RULES AND PROCEDURES FOR MILITARY AVIATION SWEDEN

Transcription

1 2018 RULES AND PROCEDURES FOR MILITARY AVIATION SWEDEN

2 1 Introduction This document contains a summary of rules and procedures to be used by pilots and controllers on VATSIM when simulating Swedish military air traffic within Swedish territory. Detailed regulations for military flying with regard to military procedural separation, minimum altitudes, weather minima, approach procedures, flying techniques etc are beyond the scope of this document. Procedures are described as necessary to ensure that they can be applied on VATSIM between pilots and controllers in a radar environment. Unless otherwise specified, the ATS rules and procedures described in GOP TWR/TMC/AFIS and GOP ACC apply also to military traffic. Detailed information for controllers and fighter controllers about STRI procedures and be found in the document Cooperation ATS-STRI. The information in this document is based on real world regulations, adapted and simplified as applicable for use on VATSIM. Real world regulations are available on the Swedish Armed Forces web site. Applicable regulations are primarily RML-D and RML-T. For phraseology refer to TSFS 2013:46. 2 Definitions General air traffic (GAT) General air traffic (GAT) encompasses all flights conducted in accordance with civilian rules and procedures. Operational air traffic (OAT) Operational air traffic (OAT) refers to all flights which do not comply with the provisions stated for general air traffic (GAT) and for which rules and procedures have been specified by appropriate national authorities. Critical altitude/height Critical altitude/height is the safety altitude/height plus any individual additives required by the pilot. (Additives can be specific to aircraft types, weather conditions, pilot experience etc.) Critical altitude/height corresponds to DA/H or MDA/H with applicable corrections. Safety altitude/height Safety altitude/height is specified on approach charts and is the lowest altitude for a given landing aid to which an aircraft may descend without adequate visual reference for landing. Definitions relating to military air control (STRI) Active training sector A military training sector where military air operations are accomplished or are to be accomplished shortly. Military controlled air operations Flight operations controlled by a military control unit. 2

3 Sector activation The allotment of a training sector for military air operations. STRI Military air control or the appropriate military air control unit. Temporary reserved airspace (TRA) TRA is regulated as a training sector unless otherwise indicated. Training sector An uncontrolled or controlled airspace of defined dimensions, extending upwards from the surface of the earth to a specified upper limit, where military flight training may be accomplished. 3 Flight planning Flight plan The flight plan remarks will indicate whether a flight is operated as GAT or OAT. Swedish military flights operating as OAT shall include RMK/OAT in the flight plan remarks. If changing between OAT and GAT during flight, the point where the change of flight rules is planned should be expressed in the route field. Example: ELPAX/GAT, meaning that the flight will continue as GAT after ELPAX. Callsigns when operating as GAT When flying as GAT Swedish military aircraft shall use the callsign SWEDEFORCE and flight plan prefix SVF followed by numbers as described below under Callsigns when operating as OAT. Example: SVF845 (SWEDEFORCE 845) is a Tp84. Callsigns when operating as OAT When operating as OAT, callsigns are normally constructed by the squadron or activity based callsign, as described in the table on the next page. The callsign is combined with two or three numbers as follows: Squadrons use numbers from 01 to 999. Different series shall be used by different divisions/units within the same Air Force Wing, in order to avoid for example several aircraft with callsign XX01, XX02 etc. Tp84 (C130) uses 8xx according to the fin number (843, 844 etc) Fpl 100 (SF34) and 102 (GLF4) use 6xx according to the fin number (601, 602 etc) JAS39 (SB39) uses numbers 01-99, with the exception of numbers ending with is available for future use SK60 (SB05) shall have three digits. Series 2xx is used for 2-seaters and series 4xx is used for 4-seat aircraft. Exception: LSS (Combat Training School) uses fin numbers, without leading 0 as applicable. Helicopters use series 3xx. 3

