NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-828 (Rev 10-21)

FLIGHT TRAINING
INSTRUCTION

ADVANCED NFO CAS PROCEDURES

T–45C
2017
 DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 179
CORPUS CHRISTI TX 78419-5041

CNATRA P-828
N712
21 Oct 21

CNATRA P-828 (Rev 10-21)

Subj: FLIGHT TRAINING INSTRUCTION, ADVANCED CAS PROCEDURES, T-45C

1. CNATRA P-828 (Rev 10-21) PAT, “Flight Training Instruction, Advanced CAS Procedures,
T-45C” is issued for information, standardization of instruction, and guidance for all flight
instructors and student aviators within the Naval Air Training Command.

2. This publication shall be used as an explanatory aid to support the Advanced Strike Fighter
Undergraduate Military Flight Officer (UMFO) Curriculum. It will be the authority for the
execution of all flight procedures and maneuvers herein contained.

3. Recommendations for changes shall be submitted via the electronic Training Change Request
(TCR) form located on the Chief of Naval Air Training (CNATRA) website.

4. CNATRA P-828 (New 08-17) PAT is hereby cancelled and superseded.

K. H. DELANO
Chief of Staff

Releasability and distribution:

This instruction is cleared for public release and is available electronically only via Chief of
Naval Air Training Issuances Website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp
FLIGHT TRAINING INSTRUCTION

FOR

ADVANCED CAS PROCEDURES

T-45C

P-828

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Dates of issue for original and changed pages are:

Original…14 Aug 17
Revision 1…0…21 Oct 21

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 TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES .................................................................................................. iv

INTERIM CHANGE SUMMARY .............................................................................................. v
TABLE OF CONTENTS ............................................................................................................ vi
TABLE OF FIGURES ................................................................................................................ vii

CHAPTER ONE STANDARD CAS DIVISION PROCEDURES ........................................ 1-1

100. INTRODUCTION .................................................................................................... 1-1
101. DIVISION FORMATION BASICS ........................................................................ 1-1
102. GROUND/DEPARTURE PROCEDURES ............................................................. 1-7
103. EN ROUTE PROCEDURES ................................................................................. 1-10
104. FENCE-IN/OUT .................................................................................................... 1-11
105. DIVISION RECOVERIES..................................................................................... 1-12
106. DIVISION CONTINGENCIES ............................................................................. 1-14
107. DIVISION EMERGENCIES ................................................................................. 1-17
108. CAS4101 CONDUCT ............................................................................................ 1-19

CHAPTER TWO DIVISION CAS TACTICS AND PROCEDURES ................................. 2-1

200. INTRODUCTION .................................................................................................... 2-1
201. PRINCIPLES OF CLOSE AIR SUPPORT ............................................................. 2-1
202. MISSION PLANNING .......................................................................................... 2-19
203. EXECUTION ......................................................................................................... 2-22
204. FLIGHT CONDUCT/FLOW ................................................................................. 2-34
205. MISSION CONDUCT ........................................................................................... 2-38
206. CAS SAFETY ........................................................................................................ 2-49

APPENDIX A GLOSSARY ..................................................................................................... A-1

A100. GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY ............................... A-1

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 TABLE OF FIGURES

Figure 1-1 Division Echelon Formation ............................................................................. 1-2

Figure 1-2 Balanced Cruise Formation (Fingertip) .......................................................... 1-3
Figure 1-3 Echelon to Fingertip Transitions ..................................................................... 1-4
Figure 1-4 Division Balanced Parade or Fingertip Formation ........................................ 1-4
Figure 1-5 Wall Formation ................................................................................................. 1-5
Figure 1-6 Fluid Four Formation ....................................................................................... 1-6
Figure 1-7 Battle Box Formation ....................................................................................... 1-7
Figure 1-8 Division Taxi; Staggered and Centerline ........................................................ 1-8
Figure 1-9 Division Hold Short Procedures ...................................................................... 1-9
Figure 1-10 Division Take-off (Interval Go) ..................................................................... 1-10
Figure 1-11 Echelon Break ................................................................................................. 1-14
Figure 1-12 Division Breakup ............................................................................................. 1-21
Figure 1-13 Division Rendezvous ....................................................................................... 1-22
Figure 1-14 Division Cruise ................................................................................................ 1-24

Figure 2-1 Summary of Types of Control and Methods of Attack ................................. 2-9
Figure 2-2 No Fire Area (NFA) ........................................................................................ 2-12
Figure 2-3 Formal ACA .................................................................................................... 2-13
Figure 2-4 Lateral Separation of Artillery and Aircraft ................................................ 2-14
Figure 2-5 Altitude Separation of Artillery and Aircraft .............................................. 2-15
Figure 2-6 Keyhole Example ............................................................................................ 2-17
Figure 2-7 Offset Direction Example ............................................................................... 2-18
Figure 2-8 Shelby Rnge Target Area Imagery w/ Friendly Forces/Potential Targets 2-20
Figure 2-9 Distance/Groundspeed Matrix ....................................................................... 2-21
Figure 2-10 Joint Tactical Air Request Form (JTAR) ..................................................... 2-23
Figure 2-11 CAS Check-in (MNPOPCA) .......................................................................... 2-24
Figure 2-12 Standard 9-Line Kneeboard .......................................................................... 2-29
Figure 2-13 In-flight Report ............................................................................................... 2-34
Figure 2-14 Perpendicular Holding at CP ......................................................................... 2-39
Figure 2-15 Parallel Holding at CP .................................................................................... 2-40

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 CHAPTER ONE
STANDARD CAS DIVISION PROCEDURES

100. INTRODUCTION

In Strike, you learned to operate in a section formation. In CAS, division flight operations will
be your first exposure to flying with more than two aircraft in the formation. Leading a division
requires higher situational awareness (SA) and more forethought than previously required, since
maneuvering is inherently restricted with more aircraft in the flight. Therefore, basic division
procedures must be thoroughly understood before we can achieve mission success.

