SEQUENCE)

Number Source Title

1700.6 SECNAV Participation of Navy and Marine Corps Personnel in Sport Parachute Training,Competitive and Exhibition Parachute Jumping

TM2000- NICM Administrative and Logistics Manual for Marine Air Traffic Control Units15/3 ( MATCU)

2112.2 OPNAV U.S. Navy Notices to Airmen (NOTAMS)

2400.10 OPNAV Use of VHF for Aeronautical Communications

3140.45 OPNAV Flight Forecast and Briefing Authorization for Weather Forecasting

3500.8 NICO Aviation Training and Maintenance Manual

3500.10 NICO Air Traffic Controller Training and Qualifications Requirements

3710.2 OPNAV Foreign Clearance Procedures for U.S., Naval Aircraft

3710.7 OPNAV NATOPS General Flight and Operating Instructions Manual

3710.31 OPNAV Operational Procedures for Aircraft Carrying Dangerous Materials as Cargo

3721.1 OPNAV Air Traffic Control Facilities Manual

3721.1 NAVAIR Flight Inspection of Naval Shore-Based Air Navigational Aids. Approach Systemsand Air/Ground Communications Facilities

3721.5 OPNAV Naval Air Traffic Control and Air Navigation Aids and Landing Systems (NAALS)Prograin

3721.18 OPNAV U.S. Interagency Ground Inspection Manual. Air Traffic Control and NavigationalAids Facilities

3722.5 OPNAV Identification and Security Control of Military Aircraft

3722.8 OPNAV Federal Aviation Administration Flight Service Interphone Communications Sys-tems Procedure

160

165

Appendix - SELECTED AIR TRAFFIC: CONTROL INSTRUCTIONS

Number

3722.16

3722.30

3750.6

3750.14

3750.16

3750.20

3760.1

3770.1

3770.2

4630.10

4700.9

5300.3

5604.1

11019.1

Source

OPNAV

OPNAV

OPNAV

OPNAV

OPNAV

OPNAV

OPNAV

SECNAV

OPNAV

OPNAV

NAVELEX

MCO

OCEANAV

Title

U.S Standard for Terminal Instrument Procedures (TERPS)

Security Control of Air Traffic and Air Navigation Aids (SCATANA)

Navy Aircraft Accident. Incident and Ground Accident Reporting Procedures

Naval Aviation Safety Policy

Implementation of Sec 702: Federal Aviation Act of 1958 -CAB/FAA Participa-tion in a Military Aircraft Accident investigation

Near Midair Collision: reporting of

Alleged Flying Violations: Reporting and Investigation of

Use of Naval Aviation Facilities by Civil Aircraft

Airspace Procedures Manual: promulgation of

Responsibilities and Policies for Movement of Traffic on Other than MATSScheduled Aircraft

MATCU Logistics Support Program

Fleet Marine Force Personnel Assistance Program

Procedures for Requisitioning Material from the Naval Oceanographic DistributionSystem

BUWEPS Aircraft Noise Abatement Program

16-1-520 NAVAIR

50-1D-1 NAVAIR

NATOPS

FAA Handbook 7110.8

FAA Handbook 7110,9

U.S. Standard Flight Inspection Manual

Federal Meteorological Handbook zi-1

CVA/CVS Manual

Terminal Air Traffic Control

En Route Air Traffic Control

FAA Handbook 7 110.10 Flight Services

FAA Handbook 7130.3

FAA Handbook 7210.3

FAA Handbook 7220.1

FAA Handbook 7400.2

Holding Pattern Criteria

Facility Management

Air Traffic Control Certificatioi Procedures

Procedures for Handlingling Airspace Matters

161

Cs:

AIR CONTROLMAN 1 & C

Number Source Title

1A. Handbook 10.4 Special Military Operations

FAR Part I Iklintions and Abbreviations

FAR Part (5 Certification: Airman other than Flight Crewman

FAR Part (17 Medical Standards and Certification

FAR Part 71 Designation of Federal Airways. Controlled Airspace and Reporting Points

