64th Aggressor Squadron

Version: 1.00 Status: Released Date: 2019-06-19

Author: X-man Reviewed: Rage Released: X-man

64th Aggressor Squadron

NAVAL Standard Operating Procedures (SOP)

Distribution: 64th Aggressor Squadron Members

Version: 1.00 Status: Released Date: 2019-06-19

1 Carrier operations and procedures (F/A-18 and F-14)...................................................... 3

1.1 Introduction ........................................................................................................................................... 3
1.1.1 Case I, II, III............................................................................................................................................. 4
1.1.2 Important terms .................................................................................................................................... 4
1.2 Take-off (Launch) procedures ................................................................................................................. 5
1.3 Approach and recovery procedures ........................................................................................................ 7
1.3.1 Case I: Visual carrier pattern ................................................................................................................. 8
1.3.2 Case II/III: Instrument approach ............................................................................................................ 9
1.3.3 Landing ................................................................................................................................................ 10
1.3.4 Wave-off .............................................................................................................................................. 11
1.3.5 Parking ................................................................................................................................................. 12
2 Carrier operations and procedures (Su-33) ................................................................... 13
2.1 Introduction ......................................................................................................................................... 13
2.1.1 Case I, II, III........................................................................................................................................... 14
2.1.2 Important terms .................................................................................................................................. 14
2.2 Take-off (Launch) procedures ............................................................................................................... 15
2.3 Approach and recovery procedures ...................................................................................................... 17
2.3.1 Case I: Visual carrier pattern ............................................................................................................... 18
2.3.2 Case II/III: Instrument approach .......................................................................................................... 21
2.3.3 Landing ................................................................................................................................................ 23
2.3.4 Wave-off .............................................................................................................................................. 24
2.3.5 Parking ................................................................................................................................................. 25
Appendix A: Operational Brevity words (Naval specific) .................................................. 26
Appendix B: Case 1 Recovery procedure .......................................................................... 27
Appendix C: Case 3 Recovery procedure .......................................................................... 29

Revisions

Version Changes Editor

1.00 New document X-man

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1 Carrier operations and procedures (F/A-18 and F-14)

1.1 Introduction
The US Navy (USN) operates almost a dozen aircraft carriers; mainly the Nimitz class. Each carrier
operates a carrier air wing (CVW). They normally consist of about 80-90 aircraft. The USN carriers
operate CATOBAR aircraft (Catapult Assisted Take-Off but Arrested Recovery”) and uses steam
operated catapults to launch aircraft. Newer carriers like the Gerald R. Ford-class, uses
electromagnetic catapults instead. More info can be found in the DCS F/A-18C flight manual as well
as the NATOPS flight manual documents. This section deals with 64th Aggressors’ US carrier
operations.

Carrier operations are performed in cycles, i.e. launches and recoveries are not performed in parallel.
Therefore, the flight deck will have different restrictions based on the current mode (launch or
recovery). It’s advised to familiarize with some of the areas of interest in order to operate and
communicate efficiently on the flight deck (1’092 ft long, 252 ft abeam and has an area of 196’000 sq
ft). See also Appendix A for naval specific brevity.

Figure 1: Carrier deck terminology

There are different launch and recovery operations; Case I, II and III. These are determined based on
the weather and visibility.

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1.1.1 Case I, II, III

The different operations are determined

Case I: Clear weather. Cloud ceiling is above 3’000 ft and visibility is more than 5 nm. All
approaches are allowed. A visual carrier pattern is preferred. No climb restrictions
outside the carrier control zone.

Case II: Overcast. Cloud ceiling is above 1’000 ft and visibility down to 5 nm. Visual approaches
are no longer allowed and pilots must land using controlled approach.

Case III: Poor visibility or night operations. Cloud ceiling is below 1’000 ft and visibility less than
5 nm. Visual approaches are no longer allowed and pilots must land using controlled
approach.