This chapter will assume that your flight’s ATC call-sign is ROKT-11 and your tactical call-sign
is Hammer-11. Division formations have three or four aircraft and are comprised of two
sections. If a division has only three aircraft, it is called a “light division.” For example, the
division flight lead (Hammer-11) is the Lead for the first section and is the overall Division
Lead. Dash Two (Hammer-12) is Hammer-11’s wingman. Dash Three (Hammer-13) is Lead
for the second section. Dash Four (Hammer-14) is Hammer-13’s wingman. Division formations
are commonly used for both administrative and tactical military flights.

During CAS events at VT-86, you will transit to and from the operating area in a division, split
into single ships for the conduct portion, and then rejoin the division for the RTB. Although
separated, you are still considered a “flight” and you must maintain SA as to each aircraft’s
position and altitude. Proper procedures, communications, and strict radio discipline are
required to make this happen. As a reminder, SNFOs may choose their tactical call-signs, e.g.,
Hammer, Rage, etc., for CAS events.

101. DIVISION FORMATION BASICS

1. Division Formation Responsibilities

Division formation responsibilities are very similar to two-plane formation except now there are
more wingmen to consider and to back up Lead. It is common to detach the second section:

a. During severe weather

b. For tactical employment

c. In the event an aircraft is having mechanical problems or difficulties

As such, Hammer-13 and Hammer-14 should always be ready to detach as a section to complete
the mission. Hammer-13 should be ready to assume the responsibilities of the Division Lead in
the event Hammer-11 is unable to lead the flight. Whenever you are flying in a division or light
division, one of the pilots in that formation MUST have a division lead qualification. This will
be managed by the IPs.

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

2. Division Formation Communication

Passing hand signals in division is very similar to passing hand signals in section except Lead
cannot see all wingmen all the time. Therefore, it is incumbent on each aircraft to repeat passed
hand signals up and down the formation.

Radio communication in division formation can be slightly more difficult because of the number
of aircraft involved. On deck, Lead will initiate the element check-in and all wingmen will
check-in on AUX per the TACSOP. Reference the TACSOP and stage specific STAN notes for
non-ATC assigned frequency changes (for example: area and safety of flight check-ins). If your
lead looks over at you after a frequency change, simply pass a thumbs up to indicate that you
heard the switch or that you heard your flight lead check-in on the new frequency.

Lead should refer to the flight as a "flight of three/four" during initial communications with
every new ATC controller. On subsequent transmissions with the same controller, the standard
call-sign (i.e., ROKT-11) may be used. Identifying the formation as a flight of three/four will
assist controllers and other aircraft to plan for the large formation. On the ground, this
clarification should prevent other aircraft from taxiing between members of the formation.

3. Non-Tactical Formations

a. Echelon - the standard division formation used when the flight can be critically
viewed from the ground (Figure 1-1) and is most common during the initial join-up
after takeoff as well as for division breaks. The division echelon formation is
cumbersome because turns into the echelon are difficult for the wingmen (especially
Hammer-14). The division echelon formation may be flown in either parade or cruise
position, and the positioning of the wingmen is the same as for section parade
(30-degree bearing) and section cruise (45-degree bearing). However, in echelon
cruise, wingmen may fly slightly acute to facilitate the passing of visual signals.

Figure 1-1 Division Echelon Formation

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b. Balanced Cruise or Fingertip - The balanced cruise formation, commonly referred to

as ‘fingertip’, is a division formation that allows for more maneuverability and ease
of flying when compared to division echelon. As depicted in Figure 1-2, fingertip
formation is flown with Hammer-12 on one side of Lead and Hammer-13/-14 on the
other side. Fingertip formation is the most common division formation used during
the transit phase of the flight. It allows Hammer-11 to maneuver the division easily
in any direction. Typically, Hammer-13 will pick the side of the formation desired
while Hammer-12 will auto-balance. This means they will move to the opposite side
to balance the formation, hence the name, “balanced cruise.” In balanced cruise
formation, Hammer-13 should leave enough room between his aircraft and Lead’s so
that Hammer-12 can cross under into echelon formation if required (Figure 1-2).

Figure 1-2 Balanced Cruise Formation (Fingertip)

The division can transition from echelon to fingertip in one of two ways (Figure 1-3):

a. Have Hammer-12 execute a cross-under

b. Have Hammer-13/-14 execute a section cross-under (Lead will signal this by holding
up their right or left arm vertically with a clenched fist and double pump)

In the first case, Lead will signal Hammer-12 to cross under. When the cross-under is complete,
Hammer-13/14 will move into position.

In the second case, Lead will signal for a section cross-under. Hammer-12 and Hammer-13 will
pass the signal down the line, and the Hammer-13/-14 section will execute a section cross-under.
For a section cross-under, Hammer-13 executes a cross under on Lead while Hammer-14
simultaneously executes a cross under on Hammer-13 by controlling relative motion so that
Hammer-13 is always between Hammer-14 and Lead. Hammer-13 should not rush this
maneuver because his wingman must travel a greater distance; doing so may cause the wingman
to lose proper position or to be spit out.

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Figure 1-3 Echelon to Fingertip Transitions

Prior to encountering IMC, wingmen will close into parade positions. (Figure 1-4). This
division formation is called “balanced parade” because each aircraft is flying a parade position
on their respective interval. Note that division formations should not purposely fly into IMC. If
IMC is expected, the flight lead should establish two separate sections or break the division up
into singles prior to encountering IMC. Ideally, the flight lead should request a heading and/or
altitude that keeps the flight clear of IMC.

Figure 1-4 Division Balanced Parade or Fingertip Formation

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4. Tactical Formations

Tactical formations generally offer mutual support to the formation and prevent compromise of
the entire formation. There are many different formations used in tactical operations, but it is not
practical to list them all here.

a. Wall – The Wall formation (Figure 1-5) is a tactical formation in which all four
aircraft in the division fly abeam. This is the most common tactical division
formation you will see at VT-86.

