Carrier Operations Procedures
General:
This procedure is to be used for all operations in the vicinity of aircraft carriers: arrivals, landings (or “traps”), on-deck taxiing and positioning, take-offs (catapult shots), circuits, and departures. It assumes that the carrier is equipped with appropriate navigation aids – VOR, NDB, ILS, and has Arrestor Cable capability – cables and catapult. It also assumes voice communication capability is available to all involved. The use of FSNavigator , although not essential, simplifies many of the procedures, and is highly recommended.
There are different simulator environments in which an aviator will be conducting carrier operations: solo operation, to practice flying techniques, with no other aircraft or controllers involved; squadron operations – with one or more wing-mates, communicating on a tactical (private) frequency, where one aircraft is designated “lead” and provides control instructions; and full Group operations, involving several squadrons, where control is provided over a common voice frequency by a Carrier Air Traffic Center Controller (CATCC), or “Tower”.
The key to realistic, serious and successful carrier operations is thorough planning and briefing. Ten miles out at 250 kt. is not the time to start determining the carrier heading, nav frequencies, holding altitudes, etc
In a simulator environment there are capabilities that are not available in reality: pausing, slewing, and resetting, to name a few. These can be useful in the learning phase, particularly doing solo work, but should be minimized during squadron activity and particularly group ops when under tower control.
Shore Based Departure:
This section addresses shore-based departures to a deployed carrier in either a squadron or group operation. Carrier departures are addressed in a subsequent section.
Preparation and execution shall follow SOP-04. In addition, carrier info will be provided in the briefing as follows:
local carrier conditions – winds, ceiling, visibility, time of arrival – from this info, flight lead will advise on type of carrier arrival to expect – Case I, II, or III (see definitions and procedures below),
ship’s position (verify that all participating have correct scenery loaded), Base Recovery Course (BRC - the ship’s magnetic heading) and Final Bearing (actual heading for recovery),
approach fixes to be used – distance and bearing from ship,
communications plan: ATC procedure enroute; tactical frequency enroute; CATCC frequency and procedure if applicable.
Carrier Arrival:
The arrival procedure used is determined by ceiling, visibility and time of day, as follows:
Case I – Daytime (30 minutes before sunrise to 30 minutes after sunset), ceiling 3000’ or higher, visibility 5 miles or better.
Case II – Daytime, ceiling 1000’ to 3000’, visibility 5 miles or better
Case III – Nighttime (30 minutes after sunset to 30 minutes before sunrise), or ceiling less than 1000’ or visibility less than 5 miles.
For the purposes of this SOP, Case II and Case III Arrivals will follow the same procedure.
Case I Arrival:
Flight will proceed under the control of the flight leader on the TAC Channel to an initial fix point that is on a 180* radial from the BRC, 20 nm from the ship at an altitude of 6000’. The flight will then turn to the BRC. At the discretion of the flight leader, and depending on the arrival direction of the flight as compared to the ship’s heading, the flight may enter the Overhead Holding Pattern directly without proceeding to the initial fix point.
No CATCC-The flight leader will assign the Overhead Hold altitude between Angels 2 and Angels 6 (2000-6000’ MSL) to each aircraft. The assigned altitude determines the recovery order, lowest first. Reach holding altitude no later than 10 miles from the ship.
CATCC IN USE-After turning to the BRC, leader calls all aircraft to tune the CATCC “Tower” frequency. Every aircraft then calls in in order:
“BEEF 301 CHECKING IN ANGELS X, STATE X.X”
The Overhead Hold altitude will be assigned by the Tower.
The pattern procedure that follows may be modified by the Tower if in a CATCC environment.
The "Overhead Hold" pattern is a left hand circular 4-point pattern, maximum diameter 5 nm, with point 1 directly over the ship. At a pattern speed of 250 kt, one complete circle should take about 3 min 45sec to complete As the hold pattern below empties out, each aircraft spirals down in altitude. All altitude changes are done on downwind.
Situation awareness and attention to position reports by other aircraft in the hold, spin and break patterns are essential.
Check that Arrestor Cable is active, and has identified cables on the ship. Reset or restart if necessary.
An aircraft departs the overhead hold when it reaches a position ahead of the ship at 2000' with no other aircraft ahead at 2000'. Turn downwind descending to 1,500’. This is the "spin pattern" not to be confused with the "break pattern". For Case I approaches,The downwind course is the reciprocal of the BRC.
The spin pattern is flown at 1,500 feet clean with hook down. Fly up the starboard side of the ship. If no aircraft ahead has waved off or boltered, turn downwind descending to 800', entering the "Break Pattern." Otherwise stay in the spin pattern. Again fly up the starboard side clean with hook down, locate the last aircraft downwind or crosswind and "break" to follow. Once established downwind out of the break, gear down and flaps (‘dirty up”) and descend to 600' and slow to 150 kt. Report when abeam the ship (9 o’clock position off the left wing) with call sign and fuel state:
“301 ABEAM, STATE X.X”
The approach turn from downwind to final is one of the most difficult aspects of the carrier landing. Experienced pilots will begin about 15 seconds after calling abeam, and simultaneously turn, lose altitude and reduce airspeed to roll in on the Final Bearing heading at 300’-350’ , about ½ mile behind the ship, at approach speed and on the glide slope. It should be every naval aviator’s goal to accomplish this feat consistently.
Less experienced pilots should extend the downwind leg to 30 to 45 seconds and hold 150 kt and 600’ until rolling in on the Final Bearing heading at 1 ½ to 2 miles behind the carrier. Slow to approach speed and begin a 500-600 fpm descent when intersecting the glide slope.