1.1.2 Important terms

The BRC

The Base Recovery Course. This is the carrier’s course, not the landing area. On the US carriers, the
landing area is offset by 9°. This means that throughout the approach, pilots will constantly need to
adjust their course slightly to the right.

CATCC

Carrier Air Traffic Control Center. This is the ‘Tower’ of the carrier and the ones directing air traffic.

Marshal Control

Similar to approach control. Will guide you in to the carrier.

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1.2 Take-off (Launch) procedures

There are four launch positions on the Nimitz class. All four positions can launch fully loaded aircraft.
Thrust settings are dependent on the type and weight of the aircraft, see tables below.

Table 1: Thrust setting based on weight (F/A-18C).

Catapult throttle settings

Weight Engine Power
44’000 lbs and below MIL, MIL/MAX, MAX
45’000 lbs and above MAX

Table 2: Thrust setting based on weight (F-14).

Catapult throttle settings

Weight Engine Power
44’000 lbs and below MIL, MIL/MAX, MAX
45’000 lbs and above MAX

Figure 2: Right: The 4 catapults on the Nimitz deck. Left: Waiting que positions.

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Flight members will line up at their designated launch position. CATCC or the flight lead will
determine the launch sequence and positions. During a launch cycle, no recoveries are performed
and so the awaiting flight members should line up on the landing area, behind the launching aircraft.

Each aircraft will launch based on the type and weight. See flight manuals or tutorial on how each
aircraft is launched within DCS.

Once the deck is clear, the awaiting pilots will taxi up to their designated launch position and await
clearance for launch. At no time should any aircraft taxi into the launch zone (green in figure) without
clearance from CATCC or flight lead.

In case of dual operations, make sure to not enter the landing area while waiting for take-off.

Figure 3: Launch and departure route after getting airborne.

Since landing patterns and wave offs are always port side, launches always turn to the starboard side.
During Case II and III operations, aircraft are restricted to climb above the cloud layer until 7 nm
away from the carrier. Instead, maintain BRC at 500 ft ASL until cleared of the carrier control zone,
then turn left and climb at will.

Communications during deck operations are kept at a minimum. Most of the comms are done using
hand signals with the deck crew. Once ready to launch, flight members should announce that they’re
ready.

Orca 1: Orca 1, Cat 1, ready to go.

Orca 2: Orca 2, Cat 2, ready to go.

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The launching pilot will declare his take off.

Orca 1: Orca 1, away.

The departure is mostly silent, but a few reports are normally performed. Airborne, passing 3000 ft,
turning left and if applicable, call popeye with altitude when going into clouds.

Orca 1: Orca 1, airborne

Orca 1: Orca 1, passing 3000 ft

Orca 1: Orca 1, turning left, established outbound, own navigation.

Orca 1: Orca 1, POPEYE angels 3

Orca 1: Orca 1, on top angels 6

Once cleared of the airspace, flights are free to perform missions as planned. CATCC will normally
hand you off to mission control, if such service is present.

1.3 Approach and recovery procedures

When approaching the carrier control area 50 nm, the flight should check in with Marshal control.
The check in should include call sign, position, altitude, number of aircraft, fuel state, type of
approach and unused ordnance. This check in is usually performed as follows.

Orca flight: Marshal control, Orca flight, with you at 60 nm west of mother, angels 10. Four Hornets
at 5.0, requesting Case I visual, clean.

The fuel reported should be the lowest of all the aircraft in the flight. If lead has 6.0 and two has 4.5,
then the flight should report 4.5 tons. Marshal will then schedule the flight in for recovery. Carrier
operations require very precise planning in order to maximize the number of events on the deck. The
response from Marshal control would be along the lines of;

Marshal Control: Orca flight, Marshal control, have you. Expect Case I Visual recovery. BRC is 90°,
altimeter 29.92 (inHg), CHARLIE 10.

Marshal control is declaring the planned approach, in this case as requested. BRC 90° means the
carrier is heading directly east, so the landing will be approximately at 083°, since the deck in angled.
The altimeter is at normal air pressure and Charlie 10 means we can expect touch down in 10
minutes. Once cleared there are two types of approaches.

