NAVAIR 00--80T--114 NATOPS AIR TRAFFIC CONTROL MANUAL (1 JULY 2009)

NAVAIR 00-80T-114

The transcription shall be single spaced. Each contact shall be separated by triple spacing. If a cardinal minute is

indicated between contacts it must represent one of the triple spaces, and one blank line must be added (either prior

to or after the cardinal minute) to meet the triple spacing requirement. If two or more cardinal minutes are indicated,

thetriplespacingrequirementismetandnoblanklinesarerequired.Iftransmissionsofmorethan oneagency/facility

(control tower, approach control, base operations office, etc.) are recorded, each transmission must be prefaced by

the transmitting agency abbreviation. If breaks occur during any contact, indicate by three dashes.

Time entries including seconds must be entered to the left of each transmission. All cardinal minutes must be

indicated unless:

1. A transmission beginning with or extending through a cardinal minute in which case the next cardinal minute

must be indicated.

2. If four or more cardinal minutes have passed without any transmissions, the grouping of the times is optional.

However, if used they must be indicated as follows: the minutes being grouped must be in parentheses and

separated by a single dash. Example: (1708--1720). The grouped minutes must have a single cardinal minute

on the line immediately above and below the grouped minutes.

The transcription must be lower case and verbatim. Abbreviations and punctuation (commas, periods, etc.) must not

be used. An apostrophe must be used to indicate contractions (i’ve, i’m, i’ll, etc.). For spoken numbers, spell the

numbers out exactly as spoken. If the recording is unintelligible, insert “unintelligible” in parentheses in the proper

location. When an interpretation of a garbled word or portion of a word is required, the interpretation must be closed

in parentheses and preceded by an asterisk. An asterisked footnote following the transcription must read: “This

portion of the re--recording is not entirely clear, but this represents the best interpretation possible under the

circumstances.”

Note

D The transcription must be verbatim. If questionable language or other

improper verbiage is used, it is mandatory the transcript accurately reflect

the voice recording(s). If necessary, and only after obtaining permission

from the investigating authority, the language maybe redacted from copies,

butnotoriginals.Whenredactinglanguage,donot“whiteout”so itappears

as the information was never present. It must be obvious to the reader the

document has been altered (i.e., black out).

D Additional pages shall have the incident/mishap identification and aircraft

call sign in the upper left corner, with “page (number) of (number)” two

lines below this entry. Center at the end of the transcript,

“End of

Transcript.”

D An example of a transcription can be found in Appendix 2 of FAAO JO

8020.16.

3.4.7.10 Transcriptions of Data Recordings Other Than Voice

If equipment configuration permits, a data reduction (computer data reduced to printed form) shall be prepared as

requested by the investigating authority. The data reduction shall be forwarded with command letterhead certifying

the materials provided as a true data reduction of the incident/mishap. The cover letter shall include the following

information:

1. Name of command preparing/providing the data reduction.

2. Date data reduction was prepared/certified.

3. Subject of the data reduction.

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4. Date and period of time covered by the data reduction.

5. Certification in the following form by the person preparing the data reduction.

I hereby certify that the following is a true data reduction pertaining to the subject (aircraft incident, aircraft mishap,

near midair collision, etc.) involving (aircraft identification).

______________________________________

SIGNATURE

______________________________________

NAME

______________________________________

TITLE

______________________________________

NAME OF COMMAND

If necessary, the ATCFO shall coordinate necessary assistance with the appropriate automation system or recorder

ISEA. If the ISEA must prepare the data reduction, a chain of custody with appropriate signatures obtained, indicating

release and assumption of responsibility, shall be established for all data recordings prior to release to the ISEA for

data reduction.

3.4.8 Automatic Terminal Information Service (ATIS)

Responsibility for updating and monitoring broadcasts and disseminating current messages shall be assigned to a

specific pertinent position of operation. ATIS messages shall be made a matter of record on facility recorders. If not

possible, a written record of each message shall be established and retained for a period of 15 days.

3.5

ELECTRONICS MAINTENANCE

3.5.1 Air Traffic Control Facility Technicians

3.5.1.1 Responsibility

Maintenance responsibilities for equipment used to accomplish the air traffic control mission of a command is vested

in the Ground Electronics Maintenance Division. Maintenance personnel shall perform preventive and corrective

maintenance in accordance with existing maintenance policies and philosophies.

3.5.1.2 Duty Technician

Duty Technician(s) assigned air traffic control maintenance responsibilities shall be present anytime the facility is

open and available to provide ATC services. Responsibilities include:

1. Keeping ATCF supervisory personnel apprised of equipment status.

2. Confirming controller judgment regarding equipment malfunctions.

3. Authority to recall electronic maintenance personnel qualified to perform corrective maintenance should an

after-hour outage adversely impact the fleet support provision capability of the ATCF and the specific technical

specialty required to perform corrective maintenance if not a member of the duty section.

4. Respond to remote site (communication site, outlying field, etc.) casualties.

5. Performing other duties as assigned.

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3.5.1.3 Training and Qualification

Maintenance personnel performing maintenance actions in support of ATC systems shall be trained (NEC/MOS or

civilian equivalent) and qualified as specified in the Shore ATC Systems Maintenance Policy contained in

OPNAVINST 3721.5.

3.5.1.4 Working Hour Limitations

Working hour limitations in effect for air traffic controllers (paragraph 3.3.7) should be imposed on electronic

technicians maintaining ATC-related equipment unless operational requirements dictate otherwise.

3.5.1.5 Drug Abuse

Any Navy or Marine Corps air traffic control maintenance technician charged with violating Federal, state, or local

statutes, Navy or Marine Corps regulations relating to the growing, processing, manufacture, sale, disposition,

possession, use, transportation, or importation of narcotic drugs, marijuana, and depressant or stimulant drugs or

substances shall be immediately suspended from all air traffic control maintenance duties. This suspension shall

remain in effect pending disposition of the charges. Any military air traffic control maintenance technician guilty of

drug abuse shall be processed for separation in accordance with OPNAVINST 5350.4/MCO P1700.24.

Civilian air traffic control maintenance technicians will be handled in accordance with applicable law, rule or

regulations.

3.5.1.6 Alcohol Abuse

AnyNavyorMarineCorps airtrafficcontrolmaintenancetechniciansuspected ofusing alcoholwhileinadutystatus

or reporting for duty under the influence of alcohol shall be suspended from all air traffic control maintenance duties

and referred to a military medical treatment facility for evaluation and determination in accordance with current

instructions. Alcohol abuse by military air traffic control maintenance technicians shall be handled per

OPNAVINST 5350.4/MCO P1700.24.

Civilian air traffic control maintenance technicians will be handled in accordance with applicable law, rule or

regulations.

3.5.2 Equipment Maintenance Criteria

Performance standards, tolerances, base line certification and recertification requirements for navigational aids,

radars, and other applicable ATC systems are contained in the Shore ATC Systems Maintenance Policy contained

in OPNAVINST 3721.5.

3.5.3 Equipment Reports

Accurate and timely reporting of equipment status is critical to the ATC mission and safety of flight. The following

are reports required by the DON:

1. Casualty Report (CASREP). Requirements and reporting periods are outlined in NWP 1-03.1. Due to

redundancy of channels in some ATC systems, the following classifications shall be reported:

a. Full System Capable: Both channels are fully operational and within prescribed specifications.

b. Partial System Capable: Any system degradation that would partially affect normal system operation (i.e.,

only one channel operational and within prescribed specifications, TACAN dual soft-fail).

c. Non-Operational System: Any system degradation that would cause the ATC system to be non-operational

(i.e., loss of antenna).

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2. MaintenanceDataSystem (MDS). Policy and procedures areoutlined intheShoreATC SystemsMaintenance

Policy contained in OPNAVINST 3721.5. Supplemental information can be found on the Navy/Marine Corps

ATC Community web site at https://atc.navy.mil.

3.5.4 Statistical/Historical Data

GEMOs shall ensure the maintenance of a continuing SSIC formatted historical file containing data pertinent to the

operation of GEMD, including but not limited to, the following:

1. Modernization/rehabilitation plans including modifications.

2. Correspondence pertaining to acceptance/nonacceptance of equipment installations.

3. Correspondence pertaining to agreements with other agencies/facilities within the preceding 6 years.

4. Manning level changes with justifications during the preceding 6 years.

5. Technician of the year nominations during the preceding 6 years.

6. Air Traffic Control NATOPS Evaluation reports during the preceding 6 years.

3.6

SECURITY OF FACILITIES

3.6.1 Controlled Access

To guard against the unnecessary distraction by unescorted visitors and observers in ATCFs and ATC equipment

spaces, commanding officers shall ensure that the security of such areas is maintained.

3.6.2 Official Business Access to Other Than ATC Personnel

It may become necessary for personnel with aircraft technical expertise to be present in the ATCF during aircraft

emergencies or when aircraft are otherwise experiencing operating difficulties or malfunctions. In such instances,

only those personnel absolutely necessary and required to provide technical advice shall be allowed within the

facility. In no instance shall controller authority be abridged by personnel who are present for this purpose. Official

business visits by other than the aforementioned personnel shall be approved by the ATCFO and such persons shall

be escorted while in the facility.

3.6.3 Unofficial Visits and Tours

Visits by pilots and other interested personnel and tours for civilian groups or individuals are encouraged. However,

visitors shall be escorted at all times.

3.6.4 Commercial Telephones

Telephones in the control tower shall be assigned unpublished numbers or modified so as not to ring in the control

tower. The telephone number should be changed when deemed necessary by the ATCFO.

3.7

AIRCRAFT MISHAPS AND INCIDENTS

3.7.1 Importance of Collecting Data

The importance of collecting accurate data concerning aircraft mishaps and incidents in a timely manner cannot be

overemphasized. Detection of faulty equipment and/or procedures must be accomplished as quickly as possible to

reduce hazards to aviation. Additionally, timely collection of accurate information will in the long run serve to best

protect the rights of pilots and controllers involved.

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3.7.2 Guidance Concerning Investigation and Reporting

Guidance concerning investigation and reporting aircraft mishaps and incidents, including NMAC incidents, is

contained in OPNAVINST 3750.6. Policy regarding the release of information and records pertaining to such

mishaps is addressed in the same directive. Involvement of civilian aircraft or other major civilian property should

be reported via OPREP 3 in accordance with OPNAVINST 3100.6.

3.7.3 ATC Involvement

Involvement of components of the ATC system in an aircraft mishap or incident may include:

3.7.3.1 Priority

Pilot irregularities or deviations from established procedures which require special handling by controllers (i.e.,

giving priority that results in delay or sequence adjustment to other aircraft).

3.7.3.2 Deviation

Operational errors involving failure of equipment, personnel, procedures, or other system components, individually

or in combination, which result in a deviation from established ATC standards.

3.7.4 Involvement of a Facility or Navigation Aid

Whenever a facility, service, or navigational aid is or is suspected to have been involved in an aircraft mishap or

incident, action shall be taken to provide for the continuing safe, orderly, and expeditious movement of air traffic

operating under the jurisdiction of the facility. Accurate and complete information shall be obtained for use in

investigations by the facility, other agencies, or higher authority.

3.7.5 ATC Procedures Following a Mishap/Incident

Following an aircraft mishap or incident, ATCF supervisory personnel shall notify appropriate personnel designated

in local directives; request and obtain weather observation; and cause the removal and safeguarding of any tapes that

are, or may be, pertinent to the mishap or incident unless relieved of this responsibility by proper authority.

Statements shall be obtained from controller and supervisory personnel involved. These statements are in support

of administrative action and may not be made the basis of subsequent legal or disciplinary proceedings unless

provisions of Article 31 of the UCMJ have been observed (Appendix G). The operating characteristics and equipment

condition shall be examined by technically qualified personnel who were not on duty at the time of the

mishap/incident to determine whether equipment could have been a contributing factor. Prior to this examination,

no equipment alterations or adjustments shall be made on equipment which might have contributed to the incident

without consent of the ATCFO.

3.7.6 Radar Facility Involvement in a Mishap/Incident

When a radar facility is or is suspected to have been involved in a mishap or incident, the following action shall be

taken: during VFR conditions, a check of scope, video map, and cursor alignment shall be made. If the equipment

is considered by ATC supervisory personnel on watch to be satisfactory, radar operations may be resumed. During

IFR conditions when arriving aircraft cannot land by use of other facilities or proceed to an alternate ATCF,

supervisory personnel on watch may resume radar operations after conducting a check of scope, video map, and

cursor alignment. However, safety of flight considerations are paramount and pilots must concur prior to use of

equipment under these circumstances. If doubt exists that equipment performance is not satisfactory, such equipment

shall be placed out of service until complete technical evaluation and appropriate flight checks can be accomplished.

3.7.7 ATC Personnel Involved in a Mishap/Incident

ATCF personnel who appear to have contributed to a mishap or an incident which jeopardizes safety of aircraft shall

be temporarily relieved of operational duty and referred to a military flight surgeon for physical/psychological

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evaluation. This action is not to be considered as disciplinary or punitive action or in any way indicative that the

controller was responsible for the mishap/incident. This removal is to permit preparation of facts and supporting data

for an immediate facility investigation of the mishap/incident. Further, removal at this time is for protection of the

naval service and the controller in the event human error existed or was caused by the controller’s incapacity such

as illness or extreme pressure. The relief from operational duty shall remain in effect until the ATCFO has determined

the probability of controller involvement. If after a preliminary investigation the controller is found not responsible

for or contributory to the mishap/incident, the controller will be returned to operational duty. If subsequent in-depth

investigation reveals that the controller was responsible for or contributory to the error, the following actions shall

be taken as a minimum prerequisite to reassignment to operational duty:

1. Detailed and complete review of the mishap/incident with the controller including a discussion of

circumstances related to the mishap/incident.

2. Reevaluation of the controller on the position(s) to determine necessity for additional training.

3. If retraining is required, it should be conducted with particular emphasis on weaknesses revealed during

investigation of the mishap/incident.

4. Satisfactory completion and documentation of the action outlined in 2 and 3 above, including demonstration

of skill level at least equal to that required for the appropriate portion of sector/position “checkout,” is to be

considered a recertification of control ability.

3.7.8 Disciplinary Action

Disciplinary action is a possibility in some cases of carelessness or negligence. Therefore, because of the seriousness

of such action to the controller, use of the terms “carelessness” or “negligence” must be carefully considered. Use

these terms only in cases where the controller is careless or negligent beyond reasonable doubt. Instances involving

amishap orincident resulting in personal injury orproperty damagemay result in lawsuits being filed. In such event,

files and records relating to the investigation of the instance and any disciplinary or other actions taken may be subject

to disclosure to the attorneys for the litigants and produced in court. The purpose of this action is not to minimize

or restrict actions because of possible liability, but is to provide additional assurance that the findings upon which

disciplinary or administrative action is taken will not contain any unwarranted language which might be misleading

to persons outside the naval service and result in a possible unjustified liability to the service or the individual. If

disciplinary action appears warranted, action must be initiated in accordance with appropriate military and/or Office

of Personnel Management directives.

3.8

AIR TRAFFIC SYSTEM HAZARDS (OPERATIONAL ERRORS/DEVIATION)

3.8.1 General

The ATCFO, in order to maintain an effective ATC facility organization, must identify any and all deficiencies and

take appropriate corrective action.

3.8.2 Severe Air Traffic System Hazard (Operational Error)

A severe air traffic system hazard is an occurrence attributable to an element of the air traffic system, to include

aircraft/vehicle operators and air traffic controllers in which:

1. Less than the applicable separation minima results between two or more airborne aircraft, or less than the

applicable separation minima results between an aircraft and terrain or obstacles (e.g., operations below

minimum vectoring altitude (MVA); aircraft/equipment/personnel on runways), as required by FAAO JO

7110.65 or other appropriate directive; or

2. An aircraft lands or departs on a runway closed to aircraft operations after receiving air traffic authorization;

3. An aircraft lands or departs on a runway closed to aircraft operations, at an uncontrolled airport and it was

determined that a NOTAM regarding the runway closure was not issued to the pilot as required.

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3.8.3 Routine Air Traffic System Hazard (Operational Deviation)

A routine air traffic system hazard is an occurrence attributable to an element of the air traffic system in which

applicable separation minima as required by FAAO JO 7110.65 or other appropriate directive was maintained, but:

1. Less than the applicable separation minima existed between an aircraft and adjacent airspace without prior

approval; or

2. An aircraft penetrated airspace that was delegated to another position of operation or another facility without

prior coordination and approval; or

3. An aircraft penetrated airspace that was delegated to another position of operation or another facility at an

altitude or route contrary to the altitude or route requested and approved in direct coordination or as specified

in a letter of agreement (LOA), pre--coordination, or internal procedure; or

4. An aircraft is either positioned and/or routed contrary to that which was coordinated individually or; as

specified in a LOA/directive between positions of operation in either the same or a different facility; or

5. An aircraft, vehicle, equipment, or personnel encroached upon a landing area that was delegated to another

position of operation without prior coordination and approval.

3.8.4 Reporting Air Traffic System Hazards

The reporting of air traffic system hazards is an element of the Naval Aviation Safety Program. Reporting

requirements and format are contained in OPNAVINST 3750.6.

3.9

HANDLING OF ALLEGED FLIGHT VIOLATIONS

3.9.1 Procedures

Commanding officers shall establish local procedures to be followed by ATC personnel observing violations of

flying regulations. Alleged flight violations shall be handled in accordance with the applicable provisions of

OPNAVINST 3710.7.

3.10

REPORTS

3.10.1 Air Traffic Activity Report

(See Appendix H, Forms To Be Locally Reproduced.) Items apply to Navy/Marine Corps ATCFs (and MATCDs

during exercises and deployments only). Activity report/traffic count is not required from forces afloat. The activity

report consists of three parts: the control tower operations count, the approach control operations count, and the

special use airspace operations count. One, two, orall threeportions ofthe activity report may apply dependent upon

class of ATC facility. Traffic count at satellite fields (OLF, ALF) shall be reported on a separate control tower

operations sheet by the parent activity. USMC Class IIIB facilities shall use the approach control operations form

to record arrival control operations count.

3.10.1.1 Purpose and Applicability

Reports of air activity are required by CNO to assist in administration and manning and to support the operational

costs of the ATC program ashore.

3.10.1.2 Report Distribution and Time of Submission

Subject report shall be submitted annually to reach CNO (N885F) no later than 1 February; copies to chain of

command and NAVREP.

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3.10.1.3 Instructions for Preparation of the Report

Categorize air taxi operations as air carrier.

Categorize U.S. Coast Guard operations as other military.

An IFR operation is recorded for an aircraft operating on an IFR flight plan, a Special VFR clearance or is being

provided standard separation while conducting practice instrument approaches.

A VFR operation is recorded for aircraft operating in accordance with visual flight rules.

Radar approaches are considered as any surveillance, or precision radar approach to a landing, missed

approach, or waveoff. Each approach executed shall be counted regardless of the flight rules under which the

aircraft is operating or the existing weather conditions.

PALS approaches (if applicable) shall be reported by modes.

Training Device Usage in the following format:

a. Number of hours used.

b. Number of radar approaches accomplished.

c. Number of hours arrival control, vector to outlying fields, etc.

d. Number of hours ground control.

e. Number of hours local control.

f. Number of hours not available because of maintenance outage.

Remarks. Report airport use by runway, NAVAID approaches by runway, and radar/PALS approaches by

runway. Also, include any air activity-related items that in the judgment of the originator would be of interest

to the report recipients or worthy of recording for historical perspective (i.e., periods of long duration runway

closures/repairs, long duration outages of landing systems/NAVAIDs, etc.).

3.10.1.3.1 Air Activity

Air traffic control-related activity supported by the facility during the preceding year shall be included in this

report.

a. Control Tower Operations

The control tower operations count is maintained by the control tower. At Navy/Marine Corps approach control

facilities, these statistics are recorded separately from the approach control operations count. For the purpose of the

control tower operations count:

1. Count an arrival as one operation. Individual aircraft of a formation shall be counted separately.

2. Count a departure as one operation. Individual aircraft of a formation shall be counted separately.

3. Count touch and go, low approach, or stop and go as two airport operations. Individual aircraft of a formation

flight shall be counted separately.

4. Count an approach followed by a waveoff as two operations (e.g., VFR tower traffic pattern, FCLP, or an

instrument approach to minimum descent altitude or decision height). Formation flights that maintain flight

integrity and execute a low approach or waveoff shall be counted as two operations. Whenever the integrity

of a formation flight is not maintained (e.g., tower intervenes to ensure spacing, sequencing, or separation),

each aircraft shall be counted individually.

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5. Count aircraft that transit Class D airspace and are provided ATC service as one operation. Formation flights

shall be considered as a single operation.

6. There is no need to differentiate between IFR and VFR operations.

7. At nonapproach control facilities, radar approaches and PALS approaches (if applicable), as well as ATC

training device usage shall be included in the appropriate sections of the control tower operations report.

b. Approach Control Operations

The approach control operations count is maintained by Navy/Marine Corps approach control facilities only. These

statistics are recorded separately from the control tower operations count. An ATCF control area of jurisdiction may

be further subdivided into control sectors, but only one approach control count is accrued by an aircraft transiting

internal sector areas/boundaries. For the purpose of the approach control operations count:

Count an arrival as one operation.

Count a departure as one operation.

Count a practice instrument approach as one operation. Do not take a second for the departure phase of the

flight when the aircraft executes a planned missed approach, low approach, touch and go, or stop and go (e.g.,

an aircraft takes off to fly five practice instrument approaches, landing on the last one. Total instrument count

would be six: one for the initial departure, plus one for each of the approaches).

Count an approach followed by an unplanned missed approach as two operations if approach control provides

ATC services following the missed approach (e.g., an instrument approach unplanned missed approach to

control tower jurisdiction is only one approach control operation.)

Count aircraft that transit or operate within the control area of jurisdiction and are provided ATC service as

one operation. An aircraft departing a satellite airport, transiting the area, and arriving at a second satellite

airport is considered one approach control operation.

Formation flights shall be considered a single aircraft.

Differentiate between IFR and VFR operations.

For approach control facilities, radar approaches and PALS approaches (if applicable) as well as ATC training

device usage shall be included in the appropriate sections of the approach control operations report.