To form the Wall, Hammer-12 and -13 will fly Combat Spread off Hammer-11.
Hammer-14 will fly combat spread off Hammer-13. The distance between aircraft
will be dependent on the enemy threat, as well as the friendly posture. ATC assumes
all flight members are within 1 NM laterally and within +/- 100 feet vertically of the
lead aircraft. ATC considers this to be a “standard formation.” Therefore, the
division shall not be deployed to Wall unless the flight is established within the
confines of the assigned working airspace or ATC is tracking your flight as “non-
standard.” Depending on the situation, the Wall can be modified and the wingmen
can close to a Tac Wing or even a Cruise position on their respective lead. Figure 1-6
illustrates a formation called “Fluid Four.” Fluid Four is often used can be used for
admin transits to/from tactical areas and for battle damage checks.

Figure 1-5 Wall Formation

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Figure 1-6 Fluid Four Formation

b. Battle Box - The Battle Box formation (Figure 1-7) is comprised of two sections. To
form the Battle Box, the first section will push into Defensive Combat Spread (DSC).
The second section will establish 1 NM in trail in DSC. Recall that DCS is
0.8-1.0 NM abeam and +/-1000-3000 feet of altitude separation. These distances can
vary based on threat and posture (i.e., offensive or defensive). Additionally, the trail
section can offset to the left or right as necessary for maneuvering or other tactical
considerations. You will probably not see Battle box until you get to the FRS or your
fleet squadron.

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T-45C ADVANCED CAS PROCEDURES CHAPTER ONE

Figure 1-7 Battle Box Formation

102. GROUND/DEPARTURE PROCEDURES

As with section procedures, each aircraft will conduct individual pre-flight inspections and
engine starts.

1. Division Line, Taxi, and Hold Short Procedures

Start up and line procedures are identical to those used in Familiarization and Section formation
flights. The division lead will obtain clearance for the entire flight. If weather precludes a
division takeoff, a decision to launch as something other than a full division should be made
before aircrew walk so that the appropriate flight plans can be filed. This is discussed in detail
later in the contingencies section of this chapter.

Radios will be set in the same way as a section per the TAC SOP. Once all aircraft are complete
with final checks, Lead SNFO will initiate a positive check-in on AUX per the TAC SOP.

Division formations will taxi on alternate sides of the taxiway (staggered) to reduce the length of
the formation and reduce the hazard of FOD. For a staggered taxi, the division lead will take the
downwind side of the taxiway, and the wingman will alternate sides in sequential order. If the
division is unable to stagger, the division will taxi on centerline. Figure 1-8 illustrates both of

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

these taxi options. The SOP will define the minimum taxi distance for both staggered and
centerline taxi profiles.

If not cleared for takeoff approaching the hold-short line, Lead will position the aircraft
approximately 45 degrees off runway heading close to the hold short line if able. The other
aircraft in the flight will follow Lead so that they line up as depicted in Figure 1-9. However,
this may not be possible depending on other aircraft in the hold-short area; as such, the
positioning of the aircraft in the flight will be at the discretion of the respective IPs. It is
incumbent on the Lead SNFO to maintain SA on the location of all aircraft in the flight.

Figure 1-8 Division Taxi; Staggered and Centerline

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T-45C ADVANCED CAS PROCEDURES CHAPTER ONE

Figure 1-9 Division Hold Short Procedures

2. Division Takeoff

The interval takeoff is standard for division formation. On runways of 200 ft or wider, the
procedures mirror section interval takeoffs, except with four aircraft. 200 ft allows for 50 ft per
aircraft. Lead will taxi down the runway a short distance to allow sufficient space for the
remaining flight members to line up in “banana” echelon off the Lead (Figure 1-10). Hammer-
12 will line up on the parade bearing line. Hammer-13 and 14 should line up acute enough so
that they can see the lead aircraft’s cockpit, avoiding wing overlap. When cleared for takeoff,
Lead passes the runup signal; each wingman acknowledges and passes the signal down the line,
and the flight performs their engine runups. Hammer-13 and Hammer-14 may retard their
throttles to approximately 75 percent RPM after completing their engine checks. After the
required visual inspections are complete, Hammer-14 will pass a thumbs-up to Hammer-13, who
will then pass a thumbs-up to Hammer-12. After Lead receives a thumps-up from Hammer-12,
Lead gives the “kiss-off” signal and begins the takeoff roll. The wingmen begin their takeoff
rolls at 7-second intervals. When Lead rolls, Hammer-12 maintains MRT; when Hammer-12
rolls, Hammer-13 goes to MRT; when Hammer-13 rolls, Hammer-14 goes to MRT.

If the runway width is 150 to 199 feet, 3 aircraft will line up on the runway and Hammer-14 will
taxi slightly over the hold-short line and stop. Hammer-14 IP will call “Hammer-14 set” on
AUX when the aircraft is in position and ready to take the runway. If Lead is on the near side of
the runway in relation to Hammer-14, then Hammer-14 may taxi into position after Lead begins
their takeoff roll. Allow a few seconds for Lead’s jet-wash to clear. If Lead is on the far side of
the runway in relation to Hammer-14, then Hammer-14 must wait until Hammer-13 begins their
takeoff roll before taxiing into position on the runway. In this case, Hammer-14 will end up
significantly in trail of the division, and the Lead SNFO will have to remember to add “non-
standard formation” to their initial check-in with departure. Once, Hammer-14 is within 1 mile
of Lead and within 100FT of Lead’s altitude, Lead SNFO will inform ATC that they are now a
“standard formation.”

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Figure 1-10 Division Take-off (Interval Go)

3. Division Departure

After verifying that the gear and flaps are up below 200 KIAS, Lead SNFO shall check in with
departure as a “flight of 4 (or less as required).” Per the VT-86 SOP, the formation will join at
250 KIAS in fingertip with Hammer-12 crossing to the outside of the turn and Hammer-13 and
Hammer-14 joining to the inside of the turn unless briefed otherwise. If launching as a light
division, simply take Hammer-14 out of the previous sentence. Pay close attention during the
coordination brief, as certain pilots might tell their wingmen to join in a way that differs slightly
from SOP. There may be instances where a running rendezvous or a CV rendezvous might be
utilized. Regardless of which type of join is utilized, each SNFO will monitor, and you should
advise your pilot on ICS when you become visual of your wingmen. Every SNFO in the
formation should do this, not just the Lead SNFO. Once all aircraft are joined, Lead will give
the “take cruise” signal, the flight will auto balance if required, and the division will proceed on
the departure as directed.