FAR Part 73 Special Use Airspace

FAR Part 75 Establishment of Jet Routes

FAR Part 77 Objects Affecting Navigable Airspace

FAR Part 9i General Operating and Flight Rules

FAR Part 93 Special Air Traffic Rules and Airport Traffic Patterns

FAR Part 05 li:R Altitudes

FAR Part 97 Standard Instrument Approach Procedures

FAR Part 99 Seem ity Control of Air Traffic

FAR Part 1 Moored Balloon;. Kites. Unmanned Rockets and Unmanned Free Balloons

FAR Part 105 Parachute Jumping

162

16'6'

A

Abbreviations, 158ACLS, 1 1 1Activity organization, 123Administration, 123-157Advance approach information, 78Advancement:

requirements, 7preparation, 6opportunities, IIqualifications for, 7

Advisory control, 113Aeronautical:,

Chart Bulletin, 28charts and publications, 24

Agreement, letters of, 36Air Controlman data card, 143Aircraft diversion. 118Airfield:

availability. 44categories of. 40

Air operations:department. 124divisions within, 124-126manual, 31

Airport traffic control, 70Airspace determination, 66Airspeed:

maximum holding, 66Air Traffic Activity Report, 143, 149Air traffic operations, local, 7uAllowance, 143Alphabetical subject indexes, 131Altitude:,

amendments, 72clearance, 71minimum:

crossing (MCA), 76

INDEX

Altitude, minimumcontinueddescent (MDA), 51enroute, IFR, 76obstruction clearance (MOCA), 76safe, 48sector, 52vectoring, 52

Application and approval of facility license, 32Approach:

control, 79criteria, 19, 85information, 79minimums, 53, 112monitoring, 85nonradar, 80practice instrument, 86procedure. 46, 56segments. 48-53separation, 81

Arrival procedures, CVA/CVS, 101-112Arriving IFR aircraft, 78AT1S, 82Authority, and responsibility of

light inspectors, 40delegation of, 14

Authorizations, manpower, 142Automated merchant vessel report system, 97Aviators flight logbook, 142

B

Beacon changes during approaches, 86SUPERS 1080-14, 143

C

Cargo, hazardous, 35Carrier:,

air traffic control, 113emergency procedures, 119

INDEX

Categories of airfields. 40Chart Updating manual (CHUM). 28Civil use of naval facilities. 33Clearance

authority of pilot in command. 14beyond holding fix, 78

Close control. 113Communications failure'

controller action, 90during carrier approach or departure. 119,120

Composite flight plan. 72Controller certification, rating and proficiency.

38Controllers, flight inspection procedure. 43Crash and rescue:

alert phases. 34equipment. 71services. ;34

CVA/CVS:arrival procedures. 114procedures. 99. 122separation criteria. 113. 114

D

DD Form 1149, 25,27Decision height (DH). 51Defense Mapping Agency Hydrographic Center(DMAIIC), 24

Definitions and abbreviations, 158Delay I FR holding. 77Delegation of authority. 14Departure procedure:

CVA/CVS. 113, 1141FR,74Departure routes, nonstandard. 71Direction finder service. 92DMI: application. 66DOD Catalog of Aeronautical Charts andFlip's. 24Drills, crash. 35Duty .

assignments.CVA/CVS, 3air stations, 3

preference form. 143

164

117

E

Emergency:assistance, 88plans and services. 34procedures, 88-98

Enlisted rating structure. 1Establishing approach procedures. 46

F

FAA:air traffic representatives, 39coordination for instrument approaches. 46equipment certification. 44

Facilities flight check. 40Facility:

license. 32. 33operation, 31status classification. 43

FAD, 25Final approach::

fix (FAF), 51segment, 51

Firefighting equipment, 71Fleet Activity Designator, 25Flight:

check:facilities, 40

clearance:approval. 14authority. 14lengthy delay. 78requirements. 16supervisor, 23

inspection procedure, 42plan, composite, 72planning. 16-30

Formation landing and takeoffs, 70Frequency:

changes during approaches. 86of recurring flight inspections. 42

G

General flight inspection procedure, 42

AIR CONTROLMAN 1 & C

H

Hazardous cargo, 35Holding

airspace for obstruction-clearance' require-ments. 68

airspeed. maximum, 66instructions, 77patterns, 65-68. 78procedure. 77

1

1FRaltitude assignment. 18arriving -aircraft, 78capability. 71clearance, 71-74departure procedures. 74flight clearance requirements. 16flight progress data. 72procedures. 71weather minimums. 18-19

