¶
¶ INTRODUCTION
This manual is intended to teach the basics and techniques used by air defence controllers in their main functions.
¶ DEFINITIONS
¶ GCI - GROUND CONTROLLED INTERCEPTION
Ground-controlled interception (GCI) is an air defence tactic whereby one or more radar stations or other observation stations are connected to a command communications centre that guides the interceptor aircraft to an air target.
¶ CRC - CONTROL AND REPORTING CENTER
The Control and Reporting Centre (CRC) is defined as: 'An air traffic control element dependent on the tactical air traffic control centre for which radar control and warning operations are conducted within its area of responsibility'.
¶ AEW – AWACS AIRBORNE ASSETS
Aeroplanes equipped with powerful radars that serve as airborne command and control centres. Wanting to simplify a lot, they are "flying CRCs".
¶ ASACS
The ASACS (Air Surveillance and Control System) Units are either CRC or AEW
¶ INTERCEPT CONTROLLER (IC)
The controller in charge of guiding military assets in a tactical environment.
Even though they have the same job, when located onboard an AEW/AWACS the name changes to Weapon Controller (WC) but in this manual we always refer to IC for convenience.
They have the primary task of assisting and coordinating military aircraft during the operations of:
- QRA
- AIR TO AIR REFUELLING
- COMBAT AIR PATROL
¶ QRA
The Quick Reaction Alert (also known as “Scramble”) is the operational activity consisting in quickly launching a pair of armed fighters in order to intercept and identify an unknown aircraft that violates the airspace or in difficulty. The primary purpose is therefore to guarantee the safety of the skies from any possible threat. In reality the “scramble” can be ordered for different reasons and the most common are:
- Lack of diplomatic clearance (or entry clearance into national airspace);
- Deviation from the "authorised" route;
- loss of radio contact;
- Illegal acts on board;
- Support of aircraft in difficulty;
On the IVAO network, these complex simulations must always be traceable to an organized event.
The scramble can be differentiated into two fundamental categories:
- ALPHA SCRAMBLE: real interception;
- TANGO SCRAMBLE: simulated interception;
¶ IN-FLIGHT REFUELLING - AAR
In-flight refuelling is a technique that allows fuel to be transferred from an aircraft, called a "tanker", to a "receiver" while both are in flight. The Controller has an active part in the RV type "A". [Please refer to the AAR manual for further information].
¶ COMBAT AIR PATROL - CAP
A combat air patrol, often abbreviated CAP, is a type of defensive mission, in which land, naval or air assets are guarded.
It typically involves fighters flying in formation around the area to be defended also called AREA OF RESPONSIBILITY [AoR], ready to counter-attack any enemy attacks. Effective CAP flight formations can include aircraft positioned at both low and high altitudes, to shorten response times to an attack.
The applicable types of CAP are as follows:
BarCAP: Barrier Combat Air Patrol", an air mission to protect airspace for a specified time;
CAP/Strike: Aircraft with a primary CAP role and a secondary strike role;
Strike/CAP: Aircraft with a primary attack role and a secondary CAP role;
FastCAP: Combat air patrol protecting "strike" aircraft;
ForCAP: Force Combat Air Patrol", an escort mission to the attack forces;
HAVCAP: High Asset Value Combat Air Patrol", flown to protect "high value assets" such as AWACS or J-STARS, tankers, intelligence, surveillance and reconnaissance (ISR) etc. also called HVAACAP for High Value Airborne Asset CAP;
ResCAP: Rescue Combat Air Patrol", Used to protect personnel as well as combat search and rescue aircraft or other rescue forces.
TarCAP: Target Combat Air Patrol", conducted close to a ground target to protect special ground attack aircraft such as AC-130 gunboats from enemy fighters.
¶ BASICS
¶ BREVITY WORDS
The term BREVITY indicates a collection of “tag-words” associated with actions or situations that facilitate the understanding and execution of operations. For pilots and controllers it is vital to know the operational meaning of these words. Below are the main words used for our simulations.
¶ GENERAL
AS FRAGGED
Unit or element will be performing exactly as briefed or scheduled.
ALPHA CHECK
Confirmation/verification of the position of a BULLSEYE or other point related to the position of the friendly aircraft.
Example:
The BULLSEYE in use is 20 NM north-east of the fighter's current position.
GA01 (callsign), Alpha check, 045 (bearing from the point), 20 (distance in NM)
ANGELS
Height of FRIENDLY aircraft in thousands of feet from mean sea level (MSL).
Example ANGELS 18=18000 ft
AUTHENTICATE
Identity control method used by the DA and the pilot to ensure that they are in communication with allied agencies (More in a later chapter)
PLAYTIME
Amount of time aircraft can remain on station, given in hours plus minutes (e.g., ONE PLUS THIRTY equals 1 hour and 30 minutes).
PARROT
A military IFF transponder.
[freq] POGO [freq]
Switch to communication channel number preceding POGO. If unable to establish communications, switch to channel number following POGO. If no channel number follows POGO, return to this channel.
SUNRISE
Command and control services are available (CRC or AWACS)
MIDNIGHT
Command and control services are not available
STRANGLE [system]
Turn off the indicated apparatus
¶ CORE INFORMATION FORMAT
PICTURE
A request to provide information pertinent to the mission in a digital bullseye format unless briefed otherwise.
BRAA
The following information is in a tactical control format providing target bearing, range, altitude, and aspect (BRAA) relative to the specified FRIENDLY aircraft. (see examples here)
BULLSEYE
A common reference point. Position of an object will be established by bearing (magnetic) and range (NM) from this point. (see examples here)
GROUP(S)
Any number of air CONTACT(S) within 3 nautical miles in azimuth and range of each other.
AZIMUTH
A picture label describing two GROUPs separated laterally. GROUP names will be referenced by cardinal directions (e.g., NORTH GROUP, SOUTH GROUP, or EAST GROUP, WEST GROUP).
RANGE
A PICTURE label describing two GROUPs separated in distance along the same line of bearing. GROUP names will be LEAD GROUP or TRAIL GROUP.
[...]ECHELON + posizione cardinale
Fill-in to a picture label describing GROUPs aligned behind and to the side of the closest GROUP.