103. EN ROUTE PROCEDURES

The division will proceed en route as briefed, normally in the balanced cruise formation. Each
member of the division should maintain a position that allows Lead to keep sight and pass hand
signals.

Depending on the mission and working area, the Lead SNFO will be required to check in with
range control and obtain clearance into the MOA or range. Entering a MOA as a division
formation is similar to previous flights in the syllabus, except there are more wingmen. If
operating in a range that has a separate range agency, you have the option of clearing the
FAC(A) off frequency to coordinate range check in for the division. Once range entry clearance
is obtained, the FAC(A) will report back on Tac Freq with the range clearance and restrictions.
The Lead SNFO is required to read back the range restrictions verbatim over Tac Freq in this
scenario. This option is normally not necessary when working in the local MOAs and is usually
reserved for working in unfamiliar ranges during squadron detachments.

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The Lead SNFO should strive to receive clearance to enter the MOA or range as early as
possible. In addition, the Lead SNFO must initiate the Fence checks on AUX, make a “99” call
prior to entry, contact range control (if applicable), cancel IFR (as necessary), descend the flight
(as necessary), execute the G-Warm (as necessary), and report Fenced-In (Depending on airspace
restrictions, you may not be able to execute the G-Warm until inside the working area).
Remember, a “99” call is not required when entering the HAWK 4, but is required in almost all
other working areas. Aviate, navigate, communicate is key. Descending a division is more
difficult than a section; staying ahead of the flight is required.

104. FENCE-IN/OUT

1. Fence-In

Approaching the working area, target area, or range, the SNFOs shall complete the appropriate
Fence checklist as required by the mission. This is accomplished by fencing in the flight with a
“Fence-In” call over Tac Freq. As with section formations, this directs the flight to switch from
an administrative mindset to a tactical mindset. The Fence checks should be directed by Lead
SNFO in an effort to assure that the division has ample time to complete the Fence checks prior
to entering the area or approaching the target. This will alleviate distractions in the working area
and allow total focus on the task at hand once the flight is established in the range. The flight
lead should keep their assigned ATC squawk unless the range assigns something else, wingmen
should squawk 4000 unless the range assigns something else, and all aircraft shall turn on their
strobes.

2. Fence-Out

After the tactical portion of the flight is complete and ’Knock it Off’ has been called, the Lead
SNFO will direct the flight to Fence-Out over AUX. The Lead IP shall be responsible for
ensuring the rendezvous is conducted as briefed or coordinating the rejoin as required.

Expect some plain language comm on AUX as each IP communicates how many aircraft they
see during the join. Expect to stay on your last assigned altitude until your IP is visual of all
aircraft in front of them. The following example is just one of many different ways this might
sound.

Hammer-13 IP (AUX): “Hammer-13, 1 in sight” (this means that Hammer-13 is only visual of 1
other aircraft in the formation, which could be Lead or Hammer-12. Either way, Hammer-13
will not leave their altitude yet).

Hammer-11 IP (AUX): “Hammer-11 blind, 3 miles west of Chevy, angels 7 (7,000’ MSL), left
hand turn passing through heading two zero zero, 250 knots”

Hammer-12 IP (AUX): “Hammer-12 visual 1” (since Hammer-12 should only see one aircraft in
front of them, they are able to leave their altitude now to join on Lead’s altitude).

Hammer-11 IP (AUX): “Hammer-12 cleared to join”

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Hammer-13 IP (AUX): “Hammer-13 visual 2”

Hammer-11 IP (AUX): “Hammer-13 cleared to join”

Hammer-14 IP (AUX): “Hammer-14 visual 3”

Hammer-11 IP (AUX): “Hammer-14 cleared to join”

Each SNFO shall monitor the rendezvous while Lead SNFO begins the process of exiting the
working area; tasks include getting ATIS (as required), checking out of the range and/or MOA
by making a “99” call, and switching the flight to ATC. Again, remembering to aviate, navigate,
and communicate is key. The Lead SNFO must prioritize which task takes precedence;
administrative tasks should not be accomplished until a safe rendezvous is assured. Lead SNFO
shall not change any frequencies until they are visual all wingmen and they are reasonably sure
that no one will have to execute an underrun.

Check in with ATC with your callsign, number in flight, position, altitude, and request. Your
request will typically be “flight planned route to [destination].” If you anticipate that you will
need to break up your formation for the recovery, it is preferred to check out of the airspace as a
division or light division if possible and then split up the formation with ATC later on. This is
not always possible or feasible, but it does help to minimize the amount of communications that
area as sections or singles, there needs to be detailed coordination within the formation to make
it clear who will leave first and on what altitudes.

105. DIVISION RECOVERIES

Upon completion of the tactical portion of the flight and rejoin, the division will return to base.
The type of recovery conducted will be dependent upon the weather and individual aircraft fuel
states. As with section formation events, the lowest fuel state in the division becomes the fuel
state of the flight.

As previously discussed, due to the number of aircraft in a division, it is inherently less

maneuverable than a section or single aircraft. Additionally, Lead is limited in the maximum
and minimum power settings allowed in flight, which means accelerations and decelerations take
longer to affect, and the allowable angle of bank used in turns is more restricted. These
considerations require Lead to anticipate climbs, descents, speed changes, and turns in order to
have the division properly setup/dressed for recovery. Timely and effective communication with
ATC is essential for a successful division recovery.