For approach control facilities that provide ATC service for satellite civil airports with instrument and

approach procedures, two figures shall be recorded in the Remarks block:

a. The total number of instrument approaches by satellite airport and;

b. The total number of instrument approaches conducted when the visibility is less than 3 miles or the ceiling

is at or below the minimum initial approaches altitude, by satellite airport.

This second figure is normally reported monthly to the parent ARTCC per FAAO JO 7210.3, Chapter 14.

c. Special Use Airspace Operations

The SUA operations count is maintained only by FACSFAC or FACSFAC like functions of Navy/Marine Corps ATC

facilities. These statistics are recorded separately from the control tower operations and approach control operations

counts. For the purpose of the SUA operations count:

1. Count aircraft that operate in the control area of jurisdiction and are provided special use airspace control

services as one operation.

2. Individual aircraft of a formation shall be counted separately while operating within SUA. This corresponds

with criteria for the annual restricted area/military operations area utilization report required by FAAO JO

7400.2.

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3. Operations shall be reported for individual regulatory and non-regulatory special use airspace designations as

defined by FAAO JO 7400.8. In addition, report operations in stand alone ATCAAs not used in conjunction

with other special use airspace.

4. There is no need to differentiate between IFR and VFR.

3.10.2 Report of Annual Terminal Instrument Procedures Review

3.10.2.1 Annual Review

Commanding officers of Navy/Marine Corps aviation shore installations shall annually conduct a local review of

terminal instrument procedures, departure procedures, and minimum vectoring altitude chart (MVAC). This local

review shall also include procedures published for local use or military use only, PALS, ICLS and CCA.

Specifically, this review shall include the following:

1. Validation of the necessity to retain existing procedures consistent with air installation/assigned flying units’

operational and training mission requirements, aircraft mix, and tempo of activity.

2. Validation of the MVAC’s operational compatibility and suitability with local ATC procedures/airspace

structure.

3. Verification of the accuracy of all aeronautical information concerning the air station published in DOD FLIP

products.

4. Verification of the accuracy of the NAVFIG--provided list of known obstacles within a 5 NM radius of the air

station which have been constructed/altered since the last annual local review.

Schedule for the annual review is based upon the station’s geographical location, as follows:

Overseas Pacific - 1 March

AZ, CA (south of 36 deg N) - 1 April

NV, WA, CA (north of 36 deg N) - 1 May

LA, TX - 1 June

MS, FL (west of 84 deg W) - 1 July

MD, ME, NJ, PA - 1 August

NC, SC, VA - 1 September

Overseas Europe/Middle East - 1 October

FL (east of 84 deg W), Cuba - 1 November

3.10.2.2 Station Report

Within 30 days of the due dates stated above, commanding officers of Navy/Marine Corps aviation shore installations

shall report completion of the annual local review to NAVFIG by official command letter addressing each of the items

listed above.

If a new, revised, or cancelled procedure(s) and/or MVAC are required, the report shall include a specific, detailed

request of NAVFIG to develop new/revised procedure(s) and/or MVAC or to cancel those procedures no longer

necessary.

If changes to DOD FLIP are necessary, the station shall enclose a FLIP Revision Report (Appendix Q) to the report.

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3.10.2.3 NAVFIG Action

Upon receipt of an annual report requesting new, revised, or cancelled procedure(s) and/or MVAC, NAVFIG shall

collaborate with the ATCFO to make all reasonable and prudent efforts to implement these changes within 90 days.

Stations shall cooperate with and actively support the needs of NAVFIG to expedite the formulation and

implementation of the necessary changes.

Note

D The local annual review shall not preclude commanding officers of

Navy/Marine Corps aviation shore installations from requesting new,

revised, or cancelled procedure(s) and/or MVAC if a requirement arises

between reporting dates.

D TERPS procedures are contained in Chapter 9.

3.10.3 Statistical/Historical Data

There is a continuing need for data concerning airfield operations for use in supporting requests for improvements

to equipment, manning, and procedures. Turnover of military personnel generally precludes recalling of pertinent

information regarding not only tempo of operations but the spirit and intent of previously adopted procedures or

installation of equipment. Accordingly, ATCFOs shall ensure the maintenance of a continuing SSIC formatted

historical file containing data pertinent to the operation of their facility including, but not limited to, the following:

Modernization/rehabilitation plans including modifications.

Correspondence pertaining to acceptance/nonacceptance of equipment installations.

Correspondence pertaining to agreements with other agencies/facilities within the preceding 6 years.

Correspondence pertaining to airspace rule making proceedings within the preceding 6 years.

Manning level changes with justifications during the preceding 6 years.

Historical records pertaining to time to achieve all position qualifications (initial and subsequent) within

preceding 6 years.

Memorandums for the Record pertaining to the establishment/revision of the ATCF’s maximum allotted time

to qualify within the preceding 6 years.

Controller of the year nominations during the preceding 6 years.

Data on any assigned research and development or test and evaluation from initiation to completion.

10.

Operational impact statements prepared during the preceding 6 years.

11.

Airport usage by runway during the preceding 6 years.

12.

NAVAID approaches by runway during the preceding 6 years.

13.

Radar/PALS approaches by runway during the preceding 6 years.

14.

Air Traffic Control NATOPS Evaluation reports during the preceding 6 years.

Note

For those facilities equipped with an air traffic activity analyzer,

maintenance of paper files to fulfill items 11. through 13. is not required.

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CHAPTER 4

Naval Certification Procedures

4.1

GENERAL

4.1.1 Purpose

This chapter provides policy guidance and general procedures for the naval air traffic control certification program.

Procedures set forth in this chapter augment and amplify the certification procedures prescribed in FAAO 8000.90.

4.1.2 Requirements for Control Tower Operator/Air Traffic Control Specialist Certification

4.1.2.1 Medical

Meet the physical requirements of 14 CFR Part 67 and applicable naval directives.

4.1.2.2 Training and/or Experience

1. Satisfactorily complete the FAA Airman Written Test (AWT) for control tower operators.

2. Be a graduate of a U.S. military air traffic controller formal basic course of instruction that included PAR

practical application.

4.1.3 CTO Examiner

The CTO Examiner shall be qualified and designated per FAAO 8000.90 and shall be guided by the responsibilities

and duties contained therein. If a member of the ATC Facility is the designated CTO Examiner, they shall possess

a CTO rating for the tower assigned.

4.1.4 ATCS Examiner

The ATCS Examiner shall be designated in writing by the Commanding Officer. The ATCS Examiner shall possess

all ATCS ratings for the facility assigned.

4.2

CTO CERTIFICATES

4.2.1 Authority

The CTO Certificate (AC Form 8060-1) is issued by the FAA and authorizes the holder to act as an “airman” upon

completion of the requirements specified in 14 CFR Part 65 and FAAO 8000.90.

4.2.2 Issuance of Ratings

The holder of an Airman Written Test Report for CTO (formerly AC Form 8080-2) may not exchange this form for

aCTO Certificatewithout rating. This form is nonexpiring and an applicant must qualify foraratingpriortoissuance

of a CTO certificate.

4.2.3 Position Qualifications

During the period prior to completion of CTO rating requirements, individual position qualifications shall be entered

in the controller’s ATC Certification/Qualification Record. The individual may perform duties as a controller under

general supervision only at those positions at which qualified; otherwise, training shall be under the direct supervision

of a controller qualified at the position being worked.

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4.3

ATCS CERTIFICATES

4.3.1 Authority

The ATCS certificate (FAA Form 7220-1) is issued by authority of CNO/CMC and authorizes the holder to act as

a naval air traffic controller. Each air traffic controller of the naval service shall be required to possess the ATCS

certificate regardless of the capacity in which employed.

4.3.2 Naval Air Technical Training Center

NATTC Pensacola shall document and issue the ATCS certificate (without ratings) upon satisfactory completion of

the naval basic ATC controller course.

4.3.3 Commanding Officer

The commanding officer or designated representative may issue ATCS certificates to individuals who meet the

qualifications contained in paragraph 4.1.2 and FAAO 8000.90.

4.4

ATCS RATINGS

4.4.1 Position Qualifications

During the period prior to completion of facility rating requirements, individual position qualifications shall be

entered in the controller’s ATC Certification/Qualification Record. The individual may perform duties as a controller

under general supervision only at those sectors or positions at which qualified; otherwise, training shall be under the

direct supervision of a controller qualified at the position being worked.

4.4.2 Issuance of Ratings

When it is determined that a controller is eligible for an ATCS rating, the ATCS examiner will administer appropriate

examinations in accordance with the provisions of FAAO 8000.90 and this chapter. Upon successful completion of

these examinations, the ATCS examiner shall recommend the issuance of an applicable rating for the facility

concerned. When approved by the ATCFO, the rating shall be recorded on the ATCS certificate, the ATC

Certification/Qualification Record, and the individual service record.

4.4.3 Applicable ATCS Ratings

The ratings applicable for USN/USMC ATCS certification are as follows:

1. APC — Holder is qualified as an approach controller at a nonradar (manual) approach control facility.

2. CATCC — Holder is qualified at all positions of CCA.

3. FACSFAC — Holder is qualified at all ATC operating positions of the FACSFAC.

4. AATCC — Holder is qualified at all positions of AATCC.

5. TACC — Holder is qualified at all positions of TACC.

6. BASEOPS — Holder is qualified at all positions in base operations. This rating can only be issued at Class I

ATC facilities.

7. TOWER — Holder is qualified at all positions in the tower.

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RATCF — This rating is applicable to the following facilities:

a. Class IIIB — The holder is qualified on all operating positions within the radar branch.

b. Class IVB — The holder is qualified on all operating positions within the radarbranch excluding approach

control.

c. Class VII — The holder is qualified on all operating positions within the radar branch excluding approach

control and en route.

RFC — Holderis qualified as aPAR, ASR, and, where applicable, precision approach landing system (PALS)

final controller. At facilities where the TRACON, RATCF, CATCC, or AATCC rating is applicable, the radar

final controller will normally be a position qualification and not an ATCS rating. Such facilities may, however,

utilize the RFC rating when manning or experience levels prohibit continued training toward TRACON,

RATCF, CATCC, or AATCC.

10.

TRACON — This rating is applicable to the following facilities:

a. Class IVB — The holder is qualified on all operating positions within the radar branch.

b. Class VII — The holder is qualified on all operating positions within the radar branch excluding en route.

11.

ARTCC — Holder is qualified at all positions in the radar branch of the Class VII CERAP, including the en

route portion. This rating is applicable only at facilities designated as a Class VII CERAP by CNO (N885F).

Note

Supervisory designations are not required for issuance of ratings.

4.5

AIR TRAFFIC CONTROL WATCH SUPERVISOR (ACWS) DESIGNATION (USN ONLY)

The following designations are applicable to air traffic control supervisory positions ashore and afloat. Due to the

greater authority and responsibility of these arduous positions, designation shall be in writing by the commanding

officer.

4.5.1 Facility Watch Supervisor

The Facility Watch Supervisor (FWS) is a designation indicating the controller is responsible for the operational

performance of the watch team at an air traffic control facility ashore.

4.5.2 Carrier Air Traffic Control Center Supervisor

The Carrier Air Traffic Control Center (CATCC) Supervisor is a designation indicating the controller is responsible

for the operational performance of the air operations and carrier controlled approach watch team during Case III

operations.

4.5.3 Amphibious Air Traffic Control Center Supervisor

The Amphibious Air Traffic Control Center (AATCC) Supervisor is a designation indicating the controller is

responsible for the operational performance of the amphibious air traffic control center watch team.

4.5.4 Tactical Air Control Center (TACC) Supervisor

The Tactical Air Control Center (TACC) Supervisor is a designation indicating the controller is responsible for the

operational performance of the tactical air control center watch team.

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4.5.5 Air Traffic Control Training Supervisor

The Air Traffic Control Training Supervisor (ATS) is a designation indicating the controller (assigned to NATTC)

is responsible for the initial FAA certification of air traffic controllers (under instruction) and meets all of the

following requirements:

1. Assigned NEC-9502.

2. Qualified as an air traffic control basic course phase one instructor.

3. Qualified to instruct in any other phase of the air traffic control basic course, or an advanced course of ATC

instruction.

4. Designated as a Master Training Specialist.

4.6

SUSPENSION AND REVOCATION

4.6.1 Introduction

Supervisors at all levels in ATC facilities have the responsibility to continuously observe and evaluate controllers.

Infrequently, it may be necessary to recommend suspension of a position qualification or rating or revocation of an

individual’s certification. Procedures are hereby established for standardized, definitive action in such instances.

Cases that require disciplinary or other administrative action may be taken concurrently. Each case must be

individually evaluated.

4.6.2 Authority for Suspension of Control Tower Position Qualifications and CTO Ratings and

Revocation of CTO Certificates

4.6.2.1 Control Tower Chief

The Control Tower Chief may suspend a position qualification within the control tower after concurrence of the

ATCFO.

4.6.2.2 CTO Examiner

The CTO Examiner may suspend a CTO facility rating after concurrence of the ATCFO.

4.6.2.3 Federal Aviation Administration

The FAA has final authority for the revocation of a CTO Certificate. After ATCS Certificate revocation and when

appropriate, only CNO (N885F) for USN and CMC (APX--25) for USMC shall forward recommendations for CTO

Certificate revocation to the FAA.

4.6.3 Authority for Suspension of Radar Position Qualifications and ATCS Ratings and Revocation

of ATCS Certificates

4.6.3.1 Radar Chief

The Radar Chief may suspend a position qualification within the radar branch after concurrence of the ATCFO.

4.6.3.2 ATCS Examiner

The ATCS Examiner may suspend an ATCS rating after concurrence of the ATCFO.

4.6.3.3 CNO/CMC

CNO (N885F) and CMC (APX--25) are the final revocation authorities for ATCS certificates issued under authority

of this manual.

NATTC is authorized to revoke initial entry level controllers who have not detached from NATTC. A copy of the

revocation package shall be forwarded to CNO (N885F).

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4.6.4 Procedures for Suspension or Revocation

Procedures contained herein for suspension or revocation are administrative in nature. Revocation shall not be used

in lieu of appropriate disciplinary measures, or to relieve the command of a substandard performer.

In every case of certificate revocation, the individual concerned shall be afforded an opportunity to submit a statement

to accompany the recommendation for revocation.

4.6.4.1 Suspension of CTO Facility Rating(s), ATCS Rating(s), and Position Qualification(s)

A CTO rating, ATCS rating, or position qualification shall be suspended when controller performance of duties

adversely affects the facility efficiency or safety of flight. If the decision is made to suspend the CTO rating, ATCS

rating, or position qualification, the individual shall be promptly notified in writing. The suspension shall be

documented in the ATC Certification/Qualification Record/MPR as follows:

“(Date), (type) Rating/Qualification suspended.”

Facility management shall suspend controllers from participating in ATC duties when notified by competent

authority (e.g., SARP (USN), SACC (USMC), military flight surgeon, clinical psychologist) of alcohol dependency.

In cases where an individual CTO rating, ATCS rating, or position qualification has been suspended and ATCS

certificate revocation is not contemplated, the CTO rating, ATCS rating, or position qualification, may be reissued

after the individual requalifies on all applicable positions specified in the ATC Facility Manual.

Note

If an ATC Certification/Qualification Record/MPR entry was made to

document a suspension, the ATCFO shall ensure an additional ATC

Certification/Qualification Record/MPR entry is made to reflect

reinstatement of qualifications/designations if/when reinstatement were to

occur.

4.6.4.2 Revocation of ATCS Certificate

4.6.4.2.1 Considerations

Cases where certificate revocation should be considered include:

1. Negligence that has caused a mishap.

2. Medically diagnosed physical, character, or behavioral disorder or condition which renders an air traffic

controller NPQ or not aeronautically adaptable for ATC duties and for which a waiver of standards has not been

granted by COMNAVPERSCOM (PERS-404DF) or CMC (ASM).

3. Questionable moral character evidenced by documented recurrent antisocial behavior.

4. Diagnosed anxiety (fear of controlling).

5. Unable to qualify within the time limitations specified in the ATC Facility Manual or unable to meet training

schedules. Refer to paragraph 8.2.7.2.

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6. Alcohol or drug abuse in accordance with OPNAVINST 5350.4/MCO P1700.24.

7. Loss of commanding officer’s trust and confidence in controller’s ability to safely perform air traffic control

duties as a direct result of documented air traffic control-related incidents.

8. Medical grounding anticipated to exceed 1 year.

4.6.4.2.2 Recommendation

When the ATCFO determines that a recommendation for revocation of ATCS certificate is appropriate, the individual

shall be promptly notified in writing using the format contained in Appendix T. All associated ATCS ratings and

position qualifications shall be immediately suspended. USMC shall make record entries as follows:

USMC. The ATCFO shall cause an entry to be made in the controller’s Officer Qualification Record

(OQR)/Service Record Book (SRB) and in the MACCS Performance Record per MCO P1070.12 (IRAM),

paragraphs 3005.3.h and 4006.3.l when revocation is pending or being contemplated.

“(Date). ATC Rating(s) (type(s)) is/are suspended this date. I acknowledge this suspension as an administrative action

authorized by the ATCFO and this action is not of a disciplinary nature.”

Note

If an OQR/SRB or MPR entry was made to document a suspension, the

ATCFO shall ensure an additional OQR/SRB or MPR entry is made to

reflect reinstatement of qualifications/designations if/when reinstatement

were to occur.

The air traffic controller concerned shall be afforded 3 working days in which to submit a written statement

concerning the recommendation for revocation or to decline the opportunity in writing.

Recommendations for revocation shall be submitted from the commanding officer via chain of command to CNO

(N885F) or CMC (APX--25), as appropriate.

For USMC personnel assigned to FAP, the ATCS certificate and MOS 72XX revocation package shall be routed via

ATC T & R Office to the parent Marine Air Control Squadron.

Complete concise documentation is essential. Consideration should be given to possible future actions by the

controller. The following items should be included as appropriate; asterisked items are mandatory in all cases:

*1. Controller name, rate/rank, SSN (last four digits only), date ATCS certificate issued, date of birth, ASVAB

(USN)/GCT (USMC), EAOS (USN)/EAS (USMC).

2. A listing of all previously held ATC ratings/qualifications (including dates and locations) is also mandatory

if failure to make satisfactory progress or failure to obtain the rating is the reason.

3. In the event of unsatisfactory progress or failure to obtain a rating or position qualification, then CEB results

and a summary of training pertinent to the case shall be included. The following shall be addressed in the

training summary, if applicable:

a. Years of ATC experience.

b. Facility’s average time to qualify on the position.

c. Facility’s maximum allotted TTH for the position.

d. Controller’s TTH, total number of work days, and average number of hours on position per OJT period at

the time of training termination.

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*4. Statement of ATCFO, Branch Chief, supervisors, witnesses, etc. For USMC, ATCFO statement shall indicate

if Marine is being processed for administrative discharge.

5. A permanent grounding notice and a statement from a military flight surgeon are mandatory if diagnosed

anxiety (fear of controlling) is the basis for recommendation for revocation. If a medical grounding for any

reason is anticipated to exceed one year and is the basis for recommendation for revocation, a statement from

a military flight surgeon is required and shall include the expected duration of grounding.

6. Statements of NCIS investigations, or other authorities outside of the ATC facility, as required.

*7. Notification of recommendation to revoke ATCS Certificate. In cases where the member is diagnosed with

a condition which renders an air traffic controller NPQ and a waiver of standards is not being pursued, the

ATCFO notification shall state “no waiver of physical standards is being pursued.”

*8. Controller statement or written indication that no statement was offered.

Upon receipt of CNO/CMC decision, the commanding officer shall notify the individual and make the appropriate

entry in the member’s service record.

USN. “(Date). ATCS Certificate revoked this date. I acknowledge this revocation as an administrative action

authorized by CNO (N885F) and this action is not of a disciplinary nature. I understand that I am able to request ATCS

reinstatement if I am found eligible at a later date.”

USMC. “(Date). (PMOS) revoked this date. I acknowledge this revocation as an administrative action authorized

by CMC (APX--25) and this action is not of a disciplinary nature. I understand that I am able to request reinstatement

into the MOS if I am found eligible at a later date.”

Upon receipt of CNO revocation approval, Sailors are not eligible for advancement in AC rating. If the individual

is a “selectee,” exam invalidation is directed. Revocations for Navy E4 and above personnel will require timely

initiation of action for forced conversion to another Navy occupation rating. Revocations for Navy non-rated

personnel will require removal of the striker designation. Provisions of MILPERSMAN 1440-010 and 1440-050

apply. Inquiries pertaining to these matters should be directed to PERS-4811

(Active Enlisted

Advancement/Conversions/Incentive Section).

Upon receipt of CMC revocation approval, USMC air traffic control personnel are ineligible for promotion within

MOS 72XX.

4.6.5 Reinstatement of ATCS/Reentry into AC Rating or MOS 72XX

Reinstatement of the ATCS certificate and reentry into the AC rating/MOS 72XX are two separate actions.

4.6.5.1 ATCS Reinstatement

Personnel who meet the following requirements for reinstatement may apply to CNO (N885F) or CMC (APX--25),

as appropriate, via the chain of command. Cases in which reinstatement shall not be considered include negligence

that has caused a mishap, diagnosed anxiety (fear of controlling), failure to make satisfactory progress to obtain

rating, and drug abuse. Correspondence should include at a minimum:

1. Statement(s) from available ATCFO(s) or ATC LCPO(s)/ATCNCOIC(s) resulting from recent personal

interview. Statement(s) should address apparent motivation and suitability for reinstatement as an air traffic

controller.

2. Statement(s) from present division addressing performance, attitude, apparent suitability for the air traffic

control vocation, etc.

3. Results of recent aviation medical exam by a military flight surgeon.

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CHAPTER 5

Flight Planning

5.1

GENERAL

5.1.1 Function

The Flight Planning Branch provides for flight guard, receiving and processing inbound and outbound flight

information, and providing for planning, receiving, and processing flight plans.

5.1.2 Application

Functions and responsibilities set forth in this chapterareapplicableto ATCFs that provideflight planningassistance

to aircrews.

5.1.3 Billet Descriptions, USN

5.1.3.1 Flight Planning Chief

The flight planning chief shall be fully qualified in the flight planning branch and be designated in writing by the

ATCFO. Duties, responsibilities, and authority include the following:

1. Procuring and maintaining required publications, directives, charts, and supplies for pilot and branch

personnel reference and use.