4 Air Force Wing or Unit Squadron/ activity/ type of flight Callsign Flight plan designation F7 71 Sq SPIDER SPDR 72 Sq GHOST GHST 73 Sq GREMLIN GREM GIMLET GIML Tp84 MIGHTY MITY Fpl 100 & 102 SWEDEFORCE SVF Foreign pilot OSCAR O Solo student ROOKIE ROKI F Sq AQUILA AQLA 172 Sq GATOR GATR F Sq WOLF WOLF 212 Sq DALTON DALT LSS 1 Sq TRAINER TR (Combat 2 Sq MONSTER MR Training PREACHER PR School) TU JAS HAMMER HA Solo student GREEN GN 23 Sq DUSTY DU 11 Sq WHITEFOX WX 32 Sq OSPREY OY 33 Sq STINGRAY ST FTS QRA CHARLIE C Helicopter Wing FMV Test flight TESTER TS SAAB Test flight 39 X-RAY X Check 39 GRIPEN GP Customer CUSTOMER CU SK60 check / target towing GOBLIN GB Veteran flight PAPA/PETTER P The above list is not comprehensive, and an up to date list of callsigns is available on the Swedish Transport Agency web site. Callsign examples: SPDR01 (SPIDER 01), JAS39 from 71 Sq MITY847 (MIGHTY 847), Tp84 (fin number 847) on OAT flight (see previous example for GAT flight) C02 (CHARLIE 02), JAS39 on QRA mission DU305 (DUSTY 305), helicopter from 23 Sq MR58 (MONSTER 58), SK60 (fin number 058) from LSS 2 Sq 4

5 4 Air traffic rules and regulations These Air Traffic Regulations are valid for aviation services within the Swedish Armed Forces. For flights outside of Swedish territory the international ICAO Annex 2 regulations apply additionally. Only such regulations which are additional or contradictory to civilian rules and regulations are listed here. Units of measurement Aircraft altitude shall be expressed in feet. However, when specifically requested by the pilot, the altitude may be expressed in metres. (This request can be made verbally or by flight plan remark.) At aerodromes with both civil and military air traffic, military aircraft should use QNH as pressure reference when using the international measure units (IU). When using metrical units the vertical position of the aircraft should be expressed as height above the aerodrome (QFE) when operating below the transition altitude, and as metres standard (m STD), when operating above the transition level. For aircraft using metrical units, horizontal distances will be expressed in kilometres (km), and speed will be expressed in kilometres per hour (km/h). For ATS purposes, the following approximations may be helpful when applying metrical units: 1 NM = 2 km / 1 knot = 2 km/h / 1000 ft = 300 m When providing ATS to aircraft using metrical units, the ATS display system should, if possible, be set up to display metrical units for this aircraft. Exercise/training airspace Training sectors Training sectors are established in order to conduct temporary activities that through coordination can be separated from other traffic. Flight-planned traffic following published and permanent ATS airways has priority in a training sector. Temporary reserved airspace (TRA) TRA is established for routine activities requiring separated airspace, but that can be planned tactically so that certain civil traffic may be allowed by STRI to transit the airspace; however, military traffic always has priority in TRA. TRA only exists above FL95 (2900 m STD). Flight rules IFR/VFR policy Swedish military flights shall as far as is possible be planned and conducted as controlled 5