1. VFR Recovery

Remember to check in with every agency as a “flight of 4 (or 3)” so that they can plan for your
delayed maneuvering. Get ATIS as early as possible. The sooner you can figure out which
runway is in use, the sooner you can start planning ahead for aligning your division to break over
the appropriate runway. You also need to figure out the break direction and altitude much
sooner than you would as a section or a single. Remember, certain civilian fields do not specify

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the active runway in their automated weather. In that case, you could ask approach if they know
what runway is in use or just ask tower immediately upon checking in. If landing at KNPA, you
will typically know which break direction and altitude to expect as soon as you hear the active
runway. However, you need to be very cautious about requesting the carrier break when the
active runway normally requires a right break. For example, if landing runway 7R, you can
expect a right break. You should still request the carrier break and an early descent when
checking in with Tower. If the carrier break is immediately approved, your wingmen should
automatically start crossing under to the starboard side of the formation. If your wingmen are
not where they should be approaching the break, SPEAK UP! However, if tower tells you that
they are “working on getting you the carrier” or something to that effect, your wingmen will
need to stay on the port side of the formation. Tower should not give you last minute clearance
for the carrier because 2 or 3 wingmen can’t instantaneously and safely cross under. Your
division would also look very sloppy if multiple wingmen try to cross under that close to the
airfield. If you receive clearance for the carrier break inside of 5 miles from where you would
normally report “numbers” you should tell tower that you are “unable carrier break” and your
wingmen should NOT cross under. If landing at a civilian field, you should ask the tower to say
the break direction and altitude immediately after checking in.

ROKT-11 SNFO (PRI): “Stennis Tower, ROKT-11, flight of 4, 9 miles northeast of the field for
the overhead.”

Tower: “ROKT-11 flight, Stennis Tower, proceed to 5 mile initial runway 36, winds 010 at 10
knots, cleared to land runway 36.”

ROKT-11 SNFO: “Tower, ROKT-11 flight cleared to land runway 36, say break direction and
altitude.”

Tower: “ROKT-11 left break, altitude and airspeed your discretion, break over the approach end
numbers.”

ROKT-11 SNFO: “ROKT-11.”

NOTE

The tower at KMOB will usually specify a 1,800 FT break. If you

are ever in doubt, remember that the standard pattern altitude at
civilian fields for turbojet aircraft is 1,500 FT AGL.

The overhead break is the most desirable recovery for a division formation and therefore, it is the
most common. The standard division recovery is a two-second interval break will be used from
the echelon formation (Figure 1-11).

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Figure 1-11 Echelon Break

106. DIVISION CONTINGENCIES

1. IFR Departure

Multiple options exist, but generally you should go from big to small as the weather progresses
from minimal IMC to significant IMC.

The first option is a light division with a stinger. “Stinger” refers to Hammer-14 who just
becomes a single. At VT-86, your Hammer-14 (or your Hammer-13 if you are scheduled as a
light division) will be a CAS SUP. Both aircrew in this jet will be instructors and one or both of
them will be the TAC(A) for the CAS scenario. This will be discussed in the CAS chapter. It is
common to have the TAC(A) launch first followed by the light division. This allows the
TAC(A) to relay weather observations and recommendations to Hammer-11 over AUX. This
also allows the TAC(A) to get established in the range first, which can help facilitate airspace
de-confliction and range activation if required. This option is good if you only expect to
encounter a few thin layers and/or you are expecting multiple cloud layers in your working
airspace. If you were originally scheduled as a 3-ship, you may elect to launch Hammer-13 first
as a single followed by Lead and Hammer-12 as a section.

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The next option is to launch two separate sections. That will typically look like Hammer-13/14
taking off followed by Hammer-11/12. Notice that the section with the CAS SUP (Hammer-14)
launches first. The reasons for this are the same as in the previous paragraph. The weather
criteria for this option is slightly worse than the criteria for the first option.
Note that guidance on this is intentionally vague. Many things need to be taken into account,
including icing conditions, cloud layer thickness, convective activity, and even simply aircrew
preference. The bottom line is: come up with a plan that you believe makes sense, brief it to the
best of your ability, and allow the Lead IP to modify it from there, as required.

The final option (there are more, but these are the most common) is to launch everyone as singles
with Hammer-14 launching first, followed by 11, 12, and then 13. Depending on conditions en
route, you may join up at some point before the RTB. This will be discussed in the “division
recoveries” part of this chapter. You do have the option of getting the flight joined up on the
way to your airspace, but realize this requires detailed and thorough coordination with ATC. If
you want to utilize this option, you should reach out to your instructor prior to your flight and
talk about ways to do this. Launching as a single is usually best when weather precludes any
type of formation takeoff (ex: dense fog or low ceiling) or if you expect to be flying in IMC for
a majority of your transit to your airspace.

2. IFR Recovery

Division IMC recoveries are prohibited because of the risks associated with configuring the
flight and achieving flight separation in instrument conditions. Therefore, division formations
should be split into two sections prior to reaching IMC during the recovery. Each section will
execute a section approach in accordance with established procedures.

If weather dictates, the division Lead may elect to break up the flight into individual aircraft for
recovery. Lead will coordinate sequencing and obtain individual wingman squawks with
Approach Control. Alternatively, Lead may elect to break up the division into sections and leave
it up to Hammer-13 to coordinate a separate squawk and clearance for Hammer-14.

The decision to split up the division should be made as early as possible, preferably with Center,
so as not to overload Approach when you are a short distance away from your destination. You
must realize that you are not only taking into the account the weather at your destination, but the
weather en route to your destination as well. If your destination is reporting a 5,000’ ceiling and
10 miles visibility that is perfectly good weather for a division break. But what if it is solid IMC
from 5,000’ up to 15,000’? What if there are multiple thick cloud layers down to 5,000’? What
if there are numerous cumulonimbus clouds that you need to carefully navigate around to avoid
flying through any convective weather? All of these situations (and more that aren’t listed)
would warrant breaking up your division into sections or maybe even singles. Conversely, if the
weather en route is beautiful, but there is an overcast layer at 900’ at your destination, you will
probably need to break up into singles for individual instrument approaches.

If your destination is reporting less than circling minimums or 1000’/3SM in the absence of
circling minimums, you must plan to RTB as singles. Above that, you will have to start taking
into account personal tolerances and minimums, and these are always weighed against the

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specific conditions of that day. One of the biggest limitations of bringing a section break
through the weather is that we need to configure the jets in VMC, so we have to factor that into
our decision-making process as well.

Whatever you decide, make sure you use CRM with your pilot before trying to coordinate a split
with ATC. Think about what you are going to say to ATC, and say it to your pilot on ICS first.
Splitting up into singles is the most conservative option, so if you are not sure, you can err
towards that. If you pilot would prefer to split up into sections, he/she will tell you. You also
need to give your wingmen a head’s up on Tac Freq before you split up the formation. After you
get ATIS, work with your pilot to come up with a plan for the RTB. If you are going to split up,
tell your wingmen what the game plan is BEFORE you talk to ATC.