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1.3.1 Case I: Visual carrier pattern

A detailed infographic can be seen in Appendix B.

This is the standard approach and the one preferred if conditions permit. It’s very similar to the
overhead pattern used at airbases. Pilots will be lining up to enter a port-side holding above the
carrier (The stack). Minimum altitude in this holding pattern is 2000 ft, in order to stay clear of the
landing aircraft.

Enter the carrier landing pattern at 800 ft ASL with hook down. Make a level break from a course
parallel to the BRC, close aboard to the starboard of the ship. Use airbrake and keep the G’s at 1% of
your airspeed. Example, if you’re at 350 kt, then you should be at 3.5 G. As you slow down, release
pressure on the stick to match the G’s accordingly. Below 250 kt, lower the gear and flaps. Descend
to 600 ft when established downwind and prior to the 180° position. Complete the landing checklist
and crosscheck angle-of-attack and proper airspeed (“on speed”).

Figure 4: Standard port-side carrier pattern.

The basic rule during approach is that altitude/glideslope is primarily controlled by the throttle, and
pitch should only be used to adjust speed. Set up your speed and trim to reduce your workload. If
you see that you’re getting to high, decrease the throttle. If you’re getting to low increase the
throttle. It’s important to use smooth inputs and not being too fast, as that tend to worsen any
offsets.

There’s an alternative to this method; the use of auto thrust. It works by setting the speed and
engaging the auto thrust mode (AT). The system will adjust the throttle to keep the selected speed.
This is useful during carrier recoveries as it lessens the workload of the pilot. In AT mode, you control
altitude/glideslope with pitch instead of throttle.

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When you are set up on the finals, check your HUD for the flight path vector (FPV). Try to aim it for
the crotch of the carrier deck as this will land you on the wires.

Once you’re 3/4 nm from the ship, you “call the ball”. This is analogous to the landing clearance at
airbases. The ball is the visual landing aid / optical landing system. It’s explained in the figure below.
If you don’t have a visual on the ball, it’ called clara.

Call out the following; call sign, aircraft, BALL or CLARA, fuel state (nearest 100 lbs) and auto (if using
AT for approach).

Orca 1: Orca 1, Hornet, Ball, 2.5

Here Orca 1 is on finals, he’s a F/A-18 and has the IFLOLS in sight, and with 2’500 lbs of fuel. At this
stage, the LSO is calling the shots.

1.3.2 Case II/III: Instrument approach

A detailed infographic can be seen in Appendix C.

Also called Carrier Controlled Approach (CCA). All aircraft remain in holding above IAF. Instead of
doing a visual landing within a pattern, the approach is made all the way from IAF.

Figure 5: Carrier Controlled Approach, used mainly during Case II and III

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After holding at the IAF, the pilot will descend and maintain an altitude of 1200 ft ASL. Set speed and
AOA as early as possible. When below 250 kt, lower gear, flaps and hook. Since the glideslope will be
“caught” from below, the first thing to focus on is the localizer.

 Passing 10 nm, pilots must be at 1200 m.

 Passing 3 nm, the glideslope should come alive and pilots should catch it.
 At ¾ nm, call the ball.

Orca 1: Orca 1, Hornet, 3/4 nm, on and on, Ball, auto

In this example, Orca 1 is ¾ nm from the wires. On and on signals the LSO that the pilot has both the
localizer and glideslope where they should be. Visual on the IFLOLS and that he is using the AT mode.

1.3.3 Landing
Always aim to catch the second or third wire (see figure). Do not flare! Carrier landings, as opposed
to landing on a runway, is done without flare. As long as you are on speed at correct AOA, the wires
can be caught. Aim for a vertical speed of about 600 ft/min and no more than 800 ft/min, since this
will damage the aircraft.

Once you’re about to touch down, increase throttle to MIL (Buster) in case of a bolter (miss the
wires). Once the aircraft is hooked, decrease to idle and wait for a complete stop.