STACK
Two or more CONTACTS within GROUP criteria with an altitude separation in relation to each other (typically above >=10,000FT separation).
MONITOR(ING) [GROUP or object]
Maintain(ing) sensor awareness on specified GROUP or object. Implies that tactically significant changes will be communicated.
CLARA
The radarscope is clear of enemy contacts
CLEAN
No radar contacts on BANDITS, BOGIES or aircraft of interest.
[…]ARM
[North/South/East/West/Lead/Trail] Contact(s) within a group that manoeuvre outside the criteria of the group.
ASPECT ANGLE (Definition)
The ASPECT ANGLE is the angle between the longitudinal axis of the target (projected backwards) and the interceptor's line of sight measured from the tail of the target is called the aspect angle. Used in the BRAA format to quickly identify the position with respect to the target expressed in AA (aspect angle). Several terms have been created:
DRAG/COLD
Contact stabilised between 000 and 070 degrees
BEAM
Contact stabilised between 070 and 110 degrees
FLANK
Contact stabilised between 110 and 160 degrees
HOT/HEAD ON
Contact stabilised between 160 and 180 degrees
TRACKING
Group/contact direction of flight/movement.
Used in the BULLSEYE format to indicate cardinal, sub-cardinal directions of contacts.
MANEUVRE (Azimuth/Range)
Specified GROUP is manoeuvring in azimuth, range, and/or altitude.
MARSHALL(ING)
Establish(ed) at a specific point, typically used to posture forces in preparation for an offensive operation
CAP/CAPPING (Location)
1. Establish a combat air patrol at a specified point, used prior to committing forces in support of a defensive operation.
2 Informative call that an aircraft is established in an orbit.
TARGET DECLARATION
An indication to be included in the first "picture" in BRAA or BULLSEYE format of a detected threat.
BANDIT
Positively identified as an enemy IAW theatre ID criteria. The term does not imply direction or authority to engage.
BOGEY
A CONTACT whose identity is unknown.
HOSTILE
A contact identified as enemy upon which clearance to fire is authorised IAW theatre rules of engagement
THREAT (direction)
Untargeted HOSTILE or BANDIT or BOGEY is within a briefed range of a FRIENDLY aircraft.
A THREAT call must be inserted when an unengaged group enters the threat range of a friendly aircraft/formation which is 35NM (unless otherwise specified).
FUR BALL
Non-FRIENDLY aircraft and FRIENDLY aircraft are inside of 5 nautical miles of each other. Can be responded to with a DECLARE request.
¶ FILL-IN INFORMATIONS
Additional information that increases the description of the group/groups.
FAST
Target speed of 600–900 knots ground speed or Mach 1.0 to 1.5.
VERY FAST
Target speed greater than 900 kts/1.5 M
HIGH
Target altitude is above 40000 ft amsl
HEAVY
A known group that contains more than three elements.
CONTACT(s)
Individual radar return within a GROUP or ARM.
TARGETED
Fighter has acquired the assigned GROUP and has assumed responsibility for it.
UNTARGETED
Untargeted bandit/bogey with pre briefed range/aspect of a friendly.
¶ CONTROLLED AIRCRAFT STATUS
BOGEY DOPE
Request for information on indicated or closest GROUP in BRAA format (with appropriate fill-ins).
DECLARE
Inquiry as to the ID of a specified track(s), target(s), or correlated GROUP. Responses include: FRIENDLY, BOGEY, BANDIT, HOSTILE, NEUTRAL, UNABLE, CLEAN, or FURBALL. Full positional data (BULLSEYE) must accompany responses.
CLEAN
No radar contacts on BANDITS, BOGIES or aircraft of interest.
JUDY
Aircrew has taken control of the intercept and only requires situation awareness information; controllers will minimise radio transmissions.
MERGE(D)
Radar returns/tracks have come together.
ICs will refer to fighters in MERGED state when the system's resolution capability is limited or when GROUPS are between 3-5 NM from fighters.
Controllers must communicate with a MERGED fighter only for:
- Requests from fighters.
- THREAT Calls.
- Update the direction of the flow to be followed on the GROUPS (if necessary).
TALLY + NUMBER OF AIRCRAFT
Sighting of a target, non-friendly aircraft, or enemy position. Opposite of NO JOY.
NO JOY
Aircrew does not have visual contact with the TARGET or BANDIT. Opposite of TALLY.
BLIND
No visual contact with FRIENDLY aircraft, ship or ground position. Opposite of VISUAL.
VISUAL
Sighting of a FRIENDLY aircraft or ground position or ship. Opposite of BLIND.
ON/OFF STATION
I have reached/left my assigned station.
¶ AIRCRAFT CONTROL ACTIONS
BREAK (Direction)
Perform an immediate turn to maximum performance in the established direction.
To be used in situations of potential danger or requiring a timely response from the pilot.
HARD (LEFT/RIGHT, Direction)
High-G-force, energy sustaining turn in the indicated direction (default is a 180-degree turn).
Not to be confused with the BREAK tag which is used differently
BUSTER
Fly at maximum continuous speed (military power).
GATE
Fly as quickly as possible, using after- burner or maximum power.
COMMIT
The intention to conduct an intercept against BOGEY(S)/ BANDIT(S)
ENGAGE
A fire control order used to direct or authorise units and/or weapon systems to fire on a designated target.
NOTE: Not to be utilised in a CAS engagement.
¶ ACTIVITY STATUS
FOX (NUMBER)
Simulated or actual launch of air- to-air weapons.
(ONE): Semi active radar-guided missile.
(TWO): IR-guided missile.
(THREE): Active radar-guided missile.
KILL
A fighter call to indicate the targeted threat aircraft has been successfully engaged.
KNOCK IT OFF
Safety directive to cease air combat exercise manoeuvres/attacks/activities
TERMINATE
Cease local engagement without affecting the overall exercise.
The complete list of BREVITY tags is available on the BREVITY Document (to be renamed with the final name)
¶ TYPE OF CONTROL PROVIDED
Tactical control of aircraft is mainly based on two aspects, the mission of the controlled aircraft and its safety. To ensure this, there are several types of control.