2. Managing flight planning facilities and equipment including ensuring completion of watch equipment

checklist and recording of outages/returns to service with action taken to correct discrepancies.

3. Reviewing the branch log daily and maintaining operational continuity between various watch teams.

Ensuring completion of position relief checklists by branch personnel.

4. Qualifying personnel for appropriate branch positions.

5. Evaluating and recommending to the ATCFO operational readiness of branch equipment.

6. Providing technical assistance to the ATCFO on matters pertaining to flight planning activities.

5.1.3.2 Flight Planning Supervisor

The flight planning supervisor (FS) shall be on duty within the branch at all times during hours of operation and is

responsible to the FWS for operational efficiency of the branch watch team. The flight planning supervisor shall be

fully qualified in the branch and be designated in writing by the ATCFO. Duties, responsibilities, and authority

include the following:

1. Dissemination of NOTAMs.

2. Ensuring that adequate aeronautical charts, publications, and flight planning materials are available to

aircrews.

3. Assisting aircrews in planning and proper filing of flight plans.

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4. Supervising the processing and transmitting of flight plans and movement messages.

5. Ensuring the FP equipment checklist is completed at the beginning of each shift.

5.1.3.3 Flight Planning Dispatch

Duties of flight planning dispatch (FP) include:

1. Receiving, processing, posting, and transmitting flight plans and movement messages.

2. Coordinating with other air traffic control agencies and flight service stations regarding flight plans and

movement messages.

3. Handling incoming and outgoing communications, aircraft flight guard, and initiating overdue actions.

5.1.4 Billet Descriptions, USMC

5.1.4.1 Flight Planning NCOIC

The flight planning NCOIC should be fully qualified in the flight planning branch and be designated in writing by

the Airfield Operations Officer. Duties, responsibilities, and authority include but are not limited to the following:

1. Procuring and maintaining required publications, directives, charts, and supplies for pilot and branch

personnel reference and use.

2. Maintain flight planning facilities and equipment.

3. Review Operations log daily and ensure that watch relief checklists are completed by branch personnel.

4. Supervise the training and qualification of all personnel for appropriate branch positions.

5. Ensuring that qualification and certification records are maintained for assigned personnel.

6. Providing technical assistance to the Airfield Operations Officer on matters pertaining to flight planning

activities.

7. Ensure aircraft flight guarding procedures are being adhered to.

8. Supervise the dissemination of NOTAMS.

5.1.4.2 Flight Planning Watch Supervisor

The flight planning watch supervisor is responsible to the flight planning NCOIC. Duties, responsibilities, and

authority include but are not limited to the following:

1. Advise the Flight Planning NCOIC on matters pertaining to publications, directives, charts and supplies for

aircrew and branch personnel reference and use.

2. Advise the Flight Planning NCOIC of outages and actions taken to correct discrepancies of airfield equipment.

3. Provide assistance to the Flight Planning NCOIC in qualifying personnel on appropriate branch positions.

4. Evaluate the operational readiness of branch equipment.

5. Dissemination of NOTAMS.

6. Ensuring that watch integrity is maintained.

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5.1.4.3 Flight Planning Dispatcher

The flight planning dispatcher is responsible to the flight planning watch supervisor. Duties of the flight planning

dispatcher include but are not limited to the following:

1. Ensure that adequate aeronautical charts, publications, and flight planning materials are available to aircrews.

2. Assisting aircrews in planning and proper filing of flight plans.

3. Receive, process, and transmit flight plans and aircraft movement messages.

5.1.4.4 Flight Planning Clerk

The flight planning clerk is responsible to the flight planning watch supervisor. Duties of the flight planning clerk

include but are not limited to the following:

1. Coordinatingwithotherairtrafficcontrolagenciesandflightservicestationsregardingflightplansandaircraft

movement messages.

2. Handling of incoming and outgoing communications, aircraft flight guard, and initiating overdue aircraft

actions.

5.2

FLIGHT PLAN HANDLING

5.2.1 Information Forwarded to FSS and ARTCC

5.2.1.1 Filing of a Flight Plan

Flight plan information and flight movement messages shall be in accordance with the procedures outlined in

FAAO JO 7110.10 or ICAO Doc 4444-RAC/501, as appropriate.

5.2.1.2 Closing of Flight Plan

When the pilot either verbally confirms closing the flight plan with the tower or flight planning personnel or delivers

a copy of the flight plan to the base operations flight planning office, flight planning duty personnel shall ensure that

the flight plan is closed out.

5.2.2 Modification of Flight Plan Form

Modification of information on a written flight plan form shall be accomplished only with concurrence of the pilot

in command.

5.2.3 Retention of Flight Plan Forms by Naval Activities

Filedcopiesofallflightplanforms,flightschedules,OPSlogs, aircraftclearance/arrival reports,and otherassociated

forms filed with flight plans shall be retained on file in the operations department of the departure station for a period

of 6 months. The U.S. Navy Flight Forecast Folder (NMOC 3140/25), if received, shall be turned over to the local

Navy Meteorology and Oceanography Command activity for review. Flight plans forwarded to naval aviation shore

activities by FAA flight service stations shall be retained in the operations department files for a period of 6 months

from the date of flight.

5.3

TELECOMMUNICATIONS

5.3.1 Equipment/Circuit Problems

When an AISR equipment outage occurs or is anticipated, the Flight Planning Supervisor shall notify ARTCC, FSS,

and the AISR Technical Support Help Desk.

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5.4

FLIGHT PLANNING FACILITIES

5.4.1 Current Information

5.4.1.1 Responsibility

It is the responsibility of commanding officers to ensure that their facility information in military flight information

publications is current. They shall establish procedures that will ensure submission of appropriate information for

accuracy and completeness. Changes affecting a naval air activity instrument approach procedure shall be processed

in accordance with this manual. Information for inclusion in flight information publications as well as notification

of errors, omissions, or recommended changes shall be submitted to NAVFIG. Such information may be submitted

on FLIP correction forms. A FLIP correction form is contained in Appendix Q and should be locally reproduced for

submission to NAVFIG.

5.4.1.2 NOTAMs

NOTAMs shall be issued as required in accordance with provisions of OPNAVINST 3721.20.

5.4.1.3 Change Notices

Military flight information publications are corrected by PCN, ECN, TCN, or UCN, which are distributed

automatically to all addressees receiving the publications concerned. All publications on hand shall be corrected

promptly and obsolete information shall be destroyed.

5.4.2 Flight Planning Areas

Flight planning areas shall be located, organized, and equipped in conformance with subparagraphs 5.4.2.1 and

5.4.2.4

below. Standardized baseline position equipment configuration and quantity is detailed in

OPNAVINST 3722.35. In providing flight planning areas, operations officers shall be governed by the mission of

the activity and the scope of air operations.

5.4.2.1 Location

The location should be convenient to the flight planning dispatcherdesk and the weatheroffice and should beclearly

marked to guide transient aircrews.

5.4.2.2 Monitoring of Spaces

Spaces should be monitored throughout working hours by qualified personnel.

5.4.2.3 Size

Accommodations shall include wall space for the display of required aeronautical information, plotting tables, and

storage for charts, publications, and forms required by aircrews.

5.4.2.4 Availability of Information

Sufficient FLIPs, navigation equipment, and related information applicable to the mission of the activity shall be

available.

1. FLIPs.

a. Planning.

b. Area charts.

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c. En route low altitude.

d. En route high altitude.

e. En route supplements.

f. Terminal low altitude.

g. Terminal high altitude.

h. DPs and STARs (East and West).

Base operations/flight planning shall have the ability to access the Defense Internet NOTAM Service (DINS)

web site to view, query, and create NOTAMs in accordance with OPNAVINST 3721.20.

The following publications are utilized occasionally for reference purposes and shall be available in limited

quantities where required:

a. 14 CFR Part 91, General Operating and Flight Rules.

b. Aeronautical Information Manual (AIM).

c. Contractions Manual (FAAO JO 7340.1).

d. Location Identifiers (FAAO JO 7350.7).

e. Notice to Airmen (NOTAM) Publication.

f. Foreign Clearance Guide.

g. International Flight Information Manual.

h. International NOTAMs.

i. Air Almanac.

j. NGA Catalog of Maps, Charts and Related Products (Part 1 — Aerospace Products).

k. NGA Bulletin Digest/Bulletin.

l. NGA Chart Updating Manual (CHUM)/ CHUM Supplement.

m. Aeronautical Information Publication (AIP).

The following information shall be prominently displayed as appropriate to the mission of the air activity to

assist transient aircrews:

a. A general flight planning chart.

b. Local area flight planning charts of suitable scale showing VFR arrival and departure corridors.

c. A scaled terrain/obstruction map to include overlays depicting current SID courses and their proximity to

known hazards.

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5.5

PUBLICATION PROCUREMENT PROCEDURES

5.5.1 National Geospatial-Intelligence Agency Products

The National Geospatial-Intelligence Agency Catalog of Maps, Charts and Related Products (Part 1 — Aerospace

Products; Part 2 — Hydrographic Products; Part 3 — Topographic Products) contains information necessary to

obtain required publications. NGA Map Support Offices located in Norfolk, VA; San Diego, CA; Honolulu, HI;

Tampa, FL; Atsugi, Japan; Naples, Italy; Germersheim, Germany; and Manama, Bahrain provide customer

assistance.

Additional information regarding the ordering of maps, charts, and related products as well as items related to FLIP

accounts, map and chart allowances, and points of contact can be found in the Defense Logistics Agency, Mapping

Customer Operations (MCO), Customer Assistance Handbook available at http://www.dscr.dla.mil/rmf/policies/

handbook.pdf.

5.5.2 METOC Products

Requests for meteorological publications, charts, and/or forms should be made to Commander, Naval Meteorology

and Oceanography Command, 1002 Balch Blvd., Stennis Space Center, MS 39522-5001.

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CHAPTER 6

Control Tower

6.1

GENERAL

6.1.1 Function

The function of the control tower is to issue clearances and information to aircraft and vehicular traffic operating on

runways, taxiways, and other designated areas of the airfield and to aircraft operating in assigned airspace areas.

Airborne traffic controlled by the tower includes both VFR and IFR traffic released to local control jurisdiction.

Manual (nonradar) approach control services may also be provided from the control tower. Functions and

responsibilities set forth in this chapter are applicable to air traffic control facilities and MATCDs which provide

control tower services. Operating positions in accordance with FAAO JO 7110.65 may be added, deleted, combined,

or integrated as necessary to meet local requirements.

6.1.2 Billet Descriptions

6.1.2.1 Control Tower Chief

The tower chief shall possess a CTO rating for the control tower assigned and be designated in writing by the ATCFO.

The function of the tower chief is to assist the ATCFO in managing matters pertaining to control tower functions.

Duties, responsibilities, and authority include the following:

1. Maintaining a current library of facility directives and other pertinent regulations pertaining to control tower

operations.

2. Managing tower equipment, ensuring completion of watch equipment checklist, and recording of

outages/returns to service with action taken to correct discrepancies.

3. Reviewing the branch log daily and maintaining operational continuity between various watch teams.

Ensuring completion of position relief checklists by tower controllers.

4. Qualifying personnel on individual operating positions and recommending personnel for supervisory

positions in conformance with this manual and local requirements.

5. Ensuring the currency of controllers.

6. Providing technical assistance to the ATCFO in development of procedures.

6.1.2.2 Tower Supervisor

The tower supervisor shall be on duty within the branch at all times during hours of operation and is responsible to

the FWS/FWO for operational efficiency of the branch watch team. The tower supervisor position should not be

combined with a control position. The tower supervisor shall possess a CTO rating for the tower assigned and be

designated in writing by the ATCFO. Duties, responsibilities, and authority include the following:

1. Coordinating and directing control of aircraft operating in assigned airspace areas and vehicular traffic

operating on runways, taxiways, and other designated areas of the airfield.

2. Briefing the control tower watch team on weather conditions, traffic, equipment status, field conditions, and

special evolutions.

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3. Assigning personnel to operating positions according to individual qualifications and training requirements

as directed.

4. Assigning trainees to qualified controllers for supervision.

5. Notifying cognizant SAR agencies of aircraft in distress and providing assistance and advice during

emergencies.

6. At times when the airfield is technically VFR, but visual separation cannot be maintained, take immediate

action to suspend VFR operations and inform appropriate authorities.

7. Ensuring the ATCT equipment checklist is completed at the beginning of each shift.

6.1.3 Operating Positions

6.1.3.1 Local Control

Local Control (LC) is responsible for maintaining a continuous visual surveillance of the Class B/C/D/E surface

area/Class G airspace and airport movement areas. Primary duties of LC include the following:

1. Formulating and issuing clearances and control instructions to accomplish separation between aircraft and

between aircraft and vehicles operating under the jurisdiction of the tower.

2. Effecting coordination with appropriate operator positions and other facilities.

3. Providing flight assistance service to aircraft.

4. Operating airport lighting, lighting systems, and visual landing aids.

5. Providing initial notification and dispatch ofemergency personnel andequipment foraircraft emergenciesand

mishaps.

6.1.3.2 Ground Control

Ground Control (GC) is responsible for exercising surveillance of the airport movement area. Primary duties of GC

include the following:

1. Formulating and issuing ground movement clearances to aircraft and vehicles operating on the airport.

2. Transmitting current weather and field conditions, as required.

6.1.3.3 Flight Data

Duties of Flight Data (FD) are:

1. Operating communications equipment associated with FD.

2. Receiving and relaying aircraft movement data.

3. Preparing and posting flight progress strips.

4. Operating FDIO equipment.

5. Operating ATIS equipment.

6. Monitoring NAVAID alarm systems.

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6.1.3.4 Clearance Delivery

Duties of Clearance Delivery (CD) are:

1. Obtaining, posting, and relaying ATC clearances and advisories.

2. Other duties as assigned by Tower Supervisor.

Note

This position may be located in the flight planning or radar branch when

local circumstances warrant, as determined by the ATCFO.

6.2

EQUIPMENT

6.2.1 Requirements

Control towers should be provided the following equipment, as needed, to meet operational

requirements.

Standardized baseline control tower operator position equipment configuration and quantity

detailed

OPNAVINST 3722.35.

Control console.

Aircraft control communications equipment.

Interfacility communications equipment.

Intrafacility communications equipment.

Emergency communications system.

Radio receiver and transmitter controls.

Note

When the command workload and the airfield support assets justify, both

a crash/fire net and an industrial net that separate the functions of crash/fire

and industrial activities are appropriate. At locations without mission

complexities and/or sufficient assets to perform both functions separately,

consolidation of these functions is appropriate.

Flight progress strip holders.

Digital Altimeter Setting Indicator (DASI).

Weather dissemination or display device.

10.

Wind direction and speed indicator.

11.

Automatic Terminal Information Service (ATIS).

12.

Digital reading clock.

13.

Flight Data Input/Output (FDIO).

14.

Remote video camera display.

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15. Navigational aid monitor(s) (unless located in the radar room).

16. Airfield lighting and visual landing aids control.

17. Counters for recording aircraft operations.

Note

Items 8. through 17. may be part of the Visual Information Display System

(VIDS).

18. Runway waveoff light controls.

19. VISCOM.

20. Air traffic control signal lamp.

21. Binoculars (at least two pair of 7×50 power or stronger shall be available to control tower personnel).

22. Crash phone, crash alarm, and evacuation alarm controls.

23. Crash grid per U.S. Navy Aircraft Firefighting and Rescue NATOPS Manual (NAVAIR 00-80R-14).

24. Tower radar display.

6.2.2 Mobile/Portable Control Tower

Mobile/portable control towers are transportable shelters equipped with the personnel and equipment to provide

temporary or limited control tower services. Mobile/portable control towers shall be under the operational custody

of the ATCFO.

6.2.3 Airfield Diagrams

An airfield diagram shall be displayed in the tower. The diagram should include:

1. Runways with length and width.

2. Taxiways with direction indicated if not bidirectional.

3. Intersection takeoff information.

4. Arresting gear location and type.

5. Location of navigational aids.

6. Visual landing aids.

6.2.4 Status Board

An airport status board shall be displayed and maintained in the control tower. The status board should include the

following information:

1. Radar equipment status.

2. NAVAID status (unless NAVAID monitors are located in the control tower).

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3. Arresting gear status.

4. NOTAMs and non-NOTAM field conditions.

5. Status of communications equipment.

6. Outages.

7. Weather warnings.

8. Other pertinent information.

6.2.5 Air Traffic Activity Analyzer

The air traffic activity analyzer records and maintains data to facilitate preparation of the annual air activity report

as well as development of air station noise contours during AICUZ study updates. Operational data needed for noise

contour development (NOISEMAP computer program) includes aircraft type, runway use/direction of operations,

flightpath identification, and time of day.

6.2.6 Tower Radar Display

The primary purpose of the tower radar display is to increase efficiency and safety of flight within the surface area

for which the tower has responsibility. Use of certified or uncertified tower radar displays is detailed in FAAO JO

7110.65. The tower radar display is not intended to be used for approach control functions. Site specific condition

and/or limitations of operations shall be specified by facility directive or letter of agreement, as appropriate. Tower

radar displays may be used for the following:

1. To determine an aircraft’s identification, exact location, or spacial relationship to other aircraft.

Note

This authorization does not alter visual separation procedures. When

employing visual separation, the provisions of FAAO JO

7110.65,

paragraph 7-2-1, Visual Separation, apply.

2. To provide aircraft with radar traffic advisories.

3. To provide a direction or suggested heading to VFR aircraft as a method for radar identification or as an

advisory aid to navigation.

4. To provide information and instructions to aircraft operating within the surface area for which the tower has

responsibility.

Certified tower radar displays may be used to ensure separation between successive departures, between arrivals and

departures, and between overflights and departures within the surface area for which the tower has responsibility

provided:

1. There is no airspace delegated to the tower.

2. The local controllers have radar training commensurate with their duties.

3. A LOA exists with the IFR facility having control jurisdiction which authorizes and prescribes theprocedures

to be used.

4. The LOA prescribes the process for a transition to nonradar procedures or the suspension of separation

authority in the event of a radar outage.

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5. The procedures for giving and receiving radar handoffs or pointouts do not impair the local controller’s ability

to satisfy responsibilities regarding the aircraft operating on the runways or within the surface area for which

the tower has responsibility.

6. The procedures for ensuring radar separation do not require the tower to provide radar vectors.

Note

All SPAWARSYSCEN and FAA installed tower radar displays are

certified tower radar displays.

6.2.7 BRANDS Site Unique Data

6.2.7.1 Requirements

Each air traffic control tower is unique in that runway configuration, traffic patterns, aircraft reporting points, terrain

characteristics and coordination procedures differ. BRANDS system capabilities require that this site unique data be

incorporated into each facility’s operational software program.

6.2.7.2 Applicability

This data consists of three types: digital maps, low altitude alert, and identity code lockout.

6.2.7.3 Procedures

Changes shall be submitted to COMNAVAIRSYSCOM, Code 4.5.9.2, Bldg. 8131, Villa Road, St. Inigoes, MD

20684 ATTN: ATC Military Team Lead as outlined in the DAIR/RATCF DAIR/BRANDS Configuration Control

Sub-board Policy and Procedures Manual.

6.3

WEATHER OBSERVATIONS BY CONTROL TOWER PERSONNEL

6.3.1 General

Air traffic controller weather observation and reporting procedures contained in Surface Weather Observation

Procedures (NAVMETOCCOMINST 3141.2A) and FAAO JO 7110.65 apply to DON air traffic controllers.

6.3.1.1 Weather Observers

DON air traffic controllers shall not be certified as weather observers except as noted in paragraph 6.3.2.

6.3.2 Certification of Tower Visibility Observers

Qualification and certification of DON air traffic controllers as tower visibility observers will be in accordance with

NAVMETOCCOMINST 1500.3.

6.3.3 Tower Visibility Charts

Where air traffic controllers take tower visibility observations, tower visibility charts shall be maintained in the

control tower. These charts shall be prepared in conjunction with the NAVMETOC Detachment/Marine Corps

Weather Service as follows:

1. Prepare chart(s)/list(s) for daytime and nighttime visibility markers. Visibility markers may be depicted on

separate daytime and nighttime charts or combination chart. Panoramic photos with distances/cardinal

compass points may also be used.

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2. Daytime/nighttime combination charts shall use the following legend:

a. Daytime visibility marker.

b. Nighttime visibility marker.

c. Daytime/nighttime visibility marker.

3. Each marker used shall be identified and its distance from the observation point noted.

6.4

PREVENTION OF WHEELS-UP LANDINGS

Tower controllers shall remind the pilot to check wheels down at an appropriate position in the pattern unless the pilot

has previously reported wheels down. The intent is solely to remind the pilot to lower the wheels, not to place

responsibility on the controller. Controllers should be thoroughly indoctrinated in gear down indications of aircraft

that normally operate at their airfield and should closely observe aircraft in the final stages of approach and landing.

6.5

ARRESTING GEAR

6.5.1 Out Of Battery

When arresting gear is out of battery, landing clearance shall not be issued to aircraft requesting that runway.

Note

Out of battery is defined as any premature loss of pretension in an arresting

gear system.

Commanding officers of naval aviation shore installations may establish local regulations to provide departure

procedures for flying units to use runways when the arresting gear is out of battery; however, in no case shall

clearances be issued that require aircraft to taxi or takeoff over an out of battery arresting cable(s).

6.5.2 Unidirectional Gear

As a prerequisite to activation of a duty runway, unidirectional arresting gear shall be derigged and cables removed

prior to runway use when engagement direction is opposite the runway of intended use. This also applies to

unidirectional overrun gear. Emergencies requiring immediate landing are an exception; therefore, controllers shall

inform the pilot of the emergency aircraft of the arresting gear hazard.

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CHAPTER 7

Radar Operations

7.1

GENERAL

7.1.1 Functions

The function of the radar branch is to provide radar ATC services to IFR and VFR air traffic within assigned airspace.

The scope of radar services provided will vary according to equipment installed and the delegated airspace. Functions

and responsibilities set forth in this chapter are applicable to ATCFs and MATCDs that provide radar ATC services,

regardless of equipment installation or configuration. However, operating positions in accordance with FAAO

JO 7110.65 may be added, deleted, combined or integrated as necessary to meet local requirements.