Hammer-11 SNFO (AUX): “Hammer-11 back up with MIKE, broken at 800, runway 7R,
altimeter 29.98 (note that you are only passing essential information here). Hammer-11 1.6 good
G.”

Hammer-12 SNFO (AUX): “Hammer-12 1.5 good G.”

Hammer-13 SNFO (AUX): “Hammer-13 1.6 good G.”

Hammer-14 SNFO (AUX): “Hammer-14 1.4 good G.”

Hammer-11 SNFO (AUX): “Hammer flight, expect to execute individual approaches at NPA.

Hammer-14 will detach first, followed by Hammer-12, then Hammer-13, then Hammer-11”
(since 11 and 13 have the same fuel state, it doesn’t really matter which of those two comes
down first).

A simple thumbs up from your wingmen is all that is needed to acknowledge this plan. If they
are not close enough to do this, they should just respond with their call-signs. The following
example assumes you have already checked on with Houston Center and have received your IFR
pickup for the RTB.

ROKT-11 SNFO (PRI): “Houston Center, ROKT-11 request.”

Center: “ROKT-11 go ahead.”

ROKT-11 SNFO (PRI): “Center, ROKT-11 request to split the division into singles. ROKT-14
will detach first, followed by ROKT-12 then 13, then ROKT-11, ROKT-12 is on the left side of
the information, ROKT-13 and 14 are on the right”

NOTE

That last sentence is purely a technique that can aid ATC in

providing vectors for your wingmen that point them away from
formation center initially. ATC will often provide vectors for your

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wingmen that point them away from significant weather or other

traffic with no regard for their side of the formation. Wingmen can
simply cross under the formation in this case.

Center: “ROKT-11 I have your request, standby for coordination.”

ROKT-11 SNFO (PRI): “ROKT-11.”

A few minutes later:

Center: “ROKT-14, Houston Center, fly heading 180, descend and maintain 11,000, squawk
4201, and check in.”

Hammer-11 IP (AUX): “Hammer-14 cleared to detach.”

Hammer-14 breaks away and starts descending.

ROKT-14 SNFO (PRI): “Houston Center, ROKT-14 heading 180, passing 12,000 for 11,000,
squawking 4201.”

Center: “ROKT-14, Houston Center, radar contact, cleared direct JERYS, direct NPA.”

ROKT-14 will read that back and Center will start talking to the rest of your wingmen. If they
get the order wrong, be assertive, speak up, and correct them. If the fuel difference is minor and
everyone has plenty of gas for their approach, it might be simpler to just do what ATC says. But
if you have someone who is a low fuel state and needs to get on deck, make sure ATC talks to
them first.

If you want to come back as sections, your request might sound like the following example.

ROKT-11 SNFO (PRI): “Center, ROKT-11 request to split my flight of 4 into two flights of 2.

ROKT-13 flight of 2 will detach first.

107. DIVISION EMERGENCIES

For the most part, handling emergencies as a division is the same as handling emergencies as a
section. There are a few emergencies listed below that do require additional consideration when
flying as a division or light division.

1. Aborts

An aborted takeoff during a division takeoff creates a dangerous situation when other aircraft are
following. This is especially true if the arresting gear is required. Even though the procedure is
the same as in section formation, the complexity increases with four aircraft. Wingmen still
completing normal takeoff checks/scans must remain alert to the possibility of aircraft aborting

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ahead of them.

If you need to abort your takeoff with flight members behind you, the IP will call "C/S aborting"
on AUX and will remain on his/her side of the runway until either all other aircraft are airborne
or he/she is cleared to centerline by the remaining aircraft behind you. If you are aborting as the
last aircraft in the flight, the IP will call "C/S aborting" on AUX and ease the aircraft to the
centerline in preparation for taking the long field arresting gear if needed. Wingmen who are
already airborne should remain off the radio. To avoid any possible confusion, “clear” should
be the only word spoken after an aborting call has been made. Saying “clear” on AUX tells the
aborting aircraft that it is safe for them to move over to centerline and lower their hook if
required. This is sometimes referred to as “only good news on the radio.” Realize that a 7-
second interval departure is built so that if an aircraft executed a high speed abort
(100 KIAS or greater), all trailing aircraft should be able to execute a sympathetic abort. A dual
high speed abort is very unlikely. If this happens, the aircraft in front might need to remain on
their side of the runway and pass up the arresting gear if the second aborting aircraft is unable to
stop prior to the gear.

To summarize: The aborting IP will transmit “C/S aborting” on AUX when able. Wingmen
who are already airborne or are unable to abort should stay off the radio. Wingmen IP’s
executing a sympathetic abort shall only transmit the word “clear” on AUX when it is safe to do
so.

2. Inadvertent IMC/Lost Sight

First and foremost, don’t take your division through IMC. Look ahead of the aircraft to
determine if your flight path will bring your division through weather. If it will, start
coordinating with ATC immediately to either get vectored around weather or level off before
entering a cloud layer. If you just need a lateral deviation to get around you will be able to
resume request “deviation left/right of course for weather.” This assumes you will be able to
resume your flight planned route after you get around the clouds that were in your way. If
you’re not sure what to ask for, ask your IP. But do NOT be content if your clearance from ATC
has you pointing directly at a cumulonimbus cloud or if you are about to level off in a cloud
layer. If a formation flight inadvertently enters IMC and it is obvious that this condition will
prevail more than for a very short period, the flight Lead will transition to instrument flight and
level his wings. Once wings level and steady, Lead may coordinate detaching Hammer-13 and -
14 with ATC by having them assign an additional squawk.

Another option for a division lead is to reverse his heading in a shallow, gentle turn to exit IMC
conditions. This deviation needs to be coordinated with ATC. Turns should be made away from
Hammer-13 and -14 if flying in echelon or balanced cruise formation. While divisions should
avoid flying into IMC, it may not be possible to do so and lost sight procedures remain the same
as in a section. Lost sight wingmen should be judicious in executing the procedures to help
prevent other wingmen behind them from also losing sight or causing a mid-air collision.