If you’re at idle while bolter, there might not be time for engines to spool up before you swim. Follow
these steps and the landing will go as planned.

 Aim for second or third wire

 Maintain speed, AOA and sink rate
 At touch down, MIL thrust
 Deceleration, go IDLE
 If BOLTER, go MAX

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1.3.4 Wave-off
If you at any point need to abort the landing, you ‘bolter’ or the LSO/CATCC tells you to abort, this is
called a wave off.

LSO: Orca 1, wave off, wave off!

This means you go to MIL (100%) or MAX (Afterburner) and enter the holding pattern. Always go to
the port side as figured below. Once cleared of the carrier, call control and request vectors for a new
attempt.

Figure 6: Wave-off procedure

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1.3.5 Parking
It’s important that you vacate the landing area quickly once down on the deck. Raise the hook, fold
the wings and taxi to the side. Depending on the continued operation, avoid blocking the departure
zone. Do not enter the landing area at any time. First aircraft should taxi to the back of the ship and
park. Next one takes the one in front and so on. See figure below.

Figure 10: Landing area on the Nimitz

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2 Carrier operations and procedures (Su-33)

2.1 Introduction
This section is derived from the US Navy procedures.

The Soviet Navy operates a single aircraft carrier; The Admiral Kuznetsov. She normally carries about
12 Su-33s in addition to support and training aircraft. The Su-33 is a STOBAR aircraft (Short Take-Off
but Arrested Recovery”) and instead of a catapult system to launch aircraft, the Kuznetsov is
equipped with a “ski-jump”, a 12° incline at the bow of the ship, which gives the aircraft extra lift
upon launch. The combination of Su-33 and the Kuznetsov works very well with modern carrier
operations. Before going further, make sure to read the Su-33 DCS manual for the basic
understanding of the aircraft. This section deals with 64th Aggressors’ Russian carrier operations.

Carrier operations are performed in cycles, i.e. launches and recoveries are not performed in parallel.
Therefore, the flight deck will have different restrictions based on the current mode (launch or
recovery). It’s advised to familiarize with some of the areas of interest in order to operate and
communicate efficiently on the flight deck (305 m long, 72 m abeam and has an area of 14’700 m 2).
See also Appendix A for naval specific brevity.

Ski jump

The Box

Island

The street

Landing area

Parking spots

Figure: Carrier flight deck.

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There are different launch and recovery operations; Case I, II and III. These are determined based on
the weather and visibility.

2.1.1 Case I, II, III

The different operations are determined

Case I: Clear weather. Cloud ceiling is above 1000 m and visibility is more than 10 km. All
approaches are allowed. A visual carrier pattern is preferred. No climb restrictions
outside the carrier control zone.

Case II: Overcast. Cloud ceiling is above 300 m and visibility down to 10 km. Visual approaches
are no longer allowed and pilots must land using controlled approach.

Case III: Poor visibility or Night operations. Cloud ceiling is below 300 m and visibility less than
10 km. Visual approaches are no longer allowed and pilots must land using controlled
approach.

2.1.2 Important terms

The BRC

The Base Recovery Course. This is the carrier’s course, not the landing area. On the Kuznetsov, the
landing area is offset by 7°. This means that throughout the approach, pilots will constantly need to
adjust their course slightly to the right.

CATCC

Carrier Air Traffic Control Center. This is the ‘Tower’ of the carrier and the ones directing air traffic.

Marshal Control

Similar to approach control. Will guide you in to the carrier.

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2.2 Take-off (Launch) procedures

There are three launch positions on the Kuznetsov listed in the table below. Positions 1 and 2 have a
significantly reduced maximum take-off weight (MTOW) due the short length. At full payload, aircraft
launching from position 1 or 2 are limited to 40% fuel.

Table: Limitations for launch position on the carrier.

Position 1 Position 2 Position 3

Max take-off weight (kgs) 27’000 27’000 32’000
Fuel (at full payload) (%) 40 % 40 % 95 %

Figure: Right: The 3 Launch positions on the Kuznetsov deck. Left: Waiting positions.