6 flight in accordance with IFR. VFR is used when necessary. IFR flight outside controlled airspace (OAT) IFR flight inside class G airspace not controlled by STRI will, if possible, be radar-monitored by ATS. The pilot reports his/her altitude accordingly. If contact cannot be established with ATS the altitude (STD) is to be selected in accordance with the IFR semi-circle heights. Speed restrictions in controlled airspace For military aircraft operating within TMA (airspace class C), and intending to land at a Swedish military aerodrome, the indicated speed shall normally be 300 kt (550 km/h) for fighter aircraft and jet trainers. For any other type of aircraft, speeds according to respective flight manual shall be applied. The speed is maintained, if suitable, until commencing final approach. ATS may give clearance for other speeds. Separation of departing and arriving aircraft (OAT) Except for military transport aeroplanes, clearance may be given to departing military aircraft of the same aircraft category for take-off before a departing military aircraft in front has passed the far end of the runway or commenced a turn. Except for military transport aeroplanes, clearance may be given to arriving military aircraft of the same aircraft category to pass the threshold before a departing military aircraft in front has passed the far end of the runway, commenced a turn or a landing military aircraft has vacated the runway. Visual approach (OAT) A pilot in a IFR flight receiving a clearance for a descent to overhead an aerodrome or other specified point or is radar vectored for a visual approach, shall report RECOGNIZED (in Swedish "MARKORIENTERAD") or FIELD IN SIGHT (in Swedish "BANKONTAKT") to ATS, depending on which occurs first. Such a report implies that the pilot is requesting a clearance for a visual approach and is prepared to take the responsibility for the continued navigation for landing. Clearance for visual approach implies that it is the pilot's responsibility for continued navigation and obstacle clearance down to landing. ATS will however maintain separation to other controlled flights. For formation approaches the flight leader is responsible for ensuring that all members of the formation have either the ground or runway in sight. If not, ATS will decide how the formation is to be split. Traffic patterns Traffic patterns at military airfields are carried out at the following altitudes GND if not otherwise prescribed according to AIP, or as instructed from ATS. Jet powered aircraft 1300 ft (400 m) Multi-engine propeller aircraft 800 ft (250 m). Helicopters: 500 ft (150 m) 6

7 Formations that are to be divided up shall be grouped together prior to entering a traffic pattern in echelon formation opposite to the traffic pattern direction. The split is to be executed at the latest by the turn onto final approach. Aircraft needing to fly past another aircraft shall do so on the right (if turning to the right pass on the left) and advise ATS. Flypast may not be conducted during turning onto final or whilst on final approach. Landing clearance An aircraft/formation shall report "GEAR DOWN [AND LOCKED]" (in Swedish "LANDNINGSKLAR") to ATS as follows: For IFR: When the aircraft/formation is ready to land and has gear down and locked. For straight-in approach or traffic pattern: When the aircraft/formation has gear down and locked and is on final. The report may be made at another position, but must be followed by the location of the aircraft, for example left base, gear down. At military aerodromes, unless otherwise instructed by ATS, landing clearance also implies clearance to taxi via the runway end to parking position. However, a specific clearance must be requested prior to crossing the runway or for using the runway for taxiing. Vacating the runway At military aerodromes, the runway must be vacated at the end unless otherwise instructed by ATS. For landing in darkness or where the aircraft for any other reason (weather conditions, terrain obstacles, etc) cannot be observed from the tower the pilot shall report when vacating the runway or landing strip. Radio communications ATS frequencies/channels In radio communications between ATS and military aircraft, each ATS frequency corresponds to a channel designated by a letter (and possible number) which is used to abbreviate radio communications and simplify frequency selections. Channels are used according to the table below. Channel A B C C2 D E H Use Aerodrome control (TWR) or AFIS. Not to be used above 1200 m QFE (4000 ft GND). PAR approaches Approach control (APP), and for TWR at aerodromes with no channel A assigned. At aerodromes with no channel C2 assigned, channel C is also used for terminal control. Terminal control (TMC) Base radio (not applicable to VATSIM) Meteorological service MHz (not applicable to VATSIM) Emergency frequency MHz (not applicable to VATSIM) Confirmation/readback - formation flights In formation flying QFE/QNH and altitude are read back by all aircraft in the formation. 7