7.1.2 Billet Descriptions

7.1.2.1 Radar Chief

The radar chief shall possess the appropriate ATCS certification for the facility assigned and be designated in writing

by the ATCFO. The function of the radar chief is to assist the ATCFO in managing matters pertaining to radar

operations. Duties, responsibilities, and authority include the following:

1. Maintaining a current library of facility directives and other pertinent regulations pertaining to radar

operations.

2. Managing radar branch equipment, ensuring completion of watch equipment checklist, and recording of

outages/returns to service with action taken to correct discrepancies.

3. Reviewing the branch log daily and maintaining operational continuity between various watch teams.

Ensuring completion of position relief checklists by radar controllers.

4. Qualifying personnel on individual operating positions and recommending personnel for supervisory

positions in conformance with this manual and local directives.

5. Ensuring the currency of controllers.

6. Evaluating and recommending to the facility officer operational readiness of branch equipment.

7. Supervising FAA/military flight checks.

8. Providing technical assistance to the ATCFO in development of procedures.

7.1.2.2 Radar Supervisor

The radar supervisor shall be on duty within the branch at all times during hours of operation and is responsible to

the FWS/FWO for operational efficiency of the branch watch team. The radar supervisor position should not be

combined with a control position. The radar supervisor shall be qualified on all radar operating positions, possess

the appropriate ATCS rating(s) for the facility assigned and be designated in writing by the ATCFO. Duties,

responsibilities, and authority include the following:

1. Coordinating and directing control of air traffic within assigned airspace.

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2. Briefing the radar watch team on weather conditions, traffic, equipment status, field conditions, and special

evolutions.

3. Assigning personnel to operating positions according to individual qualifications and training requirements

as directed.

4. Assigning trainees to qualified controllers for supervision.

5. Notifying cognizant SAR agencies of aircraft in distress and providing assistance and advice during

emergencies.

6. Ensuring a radar equipment checklist is completed at the beginning of each shift.

7.1.3 Operating Positions

7.1.3.1 Approach Control

Approach Control (AP) is responsible for coordination and control of all instrument traffic within the ATCF area of

jurisdiction. Primary duties of the AP position include the following:

1. Issuing ATC clearances and advisory information to aircraft under approach control jurisdiction.

2. Maintaining radar surveillance of assigned areas and providing radar service to aircraft as required.

3. Determining the separation and sequence to be used between aircraft.

4. Initiating/accepting radar handoffs to/from adjacent sectors/facilities.

5. Providing assistance and priority of services to aircraft in emergency situations.

7.1.3.2 Departure Control

Departure Control (DC) is responsible for maintaining radar surveillance of the assigned area of jurisdiction and

providing radar ATC services as required. Duties of the DC position include the following:

1. Issuing clearances and advisory information to aircraft under departure control jurisdiction.

2. Initiating/accepting radar handoffs to/from adjacent sectors/facilities.

7.1.3.3 Arrival Control

Duties of the Arrival Control (AR) position include the following:

1. Maintaining radar surveillance of the assigned area of jurisdiction and providing radar ATC services as

required.

2. Issuing clearances and control instructions to aircraft operating under arrival control jurisdiction.

3. Accepting radar handoffs from approach control and providing radar ATC services to aircraft as required until

the aircraft reaches approach minimums or is handed off to a final controller or adjacent facility.

7.1.3.4 Flight Data

Duties of the Flight Data (RD) position include the following:

1. Operating communications equipment associated with the RD position.

2. Receiving and relaying aircraft movement data.

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3. Preparing and posting flight progress strips.

4. Operating FDIO equipment.

5. Monitoring NAVAID alarm systems.

7.1.3.5 Final Control

Duties of the Final Control (FC) position include the following:

1. Providing instructions necessary for an aircraft to conduct an ASR/PAR/PALS approach.

2. When required, monitoring approaches as specified in FAAO JO 7110.65.

7.1.3.6 SUA Sector Control

The function of SUA Sector Control (SC) is to provide SUA control services to all aircraft within the ATC Facility’s

assigned SUA. Duties and responsibilities include:

1. Providing positive control to aircraft requiring/requesting IFR handling to/from SUA.

2. Providing radar advisory control to VFR aircraft on a work-load permitting basis.

3. Coordinating controlled airspace infringement and hot area containment or boundary alerts.

4. Providing mission coordination assistance.

5. Disseminating weather information.

6. Providing SAR/MEDEVAC/HUMEVAC assistance.

7. Ensuring accuracy of information recorded on flight progress strips.

8. Coordinating with adjacent facilities.

7.2

EQUIPMENT

7.2.1 Requirements

Each radar facility should be provided the following minimum equipment, as needed, to meet operational

requirements. Standardized baseline radar operator position equipment configuration and quantity is detailed in

OPNAVINST 3722.35.

1. Surveillance and precision radar display.

2. ATC radar beacon interrogator equipment and display.

3. Video mapper.

4. Air Traffic Control communications equipment.

5. Interfacility communications equipment.

6. Intrafacility communications equipment.

7. Emergency communications system.

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8. Radio receiver and transmitter controls.

9. Flight progress strip holders.

10. Digital Altimeter Setting Indicator (DASI).

11. Weather dissemination or display device.

12. Wind direction and speed indicator.

13. Automatic Terminal Information Service (ATIS).

14. Digital reading clock.

15. Flight Data Input/Output (FDIO).

16. Navigational aid monitor(s).

Note

Items 10. through 16. may be part of the Visual Information Display System

(VIDS).

17. VISCOM.

7.2.2 Video Mapping

7.2.2.1 Requirements

The minimum radar mapping capability required for providing approach control services is one of the following:

1. Dual video mapper.

2. Adequate map overlay.

3. Computer-generated displays.

When radar mapping is not available, limit radar services to:

1. Separating identified aircraft targets.

2. Vectoring aircraft to intercept a PAR final approach course.

3. Providing radar service in areas that ensure no confliction with traffic on airways, other ATC areas of

jurisdiction, restricted or prohibited areas, terrain, etc.

7.2.2.2 Unauthorized Scope Markings

Grease pencil markings, plastic tape, compass rose grid lines, range marks, or other innovations shall not be used

in lieu of an adequate digital map, map overlay, or video map.

7.2.2.3 Display Map Data

To reduce scope clutter and increase operational efficiency, limit data on display maps to the following:

1. Airports/heliports.

2. Runway centerline extension and/or final approach course.

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3. Hospital emergency landing areas.

4. NAVAIDS and fixes.

5. Reporting points.

6. Airway/route centerlines.

7. Boundaries (control, special use areas, terminal buffer areas, holding pattern airspace areas, etc.).

8. Handoff points.

9. Special use tracks (scramble, recovery, DPs, etc.).

10. Obstructions.

11. Prominent geographical features (islands, mountains, etc.).

12. Map alignment indicators.

13. Range accuracy marks.

14. Minimum vectoring altitudes in hundreds of feet (e.g., 23 = 2,300 feet; 100 = 10,000 feet).

7.2.2.4 Video Map Requests

Requests for STARS radar video maps shall be submitted directly to COMNAVAIRSYSCOM, Code 4.5.9.2 on

NAWCAD Form 1 (electronic submission preferred) for production and distribution except MVAC video maps

which shall be routed through NAVFIG. Requests for RATCF/DAIR system radar video maps shall be sent to

NAVFIG on OPNAV Form 13910/9. Instructions for preparing NAWCAD Form 1 and OPNAV Form 13910/9 can

be found in Appendix R.

7.2.3 Minimum Vectoring Altitude Charts

7.2.3.1 Requirement

Minimum Vectoring Altitude Charts (MVACs) are developed to assist controllers in adhering to minimum safe IFR

altitudes and obstruction clearance criteria set forth in OPNAVINST 3722.16 and applicable FAAOs. A MVAC shall

be developed for all radar facilities having a requirement to vector aircraft. ATC facilities shall ensure compatibility

with parent approach control MVACs. Facilities using slaved DOD, DOT radar feed may usethat facility’s approved

MVAC.

7.2.3.1.1 Terminal MVAC

Terminal MVACs shall be developed for systems where radar data is provided by a feed from a single ASR/DASR

or to support the designated terminal area of a multi-sensor “mosaic” system when the area is adapted to exclusively

utilize a single terminal radar. A Terminal MVAC does not support a terminal “mosaic” area where radar data is

provided by more than one radar (ASR/DASR or ARSR) or a terminal area where controllers have the ability to switch

from terminal to “mosaic” mode.

7.2.3.1.2 Long Range MVAC

Long Range MVACs shall be developed for systems where radar data is provided by a feed from one or more ARSRs,

or a feed from more than one terminal radar. Develop Long Range MVACs for multi-sensor “mosaic” systems (e.g.,

STARS), except as specified in paragraph 7.2.3.1.1. When a Terminal MVAC is developed for the terminal area of

a multi-sensor system, develop and maintain both Terminal and Long Range MVACs.

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Note

If a facility utilizes a Long Range Radar, the MVAC need only be developed

to encompass the facility’s airspace boundaries, not to the extent of the

range of the Long Range Radar.

7.2.3.2 Preparation

Instructions for preparing an MVAC can be found in Appendix I. Refer to paragraph 9.2.5.2 concerning revised

vectoring altitudes and the PAR Glide Slope Intercept Altitude (GSIP).

7.2.3.3 Chart Review and Approval

As indicated in paragraph 3.10.2, Navy/Marine Corps aviation shore activities shall annually conduct a local review

of the MVAC to ensure conformance with OPNAVINST 3722.16 and Appendix I of this manual. If changes are

necessary, the MVAC shall be submitted to Head, Naval Flight Information Group, 1339 Patterson Ave, S.E.,

Room 301, Washington Navy Yard, DC 20374-5088 via the Regional Airspace Coordinator (RAC) for review and

approval using NAVFIG Form 4. If NAVFIG initiates adjustments in MVAC design or changes in vectoring altitudes

during review of a revised MVAC submission or during the triennial review, NAVFIG will coordinate these

adjustments with the ATC facility. If required, the ATC facility will coordinate the revisions with affected military

and/or civil ATC authorities.

7.2.4 RATCF DAIR/STARS Site Unique Data

7.2.4.1 Requirements

Each air traffic control facility is unique in that approach control and special use airspace, airports served, instrument

approach procedures, terrain characteristics, and interfacility coordination procedures differ. RATCF DAIR/STARS

system capabilities require that these site unique data be incorporated into each facility’s operational software

program.

7.2.4.2 Applicability

The data collected/incorporated determine MSAW parameters, auto-exclusion areas, reflection filtering data,

initialization values, automatic acquisition limits, radar PRF, and NAS reference codes (i.e., station, ARTCC, and

other interfacing facilities).

7.2.4.3

Procedures

Changes shall be submitted in writing to: NAWCAD, Code 4.5.9.2, Bldg. 8131, Villa Road, St. Inigoes, MD 20684

ATTN: ATC Military Team Lead; as they occur.

7.2.5 Standard Terminal Automation Replacement System (STARS) Operation

ATC Facilities equipped with STARS shall adhere to the STARS Operational Guide posted on the ATC Community

web site at https://atc.navy.mil.

7.2.6 Radar Systems Performance Checks/Tolerances

7.2.6.1 FAA Flight Inspection

Radar performance shall be verified on a periodic basis by an FAA flight inspection crew operating an aircraft

equipped for that purpose. Requirements and procedures are set forth in the United States Standard Flight Inspection

Manual.

7.2.6.2 Periodicity

In addition to FAA flight inspections, radar systems’ performance checks shall be made daily by a qualified controller

through observation and use of the systems. These checks should be made on a continuous basis, but shall be

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NAVAIR 00-80T-114

accomplished at least once each watch, available traffic permitting. Both primary and secondary radar systems shall

be checked. Acceptability of the radar is a controller/ATC supervisor determination that cannot be usurped by

non-controller personnel.

7.2.6.3 Video Maps

For DAIR/RATCF DAIR with Digital Video Map Generator (DVMG) or STARS systems, video map verification

need only be accomplished upon receipt of new or revised maps. Upon receipt of new or revised maps, verification

of the accuracy shall be accomplished in the following manner:

1. Verify designated map symbols align with the required fixed target(s) or permanent echoes (PE).

2. Verify runway centerline(s) accuracy by observing landing/departing aircraft.

3. Verify map reference points through the use of mutually observed targets and common map reference points

with adjacent facilities.

Note

Themagneticvariation shall beverified annuallyand achangeof2 degrees

or more shall be reported to NAWCAD 4.5.9.2.

7.2.6.4 Radar Video

For display systems that internally and automatically verify accuracy of the radar (STARS), verification of radar

accuracy shall be accomplished during the system installation.

For display systems that do not internally and automatically verify accuracy of the radar (DAIR, RATCF DAIR),

verification of radar accuracy shall be accomplished at the beginning of each watch by checking MTI reflectors, fixed

location beacon transponders (PARROTS), and/or permanent echoes with video map reference points.

7.2.6.5 Coverage

A useable target return (i.e., a strength 3 or 2 target) will be maintained along the entire airway/route or

arrival/departure control routes for which radar service is provided. Tracking accuracy along these routes will be such

that an aircraft reported over a fix will be within a circular area about the fix, the radius of which is 3 percent of the

fix-to-radar antenna distance or 500 feet (1,000 feet for ATCRBS), whichever is greater. Radar service for arrival or

departure routes is considered to exist between the normal handoff point and a point one-half mile from the end of

a runway (or for secondary airports, the point where an aircraft leaves or enters the bottom ring of the radar coverage

pattern).

Note

Not applicable to STARS.

7.2.6.6 Surveillance Approaches

7.2.6.6.1 Approach to Runway (Straight-In)

The surveillance approach course line will coincide as nearly as practicable with the runway centerline extended.

Maximum error left or right of runway edges will not exceed 500 feet at the MAP.

7.2.6.6.2 Approach to an Airport (Circling)

Where surveillance approach guidance is provided to an airport for a circling approach, surveillance approach

guidance shall be discontinued at a point 1 mile from the airport, the missed approach point, or at a preestablished

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point beyond which radar or communications coverage ceases to exist. The aircraft will be within a circular area

around the point where the approach is discontinued, the radius of which is 3 percent of the point to radar antenna

distance or 500 feet, whichever is greater. Guidance accuracy at the point the approach is discontinued must be within

3 percent of the distance between the radar antenna and the discontinuation point or 500 feet, whichever is greater.

7.2.6.7 PAR Approaches

7.2.6.7.1 PAR Alignment Photographs

Each facility equipped with PAR shall have radar alignment photographs readily available to the radar final controller

tofacilitateradarperformancechecks. Radaralignment photographsshall beprovided foreach runwayto whichPAR

approaches are established, and shall clearly display centerline and touchdown reflectors or bracket reflectors where

applicable. It is recommended that multiple sets of alignment photographs (for each PAR runway) be available in

the Radar Room to allow more than one controller at a time to make use of them. Photographs shall also be posted

at the PAR site for technician use. Photographs shall be reviewed annually and updated when variables such as

construction and change in vegetation cause a change in “radar picture.”

7.2.6.7.2 PAR Alignment Verification Procedures (AN/FPN--63 (V))

Note

These alignment verification procedures shall be accomplished on both

PAR channels at the start of each watch, and on the channel in use at the start

of each PAR session and whenever the PAR runway is changed. Notify

maintenance personnel immediately if any of the following checks cannot

be accomplished or alignment cannot be verified.

Controller PAR alignment verification procedures involve a number of elements. The controller procedures

delineated below assume that the technician has previously conducted maintenance alignments.

To facilitate locating reflectors, controllers should adjust azimuth antenna servo (elevation range marks) down

and elevation antenna servo (azimuth range marks) on centerline to obtain maximum signal return from the

reflectors. MTI video selection will eliminate ground clutter and reduce errors in properly identifying the

correct radar return. Adjust the IF GAIN control to create the smallest possible usable reflector targets. PAR

alignment photographs, as delineated in paragraph 7.2.6.7.1, shall be used to assist the controller in

ascertaining reflector location.

Controllers must then locate the:

a. Touchdown Reflector on the elevation scan, and

b. Touchdown and Centerline Reflectors on the azimuth scan. (In the absence of a Centerline Reflector, the

controller must locate the two Bracketing Reflectors on the azimuth scan.)

Note

The controller should locate the End--of--Runway Reflector, if installed at

thestation; however, this reflectorisnot usedto verifyPAR alignment.The

End--of--Runway Reflector is used only to identify the runway threshold

crossing point. Most air stations’ PAR runways have a Centerline Reflector

and an End--of--Runway Reflector. When overrun arresting gear is

installed, End--of--Runway Bracketing Reflectors are normally used to

preclude conflict between an overrun arrestment and the Centerline

Reflector. If terrain and/or airport configuration circumstances near the

end--of--runway preclude the installation of an End--of--Runway Reflector

or Bracketing Reflectors adjacent to the end--of--runway, then the PAR

alignment photographs should identify appropriate radar return in the

photographs to assist the controller in making the most accurate “over

landing threshold” advisory.

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NAVAIR 00-80T-114

Controllers should turn OFF the cursor and range marks by adjusting the CURSOR INTENSITY and RANGE

MARK controls on the Indicator Processor--Power Supply Front Panel Controls (beneath the controller’s

shelf/writing surface).

Controllers should perform the following to check radar antenna alignment accuracy. This check is similar to

verifying a permanent echo is at the correct bearing on a surveillance radar system. This test verifies accuracy

of the radar and shall be accomplished on each PAR indicator.

a. Using the ANGLE VOLTAGE TD--OPERATE--6 NMI Switch on the Indicator Power Supply Front Panel

Controls (beneath the controller’s shelf/writing surface), select the TD (up) position. The controllershould

observe a sweep trace on both azimuth and elevation displays.

b. Using the ANGLE VOLTAGE TD--OPERATE--6 NMI Switch, select the OPERATE (center) position. The

controller should observe and verify that the sweep trace left on the screen bisects the touchdown reflector

on both the azimuth and elevation displays. Toggling the ANGLE VOLTAGE TD--OPERATE--6 NMI

switch from TD to OPERATE several times may be necessary.

Controllers should turn ON the cursor and range marks by adjusting the CURSOR INTENSITY and RANGE

MARK controls on the Indicator Processor--Power Supply Front Panel Controls.

Controllers should perform the following to check cursor alignment accuracy. This check ensures the aircraft

will land on the runway centerline at the approved touchdown point and shall be accomplished on each PAR

indicator.

a. On the azimuth display, the controller should observe the Touchdown Range Mark is coincident with the

Touchdown Reflector. Servo left or right if necessary to verify alignment.

b. On the elevation display, the controller should observe both the Glidepath Cursor and Lower Safe Limit

Cursor emanating from the center of (bisecting) the Touchdown Reflector.

c. On the azimuth display, the controller should observe the Courseline Cursor bisecting the Centerline

Reflector (or half way between the two Bracketing Reflectors, if they are used instead of a Centerline

Reflector).

d. On both the azimuth and elevation display servo the range mark wedges so the five NMI range mark (the

intensified range mark) is over the Glidepath Cursor on elevation and the Centerline Cursor on azimuth.

e. Using the ANGLE VOLTAGE TD--OPERATE--6 NMI Switch, select the 6 NMI (down) position. The

controller should observe the cursor (an intensified one inch line on the sweep trace) is coincident with the

5--mile range mark (an intensified dot on the sweep trace) on both the azimuth and elevation displays.

7.2.6.7.3 PAR Tolerances

Precision approach radar shall meet the tolerances set forth in the U.S. Standard Flight Inspection Manual for an

unrestricted classification.

Azimuth course alignment (at threshold) will not exceed 30 feet referenced to runway centerline.

Azimuth course alignment (along track) will not exceed 30 feet or 0.6 percent of the aircraft to PAR antenna distance,

referenced to runway centerline. 0.6 percent exceeds 30 feet at aircraft to PAR distances greater than 5,055 feet

(0.83 NM).

Glide path alignment (angle) will not exceed 0.1 degree of published angle during commissioning flight inspection,

and not exceed 0.2 degree of published angle during periodic flight inspection. The allowable periodic deviation of

0.2 degree is applied to the published (desired) angle and not the angle found during the commissioning inspection.

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Lower safe limit alignment (angle) will provide clearance from all obstacles from glide slope intercept to runway

threshold. The lower safe limit angle is normally 0.5 degree less than the glide path angle.

Range accuracy will not exceed ±2 percent of the true range.

Usable distance of azimuth and elevation will be a minimum of (not be less than) 7.5 NM from touchdown.

Coverage of those PARs which have coverage capabilities beyond 10 NM should be checked at the minimum

vectoring altitude to the coverage capabilities of the radar.

More detailed information can be found in the U.S. Standard Flight Inspection Manual.

7.2.6.7.4 PAR Target Interpretation and Glide Path Standards

To obtain maximum signal return from aircraft targets, controllers shall adjust the azimuth antenna servo (elevation

range marks) on the elevation target, and the elevation antenna servo (azimuth range marks) on the azimuth target.

To facilitate accurate and precise aircraft target relationship to elevation (glide path and lower safe limit) and azimuth

(course) cursors, controllers shall adjust the IF GAIN control to create the smallest possible usable target.

Usingexaggerated/bloomingtargetswillresultintheissuanceoferroneous

glide path and course information.

The radar final controller shall issue precise glide path information for the pilot to establish and maintain a proper

rate of descent. The controller shall mentally divide the elevation target into quarters to advise the pilot of any

deviation from glide path. As depicted in Figure 7-1, the following describes the relationship between the glide path

information relayed to the pilot and the corresponding aircraft target position with respect to the PAR glide path

cursor:

1. On glide path — the elevation target is bisected by the glide path cursor.

2. Slightly above glide path — the lower-middle quarter of the elevation target is intersected by the glide path

cursor.

3. Slightly below glide path — the upper-middle quarter of the elevation target is intersected by the glide path

cursor.

4. Above glide path — the lower-most quarter of the elevation target is intersected by the glide path cursor.

5. Below glide path — the upper-most quarter of the elevation target is intersected by the glide path cursor.

6. Well above glide path — the elevation target is completely above (doesn’t touch) the glide path cursor.

7. Well below glide path — the elevation target is completely below (doesn’t touch) the glide path cursor.

7.2.6.7.5 Safety Limits Exceeded

Per FAAO JO 7110.65, prior to an aircraft passing decision height, whenever the completion of a safe approach is

questionable because safety limits are exceeded or radical target deviations are observed, the controller shall instruct

the aircraft if runway environment not in sight, to execute a missed approach if previously given; or climb to or

maintain a specified altitude and fly a specified course.