Flight members will line up at their designated launch position. CATCC or the flight lead will
determine the launch sequence and positions. During a launch cycle, no recoveries are performed
and so the awaiting flight members should line up on the landing area, behind the launching aircraft.
Once the deck is clear, the awaiting pilots will taxi up to their designated launch position and await
clearance for launch. At no time should any aircraft taxi into the launch zone (green in figure) without
clearance from CATCC or flight lead.

In order to take off from the carrier, there are a few extra steps needed to safely get off the deck.
The Su-33 has an extra afterburner stage used for short take offs. This is only to be used for short
whiles such as a carrier launch. Make sure to map this on your controls along with the extra strong
wheel brake button.

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Take the designated position and hold the (extra) wheel brakes as you power up to MAX thrust. Once
ready, push the next stage afterburner and release the brakes. The aircraft will accelerate and pitch
up automatically by the ship’s ski jump. Once cleared of the deck and enough speed has been gained,
raise gears and flaps.

Figure: Launch and departure route after getting airborne.

Since landing patterns and wave offs are always port side, launches always turn to the starboard side.
During Case II and III operations, aircraft are restricted to climb above the cloud layer until 5 km away
from the carrier. Instead, maintain BRC at 400 m ASL until cleared of the carrier control zone, then
turn left and climb at will.

Communications during deck operations are kept at a minimum. Most of the comms are done using
hand signals with the deck crew. Once ready to launch, flight members should announce that they’re
ready.

Orca 1: Orca 1, position 1, ready to go.

Orca 2: Orca 2, position 2, ready to go.

The launching pilot will declare his take off.

Orca 1: Orca 1, away.

The departure is mostly silent, but a few reports are normally performed. Airborne, passing 1000 m,
turning left and if applicable, call popeye with altitude when going into clouds.

Orca 1: Orca 1, airborne

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Orca 1: Orca 1, passing 1000 m

Orca 1: Orca 1, turning left, established outbound, own navigation.

Orca 1: Orca 1, POPEYE angels 1

Orca 1: Orca 1, on top angels 3

Once cleared of the airspace, flights are free to perform missions as planned. CATCC will normally
hand you off to GCI, if such service is present.

2.3 Approach and recovery procedures

When approaching the carrier control area (100 km), the flight should check in with Marshal control.
The check in should include call sign, position, altitude, number of aircraft, fuel state, type of
approach and unused ordnance. This check in is usually performed as follows.

Orca flight: Marshal control, Orca flight, with you at 70 km west of base, angels 10. Four Flankers at
2.0 tons, requesting Case I visual, clean.

The fuel reported should be the lowest of all the aircraft in the flight. If lead has 3.0 and two has 1.5,
then the flight should report 1.5 tons. Marshal will then schedule the flight in for recovery. Carrier
operations require very precise planning in order to maximize the number of events on the deck. The
response from Marshal control would be along the lines of;

Marshal Control: Orca flight, Marshal control, have you. Expect Case I Visual recovery. BRC is 90°,
altimeter 1013 hPa, CHARLIE 10.

Marshal control is declaring the planned approach, in this case as requested. BRC 90° means the
carrier is heading directly east, so the landing will be approximately at 083°, since the deck in angled.
The altimeter is at normal air pressure and Charlie 10 means we can expect touch down in 10
minutes.

The flight should fly to the IAF, initial approach fix. In the Su-33, this is the return (RTN) waypoint,
approximately 15 km from the runway. Flight without clearance will hold at the IAF. Keep a standard
port-side race track at 2000 m ASL. Once cleared there are two types of approaches.

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2.3.1 Case I: Visual carrier pattern

This is the standard approach and the one preferred. It’s very similar to the overhead pattern used at
airbases. After the IAF, pilots will be lining up to enter a port-side holding above the carrier.
Minimum altitude in this holding pattern is 500 m, in order to stay clear of the landing aircraft.

