10. Special Operations

10.1. Military Flights

10.1.1.  What Is Allowed and what is not allowed

10.1.2.  General

10.1.3.  Dutch Example

10.1.4. Temporary Reserved Airspace

10.1.5. AWACS

10.1.6. Military Formation Flights

10.1.7. Air to Air Refueling

10.1.8. Phraseology

10.2. Helicopeter Flights

10.2.2. Helicopter Corridors and Lanes

10.2.3. Pattern

10.3. Oceanic Procedures

10.4. Euro Control

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10.1 Military Flights  

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10.1.1. What is allowed and what is not allowed [C]

See also http://vateud.org/default.php?section=0&sub=4#d13

In other words a member is not allowed to log on to the network fire up his F18 and start buzzing, intercepting, interfering, bombing, shorting at or otherwise hindering other traffic or hindering ATC.  
All military or paramilitary traffic has to react at any given time to ATC command or instructions. 

A few VACC’s in Europe have dedicated Military ATCO’s with extensive and dedicated rules and regulations. It is not the scope of this guide to go into details across Europe but rather to give a brief overview of what can be expected.

The main thing to bear in mind if confronted by non responding or interfering military traffic is to use your “.wallop” command and ask for a Supervisor to assist you.

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10.1.2 General

As a general rule the main concern of ATC when dealing with military traffic is to know the intentions of this traffic and to ensure that the standard separation between traffic is maintained at all times. All aircraft shall be coordinated before handoff if not laid down otherwise in local procedures all aircraft shall be routed and leveled according to ATC instructions

9.1.4. VFR Waypoints

10.1.3 Dutch Example

Each VACC will have its own local restrictions, but for illustration purpose we list here the restrictions in use in the Dutch VACC.

As you can see the clearer the ground rules are the less the chance of misunderstanding and the more enjoyment for all concerned participating in the event or operation both from the pilot’s view as from the ATCO’s view.

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10.1.4. Temporary Reserved Airspace 

Military Aircraft usually operate in Temporary Reserved Airspace (TRA) which is closed for civilian traffic. This is to ensure safe separation of regular IFR and VFR traffic and Military traffic operating under VMC conditions. 

Military traffic is required to receive ATC clearance to enter and operate in this airspace.

DRAGON6, cleared to operate in TRA150 (Area)

Separation is 2.5 NM from both sides of the boundary. This airspace may be activated and deactivated as needed. It is usually not active unless especially requested by military aircraft.

Upon leaving the TRA, aircraft have to be given an IFR clearance again, except if they drop out the TRA at a level that allows VFR flights. In any case, a clearance to ensure that the aircraft have left the TRA has to be given.

DRAGON6, cleared to EKYT via AAL maintain FL330, squawk 1500

Or

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10.1.5. AWACS (Airborne Early Warning and Control Systems

An AWACS is an orbit area at one fixed level in which an AWACS-Aircraft (E3, E4, and RC135) is operating. The AWACS track is activated as soon as the aircraft begins his orbit in the area. The AWACS pattern is defined by two centerpoints. Around these two points a pattern is flown either as a racetrack pattern or a figure 8 pattern. The Aircraft needs a clearance by ATC to enter the orbit.

Aircraft in the orbit adopt the callsign: AWACS. An AWACS-Aircraft on normal IFR flight plans bear normal mission callsigns, ie NATO2.

AWACS02 cleared into orbit 14A at FL280.

When the orbit is finished, the aircraft has to be given an IFR clearance.

9.1.7. ATC VFR instructions and phraseology

10.1.6 Military Formation Flights

A formation is defined as a certain number of aircraft within 1 NM and 100ft from the leader. Deviations from this rule may be approved by ATC however in this case the last aircraft has to be assigned an individual squawk. ATC instructions are made to the formation leader only. Coordination within the formation is made on the ATC frequency. Furthermore the formation leader will squawk “C” mode and be assigned a transpoder code, the rest of the formation will be squawking Stand-By Mode.

Formations may be split for or when:

• Split into single elements for landing
• Adverse weather
• Split for safety reasons
• Technical problems
• different mission objectives
• Different aircraft types and performance problems

Formations can be split either by a issuing speed constraints or instructions, lateral or vertical split instructions. The most common is the Vertical Split as the different aircraft are given a different Flight Level instruction.

As ATC you start by contacting the formation leader to advise them about the imminent split:

TIGER1 prepare for Vertical Split

The formation leader would now communicate via text or on the squadron channel with the rest of the formation and prepare accordingly.