If, at any time, the final controller observes a radical descent deviation, “LOW ALTITUDE ALERT. CHECK YOUR

ALTITUDE IMMEDIATELY” shall be transmitted to the pilot.

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NAVAIR 00-80T-114

“TOO LOW FOR SAFE APPROACH” shall be defined as: If, after final descent, the aircraft target is well below

glide path (not touching the glide path cursor) and touches the lower safe limit cursor. Due to the convergence of the

glide path and lower safe limit cursors, “TOO LOW FOR SAFE APPROACH” shall be further defined as: If, at one

mile, the aircraft target is not touching and below the glide path cursor.

“TOO HIGH FOR SAFE APPROACH” is defined as: If, at one mile, the aircraft target is not touching and above

the glide path cursor.

“TOO FAR RIGHT FOR SAFE APPROACH” is defined as: If, at one mile, the aircraft target is not touching and

right of the centerline cursor.

“TOO FAR LEFT FOR SAFE APPROACH” is defined as: If, at one mile, the aircraft target is not touching and left

of the centerline cursor.

ATCFOs may, in the ATC Facility Manual, clearly state other local conditions defining “TOO HIGH FOR SAFE

APPROACH”, “TOO FAR RIGHT FOR SAFE APPROACH”, and “TOO FAR LEFT FOR SAFE APPROACH”

for PAR approaches conducted at their facilities considering such conditions as tower pattern altitudes, existence of

parallel runways, etc.

If, after the pilot is instructed “DO NOT ACKNOWLEDGE FURTHER

TRANSMISSIONS,” a missed approach is issued due to safety limits

exceeded or radical target deviations observed, obtain a specific acknowl-

edgement from the pilot.

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NAVAIR 00-80T-114

CHAPTER 8

Training, Standardization, and Air Traffic

Controller Performance Evaluations

8.1

GENERAL

8.1.1 Purpose

Each ATCF shall establish a training and standardization program to ensure that individual and watch team training

is accomplished. The program shall be based on facility requirements and reviewed annually. Appendix U provides

guidance in meeting minimum training requirements. This chapter provides basic guidelines for the establishment

of such programs, and supports the requirements outlined in Appendix U.

8.1.2 Training Chief

8.1.2.1 Qualifications

The Training Chief/EPDS shall possess a CTO rating and all ATCS ratings at the facility assigned and shall be

designated in writing by the ATCFO. In addition, the individual filling this position should have a minimum of

5 years experience in ATC. For USN, the Training Chief shall be a designated FWS ashore or CATCC/AATCC/

TACC supervisor afloat.

8.1.2.2 Responsibilities

The Training Chief’s function is to plan, execute, and supervise the ATC facility training, certification, and

standardization programs. Duties, responsibilities, and authority include but are not limited to the following:

1. Establish and maintain an On-The-Job--Training program for air traffic controllers.

2. Conduct/monitor classroom training on local area ATC equipment and procedures as required.

3. Develop local course material, visual aids, and training scenarios to supplement otherpublished material such

as the FAA refresher series.

4. Supervise the development and execution of training scenarios for ATC simulators.

5. Coordinate with the ATC LCPO/ATCNCOIC and branch chiefs in the preparation of a monthly training

schedule. This schedule will be supplemented with ATC information of an immediate nature such as ATC

publication/OPNAV instruction issuances/changes. The schedule will indicate which subjects must be

recorded and on which form for inclusion in individual ATC Certification/Qualification Records/MPR. The

training schedule shall be retained for 1 year.

6. Prepare tests to evaluate the results of scheduled training.

7. Coordinate and maintain the Long Range Training Plan (LRTP).

8. Manage and document monthly proficiency and currency requirements.

9. Evaluate, document and monitor training and qualification trends. Maintain historical data on average total

training hours/approaches and training days to qualify on each operating/flight planning position.

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NAVAIR 00-80T-114

10. Manage the Controller Evaluation Board program.

11. Review and endorse Procedures Evaluation Board recommendations.

12. Maintain ATC Certification/Qualification Records/MPR.

13. Maintain the ATC technical library.

14. Facilitate an air traffic indoctrination program for newly assigned controllers.

15. Evaluate the facility’s involvement in mishaps and incidents and make professional recommendations to the

ATCFO.

8.1.3 ATC Training Support Specialist

8.1.3.1 Qualifications

The ATC Training Support Specialist position reports to the Training Chief and shall possess a CTO rating or ATCS

rating.

8.1.3.2 Responsibilities

TheATCTrainingSupportSpecialistwillperformthoseduties andresponsibilities asassigned bytheTrainingChief.

8.1.4 On-The-Job-Training Instructor

8.1.4.1 Qualifications

On--The--Job--Training Instructors (OJTIs) shall be designated in writing by the ATCFO and shall meet the following

minimum criteria:

1. Complete a facility OJTI Course.

2. Operationally current on positions involved.

3. Recommended by a branch supervisor.

OJTI designation shall be recorded in the ATC Certification/Qualification Record.

8.1.4.2 Responsibilities

The OJTI shall assist the controller under instruction (trainee) in acquiring the knowledge and skills necessary to

qualify. Duties, responsibilities, and authority include the following:

1. Ensure the OJT process includes preferred methods of teaching through a combination of direction,

demonstration, and practical application.

2. Be familiar with the trainee’s previous training performance.

3. Document OJT results on the Air Traffic Controller Training Evaluation Report Form (refer to Appendix J).

4. Discuss performance as soon as possible after each session, an identification of strengths and weaknesses, and

specific recommendations to improve performance.

5. Satisfy training objectives as specified in the facility/watch team training plan.

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NAVAIR 00-80T-114

8.2

FACILITY TRAINING PROGRAM

8.2.1 Program Elements

The program shall consist of:

1. An ATC Facility Manual (FACMAN) that includes information required for position or facility qualification/

designation.

2. A Facility Indoctrination that orients newly assigned controllers.

3. Local Qualification Standard (LQS) for each operating and supervisory position to establish and standardize

the minimum knowledge factors and performance factors required for qualification/designation. USMC shall

use the NAVMC DIR 3500.98 Aviation Training and Readiness (T&R) Directive, Marine Air Traffic Control

(MATC) as a reference.

4. Lesson Topic Guides (LTG) are a vital element within the training program and serve as a road map to ensure

standardized training. LTGs shall be developed to coincide with each LQS and encompass all knowledge and

performance factors required for qualification/designation on all supervisory, control and non--control

positions.EachLTGshallprovidethereferenceforallknowledgefactors.Careshouldbetakennottoduplicate

information published within other instructions, manuals, or directives.

8.2.2 Long-Range Training Plan

The Long--Range Training Plan (LRTP) is the basic instrument for informing personnel of training goals and

schedules. This plan provides the framework to develop shorter range training plans and is valuable in determining

the success of a training program. The Training Chief shall develop, for approval by the ATCFO, a LRTP covering

a minimum of 12 months. The LRTP shall include:

1. Maximum number of calendar days (based on TTH) allotted for training by position.

2. All controllers assigned and any prospective gains during period covered.

3. Training goals and schedule by individual for entire period covered.

Once approved, the LRTP shall remain unchanged and used as a reference document to measure the success of the

training program.

8.2.2.1 Primary Trainee

The ATCFO shall designate primary trainees and clearly delineate their training expectations. Primary trainees will

be trained to the maximum extent possible and be afforded priority training over other trainees. The ATCFO should

only designate the minimum amount of primary trainees. Example: One trainee designated per operating position

per watch team.

8.2.3 Crosstraining

Training of controllers in all functions of the ATCF enhances flexibility.

8.2.4 On-The-Job--Training

OJT is training conducted by a supervisor or OJTI that provides direct experience in the work environment, not to

include classroom training.

Controllers instructing OJT shall be current, qualified, and experienced at the position in which the training is

conducted. They shall be designated an OJTI.

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NAVAIR 00-80T-114

8.2.5 Simulator Use

Simulators approved by CNO (N885F) shall be used to provide realistic training opportunities to fully prepare a

controller for qualification/certification with live traffic. In this regard, simulators can be used to fulfill desired skill

sets associated with:

1. Unusual situations, such as weather affecting flight and other types of emergencies.

2. Seldom used procedures, such as transitioning to and applying non-radar separation.

3. Traffic and safety advisories.

4. Areas identified as needing reinforcement.

In addition, simulators shall be used for:

1. Maintaining proficiency on operating positions.

2. Maintaining final controller currency during insufficient traffic situations.

Simulator training shall be documented on an ATC Training Evaluation Report Form and maintained in the Air

Traffic Control Certification/Qualification Record/MPR.

Refer to paragraph 3.1.4.6; Mixing Live and Simulated Targets.

8.2.6 Position Qualified

Written authentication indicating an individual has successfully qualified for the performance of specific position

functions within an ATCF. An air traffic controller is not required to possess a rating to be qualified to operate one

or more position(s) in the facility (see paragraphs 4.2.3 and 4.4.1).

8.2.7 Time Limitations for Position Qualifications

Time limitations for position qualification shall be based on the maximum Total Training Hours (TTH) and calendar

days allotted for that position. TTH are those hours accumulated on position during OJT and are counted minute for

minute in total accumulation. Radar Final Controller qualification shall be based on a maximum number of

approaches.

The ATCFO shall establish facility--unique maximum allotted TTH and calendar days for each operating position

giving consideration to historical facility average times to qualify, and numberand complexity of aircraft operations.

The maximum allotted TTH/approaches and calendar days shall be evaluated at least annually and adjusted, if

necessary. The ATCFO shall maintain a Memorandum for the Record (MFR) describing how TTH and calendar days

were determined. Facility TTH shall not exceed the absolute maximum hours and approaches listed in Figure 8--1.

A facility’s maximum allotted position OJT hours/approaches and calendar days shall be published in the ATC

Facility Manual.

The ATCFO shall determine the minimum number of hours on position per watch for all primary trainees within the

facility. ATCFOs shall ensure all training is accomplished by primary trainees and document all missed training

opportunities with justification. Documentation shall be maintained in the trainee’s ATC Certification/Qualification

Record/MPR.

8.2.7.1 USMC Qualification Timelines

Qualification timelines for Marine air traffic controllers to achieve initial MOS and skill designator MOSs are

governed by NAVMC DIR 3500.98 Aviation Training and Readiness (T&R) Directive, Marine Air Traffic Control

(MATC).

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NAVAIR 00-80T-114

8.2.7.2 Performance Progress

The decision to terminate training can be made by the ATCFO during any stage if demonstrated performance

documented by ATC Training Evaluation Report Forms indicates an inability to masterthe complexities of airtraffic

control, the trainee is not progressing satisfactorily, or is unable to meet training schedules. When the trainee reaches

70 percent of the maximum allotted TTH/approaches or calendar days (whichever comes first) for the facility

assigned, a CEB shall be conducted and the following determinations must be made:

1. If performance is satisfactory, training will be continued.

2. If performance is less than satisfactory and unusual or extenuating circumstances have occurred, the ATCFO

may grant continuance of training.

3. If performance is less than satisfactory and step 2. above does not apply, the ATCFO shall not grant

continuance. Consideration may be given to revocation of the controller’s ATCS certificate and subsequent

change of rate/MOS. If revocation is initiated, the trainee shall be removed from a training status, and all ATC

qualifications/designations shall be suspended pending resolution of revocation recommendation.

4. The ATCFO shall not allow a trainee to exceed the maximum TTH/approaches established in Figure 8--1

without authorization from CNO (N885F) or CMC (APX--25) as appropriate.

8.3

CONTROLLER CURRENCY AND PROFICIENCY ASHORE

8.3.1 Program Compliance

The ATCFO shall institute procedures to ensure controllers adhere to the currency requirements of this section.

8.3.2 Definitions

1. Currency — Prescribed minimum time requirement necessary to work an operational position independently

under general supervision.

2. Proficiency — Knowing, understanding, and applying air traffic procedures in a safe and efficient manner.

8.3.3 Currency Requirements (Other Than Final Control)

Personnel shall meet the following minimum time requirements each calendar month:

1. FWS/FWO, Training Chief and Branch Chiefs shall work an operating position a minimum of four hours in

each branch qualified.

2. Towerand RadarSupervisors shall work an operating position aminimum offour hours within thedesignated

branch.

3. Non-supervisory personnel shall work on all operating positions qualified a minimum of two hours. RFC

requirements are as specified in paragraph 8.3.4.

4. Flight Planning shall be at the discretion of the ATCFO.

A lapse in currency shall require the controller to be monitored for proficiency and an ATC Training Evaluation

Report Form submitted.

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ORIGINAL

NAVAIR 00-80T-114

MAXIMUM TRAINING TIME

INITIAL

SUBSEQUENT

(NOTE 1)

(NOTE 2)

CONTROL TOWER

Local Control

290 hours

110 hours

Ground Control

170 hours

60 hours

Flight Data

130 hours

50 hours

Clearance Delivery

70 hours

40 hours

RADAR

Approach Control (NOTE

350 hours

190 hours

Departure Control

180 hours

30 hours

Arrival Control

290 hours

120 hours

Flight Data

140 hours

50 hours

Final Control (NOTE 5)

220 approaches

60 approaches

SUA Sector Control

110 hours

40 hours

FACSFAC

Sector Control

150 hours

100 hours

Assistant Sector Control

80 hours

50 hours

Flight Data

60 hours

30 hours

FLIGHT PLANNING

Flight Planning Dispatch

120 hours

50 hours

NOTES:

1. Applicable to controllers without previous position qualification (any facility) at the position under

consideration.

2. Applicable to controllers with previous position qualification (any facility) at the position under

consideration.

3. When more than one approach control position exists within a facility, the initial position qualification is

allocated 350 hours. Subsequent allocation is decreased to 190 hours for each additional approach

control position.

4. In cases where positions are combined, the maximum training time shall not exceed the highest TTH for

any one of the combined positions.

5. Radar Final Controller will reflect approaches vice TTH, 50 percent of which may be simulated.

Figure 8-1. Maximum Training Time

ORIGINAL

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NAVAIR 00-80T-114

8.3.4 Final Control Requirements

8.3.4.1 Radar Final Controllers

Final controllers shall not conduct final approaches during IMC unless they have controlled at least 10 approaches

in the preceding calendar month. To the greatest extent practical, controllers should control live approaches to

maintain currency/proficiency. During periods of insufficient traffic situations, controller currency/proficiency can

be maintained by use of asimulator underproper supervision. The useof simulatorapproaches shall be counted only

by the controller making the approach. Monitored simulated approaches are not considered adequate to maintain

currency and proficiency. When the simulator is not available, the ATCFO has the authority to waive this requirement.

8.3.4.2 PALS Final Controllers

PALS final controllers (ashore) shall maintain currency requirements as described in paragraph 8.3.4.1. When

controllers ashore are qualified at both the PAR/ASR and PALS operating positions, ATCFOs may allow for the

application of approaches at either position to meet the minimum currency requirement. Procedures at air stations

equipped with AN/SPN-42T shall conform as closely as possible with PALS recovery procedures in CV NATOPS

Manual (NAVAIR 00-80T-105).

PALS final controllers (afloat) shall maintain currency requirements, that account for ship schedule/OPTEMPO, as

prescribed by the CCA officer. Proficiency training is available at air stations equipped with AN/SPN-42T. CV/CVN

Commanding Officers are encouraged to assign PALS final controllers TAD to these sites as necessary to maintain

proficiency.

8.4

CONTROLLER PERFORMANCE EVALUATIONS

8.4.1 Controllers Under Instruction

Adequate documentation of training is necessary to measure controller progress and evaluate training program

effectiveness. An ATC Training Evaluation Report Form (Appendix J) shall be used to document OJT on all operating

positions. Controllers under instruction (trainees) will be evaluated on each observed factor/ element as follows:

1. Satisfactory — observed performance meets expected performance requirements and indicates that the trainee

demonstrates the ability to work independently for this factor/element.

2. Needs improvement — observed performance is acceptable at this stage of training; but must improve in order

to meet expected performance.

3. Unsatisfactory

— observed performance is unsatisfactory at this stage of training. Suggestions and

recommendations for correcting each unsatisfactory factor/element must be stated in the comment portion.

OJT Instructors shall include constructive comments to enhance feedback and summarize key points. OJTIs

shall sign the evaluation. Trainees shall be given an opportunity to make written comments and shall also sign

the evaluation.

8.4.2 Tape Talk Program

ATCFOs shall ensure a tape talk is conducted for an initial qualification trainee at 25--percent of allotted

TTH/approaches and as needed thereafter. Tape talk for supervisory or flight planning trainees is at the discretion of

the ATCFO. Also, ATCFOs shall establish a tape talk program for the purpose of periodically reviewing qualified

controllers’ phraseology, voice quality, and proficiency. All tape talks shall be documented in the ATC

Certification/Qualification Record/MPR.

8.4.3 Annual Evaluations

Controllers shall be evaluated at least annually (use Appendix J) on each operating position qualified to ensure they

maintain the skill and competency to perform duties effectively and safely.

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NAVAIR 00-80T-114

Evaluations shall be conducted by the Training Chief, Branch Chief, or Branch Supervisor specifically designated

in writing by the ATCFO; and filed in the controller’s ATC Certification/Qualification Record/MPR. Also,

supervisors shall be administered a written proficiency exam. In case of an unsatisfactory evaluation, the controller

will be made aware of deficiencies and reevaluated within 30 days. If major safety errors occurred or would have

occurred without intervention and flight safety was jeopardized, the examiner shall recommend suspension of the

rating or position qualification pending further action.

Failure of the controller to be evaluated annually shall result in a lapse of currency and the controller shall not work

the position until all requirements of an annual evaluation are satisfied.

8.5

AIR TRAFFIC CONTROL CERTIFICATION/QUALIFICATION RECORDS

8.5.1 Development and Issuance

8.5.1.1 USN

ATC facilities will provide the ATC Certification/Qualification Record with contents as listed in Appendix K. The

forms in Appendix L are to be used as administrative transmittals to ensure standardized entry of ATCS ratings (as

listed in Chapter 4) and qualifications on page 4 of the individual’s service record. A copy of the appropriate

qualification form shall be made a permanent part of the individual’s ATC Certification/Qualification Record.

8.5.1.2 USMC

The ATC school will issue Marine students the MACCS Performance Record (MPR) (NAVMC 2898) with inserts

(NAVMC 2898a). The ATC T & R Office shall direct the content and organization of the MPR. This record will

contain the student’s graduation certificate and school training record. The MPR will be maintained in the ATC

facility (for station Marines and Marines FAPPED to station) and in the MATCD for Marines assigned to the MACS.

The forms in Appendix L may be used as administrative transmittals to ensure standardized entry of MOS

qualifications in the Marine Corps Total Force Structure (MCTFS). All T&R events completed and position

qualifications attained on expeditionary ATC equipment shall be entered in the individual’s MPR.

8.5.2 Transfer and Retention

The ATC Certification/Qualification Record/MPR shall be forwarded by the commanding officer or designated

representative to the individual’s next command via mail. These records shall be retained at the facility level for a

period of six months after a controller separates, transfers to Fleet Reserve, or retires. Records for those who transfer

due to ATCS revocation shall be retained for three years. Copies may be provided to the individual upon request.

ORIGINAL

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CHAPTER 9

Terminal Instrument Procedures

9.1

GENERAL

9.1.1 Purpose

This chapter provides policy and guidance forestablishment, approval, publication, review, revision orcancellation,

and utilization of terminal instrument approach, departure, and arrival procedures at naval aviation shore facilities.

9.1.2 Criteria

Criteria governing terminal instrument procedures are published in OPNAVINST 3722.16 and applicable FAAOs

regarding terminal instrument procedure design.

9.1.3 Required Source Material

Commanding officers of naval aviation shore installations shall maintain the following source materials:

9.1.3.1 U. S. Navy Standard Instrument Approach Procedure (NAVFIG Forms 3722/2 and 3722/3)

NAVFIG Form 3722/2 is the currently approved procedure. NAVFIG Form 3722/3 is a listing of the controlling

obstacles for each segment of the approach procedure to include holding, circling, and if applicable minimum safe

altitude sectors or terminal arrival areas.

9.1.3.2 U. S. Navy Standard Instrument Departure Procedure (NAVFIG Form 3722/4)

The form is the approved standard instrument departure procedure.

9.1.3.3 U. S. Navy Departure Procedure (NAVFIG Form 3722/5)

The form is the approved textual departure procedure.

9.1.3.4 U. S. Navy Diverse Departure (NAVFIG Form 3722/6)

The form specifies any restrictions and obstacles associated with diverse departures.

9.1.3.5 U. S. Navy Minimum Vectoring Altitude Chart (NAVFIG Form 4)

The form contains a graphic depiction of the currently approved minimum vectoring altitude chart and a computation

sheet that details how the minimum sector altitudes were determined.

9.1.3.6 TERPS Airfield Information Summary (NAVFIG Form 5)

The form is prepared by the facility and contains specific TERPS data derived from the current airfield survey.

Instructions for completing this form are contained in Appendix M.

9.1.3.7 TERPS Obstacle Summary (NAVFIG Form 6)

The form is prepared by the facility and identifies obstacles that were not presented on the obstacle printout provided

by NAVFIG 90 days prior to the triennial review. A copy of the revised form shall be forwarded to NAVFIG 30 days

prior to the triennial review for verification. Instructions for completing this form are contained in Appendix M.

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9.1.3.8 Terminal Instrument Procedures Standards Waiver (NAVFIG Form 8)

The form is a waiver for non-standard procedures that deviate from TERPS criteria. The form specifies the reason

for the waiver and the equivalent level of safety that is provided. Waivers that cannot achieve an equivalent level of

safety shall include a note that states the hazard and annotated “not for civil use.” Instructions for completing this

form are contained in Appendix N.

9.1.3.9 Airfield Survey

The airfield survey shall include the geodetic position and MSL elevation of the airport reference point, runway

thresholds, runway touchdown zone, NAVAIDs, antenna reflectors, visual glide slope indicator runway reference

points, and arunway profileat100-foot incrementsalong therunway centerline.Thegeodeticposition accuracyshall

be a minimum of one-hundredth of an arc-second and elevation data shall be at least to one-hundredth of a foot. The

survey must specify the horizontal and elevation reference datums.