¶ CLOSE CONTROL
In this type of control, the IC is responsible for selecting and assigning the target, provides information to the Fighters, and also responsible for navigation/geometry of the interception until "Tally/Judy" is reported.
¶ WHEN TO USE CLOSE CONTROL
- INTERCEPTIONS
- AAR (RENDEZVOUS “A”)
¶ LOOSE CONTROL
In this type of control, the pilots are responsible for choosing the geometry of the interception and the tactics to be applied.
The IC in this type of control is responsible for:
- selection and assignment of the target,
- information regarding the PICTURE
- initial vector to the air defence fighters (COMMIT).
¶ LOOSE CONTROL BULLSEYE FORMAT
This type of control is used when multiple assets or CAPs are involved in the same mission and is intended to increase situational awareness of all assets involved.
¶ LOOSE CONTROL BRAA FORMAT
This type of control is used on request by fighters, either within a predetermined range of the target, or when the IC needs to provide urgent information to fighters regarding a new nearby threat.
¶ WHEN TO USE LOOSE CONTROL
- INTERCEPTIONS (If required by pre-mission briefing or for training choice)
- CAP
- Complex Operations (COMAO/OCA etc)
¶ BROADCAST CONTROL
Fighters are responsible for selecting targets and choosing interception tactics and geometry.
All information provided by the controller is given in BULLSEYE format.
¶ WHEN TO USE BROADCAST CONTROL
- Complex Operations (COMAO/OCA etc.)
¶ ADDITIONAL CONTROL METHODS IN RELATION TO SEPARATION
In combination with the types of control described above, other "subcategories" are added that determine the responsibilities of separations.
These do not apply to BROADCAST CONTROL
¶ POSITIVE CONTROL
The control unit is responsible for taking actions to avoid collisions in terms of direction, speed and altitude to maintain the separation criteria (used very often in relation to "Close control").
¶ ADVISORY CONTROL
The control unit will provide appropriate aircraft safety warnings. The pilot is responsible for navigation and collision avoidance (often used in connection with loose control).
¶ SUMMARY TABLE
|
|
CLOSE |
LOOSE |
BROADCAST |
||
|
POSITIVE |
ADVISORY |
POSITIVE |
ADVISORY |
||
|
TARGETS SELECTION |
IC |
IC |
IC |
IC |
PIL |
|
TACTICAL SELECTION |
IC |
IC |
PIL |
PIL |
PIL |
|
GEOMETRY |
IC |
IC |
PIL |
PIL |
PIL |
|
SEPARATION |
IC |
PIL |
IC |
PIL |
PIL |
|
PICTURE FORMAT |
HDG – SPD -ALT |
BRAA or BULLSEYE |
BULLSEYE |
||
¶ AUTHENTICATION
Authentication is a fundamental procedure to make sure you are in contact with an "ally" unit. Normally the check is performed by comparing a table in the possession of both parties who, each other, wonder about the content of the same.
There are several methods available but we are going to focus only on one of them just as reference.
The station that starts the control will select three letters, reporting only the first and third, the interrogated station must report the second letter placed in between the two previously reported.
Example:
- ATC: authenticate I-S
- PIL: come back K
-----------------------------
- PIL: authenticate L-O
- ATC: come back M
THE TABLES USED WILL BE PROVIDED DURING THE PRE-MISSION BRIEFING
¶ “TACTICAL CALL” STRUCTURE
Controllers and assets will use the basic format indicated below to communicate the status of the GROUPS:
- Total number of Groups
- Group position (in BRAA or BULLSEYE format)
- Altitude
- Direction (TRACK or ASPECT ANGLE)
- DECLARATION
- FILL-IN
¶ SINGLE-GROUP "BASIC" EXAMPLES
Example BRAA
| CALLSING | GROUPS | Format | Bearing | Range | Altitude | Aspect | Declaration |
|
SPIDER |
SINGLE GROUP |
BRAA |
320 |
30 |
20000 |
BEAMING |
BOGEY |
Example BULLSEYE
| CALL. | GROUPS | Format | Bearing | Range | Altitude | Track | Declaration |
|
SPIDER |
SINGLE GROUP |
BULLS EYE* |
350 |
20 |
18000 |
TRACKING EAST |
BANDIT |
*or the BULLSEYE’S NAME
¶ MULTIPLE GROUPS
AZIMUTH, RANGE, ECHELON and STACK can be used to relate the position of multiple groups. A picture of the first group is transmitted and the position of the other(s) is deduced accordingly.
Example AZIMTUH
SPIDER, TWO GROUPS, AZIMUTH 25, NORTH GROUP, BULLSEYE, 360, 20, 30000, TRACK SOUTH-EAST, HOSTILE, WEST GROUP, 30000, TRACK SOUTH-EAST, HOSTILE
In this call the IC controller indicates that there are 2 groups separated laterally by 25NM, the "reference" group is the one to the north, given in bullseye format. The determination of the position of the second group takes place accordingly, as it is based on the position of the first group.
Example RANGE
SPIDER, TWO GROUPS, RANGE 15, LEAD GROUP, BULLSEYE, 360, 10, 30000, TRACKING SOUTH, HOSTILE, TRAIL GROUP, TRACK SOUTH, HOSTILE
In this call the IC controller indicates that there are 2 groups separated longitudinally by 15NM, the "reference" group is the closest one, given in bullseye format. The determination of the position of the second group takes place accordingly, as it is based on the position of the first group.
Example RANGE - ECHELON
SPIDER, TWO GROUPS, RANGE 15, ECHELON NORTH-WEST, LEAD GROUP, BULLSEYE, 315, 10, 30000, TRACK SOUTH-EAST, HOSTILE, TRAIL GROUP, 30000, TRACK SOUTH-EAST, HOSTILE
Similar to RANGE but the ECHELON attribute makes it clear that there is a slight offset.