The next ATC command is to instruct the target to either climb or descent. In the event the aircraft being instructed to climb or descent is not the formation leader then ATC needs to assign a correct Squawk to this aircraft which needs to squawk “C” mode.

TIGER2, Descend to FL120, Squawk 1234 and IDENT

The target now lights up on your scope and you issue it with an inflight IFR Clearance.

NATO2, Cleared to EHVL, Proceed direct XXX, maintain FL 120

To split a formation using Speed corrections or Lateral instructions is also possible although this is used less frequently than a vertical split. However when used would follow the same principle as the above examples. The heading change given to the aircraft being targeted for a lateral split should be 30 degrees or more.

Formations can be joined for or when:

• for mission objectives
• lost wingman
• Emergency situations to shepherd aircraft
• Air-to-Air Refueling 

For aircraft to join a formation as ATC you need to ensure:

The aircraft joining is kept up to date about the bearing and range of the leader.

NATO2, FOX2 is at bearing 270 distance 15nm.

That sufficient separation exists until the aircraft about to join have visual contact and confirm they are able to continue visually.

NATO2 cleared to join visually report joined up and in formation

The joining aircraft needs to be joined below the leader.

NATO2, FOX2 at FL330, join from below

The aircraft joining needs to squawk Standby once it has joined the formation.

NATO2 Squawk Standby

Once the formation is complete either by 2 or more aircraft, the leader advises ATC and the formation about the new Formation Call Sign to be used.

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10.1.7 Air to Air Refueling 

Dedicated airspace around the refueling track is blocked laterally as well as vertically. Separation must be established to the airspace. Distance to the edge of the tanker orbit has to be 10NM at least. The airspace is activated as soon as the tanker-aircraft enters the orbit. The pattern is always a racetrack. The tanker-aircraft needs a clearance to operate in the refueling pattern

SHELL68, cleared to operate in HEIDI-Anchor, base level 230.

Whilst it is unlikely you will ever have to deal with this as a civilian controller the most notable thing to bear in mind is that the refuel area racetract consists of 4 different flight levels.

The highest level is the breakaway Level for the Tanker Aircraft.

The 2^nd highest is the Base Level (this is the level which the tanker will be flying).

The 3^rd highest is the breakaway level of the aircraft about to be refueled.

The lowest level is the level which the receiving aircraft is flying.

In practice ATC clears the receiving traffic in behind and below the tanker until it it some 3nm to 5nm behind it. At this time control is transferred to the tanker operator who instructs the receving aircraft to squawk Standby and who slots it in behind the tanker aircraft.

When refueling is completed the receiver is handed back to ATC, who assigns a new clearance and instructs the receiver to squawk “C” mode.

Upon completion of refueling the tanker aircraft shall be given a new IFR clearance for return to the base or field.

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10.1.8. Phraseology

The callsigns are the most obvious diference as they follow no set alfa-numerical sequence and one can expect to see callsigns which range from the rather obvious NATO1 or RAF10 to the unorthodox HOTDOG1, DODGER2, COBRA3, etc

As Approach/Tower Controller there are two things which differ when dealing with inbound military traffic.

Persons on board is asked at military aerodromes, to all aircraft even civilian traffic, with the exception of fighter aircraft which have 1 or 2 persons on board by default.

Tower, “COBRA3, request persons on board”

The need to remind the pilot to perform a landing gear down check

Tower, COBRA3, Check Gear

Further Codes and phraseology can be found at:

http://en.wikipedia.org/wiki/Brevity_code

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10.2. Helicopter Flights

A helicopter is an aircraft which is lifted and propelled by one or more horizontal rotors. Helicopters are classified as rotary-wing aircraft to distinguish them from conventional fixed-wing aircraft.

As ATC the main things to bear in mind when handling Helicopters relates to the manner in which they taxi, take of and land.

10.2.1. Taxi and Take Off

All helicopters may use "air taxiing" procedures as required. However, wheeled helicopters, where practicable, should be requested to "ground taxi" on prepared surfaced to minimise rotor wash and its effects.

At controlled aerodromes, helicopters may be granted a take-off clearance or simply instructed to report airborne, as appropriate, from any area nominated by ATC or the pilot, and assessed by the pilot as being suitable.

Helicopters taking off must proceed in accordance with ATC instructions. Subject to clearance, a turn after take-off may be commenced when the pilot considers that the helicopter is at a safe height to do so.

Prescribed exit "gates" and associated standard routes and/or altitudes may be provided to facilitate the flow of helicopter traffic. The use of these "gates" is not mandatory. Helicopters may, subject to an ATC clearance, revert to the standard traffic procedure in use at the field instead.