8 Use of transponder Transponder modes A+C shall be activated in flight unless otherwise instructed or approved by ATS. Transponder use for OAT flights Pilots not allocated an individual code by ATS prior to take-off shall enter code: 7400 in Stockholm AOR 7300 in Malmö AOR ATS/STRI can if necessary order transponder on or off, as well as IDENT and altitude reporting (mode C). Requests for deviation from normal transponder operation are to be made in the flight plan or by radio. Transponder use when flying in formation When flying in formation the formation leader has his/her transponder switched on with an individually allocated code. If the separation between the aircraft is less than 300 m each formation team member shall have their transponder switched off but with an individual code entered. Wingman / formation element shall, without being asked, have their own transponder activated with their own individually allocated code when flying in controlled airspace when the separation between the units exceeds 300 m. ATC clearances and instructions (OAT) ATC clearances and instructions must be followed and read back as for civil aircraft, with some specific cases described below. Request for clearance Clearance for flight within controlled airspace is requested by the pilot or fighter controller, if possible at least 2 minutes prior to entering. The following information shall be included when requesting clearance: position (or heading and distance to navigation beacon, landing site or similar) altitude and heading intention for continued flight possible request to revert from IFR to VFR or vice-versa possible requested altitude, heading, routing, changed destination, etc. If the intention is to land, information must be provided regarding the approach and landing method, number of units or formation grouping, any armaments carried, possible fuel limitations. ATS may, if the traffic or weather conditions dictate, prescribe the approach and landing method to be used. Clearance for flying in formation The formation leader is responsible for clearance for all units in the formation. When requesting clearance, advise the number of aircraft/units and the formation's extent in altitude, length and flank. When reading back clearance it must be made clear that the read-back pertains to the entire formation. 8

9 ATS will split the formation at the request of the formation leader. Clearance in active training sector and TRA Previously assigned ATC clearance must be maintained until a new clearance has been issued by ATS/STRI. Clearance requests must made to STRI or ATS, if possible 2 minutes prior to leaving the previous sector. Separation in active training sector and TRA STRI shall give appropriate vertical and horizontal instructions to allow military controlled air operations to remain within the assigned sector. In controlled airspace, STRI will separate military controlled air operations from non-military controlled air operations, i.e. civilian traffic, as coordinated with ATS. In uncontrolled airspace, STRI will provide traffic information to military controlled air operations Standard departure and arrival routes Standard VFR and/or IFR departure and arrival routes are published at some military aerodromes. The routes are published in MIL AIP and for some aerodromes also in the civil AIP. On VATSIM the routes are detailed in LOP for the respective airport and may be published for pilots. Note: OAT is not required to comply with SID/STAR. Radar separation Minimum radar separation is 5 NM (10 km) for military aircraft. Visual separation Visual separation may applied between departing aircraft operating as OAT. Visual separation may also be applied between aircraft operating as OAT outside control zones and terminal areas, when one of the aircraft reports such a visual contact with another aircraft so that own separation can be established and maintained as necessary. Flight at sonic and supersonic speed Flight at sonic and supersonic speed shall not be accomplished at a lower level than; ft ( m) over land and coastal areas; and ft (5 000 m) over the sea. In an operational mission a pilot is free to choose the speed that is absolutely necessary for the air mission. Note: No aircraft conducting general air traffic (GAT) within the Swedish territory, shall operate at supersonic speed without a special permit. 9

10 Formation flying General When a formation does not operate in closed formation, ATC units in question shall establish separation between each unit within the unit and another controlled aircraft. Note: Closed formation in this section means a formation where the spacing between the units is 20 m or lower. Other formation is called open formation. The formation leader is imposed to report to the ATC unit, when operating in open formation. Within the frame or the clearance received, the formation leader is responsible for the internal separation of the formation. Formation split-up On request from the formation leader the ATC unit shall split the formation up to separate units (aircraft). The formation is regarded as separate units immediately after a split-up and separation shall immediately be established between them. When radar is used, the formation split-up shall be executed in one of the following ways: Heading change: The units being slit-up are ordered to hold headings which are diverging 30 degrees or more. The heading divergence of 30 degrees shall be maintained until another separation form is received. The units shall not turn in the same direction until another separation is received. Speed change: One of the units is ordered to change its speed so the speed difference is 55 kt (100 km/h) or 0.1 M or less. This speed difference is maintained until another separation is received. Altitude change: One of the units is ordered to change its altitude. Radar trail: After approval of the formation leader, a formation in radar trail can, by the ATC unit, be instructed to pick up a stated internal spacing. This spacing shall at least correspond to the applicable radar separation minimum. When the stated spacing is captured, the units shall, by the ATC unit, be regarded as separated. Instrument approaches General Military aircraft may, when operating as GAT within Swedish territory, apply the procedures and aerodrome operating minima being in force in for OAT for instrument approaches at military aerodromes. Note: When operating as GAT, a military aircraft must receive specific ATC clearance for instrument approach using military landing aids. Use of civilian instrument approach procedures for military aircraft Military aircraft may perform civilian approach procedures such as ILS, LOC, VOR, NDB and RNAV approaches. The pilot should request the desired type of approach from ATS. Military aircraft, with the exception of transport aircraft, are normally not equipped for all types of civilian approaches. Normally ATS can expect military aircraft to be able to perform an ILS approach via radar vectors. 10