9.1.3.10 Plan View Drawings

The drawing for non-precision approach procedures shall depict the controlling obstacle for all approach segments

and any obstacle that penetrates the missed approach obstacle clearance surface. The drawing for precision approach

procedures shall depict the controlling obstacle for the final, initial, and intermediate segments if applicable, and any

obstacle that penetrates the missed approach clearance surface. The drawing for departure procedures shall depict any

obstacle that penetrates the obstacle identification surface.

9.1.3.11 Flight Inspection Report (FAA Form 8240 series)

These reports reflect the operating parameters of navigational and visual aids. It is the means to certify the operational

status of a facility, the quality of signal-in-space, and the instrument flight procedures supported by a navigational

aid. Each ATC Facility shall maintain a copy of the commissioning, special, any flight inspection report that imposes

or vacates a NAVAID or procedure restriction, and the most recent periodic flight inspection report for all navigational

and visual aids that the facility is responsible.

9.1.3.12 Facility Data (FAA Form 8240-22)

This form contains detailed information for each NAVAID (i.e., TACAN, VOR, ILS, ASR, PAR) owned by the

Department of the Navy. This information is used to prepare computer programs (AIRNAV) for FAA flight inspection

aircraft and in the development of terminal instrument procedures. ATCFOs shall review the content of facility data

forms as a part of the annual review of terminal instrument approach procedures, departure procedures, and the

minimum vectoring altitudechart (MVAC)to ensuredatais validand current(refertoparagraph 3.10.2).Instructions

for completing the form are found in FAAO 8240.36. ATCFOs shall submit a new or revised facility data form to

NAVFIG when any of the information is changed (e.g., frequency change, antenna placement, equipment change,

etc.). After reviewing the content of new or revised forms for potential impact on terminal instrument procedures,

NAVFIG shall submit forms to the Flight Inspection Central Operations Technical Services Sub-Team (AJW-335)

at: FAA/MMAC/AJW-335 (Data), TPSB Room B-15, P.O. Box 25082, Oklahoma City, OK 73125.

9.2

TERMINAL INSTRUMENT PROCEDURES DEVELOPMENT

9.2.1 General

9.2.1.1 Establishment

Commanding Officers of naval aviation shore installations supporting flight operations shall establish terminal

instrument procedures to provide approach and departure capabilities for local and transient flight operations. Such

procedures shall conform to the provisions of this chapter, OPNAVINST 3722.16, and applicable FAAOs regarding

terminal instrument procedure design. The minimum number of terminal instrument procedures consistent with

mission requirements will be established. Each low-altitude approach procedure shall prescribe minimums for

categories A, B, C, and D aircraft. Category E minima may be specified if an operational justification exists. Each

high-altitude approach procedure shall prescribe minimums for categories C, D, and E aircraft. Radar approaches

shall prescribe minimums for all categories of aircraft.

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Note

D Procedures designed for use by helicopters only shall be so annotated.

D “Helicopter only” procedures shall not be used by tilt rotor aircraft.

9.2.1.2 Coordination

During the formulation of new/revised terminal instrument procedures, coordination will be effected with the ATC

activities that provide the associated en route and approach control service. Coordination shall also be conducted with

locally-based flying units, to includea local “flyability” evaluation. Affected military and civil ATC authorities shall

sign the appropriate NAVFIG procedure request form(s). In the event that the existing airspace structures in and

around the terminal areas are not suitable for proposed procedure(s) the appropriate RAC/NAVREP should be

consulted for assistance.

9.2.1.3 Navigational Fix/Waypoint Names

The National Flight Data Center (NFDC) provides NAVFIG a list of five-characternavigational fix/waypoint names

for use by naval aviation shore installations. NAVFIG will assign names from this list to navigational fixes/waypoints

on naval instrument procedures as required.

9.2.1.4 Submission

New or revised procedures shall be submitted to NAVFIG on the appropriate form(s). The form(s) shall be submitted

as enclosure(s) to a standard Naval letter, which specifies the desired effective date of the procedure(s). Submissions

should be made as far in advance of their desired effective date as possible, normally not less than 60 days.

9.2.1.5 Waivers

When operational requirements dictate a departure from standards established by this chapter,

OPNAVINST 3722.16, and applicable FAAOs regarding terminal instrument procedure design, a request for

authority to deviate from such standards shall be submitted to NAVFIG with a complete explanation of alternatives

considered and justification for the deviation to be approved by CNO (N885F). Such requests will include any

information concerning planned use of procedure by civil aircraft. In the cover letter, explain alternatives considered

to preclude non-standard operations and reason(s) not adopted. NAVFIG Form 8, Terminal Instrument Procedures

Standards Waiver (Appendix N) and paragraph 9.1.3.8, shall be used to submit waiver requests.

9.2.1.6 Approval

NAVFIG is the sole approving authority for all naval aviation shore installation terminal instrument procedures.

NAVFIG shall review, approve, and arrange for publication in the DOD FLIP or on local distribution only

booklets/sheets all naval terminal instrument approach procedures, including those designated for “Local use only”

or “Not for civil use,” as well as PALS, ICLS and CCA procedures.

Note

The term “Local use only” is used to identify specific flight procedures at

naval aviation shore installations for use by locally-based or pre-briefed

transient flight crews.

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9.2.1.7 Flight Inspection

9.2.1.7.1 Instrument Procedure

For all new/revised terminal instrument procedures NAVFIG will forward all necessary forms to FAA Flight

Inspection Central Operations. ATC facilities shall schedule flight inspections for new/revised terminal instrument

procedures once the procedures have been approved by NAVFIG. Each terminal instrument procedure shall be flight

inspected for safety and operational suitability in accordance with the U.S. Standard Flight Inspection Manual

(NAVAIR 16-1-520).

9.2.1.7.2 New and/or Relocated Navigational Aid and Radar

Requests for approval of terminal instrument procedures associated with new and/or relocated navigational aids or

radar shall indicate that a flight inspection has been conducted and that the navigational aid or radar is suitable for

instrument flight operations in accordance with the U.S. Standard Flight Inspection Manual (NAVAIR 16-1-520).

9.2.2 Approach Lights

At facilities where standard or equivalent approach lighting systems are installed, as prescribed in

OPNAVINST 3722.16, the visibility reduction afforded such systems may be applied. Because of variations in

lighting systems installed at naval air installations, commanding officers shall coordinate with Naval Air Systems

Command (PMA251) to ascertain whether or not the approach lighting system installed qualifies for the visibility

credit. It shall remain the commanding officer’s prerogative to apply approach light credit to visibility minimums.

9.2.3 Sidestep Maneuver

A sidestep maneuver is a visual alignment maneuver required by a pilot executing an approach to one runway but

intending to land on the parallel runway. Straight-in minimums may be authorized for a sidestep maneuver to a

parallel runway under the following conditions:

1. Runway centerlines are separated by 1,200 feet or less.

2. Only one final approach course is published.

3. Course guidance is provided on or within 3_ of the primary runway centerline.

4. The procedure is identified in accordance with OPNAVINST 3722.16.

5. Final approach obstacle clearance areas shall be established for both runways and shall be determined by the

approach guidance provided (i.e., TACAN, ASR, etc.). Both final approach areas shall be used to determine

the MDA to the sidestep runway.

6. The obstacle clearance height used for the primary runway shall also be used to determine the MDA for the

sidestep maneuver.

7. Visibility minimums shall be established in accordance with OPNAVINST 3722.16. One-half mile visibility

reduction is authorized if ALS, MALSR, or SSALR approach lighting is installed for the sidestep runway. The

minimum visibility after applying credit for lights must be no less than 1 mile. When the “sidestep” runway

threshold is more than 1,000 feet closer to the FAF than the primary runway, visibility shall be increased

one-quarter mile.

CAUTION

If descent gradient is exceeded, the sidestep maneuver shall not be

authorized.

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9.2.4 Frequency/Transponder Changes

Procedures and missed approaches shall be designed to avoid the necessity for NAVAID frequency/channel change,

and transponder (IFF/SIF) code changes at altitudes below 2,500 feet AGL. Procedures designed primarily for high

performance, single-piloted aircraft, or aircraft without dual-receiver capability will be designed to eliminate the need

for a pilot to shift NAVAID frequencies after commencing an approach.

9.2.5 Radar Procedures

When establishing ASR and PAR procedures, the following shall be considered.

9.2.5.1 Lost Communication Procedures

Standard procedures to follow in event of loss of communications are covered in the DOD FLIP, Flight Information

Handbook. However, when airport, airspace, or other conditions (i.e., aircrew/controller training) require a lost

communications procedure different from the standard, the ATC facility officer may establish a separate procedure.

In such cases, the procedure shall include a provision to execute a non-radar instrument approach to the airport or

include:

1. Route to fly.

2. Fix to which cleared.

3. Altitude to maintain.

4. ATC facility to contact.

5. Holding instructions (if required).

CAUTION

Lost Communication procedures requiring execution of a non-radar

instrument approach shall authorize the full approach procedure to include

use of published holding patterns.

9.2.5.2 PAR Glide Slope Intercept Altitude (GSIP)

Aircraft shall be vectored to intercept the PAR final approach course at the authorized glide slope intercept altitude

as shown on NAVFIG Form 3722/2 for the approach. When use of a revised altitude is required by the MVAC or

permanent operational requirement, the ATC facility shall coordinate with NAVFIG for a procedure revision.

9.2.5.3 Precision Approach Radar Without Glideslope

Commanding officers may desire to establish asurveillance-type procedurethat uses the azimuth-only portion ofthe

PAR. The PAR without glideslope procedure can be used when the glideslope is unavailable, for more precise

surveillance approaches, or for circling to another runway.

These procedures are designed using the PAR final approach segment dimensions and ASR final approach required

obstacle clearance criteria, normally resulting in minimums less than those for surveillance approaches using ASR.

When this type of procedure is desired, the procedure shall be evaluated by NAVFIG and annotated on NAVFIG Form

3722/2 for the PAR approach or on a separate NAVFIG Form 3722/2.

9.2.5.4 ASR Missed Approach Point

Themissed approach point on NAVFIG Form3722/2 shallbedepictedon theextended runwaycenterlinevideomap.

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9.2.6 PALS Criteria Ashore

When PALS (AN/SPN-42) or AN/TRN-28 approaches are to be established, they shall be prepared and submitted

to NAVFIG for approval in accordance with the criteria detailed in Appendix O.

9.3

TRIENNIAL REVIEW OF TERMINAL INSTRUMENT PROCEDURES

NAVFIG shall review and approve all instrument procedures and minimum vectoring altitude charts to ensure that

requirements for obstacle clearance, navigational guidance, safety, TERPS criteria compliance, and practicality are

met at least every three years. The triennial review process is as follows:

1. NAVFIG shall notify the commanding officer 90 days prior to the triennial review that the review is going to

be conducted. The notification letter will contain obstacle, airfield, and NAVAID data.

2. The ATC facility shall review the obstacle, airfield, and NAVAID data for accuracy and update local records,

as necessary.

3. The commanding officer shall send an acknowledgment to NAVFIG at least 30 days prior to the triennial

review. In the event the ATC facility is in possession of more current survey data than that specified in the

notification letter, that survey data shall be included in the response.

4. During the course of the review, NAVFIG will coordinate all procedure revisions with the ATC facility. If

required, the ATC facility will coordinate the revisions with affected military and/or civil ATC authorities for

approval.

5. Upon completion ofthetriennial review,NAVFIG shallforward newNAVFIG Forms3722/2, 3722/3,3722/4,

and NAVFIG Forms 4 and 8 to the commanding officer. If any of the terminal instrument procedures or

minimum vectoring altitude chart did not require any revisions during the review, completion letter from

NAVFIG to the commanding officer will specify that the existing forms remain in effect. If any procedure

requires flight inspection, paragraph 9.2.1.7 applies.

9.4

NOTAM REQUIREMENTS

9.4.1 Triennial Review Periodicity

If the triennial review and approval due date has passed and a waiver not granted, the aviation shore installation shall

issueaNOTAMtoplaceallterminalinstrumentapproachanddepartureproceduresoutofservice,andradarvectoring

services unavailable.

9.4.2 Hazardous Conditions

When conditions affecting an approach and departure procedure constitute a hazard to flight, the commanding officer

shall issue a NOTAM amending or suspending the affected procedure(s). Examples of such conditions are the erection

of temporary obstacles that violate criteria, publication of an erroneous approach chart, and navigational aid/radar

beyond flight inspection periodicity, etc. NOTAMs announcing the temporary withdrawal of a navigational aid from

service need not cancel the approved procedure(s). Temporary displacement of runway thresholds require a NOTAM

suspending IFR operations to that runway unless specifically coordinated with NAVFIG in advance to determine

impact on published procedures. NOTAMs shall not be used to promulgate new procedures except for the most urgent

operational requirements.

Instrument departure procedures may be NOTAMed. Standard Terminal Arrival Routes are not NOTAM material.

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9.5

CANCELLATION OF TERMINAL INSTRUMENT PROCEDURES

Advance coordination of cancellations should be effected well in advance with appropriate ATC authorities and

locally-based flying units. To provide sufficient time to effect removal of a procedure from FLIP, commanding

officers will notify NAVFIG as soon as the relevant information is known and normally, not later than 30 days in

advance of the desired date of cancellation. If the next scheduled FLIP revision date will occur subsequent to the

desired date of cancellation, cancellation shall be effected by NOTAM.

9.6

EXPEDITIONARY TERMINAL INSTRUMENT PROCEDURES

9.6.1 Instrument Procedures

The Marine Air Traffic Control (MATC) Detachment Commander shall formulate and submit to NAVFIG for review,

approval, and publication terminal instrument procedures supporting air operations at expeditionary airfields (EAF)

and forward operating bases (FOB) in accordance with paragraph 9.2 of this manual. When the tactical or operational

situation dictates that support by NAVFIG is not reasonably practical, the MATC Detachment Commander shall

review, and submit for approval to the Marine Aircraft Wing or higher joint/coalition commander terminal instrument

procedures for EAFs and FOBs under that commander’s cognizance. Upon approval, the MATC Detachment

Commander may publish terminal instrument procedures and distribute as appropriate. Procedures approved by the

Marine Aircraft Wing or higher joint/coalition commander shall be temporary in nature and shall be reviewed by

NAVFIG as soon as practical if the continued use of these terminal instrument procedures is expected. These terminal

instrument procedures shall be in accordance with OPNAVINST 3722.16, this manual, and other applicable TERPS

criteria directives. Approval of terminal instrument procedures shall be limited to NAVAIDs and radar systems

certified for IFR use by FAA or other DOD agencies.

9.6.2 Waivers

The Marine Aircraft Wing or higher joint/coalition commander exercising approval authority for terminal instrument

procedures also has TERPS criteria waiver authority for those terminal instrument procedures. In these instances,

the signatory commander assumes all responsibility for the safe use of the instrument procedures in question.

9.6.3 Tactical Flight Inspection

A flight inspection of terminal instrument procedures at EAFs and FOBs is required to support IFR operations. When

thetactical oroperational situation dictates that FAA flight inspection is not reasonably practical, theMarineAircraft

Wing or higher joint/coalition commander may authorize a tactical flight inspection of terminal instrument

procedures. Based on a tactical flight inspection, the Marine Aircraft Wing or higher joint/coalition commander may

certify the terminal instrument procedures for use in IFR conditions by military aircraft under their command

cognizance. Procedures for tactical flight inspections shall be in accordance with NAVAIR 16--1--520 to the greatest

extent possible. Tactical flight inspections are not intended as a permanent replacement for FAA flight inspection

and FAA flight inspection shall be requested as soon as practical if the continued use of these terminal instrument

procedures is expected.

9.6.4 Approval

Tactically certified instrument procedures shall be approved for use in writing by the Marine Aircraft Wing or higher

joint/coalition commander, and the MATCD Commander shall retain a copy of the approval letter for the duration

of the operations or until an FAA flight inspection is conducted.

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CHAPTER 10

Fleet Area Control

and Surveillance Facility

10.1

BACKGROUND

Safe and efficient use of airspace, surface, and subsurface fleet OPAREAs is necessary for both military and civilian

activities. The Navy conducted a study in 1959, outlining an airspace management concept applicable to the San

Diego offshoreOPAREAs. This concept was implemented in 1964, thus theinception oftheFACSFAC.FACSFACs

are established as the operational need justifies.

10.2

MISSION

FACSFAC is an organization equipped and staffed to manage/schedule SUA, OPAREAs, and Oceanic Airspace in

support of air, surface, and subsurface operations. Additionally, FACSFACs are designated by CNO as RACs.

FACSFACs manage special use airspace through:

1. Scheduling, coordination and monitoring of surface, subsurface, and airborne units operating within and

transiting between offshore OPAREAs and the NAS.

2. Scheduling and coordination of airborne units operating within assigned airspace of inland operating areas.

3. Scheduling of MTRs.

4. Maintaining liaison with other controlling agencies, fleet commands, other military commands, the FAA, the

Coast Guard, and selected state and federal agencies.

5. Providing special use airspace control services to participating military units, other government aircraft,

governmentcontractaircraftand,onanot-to-interferebasistocivilaircraftasdelineatedinlettersofagreement

with applicable FAA and military activities.

6. Scheduling and coordination of associated commercial and military aircraft services support.

10.3

ORGANIZATION

Each FACSFAC is structured to meet the operational needs of a specific area in direct support of fleet requirements.

Basic functions of FACSFAC include the OCC, schedules, airspace, and maintenance.

For the purpose of equipment and manpower, each FACSFAC is placed under the operational and administrative

control of CNAF. Technical support is received from the program manager for Naval Air Traffic Management

Systems (NAVAIR PMA 213).

10.4

FUNCTIONS

10.4.1 Operations Control Center

OCC is comprised of two branches, ROCC staffed by ACs and SOCC staffed by OSs, to effectively manage and

provide real-time scheduling and deconfliction of OPAREAs. Additional services for site specific missions may

include:

1. Area containment services within assigned airspace and radar coverage.

2. Search and rescue, medical, and humanitarian evacuations.

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3. When certified as a Class VI ATC Facility, provide en route ATC services, including positive control of IFR

aircraft arriving and departing special use airspace.

4. Surveillance, identification, and clearance relay for NORAD.

5. OPAREA Link coordination and JOTS/JMCIS services.

6. Command and control support as directed by higher authority.

7. Terminal area control services.

8. Flight planning services to airborne units departing offshore OPAREAs.

10.4.2 Airspace

Theairspaceofficeactsasthefocal pointand centralclearinghouseforall airspacematters pertainingto DONactivity

within a specific FACSFAC’s region of responsibility. Additionally, the airspace office provides direct liaison to

non-DON activities and the appropriate NAVREP to the FAA. Duties may include but are not limited to:

1. Acting on behalf of the RAC. Specific guidance and area of responsibility is delineated in

OPNAVINST 3770.2 (series).

2. Managing and updating the command RAP.

3. Coordinating all matters related to the establishment, use, and reporting requirements of SUA.

4. Monitoring regional airspace encroachment concerns and acting as liaison between agencies involved in

airspace issues.

5. Conducting airspace procedures briefings for units whose flight operations will enter, or otherwise impact the

NAS.

6. Maintenance of the command airspace LOA/MOU library.

7. Coordinating with FAA and other agencies in matters pertaining to oceanic air traffic control and airspace use

including ALTRV and appropriate NOTAM.

10.4.3 Schedules

The schedules office is tasked with the collection, evaluation and dissemination of scheduled services pertaining to

fleet operations in cognizant OPAREAs. Duties may include but are not limited to:

1. Coordinating with all scheduling activities to maximize OPAREA utilization in accordancewith priorities set

forth by higher authority, keeping safety paramount.

2. Publishing required messages (synopsis) to all users which reflect daily scheduled events.

3. Requesting the FAA issue NOTAMs, and the Coast Guard issue NOTEMARs for hazardous operations within

the FACSFAC scheduling authority area and for operations as requested by other scheduling activities.

4. Coordinating with otherDOD agencies and FAAwhen fleetrequirements necessitatescheduling areasbeyond

the FACSFAC scheduling area.

5. Assisting in the planning of OPAREA and FACSFAC service requirements for exercises.

6. Act as coordinating agent for air services.

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7. Acting as coordinating agent for civil agencies in matters requiring the use of OPAREAs.

8. Ensuring the timely submission of required reports.

9. Acting as coordinating agent with oil companies in matters pertaining to offshore drilling in the OPAREAs.

10.5

BILLET DESCRIPTIONS

10.5.1 Airspace Officer

The airspace officer should be a graduate of an approved military airspace management course. In addition to those

duties delineated in paragraph 10.4.2, the airspace officer may be designated as the CALO in accordance with

OPNAVINST 3770.2 (series).

10.5.2 ATCF Officer

In addition to the guidelines set forth in Chapter 3, duties, responsibilities, and authority of the ATCFO may include:

1. Maintaining liaison with and providing briefings to theFAA, OPAREA users and other interested commands.

2. Reviewing air and surface training areas established within the OPAREAs, making recommendations for

changes to improve utilization and/or safety as appropriate.

3. Assisting in the planning of OPAREA and FACSFAC service requirements for exercises.

4. Reviewing and evaluating command participation in SAR/MEDEVAC/HUMEVAC related incidents and

making recommendations for improvement.

10.5.3 Airspace Chief

The airspace chief shall possess the appropriate ATCS certification for the FACSFAC assigned and be a graduate of

an approved military airspace management course. The function of the airspace chief is to assist in the management

ofairspacematters as set forth in paragraph10.4.2 andOPNAVINST 3770.2(series). Dutiesand responsibilitiesmay

include but are not limited to:

1. Acting as single point of contact with FAA and other ATC agencies, forthe coordination of battlegroup/flight

operations that enter, or otherwise impact, the NAS.

2. Providing ATC ship rider liaison service for carrier battle/amphibious readiness groups when required.

3. Developing, reviewing, and updating stereo routes for accuracy and, when necessary, making

recommendations to users for changes to improve utilization and safety.

4. Providing procedure briefings to OPAREA users and other interested commands.

5. Assisting in the planning and coordination of OPAREA and FACSFAC service requirements for fleet/joint

exercises.

6. Coordinating air traffic control procedures between FACSFAC controlled airspace and the National Airspace

System, including LOAs and MOUs.

7. Acting as the point of contact with the FAA for aircraft carrier post-deployment flyoffs.

8. Functioning as “Trusted Agent.”

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9. Maintaining liaison with radar chief concerning air traffic control related matters including:

a. Special exercises.

b. Real-time procedures.

c. Operational requirements.