Example AZIMUTH - ECHELON
SPIDER, TWO GROUPS, AZIMUTH 20, ECHELON NORTH, LEAD GROUP, BULLSEYE, 315, 10, 30000, TRACK SOUTH-EAST, HOSTILE, TRAIL GROUP, 30000, TRACK SOUTH-EAST, HOSTILE
Similar to AZIMUTH but the ECHELON attribute makes it clear that there is a slight offset
Example STACK
SPIDER, TWO GROUPS, STACK, HIGH GROUP, BULLSEYE, 315, 20, 30000, TRACK SOUTH-EAST, HOSTILE, LOW GROUP, 20000, TRACK SOUTH-EAST, HOSTILE
Example THREAT
HE01, THREAT, BRAA, 225, 25, 20000, BEAM, HOSTILE
If the exact location of the fighter(s) is not known, THREAT information can be provided using BULLSEYE.
HE01, SPIDER, NORTH GROUP THREAT BULLSEYE 295/26, 20000, TRACK WEST, HOSTILE
If a fighter receives a THREAT BULLSEYE call, it must respond with its radio callsign.
When a THREAT is within 5 nm of fighters, controllers can provide THREAT information using cardinal direction, range, altitude, track direction, and declaration:
RED11, THREAT NORTH THREE, 10000, TRACK SOUTH, HOSTILE.
Example MONITOR
SPIDER, TWO GROUPS, BULLSEYE, 315, 20, 30000, TRACK SOUTH-EAST, HOSTILE, ADDITIONAL GROUP, MARSHALLING NORTH EAST, MONITOR In this picture, the IC makes it clear that the second group is not currently a threat.
¶ MANEUVERING
Example MANEUVERING - RANGE
SPIDER, SINGLE GROUP HEAVY, MANOEUVRING RANGE SEPARATION 15, LEAD ARM, BULLSEYE, 315, 20, 30000, TRACK SOUTH-EAST, HOSTILE, TRAIL ARM, 25000, TRACKING NORTH, HOSTILE
In this case the formation is divided with a range separation. The controller will then enter in the picture the indications of lead and trail ARM with the respective indications of distance, altitude and direction (the primary complete, the secondary "by deduction").
Example MANEUVERING - AZIMUTH
SPIDER, SINGLE GROUP MANOEUVRING AZIMUTH SEPARATION 20 OPENING.... NORTH ARM, BULLSEYE, 355, 15, 20000, TRACK NORTH-EAST, HOSTILE, WEST ARM, 25000, TRACK SOUTH-WEST HOSTILE
In this case the formation is divided with an azimuth separation emphasising its content with the word OPENING. The controller will then insert in the picture the indications of the cardinal positions of the two ARM with the respective indications of distance, dimension and direction (complete for the primary, the secondary "by deduction").
¶ "SEPARATE" GROUPS THAT CANNOT BE RELATED TO EACH OTHER
SPIDER, THREE GROUPS, FIRST GROUP, BULLSEYE, 290, 7, 20000, TRACK SOUTH-EAST, HOSTILE, SECOND GROUP, BULLSEYE, 205, 27, 25000, TRACK NORTH-WEST, HOSTILE, THIRD GROUP, BULLSEYE, 010, 25, 22000, TRACK NORTH, BANDIT
¶ GROUPS CAPPING
Example COUNTEROPPOSING
SPIDER, TWO GROUPS, COUNTER OPPOSING CAPS, AZIMUTH 20, EAST CAP, BULLSEYE, 045, 20, 20000, TRACK SOUTH, HOSTILE, WEST CAP, TRACK NORTH, HOSTILE
Example COUNTER ROTATING
SPIDER, TWO GROUPS, COUNTER ROTATING CAPS, AZIMUTH 20, EAST CAP, BULLSEYE, 045, 20, 20000, TRACK SOUTH, HOSTILE, WEST CAP, TRACK SOUTH, HOSTILE.
¶ EXAMPLE WITH "FILL-IN" INFORMATION
SPIDER, TWO GROUPS, FIRST GROUP, HEAVY, 5 CONTACTS, BULLSEYE, 290, 7, 20000, TRACK SOUTH-EAST, HOSTILE, HIGH, FAST, TARGETED BY HORNET1, SECOND GROUP, BULLSEYE, 205, 27, 25000, TRACK NORTH-WEST, HOSTILE, UNTARGETED
As you can see, these calls amplify situation awareness for fighters
¶ SCRAMBLE OPERATIONAL MANAGEMENT
¶ THE PHASES OF A SCRAMBLE
The scramble is essentially composed of four important phases:
- LAUNCH
- VECTORING TO TARGET
- INTERCEPTION
- RESOLUTION
¶ SCRAMBLE MESSAGE AND QRA EXITS
Once the unit in charge determines the need to scramble the interceptors, an encrypted message is issued indicating:
- The type of scramble;
- The exit point;
- The engine set to be used and the initial level;
- The assigned task;
- Other information such as frequency/channel to contact after take-off
Example:
GA01, T-SCRAMBLE ORDER, EXIT SIERRA, [VECTOR xxx]*, CLIMB IN GATE FL180 FOR VISUAL IDENTIFICATION, WHEN AIRBORNE CONTACT SPIDER ON CH17.
*In case of T-Scramble an "avoidance" vector can be inserted in the message to ensure that the interceptor remains separate from civil traffic and / or unsuitable airspace.
Unless expressly established on the appropriate SOPs, the exit gates are 4, located at 15NM from the airport, on the 4 cardinal points named as in the figure.
It is not necessary that they are precise points with Lat / Lon coordinates but are only an indicative reference of the heading to be assumed immediately after take-off.
The controller must guarantee the interceptor can reach the target to be identified in the shortest possible time and space, constantly coordinating with the civil/military CTAs to ensure a continuous "deconfliction" from the civilian traffic.
According to the assigned tasks, it will then direct all the phases following the identification accordingly.
Depending on the "quadrant" from which the interceptor comes, it will be possible to identify the type of geometry and interception applicable that must always tend to bring the interceptor to a "Stern" position with respect to the aircraft to be intercepted.
We will therefore have 3 types of interception:
- Frontal (Head-on / Forward quarter)
- Beam
- Stern
It is a responsibility of the controller to inform the pilot of the type of approach used to conclude the interception.
The best technique involves an initial approach in the BEAM quadrant and then passing through the STERN (Beam to Stern intercept) quadrant.
A BEAM approach ensures that the Fighter is not in the lateral range of use of possible armament by the intercepted aircraft.
