Military VFR/IFR Aerodrome Procedures

 

 

The CanadianForces, as well as other NATO military air forces, utilize different and varied procedures in and around landing airports.  In the VATSIM world it is very important that virtual aviators and controllers are familiar with these patterns so that operating irregularities can be avoided.  In this discussion we will look at several different military specific procedures from the cockpit and from the Air Traffic Control point of view.  It can be quite challenging, as well as rewarding, to work a successful pattern full of CF18, Hawks as well as other hi performance aircraft.

 

 

Perhaps the most common hi performance jet VFR pattern is the Flat Overhead Break.  The break is flown by aligning the aircraft to the runway heading at 5 miles from the airport at 1000-1500 feet AGL and an indicated airspeed of 250-300 knots.  The pilot reports initial at 3 miles from the runway and this is normally where the sequence number is given.  The pilot flies the jet over the runway threshold, maintaining altitude and speed, and over the numbers carries out a steep circular arrival pattern planned to roll out on final on speed configured for landing.  The pilot will report on base leg or short final and this is where the runway clearance is normally issued.  The pattern may be flown left or right hand – usually dependant on other circuit traffic  --  ie  you may run conventional circuits right hand and the break pattern left.

 

 

 

Shearwater Tower – KUGR42 10 south for the overhead break

KUGR42 – Shearwater Tower rwy34 winds 360 at 5 altimeter 29.84

call initial righthand break 1500’

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Tower – KUGR42 initial rwy 34

KUGR42 - #1  or

KUGR42 - #2 follow the SeaKing on final; break midfield  or

KUGR42 - #2 follow the CF18 ahead in the break

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Tower KUGR42 – base gear down and locked for a touch and go

KUGR42 - winds 360 at 5 rwy34 cleared touch and go  or

KUGR42 - continue C130 clearing at Charlie  or

KUGR42 - pull up and go around vehicle on the runway

 

 

 

 

A subtle variation of the overhead break I have seen in use is the Battle Break  --  this is virtually  the same pattern but the aircraft arrives initially over the runway threshold quite low and pulls up over the upwind end in the same steep circular pattern arriving at the downwind/base legs in virtually the same configuration as for the overhead.

 

 

 

 

The second most common VFR pattern is the Closed Circuit.  This is normally conducted on the pullup from a touch and go or low approach and is quite similar to a standard circuit pattern although much tighter and faster.  The closed pattern is flown within 1 mile on the downwind and the turn to final within 3 miles of the threshold at an altitude of 1000 feet AGL and an indicated speed of 250-300 knots. The pilot makes the same calls as a standard circuit  --  ie downwind and final  --  and ATC provides a sequence number on the downwind and a runway clearance on the base/final leg.

 

 

Tower – SKNR22 request closed left

SKNR22 – cleared left

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Tower – SKNR22 downwind touch and go

SKNR22 - #1  or

SKNR22 - #2 follow the Aurora on a 2 mile final  or

SKNR22 - #3 following an A310 on a 5 mile final extend the downwind

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Tower – SKNR22 base, gear down and locked for a touch and go

SKNR22 – winds 360 at 5 rwy34 cleared touch and go  or

SKNR22 – pull up and go around aircraft on the runway

 

 

The following graphic gives you an idea of the relative positions in the patterns we have discussed so far.  These were flown on rwy06 at Navy Pax River Maryland in the DSB CT155 LeadIn Fighter Trainer  --  it’s a great aircraft – give it a try.

 

 

 

 

The next pattern we will review is the Practice Forced Landing  --  PFL.  The pilot will normally request the pattern when approaching or leaving the circuit to rejoin.  Once approval has been granted from the tower controller – the pilot will align the aircraft to a position over the runway threshold on runway heading at 250kias and 5000’AGL.  This position is called HiKey.  The pilot then secures the engine for an idle thrust 360 degree circular descent to the runway, again with the intention of rolling final 1-2 miles back on speed and in configuration.  The 3 radio calls in this pattern are  HiKey (already discussed),  LoKey (halfway through the PFL in a relative downwind position – ATC normally assigns a sequence number here), and FinalKey (rolling in final – ATC normally gives the runway clearance here).  Remember the aircraft is simulating an emergency descent – it is quite difficult to have him extend the pattern as he’s bleeding off altitude and speed to arrive in the landing configuration on short final.

 

ColdLake Tower – RUTT16 10 south for a PFL

RUTT16 ColdLake Tower – rwy31R winds 290 at 10 altimeter 30.10

righthand PFL approved call HiKey

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Tower RUTT16 HiKey rwy31R

RUTT16 roger – call LoKey

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Tower RUTT16 LoKey

RUTT16 roger #1  or

RUTT16 roger #2 follow the T33 short final

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Tower RUTT16 FinalKey – 3 down and locked for a go

RUTT16 winds 290 at 10 rwy 31R cleared touch and go

 

 

These are basically the most common hi performance maneuvers you will encounter – when I state hi performance let me also remark that I have seen overheads flown by CP140s/C130s etc and closed patterns by twin huey helicopters.  All military pilots and controllers should be familiar with these procedures.

 

A few other military specific procedures you may (or may not) be familiar with are:

 

TACAN  --  a TACAN (Tactical Air Navigation) is quite similar to the civilian VOR.  When you hear a pilot request a TACAN approach – treat it the same as a VOR or VOR/DME approach.

 

ROUND ROBIN FLIGHT  --  military pilots often file a round robin flight plan for enroute training and approaches at several different airports.  Treat this flight similarly to a civilian training flight  --  issue the final airport as the clearance limit via the routing to the first airport for approaches and flightplanned route.  For example: Swordfish22, a CP140 from 415 squadron Greenwood files the following routing

 

CYZX  à YHZ (ILS APPCH +15) à YQM (NDB APPCH +15) à YSJ (GPS APPCH +15)  à CYZX

 

Your clearance would be…

 

ATC clears SFSH22 to the Greenwood TACAN via direct YHZ flightplanned route, maintain 9000

Depart rwy 26 turn left climb on course squawk 4205

 

OPERATIONAL/DUE REGARD  --  this is a term used by the military that indicates the flight is proceeding on a National Defense mission and no longer requires an ATC clearance.  Normally you need only acknowledge the report and pass on any relevant traffic.

 

Moncton Centre – HNTR82 switching operational

HNTR82 Moncton roger – radar service terminates, cleared enroute

 

ARRESTOR CABLES  --  at many military airports the runways are equipped with arrestor cables similar to what you might find on an aircraft carrier.  These are normally rigged when tailhook equipped aircraft are operating at the aerodrome.  A cautionary is issued with takeoff/landing clearances.

 

SGNYBLUES winds 280 at 5 departure end cable rwy 26 in the up position cleared takeoff

 

PAR/GCA  --  for many years the main landing approach navigation aid at DND aerodromes was PAR (Precision Approach Radar)  This system uses a very precise radar to allow a specially trained controller to ‘talk down’ the pilot right to 200 and ½ minimums on a Ground Controlled Approach.  Mike Oxner has developed the MOPAR program to simulate this in the FlightSim environment.  In the picture below an Aurora is very short final on a PAR approach – the RADOMES are visible in the background.