10.5.4 ROCC (Radar) Chief

In addition to the guidelines set forth in Chapter 7, duties, responsibilities and authority of the radar chief may include:

1. Recommending to the ATCFO changes to the FACTS to improve operability and functionality.

2. Investigating, reporting, and collecting all applicable data related to incidents and mishaps.

3. Maintaining liaison with the FAA, local Navy and Marine Corps Air Stations, and other agencies concerned

with air traffic control matters, including:

a. Special exercises.

b. Real-time coordination procedures.

c. Operational requirements.

4. Providing air traffic control briefings to aircrews as required.

5. Providing air traffic control briefings to watch teams as required.

6. Assisting in the planning of OPAREA and FACSFAC service requirements for exercises.

7. Assisting in the development, review, and updating of stereo routes.

10.5.5 SOCC (Surface) Chief

The surface chief shall be qualified in accordance with NAVEDTRA 43411-3 PQS for the FACSFAC assigned. The

function of the surface chief is to assist in the management of matters relating to surface operations. Duties may

include:

1. Responsibility for surface surveillance in offshore OPAREAs.

2. Maintaining a current operational ACDS/ADSI program.

3. Maintaining an operational Link-11 per OPNAV, fleet, and command directives.

4. Coordinating between surface units and scheduling activities for the use of OPAREAs.

5. Maintaining control and safety of assigned fleet OPAREAs by utilizing all sensors and equipment available

for area surveillance.

6. Acting as a clearinghouse for fleet link training and troubleshooting by providing C4I services.

7. Ensuring watch team members are qualified in accordance with applicable PQS.

10.5.6 Facility Watch Supervisor

The FWS is responsible to the Commanding Officer for the operational performance of the watch crew on duty. The

FWS shall remain apprised of operational and equipment/systems problems. In addition to the guidelines set forth

in Chapter 3, duties and responsibilities may include:

1. Maintaining close coordination with SOCC to effect safe and timely operations in support of fleet

requirements.

2. Effecting real-time OPAREA schedule changes based on existing requirements/requests.

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3. Coordinating real-time flight operations that enter, or otherwise impact the NAS.

4. Acting on behalf of aircraft carriers as single point of contact with FAA and other ATC agencies for the

real-time use/transit of controlled airspace.

5. Coordinating requirements for special handling aircraft or emergency aircraft including SAR and MEDEVAC

operations.

6. Ensuring controllers are briefed on special events, equipment/radio problems, precoordinated discrete

assignments, hot areas, etc.

7. Reviewing message traffic and taking appropriate action as required.

10.5.7 ROCC (Radar) Supervisor

The ROCC (Radar) Supervisor (RS) shall be on duty within the ROCC at all times during hours of operation and

is directly responsible to the FWS for the operational control of ROCC. The RS will monitor and assist controllers

with required coordination and ensure all controllers are performing at an acceptable level. The RS position should

not be combined with a control position. The RS shall be qualified on all ROCC operating positions, possess the

appropriate ATCS rating for the FACSFAC assigned and be designated in writing by the ATCFO. In addition to the

guidelines set forth in Chapter 7, duties and responsibilities may include:

1. Providing real-time coordination with adjacent facilities on any matterthat affects the flow of airtraffic orany

special event.

2. Coordinating with the Surface Supervisor.

3. Relaying information regarding ECM incidents.

4. Resolving any operating area conflicts.

5. Overseeing any special handling aircraft or emergency aircraft requirements including SAR and MEDEVAC

operations.

6. Ensuring equipment is operating properly and report any malfunctions to the FWS and duty technician.

7. Ensuring a current and complete ATIS broadcast is transmitted.

8. Maintaining accurate hot event status.

10.5.8 SOCC (Surface) Supervisor

The SOCC (Surface) Supervisor (SS) is directly responsible for the operational performance of SOCC. The SS will

monitor and assist personnel with required coordination and ensure that all SOCC watchstanders are performing at

an adequate level. The SS shall be qualified in accordance with NAVEDTRA 43411-3 PQS for the FACSFAC

assigned. Duties and responsibilities may include:

1. Keeping the FWS/RS informed of Surface Operations.

2. Equipment condition/performance.

3. Ensuring equipment is operating properly and report any malfunctions to the duty technician.

4. Maintaining SOCC logs.

5. Ensuring those units involved in “hot” events remain within assigned areas.

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6. Supervising training of watch team personnel.

7. Ensuring physical security of spaces and proper handling and storage of classified material.

8. Ensuring incoming message traffic is properly screened and filed.

9. Ensuring changes to OPAREA events are correct and in the proper format.

10. Coordinating with outside agencies/commands.

10.6

OPERATING POSITIONS

10.6.1 ROCC Sector Control

The function of the ROCC Sector Control (SC) is to provide radar services to all aircraft within FACSFAC’s area

of jurisdiction. Duties and responsibilities include:

1. Providing positive control to aircraft requiring/requesting IFR handling to/from SUA.

2. Providing radar advisory control to VFR aircraft on a work-load permitting basis.

3. Coordinating controlled airspace infringement and hot area containment or boundary alerts.

4. Providing mission coordination assistance.

5. Disseminating weather information.

6. Providing SAR/MEDEVAC/HUMEVAC assistance.

7. Ensuring accuracy of information recorded on flight progress strips.

8. Coordinating with adjacent facilities.

10.6.2 ROCC Assistant Sector Control

The function of the ROCC Assistant Sector Control (ASC) is to effect coordination with other sectors and adjacent

ATC Facilities, receive and relay aircraft movement messages and prepare and post flight progress data. ASC is

responsible for assisting SC. Duties and responsibilities include:

1. Coordinating aircraft movement with adjacent ATC facilities/sectors.

2. Monitoring sector frequencies, and assisting the sector controller as required.

3. Posting information on flight progress strips.

4. Operating communications equipment associated with the position.

10.6.3 ROCC Flight Data

ROCC Flight Data (RD) monitors and operates equipment to provide controllers with information to maximize safe

and efficient ATC services. Duties and responsibilities include:

1. Receiving and relaying aircraft movement data.

2. Preparing and posting flight progress strips.

3. Operating FDIO and ATIS equipment.

4. Monitoring and operating ship-to-shore communications.

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10.7

FACILITY CERTIFICATION

10.7.1 Prerequisites

Prior to being certified as a Class VI ATCF, FACSFACs are MRUs. In order to attain ATCF certification, the

following requirements shall be met:

1. Possess flight check data depicting areas of radio/radar coverage.

2. Possess radar/radio communication redundancy in the areas routinely used for NAS-interface.

3. Validate operator training programs by assuring compliance with FAA, OPNAV, and FACSFAC personnel

qualifications standards.

4. Implement controller certification standards in compliance with FAA publications and this manual.

5. Possess auxiliary power to support the FACTS in the event of loss of commercial power.

6. Obtain FACTS interface certification from the FAA.

10.7.2 Validation Visit

To assist FACSFACs in analyzing command readiness to assume positive control related responsibilities,

CNO (N885F) will provide personnel to perform a validation/certification visit. The technical assistance team will

be composed of representatives from the following activities:

1. Chief of Naval Operations (N885F) (chairperson).

2. Commander, Naval Air Systems Command.

3. Commander, Naval Air Forces.

4. NAVREP from the FAA region responsible for review of FACSFAC letters of agreement.

5. Air Traffic Control or Operations Officer from a FACSFAC other than the one being validated.

6. Additional representatives as determined by the team chairperson.

Upon receipt of approval from CNO, FACSFACs are authorized to enter into letters of agreement with the FAA to

support civilian flight operations when such support will not interfere with military utilization of the airspace. CNO

validation will be granted after an evaluation has been made as to command compliance with the certification

prerequisites.

10.8

FLIGHT INFORMATION PUBLICATION VALIDATION

Each FACSFAC shall conduct an annual validation/verification of associated SUA and MTR information published

in the DOD FLIP. This validation shall also include a review of FACSFAC entries in the IFR en route supplement.

10.9

EQUIPMENT SITING, ALLOWANCE, LOGISTICS, AND MAINTENANCE

Planning guidance for FACSFAC equipment deployment is contained in appropriate publications produced by the

Naval Facilities Engineering Command. Each FACSFAC site is tailored to meet the operational requirements of the

specific area and may be configured differently. Policies and procedures concerning FACSFAC equipment

allowances, logistics, supply support, fiscal responsibilities, and maintenance are in set forth in

NAVAIRINST 5400.137. Standardized baseline FACSFAC operator position equipment configuration and quantity

is detailed in OPNAVINST 3722.35.

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NAVAIR 00-80T-114

CHAPTER 11

Carrier Air Traffic Control Center

11.1

GENERAL

11.1.1 Function

The function of the Carrier Air Traffic Control Center is to provide radar ATC services to air traffic within the area

of jurisdiction assigned by the appropriate authority. The scope of the services provided will vary according to the

delegated airspace assigned, weather, and the type operations being conducted. The functions and responsibilities

set forth in this chapter are applicable to all CATCC’s regardless of equipment installations or configuration and are

intended to be used in conjunction with the CV NATOPS Manual (NAVAIR 00-80T-105) and the Carrier Air Traffic

Control Handbook (NAVAIR AE-CVATC-OPM-000).

11.1.2 CATCC Organization

CATCC is organized into air operations and carrier controlled approach.

11.1.2.1 AirOps

AirOps (AO) has overall responsibility and makes real-time decisions necessary for safe and efficient aircraft launch

and recovery. These decisions are coordinated with the air wing commander and other aircraft carrier personnel.

11.1.2.2 CCA

CCA is responsible for operational control of aircraft departing the ship and recovery of inbound aircraft after a

mission is complete. CCA is roughly equivalent to the approach control branch of an ashore ATC facility as outlined

in Chapter 7.

11.2

BILLET DESCRIPTIONS

11.2.1 Air Operations Officer

1. Review air plan for fuel and logistic requirements.

2. Supervise/coordinate the execution of the air plan.

3. During flight operations, remain informed of the status of all aircraft operating under CATCC control and

ensure that all pertinent information is provided to other carrier work centers and personnel including

commanding officer, bridge, PriFly, strike operations, CDC, handler, LSO, etc.

4. Ensure that all pertinent flight information is provided to inbound and outbound flights between the carrier

and shore facilities.

5. Conduct airwing and squadron briefings as required to evaluate flight operations.

6. Ensure that records and reports of flight ops are prepared, maintained and disseminated to carrier personnel

and submitted to other commands and agencies as required.

11.2.2 Assistant Air Operations Officer

The senior assistant AirOps officer (AAO) assists the AirOps officer in coordinating and administering the functions

of CATCC, as well as performing the duties of AirOps officer during the incumbent’s absence.

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11.2.3 Air Operations Watch Officer

The AirOps watch officer (AOWO) is a flight quarters watch station whose duties are normally performed by the

AirOps officer and/or assistants. During CASE III operations, air operations shall be manned by two PQS qualified

AirOps watch officers. Duties, responsibilities and authority include the following:

1. Ensure that CATCC is manned prior to scheduled flight operations and that the checklist and pre-launch

information specified in CV NATOPS is accomplished.

2. Ensure that accurate BINGO/divert fuel and foul-deck endurance data is recorded for each aircraft model.

3. Assist CDC and PriFly on all SAR operations as necessary.

4. Manage fuel assets, monitor tanking station assignments and tanking procedures.

5. Provide all relevant personnel with all pertinent information about flight operations, including any changes

to the Air Plan.

11.2.4 Air Operations Supervisor

The AirOps supervisor assists the AirOps watch officers(s) by supervising enlisted personnel assigned to AirOps

during flight quarters and general quarters. Duties and responsibilities include:

1. Ensure assigned personnel are properly trained and qualified for the following task:

a. Air Ops plotter.

b. Status board keeper.

c. Land/launch recorder.

2. Ensure CATCC systems/equipment are being operated per EMCON restrictions.

3. Ensure that appropriate maintenancefacilities arenotified offailed ormalfunctioning systems/equipment and

the information is logged, as required.

4. Ensure prelaunch information is accurate and complete.

5. Ensure that Alert condition information is posted and updated, as necessary.

6. Ensureallcommunicationsregardinginbound/outboundflightstoshorefacilitiesaretransmitted/receivedand

inform relevant personnel.

7. Ensure the master air plan is maintained and that changes and revisions are disseminated to all relevant work

centers and personnel, including CDC, PriFly, strike operations, squadron ready rooms, CCA, CVIC, flight

deck control, bridge, battle group rep and air wing operations.

8. At the completion of flight operations, ensure alert aircraft information is updated and all reports are

completed, disseminated and filed, including the master air plan, land/launch record and daily air operations

summary report.

11.2.5 Carrier Controlled Approach Watch Officer

TheCCAWatchOfficerisresponsiblefortheoveralldirectionofCCA.Duties,responsibilitiesandauthorityinclude:

1. Determining the operational capability of ATC equipment.

2. Ensure that all relevant information about launch and recovery operations is disseminated to CCA including

type of departure/recovery (CASE), instrument approach procedure, BRC, break/ramp time, DRR, airspace

constraints, ship’s in company scheduled flight operations, etc.

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NAVAIR 00-80T-114

3. Monitoraircraft and tankerfuel states, tanker refueling system status and coordinaterefueling operations with

AirOps and departure control.

4. Conduct air wing and squadron debriefings as required. Establish a program to ensure effective dialogue

between the CATCC and air wing/transient squadrons.

5. During flight operations, ensure that all aircraft conform to departure and recovery procedures and that

adequate separation is provided between departing and recovering aircraft during CASE II and III operations.

6. Promulgate a CATCC Manual ensuring that it is reviewed and updated on an annual basis and forwarded to

CNAF.

7. Ensure that organized cross training on all equipment and positions is conducted to the maximum extent

practical.

CCA Officers shall not be normally assigned duties outside their billet description. When unavoidable, they shall

be limited to essential duties as determined by the commanding officer.

11.2.6 CATCC Supervisor

TheCATCCsupervisorisresponsibletotheCCAWatchOfficerfortheoverallsupervisionandoperationalefficiency

ofCCA. TheCATCC supervisorposition shallnot becombined withacontrolposition. TheCATCC supervisorshall

be PQS qualified on all positions in CATCC and possess the CATCC ATCS rating. Duties, responsibilities and

authority include the following:

1. Assist the CCA watch officer in the performance of duties and responsibilities.

2. Prepare CCA watch station assignments.

3. Ensure that systems and equipment are evaluated, casualties an malfunctions are reported and coordinate as

necessary with maintenance personnel for appropriate action.

4. Ensure compliance with EMCON/HERO conditions.

5. Coordinate aircraft/pilot problems, low fuel states, emergencies, etc., with CCA watch officer.

6. Review all relevant information about scheduled flight operations including the master air plan, tanking plan,

COMMPLAN, card-of-the-day, etc.

11.3

OPERATING POSITIONS

11.3.1 Approach Control

Approach Control (AP) assesses aircraft closure rate and relative movement, and calculates and predicts the effects

that vectors and speed changes will have on aircraft separation. Primary duties of AP include the following:

1. Identify all airspace constraints that may/will affect recovery operations.

2. Coordinate with CATCC supervisor for type of recovery (CASE), expected BRC, expected marshal radial for

fixed-wing aircraft and helicopters, expected final bearing, expected type of approach, bolter holes.

break/ramp time, first push time, DRR, etc.

3. Ensure CCA recovery board is accurate and complete.

4. Conduct communications check with plane guard helicopter every 20 minutes during CASE III operations

(may be performed by Departure Control).

5. Continue to monitor aircraft after handoff to final control to ensure adequate separation is maintained.

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NAVAIR 00-80T-114

11.3.2 Marshal Control

Marshal Control (MC) determines the appropriate method of marshaling aircraft when adverse weather and airspace

constraints exist in the carrier control area; revising the planned recovery order to accommodate aircraft with priority,

emergencies, malfunctions, low states, stragglers, etc. Primary duties of MC include the following:

1. Calculating first push time and EATs; revising EATs when changes occur in the break/ramp time; creating

bolter holes based upon the requirements of individual recoveries.

2. Review master airplan.

3. Identify all airspace constraints that will/may effect recovery operations.

4. Ensure CCA marshal board is accurate and complete.

5. Monitor fuel states.

6. Monitor aircraft in the bolter/wave-off pattern to determine when a Delta may be necessary and implement

procedures when instructed.

7. Provide inbound flights with arrival information and assistance, if required. Obtain pilots’ names for fly-on

aircraft and load report from arriving COD/VOD aircraft.

11.3.3 Departure Control

Departure Control (DC) is responsible for aircraft departures, monitoring the location and package status of tanker

aircraft and the location of low-state aircraft and their fuel requirements. Primary duties of DC include the following:

1. Review the master air plan and the tanking plan.

2. Identify all airspace constraints that may/will affect launch operations.

3. Prior to commencement offlight ops, provide aircraft any changes in flight composition, mission assignment,

type of departure (CASE), DRR, BRC, PIM, launch time, etc.

4. Ensure CCA departure board is accurate and complete.

5. Monitor performance of launching aircraft until pilots report KILO or aircraft are handed-off to another

controlling agency.

11.3.4 Final Control

Final Control (FC) is responsible for controlling aircraft during the final approach segment. Primary duties of FC

include the following:

1. Provide each aircraft with precision or non-precision approach.

2. Coordinate hand-offs with CATCC Supervisor, approach controller and other final controller.

3. Evaluate system, equipment, and communication status.

11.3.5 Status Board

Status Board provides essential information to CCA and AirOps for following the progress of launch and recovery

operations. The status boards provide display of essential information (e.g., aircraft fuel states, emergencies, radio

buttons; tanker fuel state and give; bingo/tank fuel states; holding status/location or approach/departure status).

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NAVAIR 00-80T-114

Inaccurate or incomplete information can seriously compromise the capability of CATCC to follow the progress of

operations and, in the extreme, safety of flight. The status board positions assigned to CATCC are as follows:

1. AirOps status board.

2. Departure status board.

3. Marshal status board.

4. Approach status board.

Note

In ISIS-equipped CATCC’s, ISIS Input Operators fulfill Status Board

responsibilities.

11.3.6 Sound-Powered Phone Talker/Visual Display Board Operator

The sound-powered phone talker/visual display board (VDB) operator is a CCA watch station responsible for

providing information to other carrier work centers for the coordination of Case II recoveries. This information is

used by PriFly for setting the arresting gear and FLOLS and by the LSO to ensure optimum control and assistance

in aircraft landings. The sound-powered phone talker/VDB operator should be manned, online and maintaining an

accurate lineup of airborne aircraft during CASE II recoveries. This will help ensure a smooth transition to the CASE

III environment, if necessary.

11.3.7 Land/Launch Recorder

The land/launch recorder is an AirOps watch station responsiblefor maintaining the land/launch record during flight

operations. The Record is an account of aircraft launches and landings that includes event numbers, aircraft side

numbers, pilot’s names, launch times, missions andremarks. Informationin therecord isalso usedto deriveboarding

rate for the air wing and each squadron. At the completion of each launch and recovery, the recorder will compare

information with PriFly to ensure the accuracy of the count.

11.3.8 Plotter

The AirOps plotter is an AirOps watch station responsible for maintaining the AirOps plot of the ship’s position,

completing the prelaunch brief and for handling communications. Primary duties of the AirOps plotter include the

following:

1. Receive the ship’s position from the bridge every hour between periods of flight operations and every

30 minutes during flight operations. Plot ship’s position and correlate the position with the DAIR and SINS

position.

2. Determine range and bearing to divert/bingo fields and nearest land, and update the status boards in AirOps

and CCA.

3. Depict ship’s position in relation to airways, hot areas, etc., on appropriate charts.

11.4

SYSTEMS MAINTENANCE

11.4.1 Air Traffic Control Technicians

Maintenance responsibility for equipment used to accomplish the carrier air traffic control mission of a command

is vested in the combat system’s department. Maintenance personnel, in addition to corrective maintenance, shall

perform preventive maintenance and daily checks in compliance with existing policies in addition to requirements

established by local directives.

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11.4.2 Responsibilities

Technicians assigned CATCC maintenance responsibilities shall:

1. Be physically assigned to the CATCC during all CASE II/III operations (minimum of one qualified SPN-46

or DAIR technician). All other technical specialties shall be readily available.

2. Keep CATCC supervisory personnel apprised of equipment status.

3. Be available to CATCC supervisory personnel after normal working hours to confirm controller judgment

regarding equipment malfunctions.

11.4.3 Applicable NEC

Electronics technicians actively involved in performing maintenance actions in support of CATCC systems must

possess the applicable NEC for that equipment.

11.4.4 Qualification

Local qualification of electronics technicians shall be in compliance with PQS augmented as required by local

directives.

11.5

CATCC MANUAL

Each CCA Officer shall promulgate a CATCC manual as per the Carrier Air Traffic Control Handbook

(NAVAIR AE-CVATC-OPM-000) Appendix L.

11.6

NATOPS EVALUATION

The Air Traffic Control NATOPS Evaluation shall be accomplished by the ATC T & R Office assigned to CNAF.

NATOPS Evaluations shall be conducted using COMNAVAIRFORINST 3500.71 and other governing directives.

11.7

TEAM TRAINING

CATCC Team Training provides a simulated carrier air traffic control environment that teams use to train on CV/N

NATOPS CASE III cyclic launch and recovery operations, tanking evolutions and/or carrier qualification pattern

training. As CV/Ns enter extended maintenance availability periods, air traffic controllers are required to maintain

a sufficient level of proficiency in order to support the ship’s mission. Team training provides all of the necessary

tools and systems required to maintain this level of proficiency. Additionally, it provides atraining environment that

can be tailored to the strengths and weaknesses of a given team or specific watch station while providing an

opportunity for controllers to attain interim qualifications on any critically manned watch station. CATCC Team

Training is scheduled for all CV/Ns through CNAF.

Note

For CV/Ns in a maintenance availability period exceeding six months, it

is recommended that the CATCC team attend a minimum of two team

training sessions. Additional training sessions may be necessary due to

crew turnover, unplanned losses, etc.