Use the FRONTAL approach only if you know that the aircraft is not a safety threat (e.g. civil aircraft in radio failure or off course)
Then use all the tools available on Aurora such as:
- Speed Vectors;
- QDM
- “Turn calculation” option;
- “VERA”
In order to identify the correct "flight path" of the interceptor aircraft in the way that it just needs to make the last turn and position itself "on the tail" of the intercepted aircraft.
Speed control is essential to make a good interception. Generally, it is used to set the interceptor at a speed of about 20% higher than that of the intercepted a/m.
The initial heading will always be that of a hypothetical "collision course" to direct the fighter towards the aircraft to be intercepted in the most direct and fastest way possible. Then manoeuvre the fighter to an appropriate LD (Lateral distance) so that the "closing" turn takes place correctly.
The lateral distance is variable depending on the speed but always remains in the range 4-8NM
When the interceptor aircraft declare JUDY the controller will continue to provide information on the track of interest until the visual is obtained.
If you are making an HEAD-ON interception, make a lateral offset first.
In the Example below, the fighter has a heading that will end the interception in the wrong position. Controller must correct the interception by giving a heading to the left to get to the "final turn” at an optimal distance. Alternatively the IC can increase the speed of the fighter (or a combination of HDG/Speed).
It is very important for the controller to predict how the interception could evolve.
Assuming that the time required for interception is estimated in 15 minutes (10 minutes for the scramble phase + 5 minutes of flight), the IC should be able to determine using the QDM the position that the a/m is going to have after 15 minutes and with another QDM identify the expected course.
Looking at the Example below, the IC controller will have the reasonable certainty that the track to be followed after take-off from LIPS (base identified to perform the interception) will be variable between 250° and 270°. It will then initiate coordination with neighbouring ATC units to start diverting all traffic that could interfere with the interceptors' route.
However, it should be considered that the T-SCRAMBLE is a training activity and therefore we must try as far as possible to avoid interfering with the routes of civil traffic
¶ PRIMARY TASKS:
VISUAL IDENTIFICATION
The term VISUAL IDENTIFICATION (VID) identifies the procedure by which interceptor aircraft approach the intercepted aircraft and visually verify its identity. During the ID, the information to be reported to the IC is as follows:
- acft type
- colours or/& marking
- heading
- flight level
- speed
- if weapons on board and configuration for military aircraft
- Registration
In case of interceptions carried out in IMC or at night, it may be necessary to conduct them using only the on-board electronic systems (Electronic ID)
INTERROGATION
Subsequent to the Visual ID, an attempt to establish bilateral contact on the 121,500 guard frequency (see chapter 4 phraseology) is made. In the event of radio failure, interceptors will attempt to establish a contact with the aircraft through the visual signals defined by ICAO document 7300 and summarized below.
|
Signals performed by the intercepted Acft |
Signals performed by the intercepted Acft |
||
| VIS | Meaning | VIS | Meaning |
|
1 |
You have been intercepted. Follow. | 4^ | The airport you have chosen is inadequate. |
|
2 |
You can proceed | 5^ | I can't do that. |
|
3 |
Land at this airport. | 6^ | In danger(1) |
|
3 Bis |
Last warning. Follow. If you do not perform your security will not be granted(1). | ||
(1) NOT EXECUTABLE ON IVAO
It will be the controller's responsibility to instruct the pilot to perform one of the following visual signals called VIS + signal number.
Based on the answer, therefore, the most appropriate tactic will have to be evaluated
INTERVENTION
INTERVENTION is defined as a procedure implemented by interceptor aircraft that diverts the intercepted aircraft from its course or mission.
May include:
DIVERSION/ESCORT
The term DIVERSION/ESCORT identifies the procedure used by interceptors to divert, monitor and accompany the intercepted aircraft to a certain point. The same is normally performed in formation with the intercepted aircraft being always visible by the interceptors.
It is usually preceded by the VID and the INTERROGATION
INTERVENTION TO LAND/ FORCED LANDING (VIS 3)
In the case of an INTERVENTION TO LAND/FORCED LANDING procedure, the escort will be carried out until the intercepted aircraft is accompanied to a designated aerodrome.
The interceptor aircraft shall remain in VMC as far as possible and maintain the frequency of the interceptor controller until a handover to approach control (or other ATC) has been established. In case of IMC conditions, the intercepted aircraft will be routed and positioned for the execution of the most suitable instrument procedure.
If possible, the intercepted aircraft will be guided by radio as intended, otherwise the visual signals provided for in accordance with ICAO DOC 7300 will be applied.
For the transfer of communications to the designated aerodrome only one aircraft will switch to the assigned ATS frequency, The second aircraft will maintain the interceptor controller frequency.
Interceptor aircraft shall maintain circuit over the designated aerodrome until the ground parking area for the intercepted aircraft is reached.
WARNING BURST (VIS 3 BIS)
The term WARNING BURST refers to the procedure used by interceptors to give a warning to a suspicious aircraft. The procedure involves the release of pyrotechnic devices (flares) from a safe distance. The procedure is normally used in the event of non-cooperating aircraft.
ENGAGEMENT
The ENGAGMENT task involves actions to warn or destroy hostile targets. It may include:
WARNING SHOT
The term WARNING SHOT refers to the procedure used by interceptors to give a warning to a suspicious aircraft. The procedure involves firing cannon shots from a safe distance (often tracers).
LETHAL ENGAGMENT (2)
The term LETHAL ENGAGEMENT refers to the task assigned to interceptors to engage a possible threat. (see also ENGAGE on the Brevity chapter)
(2) NOT EXECUTABLE ON IVAO
¶ ANY SECONDARY TASKS MAY BE ASSIGNED LATER:
COCKPIT CHECK
The term cockpit check identifies the procedure used by interceptors to verify the presence of activities that do not comply with normal cabin operations.
SHADOWING
The term shadowing identifies the procedure used by interceptors to monitor the intercepted aircraft in a backward position.
KODAK
The term KODAK refers to the procedure implemented by the pilots of interceptor aircraft that involves the production of photographic material.
¶ RADIO COMMUNICATIONS DURING THE INTERCEPTION PHASE
Where radio contact is established during interception and it is not possible to communicate in ordinary language, attempts shall be made to transmit certain essential information and instructions and acknowledge receipt of instructions using the phraseology shown in the table below.