To summarize: We will avoid taking our division through IMC to the maximum extent possible.
If we cannot avoid IMC, we will coordinate with ATC to break up into sections or singles. If
lost sight in IMC, lost sight wingmen should be judicious in executing their lost sight procedures
to help prevent other wingmen behind them from also losing sight or causing a mid-air collision.

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3. Mid-Air Collision

As in section maneuvering, the first consideration after a mid-air collision is to ascertain if the
aircraft is controllable. If it is, maintain control and maneuver as necessary. If it is not, you
must quickly determine if control can be regained and if the aircraft can still be flown. If your
aircraft is out of control, follow NATOPS OCF procedures and adhere to NATOPS ejection
criteria. If a mid-air occurs in division flight, the involved aircraft will separate and not rejoin.
Non-involved aircraft can assist by providing visual inspections and being ready to be “book
readers” as required. The division flight will split into sections at Lead’s discretion and RTB or
divert to the nearest suitable airfield as circumstances dictate. Consideration should be given to
which aircraft is more severely damaged and to whether arresting gear(s) is required and
available.

To summarize: If there is a catastrophic mid-air, ask yourself, “Can I fly? Can the jet fly?” If
either answer is “no,” don’t delay the decision to eject. If both answers are “yes,” climb to an
appropriate altitude, execute a controllability check as close as possible to the nearest suitable
field, and land. If there is a mid-air within the division, the involved aircraft are done flying
formation with each other. Non-involved aircraft can continue to fly form and provide assistance
as needed.

4. Down Aircraft (SAR)

The same considerations apply from your section procedures with a few additions. For a downed
aircraft outside the division, the SAR On Scene Commander (OSC) will almost always be the
CAS SUP since that jet has two instructors. The OSC can keep as many or as few wingmen on
station as desired to act as radio relays and provide mutual support. For downed aircraft within
the division, the SAR OSC will be, in order of precedence, the aircrew with the highest SA,
aircrew with highest fuel state, or all things being equal, the most senior person in the flight. Do
not put yourself into a fuel extremis while waiting for a more capable asset.

5. CAS EP’s

There are CAS specific emergencies and contingencies located in the “CAS SAFETY” portion
of the CAS chapter.

108. CAS4101 CONDUCT

*Should be scheduled as an in-and-in so students can focus on division procedures*

1. Division (4-Plane)

Marshal/taxi/takeoff

Set up system as you would for a CAS flight (ex: load all CPs/IPs, set waypoints to DD:MM:SS
format, etc.)

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Four-plane 250-knot initial rendezvous in echelon

-2 Cross-under to set balanced parade / fingertip

Check-in to working airspace

G-warm

Collapse back down to fingertip

Section cross-under

250-knot Breakup and rendezvous in echelon

Cruise maneuvering/target area FAM

Repeat sequence as desired

Formation recovery

2. Division (3-Plane)

Marshal/taxi/takeoff

Set up system as you would for a CAS flight (ex: load all CPs/IPs, set waypoints to DD:MM:SS
format, etc.)

Three-plane 250-knot initial rendezvous in echelon

-2 Cross-under to set balanced parade / fingertip

Check-in to working airspace

G-warm

Collapse down to fingertip

-3 cross-under to set echelon parade

Section cross-under (Hammer-12 and 3 simulating Hammer-13 and 4)

250-knot Breakup and rendezvous

Cruise maneuvering/target area FAM

Repeat sequence as desired

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Formation recovery

3. Breakup and Rendezvous Exercise

Breakup. Lead puts the flight into echelon (Figure 1-12). As they continue to clear the area,
Lead passes the breakup signal. This looks like an engine run-up signal followed by 2 fingers to
indicate a 2 second break. Hammer-12 and Hammer-13 pass the signal down the line. Lead then
kisses off their wingmen and breaks away. Hammer-12 sets the break interval by breaking 2
seconds after Lead and matching their turn. Hammer-13 and Hammer-14 will break using the
same interval set by Hammer-12, making the break interval symmetric. The wingmen keep Lead
on the horizon throughout the break while maintaining airspeed.

Figure 1-12 Division Breakup

The wingmen then roll out of the turn in trail behind Lead with 1000 ft of nose-to-tail at
rendezvous airspeed. To avoid jet-wash, the wingmen should fly slightly stepped up. The
wingmen should not adjust airspeed to compensate for nose-to-tail error in trail. Fifteen seconds
after rolling wings level, or when the last division member calls “set” on AUX, Lead begins the
rendezvous turn using 30 degrees AOB in either direction. Each wingman turns to intercept the
bearing as soon as the preceding aircraft is 10-20 degrees off centerline (out of the HUD glass).

Rendezvous. The rendezvous is performed in the same manner as the section rendezvous, except
that the wingmen should adjust their AOB when turning out of trail position: Hammer-12 no
more than 45 degrees AOB, Hammer-13 no more than 40 degrees AOB, and Hammer-14 no
more than 35 degrees AOB. These bank angles help to preclude wingmen from going acute as
Lead’s bearing line sweeps aft. The wingmen anticipate intercepting the bearing line by
shallowing their AOB.

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

When the wingmen arrive on the bearing line, they should begin aligning their fuselages with
Lead’s, as in Figure 1-13. The wingmen keep Lead on the horizon as they move up the bearing
line, and then hold Lead stable on bearing and altitude as they monitor airspeed, not allowing
their closure rate to exceed rendezvous airspeed by more than 10 KIAS. Stagnation on the
bearing line by Hammer-13 and Hammer-14 may be required to keep all preceding aircraft in
sight. The wingmen monitor their airspeed until close enough to visually discern relative
motion. While on the bearing line they will see Lead’s vertical stabilizer intersect with Lead’s
outboard wingtip. If they become acute, Lead’s outboard wingtip will appear forward the
vertical stabilizer. Conversely, if sucked, Lead’s outboard wingtip will appear behind the
vertical stabilizer. Hammer-13 and Hammer-14 remain on Lead’s bearing line and altitude until
they begin their join-up.