Initial approach fix and segment. 48Instrument:

approach and landing minimums, 19approach numbering. 47departures. 18flight rules, 18-20

Intermediate approach segment, 49Intersection takeoffs. 71

J

Job rotation, 137Julian date, 25Jurisdiction, approach procedures. 46

Leadership and supervision. 10Lengthy delay, flight clearance. 78Letters of Agreement. 36License, facility. 32Lighting system. approved, 54

Local:air [rat fic operations. 70controller. 129

Locator beacon signals. 92Lowest usable FL, 75

M

Manpower authorizations, 142Manual.

Air Operations, 31rate training, 8

Marshal procedure. 100Maximum holding airspeed, 66Memoranda of agreement, 37Meteorological and communications services. 15Minimum:,

crossing altitude (MCA). 76descent altitude (MDA). 51enroute altitude, IFR, 76fuel. 86obstruction clearance altitude (MOCA). 76safe altitude. 48sector altitude. 52takeoff. 18vectoring altitude. 52

Missed approach:point (MAP), 52segment, 51

Monitor control. 113Monitoring controller procedure. 38Multipiloted aircraft. 19

N

NAALS, 149Naming SID'S, 65Naval:

enlisted classification codes, 3facilities, civil use of. 33letter, 150speed letter, 150

NAVFDTRA:1414/1 (AC).710052.8

NAV REP, 46

INDEX

Navy :approach control facilities, 39correspondence, 150directions sy stem, 131filing system. 132records, 132

Nonradar approaches, 80Nonstandard departure routes, 71Nonvisibility areas, 71Notice, 131

0

OPNAV:Form 1000/4A, 143Form 3722/1, 142Form 3760-31. 142Report 3722-1, 54, 142Report 3722-2, 54

Optional reduction areas, 67Outbound leg, 66Overdue aircraft, 89

P

Personnel training, 135Plant property, 141Policy for establishing SID's, 60Practical factors, record or, 7Practice instrument approaches. 86Problem solving, 3Procedures::

approach, 46procedures, CVA/CVS, 101-112

Publication of approach procedures, 56

Q

Qualifications for advancement, 7

R

Radar:approach control, 80departures, IFR, 77minimums, 52procedure, instrument approach, 52

166

169

Radio communication failure, 90Rate Training Manuals, 8Record of practical factors. 7, 136Rescue coordination center, 96Route and altitude amendments. 72

S

Safety, 29carriers, 121

SAR coordina.or, 96SCATANA, 36Search and rescue, 9497Security:,

principle, 155education, 155classification, 157

Service ratings, 1Services, crash and rescue. 34Severe weather forecast (M), 18SID:

development procedure, 63establishment of, 60numbering, 65policy for establishing, 60routes, 71

Single:frequency approach. 86piloted aircraft, 19

Special military operations, 20Standard:

instrument departures (SID), 60-65Navy distribution list (SNDL), 132

Standard terminal arrival routes (STARSs)definition, 60development, 64establishment, 60

Supervisor, watch, 129Supervisory skills, 3Surface picture, 98

T

Takeoff:intersectional, 71minimums, 18two-plane section, 70

Tanker operations, 117, 118Training:

personnel, 135publications for advancement, 8

AIR CONTROLMAN I &

U

UM). 2.8Urgency of heed designator, 28

V

VFRaircraft in weather difficulty., 91flight clearance requirements. 16weather minimums, 16

Visibility minimums, 54Visual approach, 81

IV

Wall display s, 28Watch Supervisor, 129Weather'

conditions, below minimum, 85criteria for IFR clearance, 17forecasts, severe (WW), 18minimum!

IFR, 19VFR

167

170

,111.11; \ T TI ofTlf F 1974- b4,, -7n1 39