Communications must be made with the phonetic expression indicated in the table and each sentence must be spoken twice.
| Phrases used by the interceptor ACFT | Phrases used by intercepted ACFT | ||
| Phrase | Meaning | Phrase | Meaning |
| CALL SIGN | What is your callsign? | CALL SIGN (callsign) (1) | My callsign is.... |
| FOLLOW | Follow me | WILCO | Understood. I will perform |
| DESCEND | Descend to land | CAN NOT | Unable to perform |
| YOU LAND | Landing on this airport | REPEAT | Repeat the instructions |
| PROCEED | You can continue | AM LOST | Unknown location |
| MAYDAY | They are in danger | ||
| HIJACK (2) | I was hijacked | ||
| LAND (location) | I ask to land at… | ||
| DESCEND | I ask to descend | ||
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¶ SEPARATIONS
The controller may, for operational reasons, choose to deviate from the slightest standard radar separation when conducting a scramble.
The responsibility for separation and collision avoidance passes to the pilot in the following cases:
- When it declares "visual" on any other traffic.
- When approaching less than 1NM from the intercepted aircraft and/or declaring "JUDY/TALLY"
The minimum distance for separation with the intercepted aircraft will depend on the task of the mission, but the principle of seeing and avoiding remains applicable.
Upon completion of interception and approach to the intercepted aircraft for visual identification (VID), the pilot-in-command shall be in the condition of "TALLY" or "JUDY".
Without visual contact on the intercepted aircraft or in IMC, the following separation references shall be maintained:
- Hot/Head-on and Beam interceptions are always carried out with a vertical separation of 1000FT.
- Keep 6100 FT/1 NM unless positive radar contact on intercepted aircraft (Judy)
- Keep ≥ 1500FT/0.2NM horizontal separation unless the aircraft has already been sighted (TALLY).
- If eye contact is lost within 1500 FT/0.2 NM, eavesdropping is stopped immediately.
¶ AAR OPERATIONAL MANAGEMENT
- In case of RV alpha:
- The controller’s task is to guide the receiver until 1nm behind the tanker with a vertical separation of 1000ft.
- (For aircraft equipped with radar) Once the radar contact (JUDY) has been obtained, the receiver will continue autonomously until VISUAL with the tanker. In this phase, the controller’s task is to monitor operations and change to BOOM freq. approximately 1NM behind the tanker.
- In the case of other types of RV the controller will provide loose positive control or broadcast control according to mission planned.
- When possible, the tanker aircraft will notify the IC controller about its intentions after completion of AAR ops.
¶ CAP OPERATIONAL MANAGEMENT
Essentially the task of the cap is to defend an area (AoR) where there are land, air or naval assets.
The aircraft are handled by providing loose or broadcast control and are constantly updated on the picture of the area using the BULLSEYE and BRAA formats.
In the event of aircraft trespassing the area, the fighters are alerted and assigned a task that generally involves interception and identification if bogey.
In the case of hostile aircraft, an engagement can be performed to protect the area.
¶ BLOCK DECONFLICTION
In case of training, it will be the responsibility of the pilots and the controller to identify the blocks that allow the separation of the training participants.
¶ KILL CRITERIA & REGENERATION
The parameters to be achieved to consider a valid kill will always be coordinated as long as the point at which the “downed” aircraft will be “regenerated” and how.
¶ SUMMARY CHECKLISTS
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AIR INTERCEPTION CHECKLIST |
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| 1 | CHECK IN AND RADIO CHECK (IN CASE OF TRAINING ACTIVITIES, THE CONTROLLER WILL NOTIFY THE CLEARANCE AND LIMITS OF THE AREA) |
| 2 | AUTHENTICATION |
| 3 | RADAR CONTACT AND SERVICE PROVIDED (NEW XPNDR IF NEEDED) |
| 4 | TASK (SUPERSONIC A-SCRAMBLE ONLY OR WTN APPROVED AREAS) |
| 5 | ALPHA CHECK ON ACTIVE BULLSEYE + WEAPONS SAFE |
| 6 | PLAYTIME REPORT |
| 7 | START INTERCEPTION (READY TO COMMIT?) |
| 8 | “PICTURE” IF NECESSARY |
| 9 | TARGET VECTORS WITH INTERCEPTION GEOMETRY |
| 10 | JUDY CALLOUT |
| 11 | TALLY CALLOUT |
| 12 | IDENTIFICATION DATA AND ADDITIONAL TASKS, IF APPLICABLE |
| 13 | END OF INTERCEPTION AND COORDINATION FOR THE RETURN TO THE BASE |
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CAP CHECKLIST |
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| 1 | CHECK IN AND RADIO CHECK (IN CASE OF TRAINING ACTIVITIES, THE CONTROLLER WILL NOTIFY THE CLEARANCE AND LIMITS OF THE AREA) |
| 2 | AUTHENTICATION |
| 3 | RADAR CONTACT AND SERVICE PROVIDED (NEW XPNDR IF NEEDED) |
| 4 | TASK (CAP INFO & CLEARANCE) DURING TRAINING IF NOT PREVIOUSLY INFORMED (DECONFLICTION BLOCKS - ROLE TO PLAY- KILL CRITERIA REGENERATION) |
| 5 | ALPHA CHECK ON ACTIVE BULLSEYE + WEAPONS SAFE |
| 6 | PLAYTIME REPORT |
| 7 | PICTURE/THREAT AWARENESS & ROE TO BE USED |
| 8 | ADDITIONAL TASKS |
| 9 | PERFORMING THE REQUESTED TASK |
| 10 | END OF TASK AND RECAP |
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AAR CHECKLIST |
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| 1 | CHECK IN AND RADIO CHECK (IN CASE OF TRAINING ACTIVITIES, THE CONTROLLER WILL NOTIFY THE CLEARANCE AND LIMITS OF THE AREA) |
| 2 | AUTHENTICATION |
| 3 | RADAR CONTACT AND SERVICE PROVIDED (NEW XPNDR IF NEEDED) |
| 4 | TASK, TYPE OF RV TO BE PERFORMED,TANKER POSITION AND "BOOM" LEVEL – FREQUENCY |
| 5a | “RV ALPHA": VECTORS UNTIL 1NM AT THE TAIL OF THE TANKER |
| 5b | FOR OTHER RVs: UPDATE OF TRAFFIC INSIDE/APPROACHING THE AREA AND POSITION OF THE TANKER |
| 6 | JUDY CALLOUT |
| 7 | VISUAL CALLOUT |
| 8 | TRANSFER OF COMMUNICATIONS TO THE BOOM OPERATOR |
| 9 | WHEN COMPLETED, THE AAR INSTRUCTS RECEIVERS TO LEAVE THE AREA ACCORDING TO THE INTENTIONS |
¶ PHRASEOLOGY
¶ EXAMPLE OF SCRAMBLE PHRASEOLOGY
¶ LAUNCH
SCRAMBLE ALERT MESSAGE ON THE GROUND
The scramble order can be submitted either by TWR or by an "organised" channel such as Discord or similar.