This option may be more appropriate when operating larger helicopters.

At night a helicopter should not take-off other than from a site which conforms with the requirements any illuminated runway or illuminated taxiway of dimensions sufficient with the size of the helicopter landing site applicable to the helicopter.

When the pilot elects to conduct the take-off from outside the runway in use by aeroplanes, the helicopter take-off path must not cross the runway.

Before take-off, the helicopter is to be positioned to the appropriate side of the runway in use so that the turn after take-off does not cross the extended centre line of that runway. The pre take-off position of the helicopter will be by air transit/taxi or by ground taxiing as appropriate.

The turn after take-off onto the desired departure track may be commenced when the pilot considers that the helicopter is at a safe height to do so. If the resultant departure track conflicts with the aeroplane traffic pattern, the helicopter should remain at 500FT above the surface until clear of that circuit pattern.

Where this procedure is not practicable the helicopter is to adopt the standard departure procedure applicable to aeroplanes.

Heli123, Request Air Taxiing From GA stand 12 to Taxi Way C for Take off

Heli123, Air Taxi to taxi way C via F and G avoid vehicles on F.

Heli123, Request Departure Instructions

Heli123, After Departure Turn Left to hdg 130, then climb to 4000ft

10.2.2. Helicopter Corridors and Lanes

10.2.2. Helicopter Corridors and Lanes

The following procedures for operations in helicopter access corridors and lanes apply:

• Maximum 120 KIAS.
• Helicopters operating under VFR, usually not below 500FT above the surface by day subject to flight over populous areas.
• Visual procedures must be used.
• Radar service may be given at designated aerodromes;
• Continuous listening on the appropriate ATC frequency in access corridors or broadcast frequency in lanes is mandatory
• The pilot-in-command has the responsibility to ensure that operations are confirmed within the boundaries of the corridor or lane;
• The limits of corridors and lanes must be adhered to, with any transitional altitude requirements maintained within an accuracy of ± 100FT;
• A helicopter not confirming its operations to an access corridor will require ATC clearance and while outside the corridor will be subject to separation standards as applied by ATC.

10.2.3. Arrivals and Landing 

At a controlled aerodrome, prescribed entry "gates" and associated standard routed and/or altitudes may be provided to facilitate the flow of helicopter traffic. Use of these "gates" is not mandatory.

Subject to the receipt of an ATC clearance, helicopters may, if required, conform to the standard traffic procedures applicable to aeroplanes.

At night a helicopter should not land at a site other than illuminated runway or illuminated taxiway of dimensions sufficient with the size of the helicopter landing site applicable to the helicopter

10.2.4. Pattern  

At controlled aerodromes specific operating procedures apply to helicopter traffic. Bear in mind that aircraft and helicopters do not mix well in the traffic pattern. The following generally applies for Helicopters.

• Where possible, helicopter circuit traffic will be separated from the aeroplane traffic pattern by the use of contra-direction circuits, outside of and parallel to the flight strip of the runway in use, and at a lower altitude than other traffic, but not below 500FT above the aerodrome elevation.
• When separated circuit patterns are not practicable, helicopters may utilise the same traffic pattern direction as other traffic, and will normally operate inside and at a lower altitude than the traffic, but not below 500FT above the aerodrome elevation.

At non-controlled aerodromes the following circuit operating procedures apply;

• Helicopters may be operated on contra-direction circuits and parallel to the aeroplane traffic pattern at a lower altitude than that traffic; but not below 500FT above the aerodrome elevation. The landing site associated with the helicopter circuit is to be positioned outside the flight strip of the runway in use so the helicopter circuit traffic does not cross the extended centre line of that runway.
• If the procedure outlined above is not practicable the helicopter circuit patterns should be flown inside and parallel to the aeroplane traffic and at lower altitudes, but not below 500FT above aerodrome elevation. The landing site associated with the helicopter circuit must be positioned outside the flight strip of the runway in use so that the helicopter circuit traffic does not cross the extended centre line of that runway.
• The helicopter must follow the standard aeroplane traffic pattern and, in this case, may use the fight strip area of the runway in use.

10.3. Oceanic Procedures [C]

Due to the fact that there are no radar systems available for oceanic control, oceanic controllers provide ATC services using "non-radar" procedures. These procedures use aircraft position reports, time, altitude, distance, and speed to ensure separation. Controllers record information on flight progress strips and in specially developed oceanic computer systems as aircraft repor