Enter the carrier landing pattern at 400 m ASL. Make a level break from a course parallel to the BRC,
close aboard to the starboard of the ship. Below 500 km/h, lower the gear, flaps and arresting hook.
Descend to 200 m when established downwind and prior to the 180° position. Complete the landing
checklist and crosscheck angle-of-attack and proper airspeed.

Figure: Don’t forget your arresting hook.

Figure: Standard port-side carrier pattern.

The basic rule during approach is that altitude/glideslope is primarily controlled by the throttle, and
pitch should only be used to adjust speed. Set up your speed and trim to reduce your workload. If
you see that you’re getting to high, decrease the throttle. If you’re getting to low increase the
throttle. It’s important to use smooth inputs and not being too fast, as that tend to worsen any
offsets.

There’s an alternative to this method; the use of auto thrust. It works by setting the speed and
engaging the auto thrust mode (AT). The system will adjust the throttle to keep the selected speed.
This is useful during carrier recoveries as it lessens the workload of the pilot. In AT mode, you control
altitude/glideslope with pitch instead of throttle.

Aim for a vertical speed of about 5 m/s. AOA should be around 7-10°. There is an instrument next to
the HUD in the Su-33. This is the AOA Indexer (figure below). If your speed and AOA is correct it will
show a green light. If you’re too fast/too little AOA, it will indicate yellow. If you’re too slow/high
AOA, it will indicate red.

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When you are set up on the finals, check your HUD for the flight director (FD). It’s the large circle and
it will guide you correctly along the localizer/glideslope. The smaller circle is the ILS marker.

Figure: Check the AOA indexer and flight director (FD).

Once you’re 1.5 km from the ship, you “call the ball”. This is analogous to the landing clearance at
airbases. The ball is the visual landing aid / optical landing system. It’s explained in the figure below.
If you don’t have a visual on the ball, it’ called clara.

Call out the following; call sign, aircraft, BALL or CLARA, fuel state (nearest 100 kg) and auto (if using
AT for approach).

Orca 1: Orca 1, Flanker, Ball

Here Orca 1 is on finals, he’s a Su-33 and has the VLA/OLS in sight. At this stage, the LSO is calling the
shots.

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Not connected

Too high

Slightly high

On target

Slightly low

Too low

Figure: Visual landing aid / Optical landing system.

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2.3.2 Case II/III: Instrument approach

Also called Carrier Controlled Approach (CCA). All aircraft remain in holding above IAF. Instead of
doing a visual landing within a pattern, the approach is made all the way from IAF.

Figure: Carrier Controlled Approach, used mainly during Case II and III

After holding at the IAF, the pilot will descend and maintain an altitude of 400 m ASL. Set speed and
AOA as early as possible. When below 500 km/h, lower gear, flaps and hook. Since the glideslope will
be “caught” from below, the first thing to focus on is the localizer.

The localizer and glideslope can be navigated using three different instruments (figure below). The
first is the HUD. The large circle is the flight director. This will point you where you need to go in
order to line up with the target. The smaller circle is the ILS itself. It tells you if you’re on course.
Preferably, both circles should be centered, but as pilot, you only have to steer towards the larger
one.

Second instrument is the ADI. Here, the flight director is portrayed as a cross. If you center the cross,
you’re on target and it will steer you correctly. The final instrument is the HSI. The white cross on the
HSI will go active at about 4 km. This is the ILS marker, similar to the small circle in the HUD. It shows
you your position on the final approach. It doesn’t work the same as the FD, as this one does not
predict where you need to go, just that you’re off course.

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Figure: There’s several instruments to keep you on track with the ILS.

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 Passing 10 km, pilots must be at 400 m.

 Passing 6 km, the glideslope should come alive and pilots should catch it.
 At 4 km, the landing system wakes up, and the HIS cross comes alive.
 At 1,5 km, call the ball.