The approach speed for the F/A-18 is 145 kt.
At .7 to 1.0 nm call the ball - “Aircraft Number, Aircraft Type, Ball, State”
“301 HORNET BALL STATE X.X”
If no ball or visual lineup in sight, call “CLARA”. Continue approach until ball or visual lineup in sight, then call “BALL”
In the event of a wave off, bolter, or touch and go:
Climb to 600’, turn right to ship’s heading
Turn downwind to enter break pattern at ½ mile upwind
If following another aircraft, turn downwind as the preceding aircraft passes your 7-9 o’clock position
Case II and Case III Arrival:
This SOP is based on the CARRIER PATTERNS NIGHTTIME section of the VUSN AIRCRAFT CARRIER GOUGE SHEET.
In real life Case II and Case III are always done under the control of CATCC. Since CATCC is frequently not available in the sim environment, the flight leader will maintain control during the hold phase and give the commence approach instruction to his team.
When inbound to the ship, descend to reach the ship's 180 radial relative to the Final Bearing, 21 nm from the ship at 6000 feet.
Establish left-hand holding, 6-minute race-track pattern. For additional aircraft, add 1000 feet and one mile for each additional aircraft.
After two turns in holding, or when ordered by the flight leader, first aircraft commences a 2000 FPM descent inbound to the ship to 1200'. Report :
“Beef 301 Commencing Approach”
At 5000’, report:
“301 Platform”
At 12nm from the ship report:
“301 12 miles”
At 10 miles from the ship commence transition to landing configuration. In no case proceed inside of 8 miles in clean configuration. Report:
“301 10 miles, going dirty”
At 6 miles from the ship, you should be at 150 kts gear/flaps down, 1200 feet and transitioning to approach speed.
Passing 6 DME, start a descent to 600 feet. Don’t descend below 600’ without a ball.
Passing 3 DME; with the carrier in sight, able to make a safe landing, and on the ship’s final bearing, acquire the ball and then continue your descent as in a normal landing, calling the ball at .8 – 1 nm from the ship. Use the following descent gates to aid your descent profile:
3 nm = 1200’
2 nm = 820’
1 nm = 440’
Aircraft should leave the holding pattern in 1 minute intervals. After commencing approach, descend to the Platform altitude of 5000’ at 4000 fpm, then descend at 2000 fpm.
If you wave off or bolter, fly upwind on the Final Bearing heading for 2nm, then turn downwind reciprocal to Final Bearing at an altitude of 1200’ using a 20 degree MAX Angle of Bank (AOB). This should place you 2nm abeam the carrier When 4 miles past the downwind, turn, to final using a 18-22 degree AOB. Aircraft speed is 150 KIAS until final, then speed slows to approach speeds.
Carrier Deck Movements and Positioning:
Arrivals:
Arriving aircraft will be spotted on the forward deck as shown. The first aircraft takes the position furthest from the bow, then each subsequent aircraft taxis past the parked aircraft and turns into line. If the operation is a turn-around, i.e a departure from the Arrival Spotting Area, Catapults 3 and 4 shall be used.
Departures:
When originating an operation on the carrier, the initial position of the aircraft will be as shown – “Departure Spotting Area”. Catapults 1 and 2 shall be used.
Carrier Launch:
All aircraft in the flight should be spotted on the flight deck in their assigned positions with engines off before the briefing begins. Preparation and execution shall follow SOP-04.
If CATCC (Tower) is in operation: All aircraft tune the Tower frequency and report “callsign, up on deck”
“301 UP ON DECK”
When all aircraft on deck, Tower will call engine start. Await taxi instructions.
Taxi to assigned catapult when cleared by Tower. Set Parking break, full flaps, enable cat shot via Arrestor Cables, set nose up trim to 3 ½ degrees.
Report “Ready Launch CAT X” to Tower.
Tower will state, “CAT X CLEARED.”
Move all control surfaces, apply Full power, release breaks, to launch aircraft.
NOTE: If not cleared, Tower will state “Suspend, Suspend, CAT x.” Remain on CAT X. Tower will state, “CAT X cleared” once situation for suspension is resolved.
If no CATCC (Tower), Flight leader will coordinate taxi and cat shots on the TAC frequency.
Carrier Departure-Leaving The Carrier's Airspace:
MANDITORY: Climb and maintain 500 feet until 7nm at 300 kts.
The reason is that you do not want to climb up into the overhead pattern, and if the launch is close to finishing, the tower may have already told aircraft holding to “Charlie”. With an aircraft breaking at 1000 feet, you could be climbing into them.
MANDATORY: Make a small clearing turn after launch to clear the launch corridor.
At 7nm, cleared to climb, turning shortest direction to field. Report “KILO” for frequency change approval.
Do not over fly carrier or encroach overhead pattern. Best to arc to a departure radial heading towards the home field.
If joining, rendezvous between 20-30 miles away from ship. Switch to ATC at 20 miles prior to landfall. If “BINGO”, follow normal emergency procedures.
Carrier Departure-Staying In The Carrier Pattern:
MANDATORY: Make a small clearing turn after launch to clear the launch corridor.
Upon launching into the pattern, climb to 600 feet, 150 kts, gear, flaps down.
At 2nm, commence turn downwind. Remember the downwind heading should be 180 degrees reciprocal of the ships heading. If told to extend upwind by Tower, continue upwind until told to turn downwind.
Once downwind, report abeam the ship (9 o’clock position off left wing) with callsign and fuel state
“301 ABEAM, STATE X.X”