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CHAPTER 12

Amphibious Air Traffic Control

12.1

GENERAL

12.1.1 Function

The function of Amphibious Air Traffic Control is to provide radar ATC services to air traffic within the area of

jurisdiction assigned by the appropriate authority. The scope of the services provided will vary according to the

delegated airspace assigned, weather and the type of operations being conducted. The functions and responsibilities

set forth in this chapter are applicable to all platforms regardless of equipment installations or configuration and are

intended to be used in conjunction with the LHA/LHD NATOPS Manual (NAVAIR 00-80T-106), AATCC Handbook

(AE-LHATC-OPM-000), and air control documents.

12.1.2 Amphibious Air Traffic Control Organization

AATC is organized into Amphibious Air Traffic Control Center (AATCC) and Tactical Air Control Center (TACC).

12.1.2.1 AATCC

TheLHA’s/LHD’s centralized aircontrol agency responsibleforoperational control ofaircraft departing the ship and

recovery of inbound aircraft after a mission is complete. Also, responsible for maintaining the status and tactical

control of airborne helicopters in support of amphibious assaults as directed by Helicopter Coordination Section

(HCS).

12.1.2.2 TACC

When embarked, TACC is the primary air control agency for the Expeditionary Strike Group (ESG) and/or

Amphibious Task Force (ATF) responsible for all air operations supporting the amphibious force. This control

jurisdiction encompasses all airborne operations except actual launch and recovery of aircraft.

12.1.3 Assigned Airspace

AATCC and TACC assigned airspace will be in accordance with Task Force Commander guidance as delineated by

the Airspace Control Authority (ACA) in the OPTASK Air/Air Control Plan/Air Control Order or Air Tasking Order

(ATO).

12.1.4 AATCC Manual

Each Assistant AirOps Officer shall promulgate an AATCC Manual. This manual should address ship-unique

administration, organization, qualification requirements, training, and equipment configuration. AATCC manuals

shall be reviewed and updated on a continuous basis and shall be forwarded to the appropriate ATC T & R Office.

12.1.5 NATOPS Evaluation

The Air Traffic Control NATOPS Evaluation shall be accomplished by an ATC T & R Office assigned to a Fleet Type

Commander. AATCC and TACC NATOPS evaluations shall be conducted using the checklists in

COMNAVSURFORINST 3700.1 and COMTACGRUONEINST 1500.1.

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12.1.6 Team Training

AATCC/TACC Team Training provides a simulated expeditionary/amphibious air traffic control environment that

teams use to train on LHA/LHD NATOPS launch and recovery operations, carrier qualification pattern training, and

amphibious/expeditionary operations air control. As LHAs/LHDs enter extended maintenance availability periods,

air traffic controllers are required to maintain a sufficient level of proficiency in order to support the ship’s mission.

Team training provides all of the necessary tools and systems required to maintain this level of proficiency.

Additionally, it provides a training environment that can be tailored to the strengths and weaknesses of a given team

or specific watch station while providing an opportunity for controllers to attain interim qualifications on any

critically manned watch station. AATCC Team Training is scheduled for all LHAs/LHDs through the ship’s

respective ATC T & R Office. TACC Team Training is scheduled through the respective ATC T & R Office, and

TACCs should, to the extent possible, schedule team training to coincide with the assigned ship’s AATCC Team

Training.

12.2

AATCC BILLET DESCRIPTIONS

12.2.1 Air Operations Officer

TheAirOperations(AirOps)OfficerisresponsibletotheOperationsOfficerforcoordinationofall matterspertaining

to flight operations and for proper functioning of AATCC. Duties and responsibilities include:

1. Review/develop the Air Plan to ensure deck cycle and deck requirements are executable.

2. Responsible, in conjunction with the TACC Plans and Support Section (PSS) for coordinating air operations

in support of the ESG.

3. Attend the daily air planning conferences involving the development of the ATO. Assist the TACC ATO

coordinator, as necessary, with the planning of the ATO. Ensure the ship’s airplan satisfies the requirements

of the ATO. Air Operations Officer is responsible for the generation of the ATO when TACC is not embarked.

4. Ensure that all operational information (excluding intelligence information) required to carry out aircraft

missions is provided to pilots prior to and during flight operations.

5. Ensurethatrecordsandreportsofflightopsareprepared,maintained,anddisseminatedto shipboardpersonnel

and submitted to other commands and agencies, as required.

6. Receive, respond to, and prepare all correspondence related to flight operation reports.

12.2.2 OC Division Officer/Air Operations Afloat

The OC Division Officer should not be assigned duties outside their billet description. The OC Division Officer

coordinates and administers the functioning of AATCC. Duties and responsibilities include:

1. Ensure that the Air Plan is distributed to all relevant ship, ESG, and ACE personnel.

2. Manage the assignment, administration and training of AATCC enlisted personnel.

3. Ensure all systems and equipment are maintained in proper operating order and coordinate with the

electronic/combat systems maintenance officer regarding the status of repair to inoperative air traffic control

equipment.

4. Provide supervision for the preparation, maintenance, dissemination, and submission or reports and records

of flight operations.

5. Assist in the preparation of all correspondence related to AATCC operations.

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6. Ensure the procurement and maintenance of charts, publications, and equipment required for flight operations.

7. Perform the duties of AirOps Officer during the incumbent’s absence.

8. Coordinate airspace and communications requirements as appropriate.

9. Attend pre-sail planning conferences for operations involving aviation.

12.2.3 AATCC Watch Officer

The AATCC Watch Officer is a flight quarters watch station whose duties are normally performed by the OC Division

Officer. Duties and responsibilities include:

1. Ensure that AATCC is manned 1-1/2 hours prior to scheduled flight operations and that the checklist specified

in LHA/LHD NATOPS is accomplished.

2. Ensure pre-launch brief information is timely and efficiently distributed.

3. Conduct ACE and squadron briefings as required.

4. Supervise/coordinate the execution of the Air Plan.

5. Remain informed of the status of all aircraft operating under AATCC control, and ensure that all pertinent

information about flight operations, including any changes to the Air Plan are provided to other work centers

and personnel including Commanding Officer, Bridge, PriFly, TACRON, CIC, Operations Officer, ESG

representative, ACE operations, SAR detachment and the squadron ready room, etc.

6. Ensure that all pertinent flight information is provided to inbound and outbound flights between the ship and

shore facilities.

7. Ensure accurate divert/bingo fuel endurance information is recorded for each aircraft model.

8. Notify all relevant work stations/personnel when an aircraft is diverted/bingoed.

9. Ensure that all AATCC systems and equipment are operating adequately and are operated per applicable

directives.

10. Assist TACRON, CIC and PriFly on all SAR operations, as necessary.

12.2.4 AATCC Supervisor

The AATCC Supervisor is responsible to the AATCC Watch Officer for the overall operation of AATCC. Duties and

responsibilities include:

1. Assist the AATCC Watch Officer in the performance of duties and responsibilities.

2. Ensure that AATCC is properly manned, and assign AATCC personnel to operating positions according to

individual qualifications and training requirements. Ensureoperational continuity of theAATCC watch team.

3. Recommend the qualification of personnel on individual operating positions.

4. Ensure the completion of all pre-deployment and flight logistic checklists.

5. Ensure that systems and equipment are evaluated, casualties and malfunctions are reported, and coordinate as

necessary with maintenance personnel for appropriate action.

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Identify all airspace constraints that may/will affect launch and recovery operations.

Review all relevant information about scheduled flight operations, including the Master Air Plan,

COMMPLAN, EMCON conditions, etc.

Coordinate with other work centers, as required, to obtain the case departure/recovery, Fox Corpen, Charlie

time, ASW datum, etc.

Ensure AATCC status boards are accurate and complete.

10.

Ensure video mapping is accurate and complete, especially airspace constraints and bingo fields.

11.

Ensure compliance with EMCON/HERO conditions.

12.

Brief the AATCC team on traffic, weather conditions, and equipment status.

13.

During flight operations, provide supervision and coordination of AATCC personnel.

14.

Ensure flight plans are filed as required.

15.

Coordinate between the AATCC Watch Officer and thecontrollers as necessary forthe orderly flow ofaircraft

during amphibious and other non-tactical flight operations.

16.

Monitor all aircraft fuel states.

17.

Coordinate aircraft problems, emergencies, low fuel states, etc., with the AATCC Watch Officer.

18.

After the completion of flight operations, debrief AATCC personnel.

12.3

AATCC OPERATING POSITIONS

12.3.1 Approach Control

Approach Control (AP) is responsible for controlling inbound aircraft from marshal/TACC until handoff to Final

Control,orPriFly.ApproachControlestablishestheintervalforaircraftonfinalapproach.Dutiesandresponsibilities

include:

1. Maintain separation and ensure safety of flight.

2. Review the Master Air Plan.

3. Evaluate system/equipment/communication status.

4. Review approach area for potential conflicts. Identify all airspace constraints that may/will affect recovery

operations.

5. Coordinate with AATCC Supervisor for case recovery, expected BRC, Expected marshal radial for fixed-wing

aircraft and helicopters, expected type of approach, Charlie time, first push time, etc.

6. During Case II/III recoveries, provide positive control for all traffic.

7. Broadcast changes of the BRC and other pertinent recovery information.

8. Ensure AATCC Recovery (Approach) Board is accurate and complete.

9. Initiate and/or accept radar handoffs from other control positions/agencies.

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10. After handoff from Marshal Control until handoff to PriFly or Final Control, maintain radar surveillance of

assigned areas and provide positive control instructions when required.

11. Continue to monitor aircraft after handoff to Final Control to ensure adequate separation is maintained.

12.3.2 Marshal Control

Marshal Control (MC) is responsible for establishing the initial separation and sequencing of aircraft during Case

II/III recoveries. Duties and responsibilities include:

Maintain separation and ensure safety of flight.

Review the Master Air Plan.

Evaluate system/equipment/communication status.

Review marshal area for potential conflicts. Identify all airspace constraints that may/will affect recovery

operations.

Coordinate with AATCC Supervisor for case recovery, expected BRC, expected marshal radial for fixed-wing

aircraft and helicopters, expected final bearing, expected type of approach, Charlie time, first push time, etc.

Ensure AATCC Recovery (Marshal) Board is accurate and complete.

Initiate and/or accept radar handoffs from other control positions/agencies.

Provide inbound flights with arrival information and assistance, if required. Obtain load reports from arriving

Passenger/Mail/Cargo (PMC) aircraft.

Issue marshal instructions and clearances as required.

10.

Monitor aircraft adherence to marshal instructions and provide control instructions, when required.

11.

Provide control instructions to aircraft that have commenced approach, when required.

12.

Issue vectors and/or speed changes to maintain separation.

13.

Monitor fuel states.

14.

Monitor aircraft on approach and in the wave-off pattern to determine when a Delta may be appropriate.

15.

Implement Delta procedures when instructed.

12.3.3 Departure Control

Departure Control (DC) is responsible for the orderly flow of departing aircraft and to maintain a constant radar

surveillance of the operating area of the ship. Duties and responsibilities include:

1. Maintain separation and ensure safety of flight.

2. Review the Master Air Plan.

3. Evaluate system/equipment/communication status.

4. Review departure area for potential conflicts. Identify all airspace constraints that may/will affect launch

operations.

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5. Coordinate with the AATCC Supervisor for type of departure (Case), BRC.

6. Ensure AATCC Departure Board is accurate and complete.

7. Priortocommencementofflightops,provideaircraftany changesin flightcompositions, missionassignment,

type of departure (Case), BRC, PIM, launch time, etc.

8. Relay mission information to aircraft before releasing to another controlling agency.

9. Initiate an accept radar handoffs from other control positions/agencies.

10. Provide positive/advisory control information as required by weather conditions.

11. Provide advisory control of point-to-point flights and PMC aircraft.

12. Provide instructions, assistance and flight following to diverted/bingoed aircraft.

13. Maintain count of aircraft launched and remaining to be launched.

14. Provide relevant launch and recovery information to the plane guard helicopter, when on departurefrequency.

15. Conduct communication check with SAR plane-guard helicopter every 20 minutes during Case IIIoperations

(may be performed by Approach Control or Air Boss).

12.3.4 Final Control

Final Control (FC) is responsible for controlling aircraft on final approach until the pilot reports SEE YOU or

MEATBALL, or reaches approach minimums. Duties and responsibilities include:

1. Maintain established separating and ensure safety of flight.

2. Evaluate system/equipment/communication status.

3. Coordinate handoffs with Approach Control.

4. Provide instructions necessary for an aircraft to conduct a precision on non-precision approach.

12.3.5 Assault Control

Assault Control (AC)is responsibleforthecontrol ofaircraft conductingship-to-shoremovementoftroops,supplies

and air support during an amphibious assault. Duties and responsibilities include:

1. Ensure safety of flight.

2. Review the Master Air Plan.

3. Evaluate system/equipment/communication status.

4. Review area for potential conflicts. Identify all airspace constraints that may/will affect flight operations

within assigned airspace.

5. Operate under the tactical control of the Helicopter Coordination Section (HCS).

6. Control the movement of all aircraft operating in their assigned sector.

7. Maintain and report to the supervisor the status and location of assigned aircraft.

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8. Relay wave in/out landing zone times.

9. Relay mission information.

10. Track and adjust control point times.

11. Initiate and accept radar handoffs from other control positions/agencies.

12.3.6 Status Board

Status board provides essential information for following the progress of launch and recovery operations (e.g.,

aircraft fuel states, emergencies, radio buttons, mission status; holding status/location or approach/departure status).

The following is a list of duties and responsibilities:

1. Review the Master Air Plan.

2. Evaluate equipment and communication status.

3. Monitor the appropriate frequencies and display pertinent flight data on status boards.

4. Display/update required information on status boards.

5. Display/update required information on Automatic Status Boards (ASTAB).

6. Coordinate with control positions as required maintaining an accurate and complete account of launch and

recovery operations.

12.3.7 Plotter

The Plotter is responsible for maintaining the ship’s plot and completing the Pre-launch brief. The following is a list

of duties and responsibilities:

1. Receive the ship’s position from the Navigator every hour between periods of flight operations and every

30 minutes during flight operations. Plot ship’s position and correlate the position with Direct Altitude and

Identity Readout (DAIR).

2. Determine the range and bearing to divert/bingo fields and nearest land, and update the status boards in

AATCC.

3. Depict ship’s position in relation to airways, hot areas, etc., on appropriate charts.

4. Record weather at ship and bingo fields on status boards in AATCC.

5. Obtain airspace constraints from AATCC Supervisor, hot sheet, Flight Information Publication (FLIP, Notice

to Airmen (NOTAMS), and messages).

6. Prepare and disseminate Pre-launch Brief information including ship’s position, expected BRC, emergency

marshal data, and divert field bearings/distances.

12.4

TACTICAL AIR CONTROL CENTER

12.4.1 Function

Tactical Air Control Center (TACC) provides centralized planning, control, coordination and integration of air

operationsandairspacemanagementinsupportofamphibiousmulti-service,jointoperationsfortheATF/ESG,when

embarked. Also, TACC detachments may augment air traffic control services and/or airspace management and

control ashore, as required. More detailed TACC information is available in NTTP 3--02.1.3, Amphibious/

Expeditionary Operations Air Control.

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12.4.2 TACC Organization

TACC functionally operates in two branches, Current Operations and Future Operations. Future Operations conducts

the planning functions of the Air Traffic Control Section (ATCS), Helicopter Coordination Section (HCS), Air

Defense Coordination Section (ADCS), Air Support Control Section (ASCS), and Plans and Support Section (PSS).

Current Operations executes the plan developed by Future Operations.

12.4.2.1 Air Traffic Control Section

Air Traffic Control Section (ATCS) is responsible for the safe and expeditious control of, and coordination for, Close

Air Support (CAS) aircraft and all other aircraft entering, operating within or traversing the AOA/AOR/HIDACZ,

as well as coordination of SAR operations. ATCS develops battlefield air structure and control in support of ATF/ESG

objectives and scheme of maneuver. ATCS also maintains control and status of tankers supporting mission aircraft

for amphibious operations.

12.4.2.2 Helicopter Coordination Section

Helicopter Coordination Section (HCS) coordinates all helicopter operations conducted by subordinate air traffic

control agencies in support of amphibious operations. HCS monitors helicopter operations and maintains readiness

data on helicopter movements and helicopter capable ships. HCS shall coordinate helicopter movements with the

SupportingArmsCoordinationCenter(SACC)and assignsectors, routesand controlpoints totheAssaultController

when not covered in the operations order, or when changes occur.

12.4.2.3 Air Support Control Section

Air Support Control Section (ASCS) exercises operational control and coordination of all rotary and fixed-wing

aircraft assigned to ground support missions.

12.4.2.4 Plans and Support Section

Plans and Support Section (PSS) provides all communications support, conducts current and future planning, and

assembles and distributes current air operations data and reports.

12.4.2.5 Air Defense Coordination Section

Air Defense Coordination Section (ADCS) serves as an Air Control Unit (ACU) to plan, coordinate and control air

warfare operations with the Air Defense Commander (ADC). Primary function is Fleet Air Defense Identification

Zone (FADIZ) coordination. ADCS provides ATF/ESG with oversight and coordination staff for the conduct of air

warfare.

12.5

TACC BILLET DESCRIPTIONS

12.5.1 Detachment Officer-In-Charge

The Detachment Officer--In--Charge (OIC) is normally an O-5 aviator. The OIC performs as both the CATF’s Air

Officer and Tactical Air Controller (TAC). As the CATF’s Air Officer, he is the direct representative and principal

advisor to the CATF in all matters pertaining to air operations.

12.5.2 TACC Watch Officer

The TACC Watch Officer (TACCWO) executes current operations. Duties and responsibilities include:

1. Coordinate execution of the daily ATO.

2. Ensure TACC is properly manned.

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3. Review theater Airspace Control Order (ACO)/ATO/SPINS/Master Air Plan in support of Joint Forces Air

Component Commander (JFACC).

4. Coordinate and deconflict airspace.

5. Provide and update flight sortie information within the Joint Air Command and Control (JAC2) network.

6. Coordinate with the ADC for defense of ESG.

12.5.3 TACC Supervisor

The TACC Supervisor (TACC SUP) shall be designated in writing by the Commanding Officer and is responsible

to the TACC Watch Officer for the overall operation of TACC. Duties and responsibilities include:

1. Assist the TWO in the performance of duties and responsibilities.

2. Ensure the TACC is properly manned, and assign TACC personnel to operating positions according to

individual qualifications and training requirements.

3. Ensure that systems and equipment are evaluated, casualties and malfunctions are reported, and coordinate as

necessary with maintenance personnel for appropriate action.

4. Identify all airspace constraints that may/will affect air operations for the amphibious force. Coordinate with

AATCC during CASE II and III recovery/departure operations.

5. Coordinate with ADCS concerning FADIZ and other air defense matters.

6. Ensure compliance with EMCON/HERO conditions.

7. Ensure TACC status boards are accurate and complete.

8. Monitor all aircraft fuel states.

9. Coordinate aircraft problems and emergencies with the TWO and AATCC.

10. Review the ACO/ATO/SPINS/Master Air Plan.

12.6

TACC OPERATING POSITIONS

12.6.1 Tactical Air Traffic Control

Tactical Air Traffic Control (TATC), an air traffic control position that is responsible for all air traffic entering, exiting,

and operating within the Amphibious Area of Responsibility. Duties and responsibilities include:

1. Maintain separation and ensure safety of flight per SPINS.

2. Review ACO/ATO/SPINS/Master Air Plan.

3. Evaluate system/equipment/communication status.

4. Reviewlocationofallshipswithintheoperatingareaforpotentialconflictsandidentifyallairspaceconstraints

that may/will affect flight operations for ESG.

5. Ensure TATC status board is accurate and complete.

6. Coordinate transfer of control with other positions/agencies.

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7. Assign entry/holding/exit points for all aircraft.

8. Alert the TACC Sup to any event, which may affect the air mission.

9. Provide tactical situation updates to aircrew operating in the area.

12.6.2 Tactical Air Director

Tactical Air Director (TAD), an air traffic control position that is responsible for the control of all aircraft assigned

by the TATC. Duties and responsibilities include:

1. Assign aircraft to CAS holding points and issue entry and exit routes from target areas, as necessary.

2. Record and disseminate Battle Damage Assessment (BDA).

3. Maintain aircraft weapon load status and on-station time.

4. Transmit Air Defense warning conditions.

5. Coordinate aircraft and mission status with Air Support Coordinator (ASC).

6. Ensure TAD status board is complete and up to date.

7. Review ACO/ATO/SPINS/Master Air Plan.

8. Provide Joint Tactical Air Request (JTAR) to CAS assets.

9. Receive In Flight Reports (INFLTREP) and relay to appropriate agencies.

12.6.3 Status Board

Status Board provides essential information. Duties and responsibilities include:

1. Review the ACO/ATO/SPINS.

2. Monitor the appropriate frequencies and display pertinent information on the status boards.

3. Continually update pertinent ship, weather, and divert information to maintain its usefulness.

4. Coordinate with other positions and agencies as required to maintain an accurate and complete account of all

pertinent information.

12.6.4 Tactical Air Request/Helicopter Request Net Operator

The Tactical Air Request/Helicopter Request (TAR/HR) net is the communications link between the Supporting

Arms Coordination Center (SACC) and Forward Air Controllers (FACs). Duties and responsibilities include:

1. Establishing, maintaining and controlling communications with the Tactical Air Control Party (TACP) and

Fire Support Coordination Center (FSCC).

12.7

SYSTEMS MAINTENANCE

12.7.1 Air Traffic Control Technicians

Maintenance responsibility for equipment used to accomplish the amphibious air traffic control mission of a

command is vested in the Combat Systems/C5I Department. Maintenance personnel shall perform preventive

maintenance, corrective maintenance, and daily checks in compliance with existing policies and requirements

established by local directives.

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12.7.2 Responsibilities

Technicians assigned AATCC maintenance responsibilities shall:

1. Be physically assigned to the AATCC during all CASE II/III operations (minimum of one qualified SPN-35

or Direct Altitude and Identity Readout (DAIR) technician). All other technical specialties shall be readily

available.

2. Keep AATCC supervisory personnel apprised of equipment status.

3. Be available to AATCC supervisory personnel after normal working hours to confirm controller judgment

regarding equipment malfunctions.

12.7.3 Applicable NEC

Electronics technicians actively involved in performing maintenance actions in support of AATCC systems must

possess the applicable NEC for that equipment.

12.7.4 Qualification

Local qualification of electronics technicians shall be in compliance with PQS augmented as required by local

directives.

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