Orca 1: Orca 1, Flanker, 1.5 klicks, on and on, Ball, auto

In this example, Orca 1 is 1.5 km from the wires. On and on signals the LSO that the pilot has both the
localizer and glideslope where they should be. Visual on the VLA/OLS and that he is using the AT
mode.

2.3.3 Landing
Always aim to catch the second or third wire (see figure). Do not flare! Carrier landings, as opposed
to landing on a runway, is done without flare. As long as your nose is pointing a few degrees up, the
wires can be caught. Aim for a vertical speed of about 5 m/s and no more than 7 m/s, since this will
damage the aircraft.

Figure: Aim for the second or third wire, indicated by the white circle.
Once you’re about to touch down, increase throttle to MIL (Buster) in case of a bolter (miss the
wires). Once the aircraft is hooked, decrease to idle and wait for a complete stop.

If you’re at idle while bolter, there might not be time for engines to spool up before you swim. Follow
these steps and the landing will go as planned.

 Aim for second or third wire

 Maintain speed, AOA and sink rate
 At touch down, MIL thrust
 Deceleration, go IDLE
 If BOLTER, go MAX

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2.3.4 Wave-off
If you at any point need to abort the landing, you ‘bolter’ or the LSO/CATCC tells you to abort, this is
called a wave off.

LSO: Orca 1, wave off, wave off!

This means you go to MIL (100%) or MAX (Afterburner) and enter the holding pattern. Always go to
the port side as figured below. Once cleared of the carrier, call control and request vectors for a new
attempt.

Figure: Wave-off procedure

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2.3.5 Parking
It’s important that you vacate the landing area quickly once down on the deck. Raise the hook, fold
the wings and taxi to the side. Depending on the continued operation, avoid blocking the departure
zone. Do not enter the landing area at any time. First aircraft should taxi to the back of the ship and
park. Next one takes the one in front

Figure: Landing area on the Kuznetsov

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Appendix A: Operational Brevity words (Naval specific)

AFT – Towards the stern of the ship

Airboss – In charge of the airspace within the Carrier Control Zone

BALL – Visual on the Visual Landing Aid / Optical Landing System

BOLTER – Missed wires upon landing

BOW – The front of the ship

BRC – Base Recovery Course. The carrier’s heading.

Carrier Control Area – 50 nm (100 km) radius around carrier. Aircraft are controlled within this area.

Carrier Control Zone – 5 nm (10 km) radius around and 3000 ft of altitude. All operations within this
zone needs clearance

Case I / II / III – Different weather conditions. See chapter 1 for details.

CATCC – Carrier Air Traffic Control Center. Referred to as “Catsee”.

CHARLIE XX – Signal for aircraft to land and when (XX mins)

CHECK-IN – First contact with CATCC upon approach to recovery.

CLARA – No visual on the Visual Landing Aid / Optical Landing System (opposite of BALL)

DELTA XX – Holding pattern and approximate time to do so (XX mins)

FORE – Towards the bow of the ship

LAUNCH – Take off from a carrier

LSO – Landing Signal Officer. Experienced pilot on deck, guiding aircraft in on the final

MARSHAL CONTROL – Approach control that guides you in. Once close enough, LSO takes over

PORT – Left side

Port Holding Pattern – Normal carrier pattern. See chapter 2 for details.

RECOVERY – Landing on a carrier

STARBOARD – Right side

STERN – The back of the ship

WAVE OFF – Aborted landing. See bolter for missed wires.

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64thAggressorSquadron

Version:1.00 Status:Released Date:2019-06-19

Author:X-man Reviewed:Rage Released: X-man

AppendixB:Case1Recoveryprocedure
Author:Kola360(andRIaxoxo,Jabbers,Gripes323)

Distribution:64thAggressorSquadronMembers
Version:1.00 Status:Released Date: 2019-06-19

28
Version:1.00 Status:Released Date: 2019-06-19

AppendixC:Case3Recoveryprocedure
Author:Kola360(andRIaxoxo,Jabbers,Jedi)

29
Version:1.00 Status:Released Date: 2019-06-19

30