SCRAMBLE…SCRAMBLE…SCRAMBLE, ALPHA SCRAMBLE ORDER, EXIT NOVEMBER, [VECTOR xxx], CLIMB IN GATE TO FL 180 FOR VISUAL IDENTIFICATION, WHEN AIRBORNE CONTACT SPIDER ON CH17, TRANSMIT xx
COMMUNICATIONS WITH TOWER AFTER START-UP
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TWR, GA01 | TWO-SHIP ALPHA SCRAMBLE |
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GA01, TWR | TAXI HP H RWY 21, REPORT READY FOR DEPARTURE |
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TWR, GA01 | TAXI HP H RWY21, WILL REPORT READY FOR DEP |
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TWR, GA01 | HP H, READY FOR DEPARTURE |
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GA01, TWR, | RWY 21 CLEAR FOR TAKE OFF WIND CALM |
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TWR, GA01 | CLEARED FOR TAKE OFF 21 |
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GA01, TWR | AIRBORNE 18 CONTACT SPIDER ON P17 |
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TWR, GA01 | SWITCHING SPIDER ON P17 |
¶ VECTORING
INITIAL PHASE WITH THE IC
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SPIDER, GA01 | TWO-SHIP CHECKING IN |
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GA01, SPIDER | RADAR CONTACT, LOOSE POSITIVE CONTROL (OR OTHER TYPE OF CONTROL PROVIDED), READ YOU FIVE BY FIVE, REPORT READY FOR AUTHENTICATION |
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SPIDER, GA01 | READ YOU FIVE AS WELL, READY FOR AUTHENTICATION |
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GA01, SPIDER | AUTHENTICATE “A, K,” |
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SPIDER, GA01 | COME BACK R, AUTHENTICATE “B, F” |
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GA01, SPIDER | COME BACK E, GOOD AUTHENTICATION, REPORT WEAPONS SAFE AND READY FOR ALPHA CHECK |
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SPIDER, GA01 | WEAPONS SAFE, READY FOR ALPHA CHECK |
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SPIDER, GA02 | TWO WEAPONS SAFE |
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SPIDER, GA01 | ALPHA CHECK 280, 50 NM |
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SPIDER, GA01 | SAME ALPHA CHECK |
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SPIDER, GA02 | SAME AS WELL(1) |
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GA01, SPIDER | ROGER REPORT YOUR PLAYTIME |
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SPIDER, GA01 | PLAYTIME 50 MINUTES |
(1)ALPHA CHECK SHALL BE PERFORMED BY BOTH PILOTS
¶ INTERCEPTION
TYPE OF CONTROL PROVIDED AND ASSIGNED TASK
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GA01, SPIDER | THIS IS A TANGO SCRAMBLE ORDER FOR VISUAL IDENTIFICATION AGAINST TRACK 128, 125 NM, 28000 FT TRACKING WEST (TYPE OF SITUATION IF KNOWN) |
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SPIDER, GA01 | ROGER TANGO SCRAMBLE FOR VISUAL IDENTIFICATION, READY TO COMMIT |
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GA01, SPIDER | COMMIT (BRAA OR HEADING FORMAT) TRACKING WEST, THIS WILL BE BEAM TO STERN INTERCEPTION |
RADAR AND VISUAL CONTACT
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SPIDER, GA01 | JUDY (IF APPLICABLE) |
| THE IC WILL REMIND FIGHTERS TO SET THE TRANSPONDER ON "STBY" BEFORE 20NM | ||
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GA01, SPIDER | ROGER STRANGLE (CHARLIE/PARROT) WE WILL CONTINUE PROVIDING INFORMATION, REPORT TALLY |
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SPIDER, GA01 | TALLY ONE |
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GA01, SPIDER | CLEARED VID (v-ai-d) RUN |
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SPIDER, GA01 | ROGER, CLEARED VID RUN, REPORT WHEN READY TO TRANSMIT DATA |
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AFTER IDENTIFICATION OPERATIONS |
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SPIDER, GA01 | FOR VID RESULT, CONFIRM READY TO COPY DATA? |
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GA01, SPIDER | READY TO COPY |
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SPIDER, GA01 | SINGLE AIRBUS A320 BRITISH AIRWAYS COLORS HEADING 180 FL270 SPEED MACH .78 OR 270 KTS NO WEAPONS OBSERVED REGISTRATION G-TTNA |
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GA01, SPIDER | ROGER SINGLE AIRBUS A320 BRITISH AIRWAYS COLORS HEADING 180 FL270 SPEED MACH .78 OR 270 KTS NO WEAPONS OBSERVED REGISTRATION EI-EID REPORT IF THE TARGET IS COMPLIANT |
| DURING THESE PHASE THE INTERCEPTOR AIRCRAFT WILL APPLY THE PROCEDURES TO ESTABLISH RADIO CONTACT OR VISUAL SIGNALS WITH THE INTERCEPTED AIRCRAFT IF REQUESTED (INTERROGATION) | ||
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GA01, SPIDER APPLY VIS 1 AND REPORT IF THE TARGET IS COMPLIANT | |
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SPIDER, GA01 APPLYING VIS 1 WILL REPORT | |
RADIO CALL ON GUARD FREQ. IN CASE OF INTERROGATION PROCEDURE
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AIRCRAFT WITH REGISTRATION XXXX [LOCATION INFORMATION] YOU HAVE BEEN INTERCEPTED BY XXXXX AIR FORCE IF YOU READ ME CONTACT ME ON GUARD FREQUENCY 121.500 |
¶ RESOLUTION
EXAMPLE OF ESCORT
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SPIDER, GA01 | TARGET IS COMPLIANT |
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GA01, SPIDER | ROGER, YOUR TASK IS TO ESCORT UNTIL FIR LIMIT |
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SPIDER, GA01 | ROGER, TASK IS ESCORT UNTIL FIR LIMIT |
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SPIDER, GA01 | REACHING LIMIT |
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GA01, SPIDER | ALPHA SCRAMBLE TERMINATED RTB (ar-t-b) VIA … |
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SPIDER, GA01 | ROGER ALPHA SCRAMBLE TERMINATED RTB VIA…. |