11 Military instrument approach procedures Military instrument approach procedures are MILS, TILS, PAR, SRE and VDF: MILS (Military ILS) utilizes a standard ILS installation. However, the approach procedure differs from ILS in that the aircraft must be radar vectored for the approach, and the missed approach procedure usually differs from that of an ILS approach. TILS (Tactical ILS) is a microwave based landing system. Aircraft may be vectored for TILS or may join the final approach by own navigation. From an ATS perspective, a TILS approach is similar to any other approach procedure and can thus be simulated on VATSIM. However, TILS is unlikely to be available in any VATSIM aircraft. PAR (Precision Approach Radar) is normally not simulated on VATSIM since realistic PAR simulation requires special software for both pilot and controller, and also since it requires a dedicated PAR controller. SRE can be simulated by radar vectoring and giving descent clearance at the appropriate distance. VDF (VHF Direction Finding) is not normally simulated on VATSIM. Military approach procedures are published in MIL AIP. Since this publication is not available online it is difficult to simulate these procedures with accuracy. Formation flying during instrument approach Instrument approaches in formations may be executed by two-ships in close formation during the final approach. Aircraft types 37 and 39 may conduct TILS approach in radar trail as extended two-ships or closed two-ships. Instrument approach minima When giving instructions or vectors for instrument approach, ATS will advise the pilot of the safety altitude (or height when using QFE). The pilot will respond by stating his critical altitude (or height when using QFE). MILS and TILS approach When radar vectoring for MILS or TILS approach, the pilot shall report MILS or TILS established. This shall be acknowledged by the air traffic controller by giving distance to touch-down. Meteorological information to military traffic Departure information and MET REPORT Departure information and MET REPORT is given to military traffic as for civilian traffic, with the exception that temperature is omitted, and when there is risk of engine ice, for military jet aircraft, "CAUTION ENGINE ICE" (in Swedish "RISK FÖR MOTORIS") is added. Wind information for landing Shortly before landing, and if possible in connection with the landing clearance, surface wind direction and speed shall be transmitted. The wind direction is expressed as the angle from the runway and the strength in knots or km/h (the latter is used when the aircraft is using metrical units). Example: RWY 32 in use and the wind is 340 /10 knots (20 km/h). This is expressed as: wind from right 20 degrees, 10 knots (or 20 kilometres if km/h is used). 11

12 5 Phraseology and methodology examples Departure, formation flight (two-ship consisting of MR58 and MR63) - MR58: Monster 58, check one. - MR63: 58, two. Note: The above is to check that the wingman is listening on the frequency. - MR58: Kallax Tower, Two-ship Monster 58, at apron 2, request taxi. - TWR: Two-ship Monster 58, Kallax Tower, taxi to holding point runway 32, wind 350 degrees 10 knots QNH 1001, braking action good, caution engine ice. - MR58: Taxi to holding point runway 32, QNH 1001, Two-ship Monster MR63: QNH 1001, 58, two. - TWR: Monster 58 squawk MR58: Squawk 7461, Monster TWR: Monster 63 squawk MR63: Squawk 7462, Monster 63. Note: Wingman is required to read back QNH and SSR code but does not read back clearances. Military traffic (OAT) is not required or expected to request start-up clearance. - TWR: Two-ship Monster 58, cleared standard departure Vallen 5000 feet or below. - MR58: Cleared standard departure Vallen 5000 ft or below, Two-ship Monster TWR: Monster 58 - TWR: Two-ship Monster 58, runway 32 cleared for take-off. - MR58: Runway 32 cleared for take-off, Two-ship Monster TWR: Two-ship Monster 58, contact Control channel Charlie 2. - MR58: Charlie 2, Two-ship Monster 58, push Note:."Push" is an instruction to the wingman to change frequency/channel. - MR58: Monster 58, check one. - MR63: Two. - MR58: Kallax Control, Two-ship Monster 58 on standard departure Vallen 5000 feet or below. - TMC: Two-ship Monster 58, Kallax Control, radar contact, cleared direct Vidsel, climb to flight level MR58: Cleared direct Vidsel, climbing flight level 150, Two-ship Monster TMC: Two-ship Monster 58, contact Sweden Control MR58: , Two-ship Monster 58, push. Arrival (metric units) - Sweden Control, Papa 06 - Papa 06, Sweden Control - Papa 06 position 5 km west of Boden, 4250 metres standard, heading 130 for Kallax. - Papa 06, radar contact, proceed towards Kallax, descend to (level) 3050 metres standard. - Descending to 3050 metres standard, P06. - Papa 06, contact Kallax Control channel Charlie 2. - Charlie 2, Papa