EXAMPLE OF INTERVENTION
| It is understood that in the event of a VIS 3 procedure requested by IC, the INTERVENTION TO LAND procedure shall be executed. | ||
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SPIDER, GA01 | TARGET IS COMPLIANT |
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GA01, SPIDER | ROGER, YOUR TASK IS INTERVENTION TO LAND IN (ICAO) |
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SPIDER, GA01 | ROGER TASK IS INTERVENTION TO LAND IN (ICAO) |
| IN THIS PHASE THE CONTROLLER WILL GUIDE THE AEROPLANES WITH HDG / DCT AND LEVELS, IN CONSTANT COORDINATION WITH THE RESPONSIBLE ASACS UNIT TO A POINT WHERE IT IS POSSIBLE TO SUCCESSFULLY CONTINUE THE APPROACH TO THE AIRPORT [OTHERWISE THE IAF PROCEDURE FOR THE RUNWAY IN USE] | ||
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GA01, SPIDER | FLY HEADING/PROCEED DIRECT TO…. |
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ITALY, GA01 | FOLLOW, FOLLOW |
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ITALY, GA01 | YOU LAND, YOU LAND |
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SPIDER, GA01 | TARGET HAS LANDED, REQUEST RECOVERY TO GROSSETO |
¶ EXAMPLE AAR
¶ PHASE WITH THE IC
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SPIDER, DARDO01 | SINGLE SHIP EUROFIGHTER CHECKING IN |
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DARDO01, SPIDER | RADAR CONTACT [PROVIDING CLOSE POSITIVE CONTROL], TANKER BRAA 170 35 MILES LEVEL 180 TURNING SOUTH BOUND, THIS WILL BE RENDEZVOUS ALPHA [OR OTHER TYPE] TANKER FREQUENCY [TBD] MAINTAIN FL170 |
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SPIDER, DARDO01 | ROGER THIS WILL BE RENDEZVOUS ALPHA TANKER FREQUENCY […] MAINTAINING FL170 |
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DARDO01, SPIDER | FLY HEADING …[VECTORING TO TARGET], REPORT VISUAL |
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SPIDER, DARDO01 | VISUAL WITH TANKER |
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DARDO01, SPIDER | CONTACT BOOM… |
¶ EXAMPLE CAP
¶ EXAMPLE OF TASK ASSIGNMENT
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HAWK01, SPIDER, BarCAP [OR OTHER TYPE] OVER [COORDINATES, FIX] LEFT/RIGHT TURN INBOUND TRACK 300 LEG 15 MILES [FURTHER INFORMATION ON THE EXECUTION OF THE CIRCUIT AND POSSIBLE DIRECTION OF ARRIVAL OF THE THREAT IN THE THEATRE] |
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SPIDER, HAWK01 [READBACK OF INSTRUCTIONS] |
¶ EXAMPLE PICTURE AND TASK ASSIGNMENT
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SPIDER, HAWK01 REQUEST PICTURE |
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HAWK01, SPIDER PICTURE CLARA |
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HAWK01, SPIDER NEW PICTURE SINGLE GROUP, BULLSEYE, 045, 20, 20000, TRACKING WEST, BOGEY NEW TASK VID |
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SPIDER, HAWK01 ROGER VID ON SINGLE GROUP BULLSEYE, 045, 20, 20000, COMMITTING |
| THE IC CONTROLLER WILL PROVIDE A CONSTANT PICTURE OF THE DEVELOPMENT OF THE SITUATION THROUGH THE BULLSEYE AND BRAA FORMAT UNTIL “TALLY”. | |
¶ EXAMPLE ASSIGNMENT OF FURTHER TASKS
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HAWK01, SPIDER NEW TASK ESCORT UNTIL AREA LIMIT |
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SPIDER, HAWK01 ROGER NEW TASK ESCORT UNTIL AREA LIMIT |
| UPON COMPLETION OF THE TASK, THE AIRCRAFT WILL AGAIN BE INSTRUCTED TO RETURN TO ITS CAP CIRCUIT; IF NECESSARY, THE PILOT WILL UPDATE HIS PLAYTIME | |
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SPIDER, HAWK01 REACHING AREA LIMIT |
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HAWK01, SPIDER ROGER RECAP NORTH AS FRAGGED |
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SPIDER, HAWK01 ROGER RECAPPING AS FRAGGED |
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SPIDER, HAWK01 CAPPING NEW PLAYTIME 20 MINUTES |
¶ GCI BIEFING CARD
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GCI BRIEFING CARD |
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BLUE |
Date: |
RED |
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Call sign |
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Aircraft type |
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Simulated Adversary |
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Mission/Role |
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Step/Start/Taxi/T/O |
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Block Altitudes |
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HRD Floor/Top |
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CBT Floor/Top |
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BULLSEYE |
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ADep |
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Area/FAOR |
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ID Criteria / ROE |
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Primary Freq |
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| 1 | 2 | 3 | 4 |
IFF Mode3 |
1 | 2 | 3 | 4 | |
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Playtime |
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Config |
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Reloads |
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Shot TYPE |
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Kill TYPE |
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Timeout |
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Kill Removal |
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Regeneration |
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NORDO |
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Remarks: |
Adversary restriction |
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