13 Visual approach (metric units) - Kallax Control, Papa 06, 3050 metres standard, heading 130 for landing. - Papa 06, Kallax Control, radar contact. Intention visual approach via right downwind. Descend to (height) 500 metres, QF-Echo 999. Report recognized. - Roger, descending height 600 metres QF-Echo 999, wilco, Papa Papa 06, met report: Runway 32, wind 350 degrees 12 knots, CAVOK. - Papa Papa 06 recognized. - Papa 06 traffic is an SK60 12 o'clock, 5 km. Report traffic in sight. - SK60 in sight, 12 o'clock, Papa Papa 06 cleared visual approach runway 32 in right hand circuit, number 2, maintain own separation to preceding SK60. - Cleared visual approach runway 32 right hand circuit, with own separation to the SK60 Papa Papa 06 contact Tower channel Alfa. - Channel Alfa, Papa Kallax Tower, Papa 06, right downwind. - Papa 06, Kallax Tower, continue approach, number 2 behind SK60 on final. - Continue approach, Papa Papa 06, gear down (and locked). - Papa 06, wind from right 30 degrees, 20 kilometres, runway 32 cleared to land. - Runway 32 cleared to land, Papa 06. Arrival, formation flight (two-ship consisting of MR58 and MR63), split up - MR58: Monster 58, check one. - MR63: Two. - MR58: Kallax Control, Two-ship Monster 58, position Långträsk flight level 80 heading 090, request visual approach - TMC: Two-ship Monster 58, Kallax Control, radar contact. Intention vectors for MILS approach runway 32, two units, safety altitude 220 feet. - MR58: MILS runway 32, critical altitude 220 feet number one, Two-ship Monster MR63: Critical altitude 430 feet number two. Note: ATC can advise the pilot which type of approach while be used due to weather, traffic conditions etc. The wingman confirms his critical altitude. - TMC: Two-ship Monster 58, met report, wind 320 degrees 12 knots, visibility 10 kilometres in light snow, cloud broken 700 feet, engine ice, braking action medium to good - MR58: Kallax Control, Two-ship Monster 58 request to split up for Monster 63 to land first. - TMC: Monster TMC: Two-ship Monster 58, split up, aircraft Monster 58 turn right heading 120. Aircraft Monster 63 continue heading MR58: Right heading 120, aircraft Monster MR63: Heading 090, aircraft Monster 63. Note: From this point instructions will be given to each aircraft individually using their individual callsigns. Both aircraft should have their transponders activated, without request from ATS. 13

14 TILS using own navigation via overhead (sling method) Methodology: TILS using own navigation via overhead (sling method) 14

15 Phraseology example: TILS using own navigation via overhead (sling method) 15

16 VDF approach Methodology: VDF approach without distance information 16

17 Methodology: VDF approach with distance information 17

18 Phraseology example: VDF approach with distance information 18

19 SRE approach Methodology: SRE approach 19

20 Phraseology example: SRE approach 20

21 PAR approach Methodology: PAR approach via overhead 21

22 Phraseology example: PAR approach 22

23 MILS approach Methodology: MILS approach 23

24 Phraseology example: Vectoring for MILS approach 24