Figure 1-13 Division Rendezvous

Join-up. Assuming that the preceding aircraft had joined and crossed under, Hammer-13 and
Hammer -14 will transition to the cross-under when they are within one plane-width of Lead.
Without pausing on Lead’s radius of turn, they continue crossing below and behind the
preceding aircraft with 10 ft nose-to-tail and 15 ft of stepdown into the parade turn away
position. Each wingman will require more power as they move to the outside of Lead’s turn.

4. Underrun

The underrun in division is similar to the underrun in section. Situations which dictate an
underrun are uncontrolled closure in-close, or when a wingman is extremely acute and unable to
return to proper bearing prior to join-up.

Whether a wingman recognizes the need to underrun or they are ordered to underrun by Lead, it
is performed the same way. The wingman simultaneously lowers the nose to ensure vertical
separation, levels the wings, reduces power to idle, and extends speed brakes. The wingman
then notifies the Lead of the underrun by calling, “{call-sign}, underrunning.” The wingman

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passes below and behind all preceding aircraft and stabilizes outside Lead’s radius of turn at a
parade turn-away position at appropriately 200 ft and slightly stepped up on Lead so as to be
visible to other aircraft still rendezvousing. Any aircraft that is behind the underrunning aircraft
should complete the rendezvous and join in parade echelon.

When cleared to rejoin the flight by Lead, the wingman moves below and behind the flight to
return to the rendezvous bearing on the inside of the turn. When directed by Lead, the
appropriate aircraft will move back, leaving a space for the joining aircraft. The underrunning
aircraft then executes the join-up moving into the open slot. Lead continues to turn until the
under-runner has joined up.

In the event that multiple aircraft need to underrun during a division rendezvous, great care must
be taken to remain clear of all aircraft during the procedure. The first aircraft to execute an
underrun will pass below and behind all preceding aircraft and establish the “perch” position
described above. Any subsequent underrunning aircraft will also pass below and behind all
preceding aircraft and establish the perch position outside of the previous underrunner. In
general, the last aircraft to underrun will be the first aircraft cleared to re-join using the
procedures described above. Exercise caution during this process as aircraft may not be in their
original position after a multiple aircraft underrun. A good rule of thumb is that only one aircraft
should be moving at any given time, and only when Lead directs.

5. Cruise Maneuvering

Division cruise positions for Hammer-12 and Hammer-14 are similar to the section cruise
position with Hammer-12 maintaining position off Lead and Hammer-14 maintaining position
off to Hammer-13 as in Figure 2-10. Hammer-13’s cruise position is on the 45-degree bearing
line from Lead with 20 ft of nose-to-tail and 15 ft stepdown from Hammer-12. Each wingman is
free to maneuver within the allotted airspace to maintain position during turns. When Lead gives
the cruise signal, Hammer-12 will automatically balance the flight. During division cruise
maneuvering, Hammer-12 flies cruise on Lead as in section maneuvering. Hammer-13, the
second section leader, flies on the 45-degree bearing from the division lead and maintains
nose-to-tail and stepdown off of Hammer-12. Hammer-14 flies cruise on Hammer-13, the
section cruise maneuvering. When Lead rolls wings level, the flight returns to balanced
formation. If all division members are on the same side of the formation at this point,
Hammer-12 will move to the opposite side of Lead, away from the second section (Hammer-13
and Hammer-14). This maneuver is referred to as “Auto-balancing.” Expect the Lead IP to
execute some turns, climbs, and descents around the area and for wingmen to swap sides as
needed to help maintain the appropriate 45-degree bearing line.

In the DESOTO MOA, IP’s should strive to give students a target area FAM of the Leakesville
Prison, Lake Perry, and South Combat town. Any other areas will be at the Lead IP’s discretion.

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CHAPTER ONE T-45C ADVANCED CAS PROCEDURES

Figure 1-14 Division Cruise

6. Recovery

Once the Lead IP assesses that all training objectives have been obtained, or someone in the
flight reaches their bingo fuel, the Lead IP will command the knock-it-off. The Lead SNFO will
command the fence-out over AUX and the division will collapse to balanced parade. From
there, the Lead IP will give the signal for battle damage checks (BDC). Hammer-12 will always
be given the BDC signal first. Hammer-12 will elevate to check the top of Lead, then
cross-under to check the underneath each aircraft. On the other side of Hammer-14, Hammer-12
will elevate to check the top of Hammer-13 and -4 before crossing back under to their original
position. Hammer-12 will pass a thumbs up (unless they noticed something significant enough
to report) to Lead who will then pass the BDC to Hammer-13. Hammer-13 passes that signal to
Hammer-14. All Hammer-14 has to do is check Hammer-12, since everyone else was already
looked over. So Hammer -14 will simply cross-under and check underneath Hammer-12 and
then elevate to check the top of Hammer-12. Hammer-14 will cross-under back to their original
position and pass a thumbs up to Hammer-13 who passes it along to Lead. Lead will then give
the cruise signal for the Lead SNFO will make the “fenced-out” call on AUX.

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 CHAPTER TWO
DIVISION CAS TACTICS AND PROCEDURES

200. INTRODUCTION

Close air support (CAS) can be conducted at any place and time friendly forces are in close
proximity to enemy forces. The word "close" does not imply a specific distance; it is situational.
Detailed integration due to proximity, fires, or movement is the determining factor. At times,
CAS may be required to exploit tactical opportunities; it provides firepower in offensive and
defensive operations to destroy, disrupt, suppress, fix, harass, neutralize, or delay enemy forces.

Each service prepares to employ CAS within its roles as part of the joint force. As a result,
varieties of aircraft are capable of performing CAS. The Joint Force Commander (JFC) and staff
must be capable of integrating all CAS capabilities into the Operational Plan.

201. PRINCIPLES OF CLOSE AIR SUPPORT

CAS is used to attack the enemy, and to augment other supporting fires, in a variety of
environmental conditions, both during the day and at night. The speed, range, and
maneuverability of aircraft allow them to attack targets that other supporting arms may not be
able to engage effectively. In order to accomplish this complicated mission, certain terms and
ideas must be understood by ground forces and aircrew.

The CAS Joint Publication and JFIRE are used to provide guidance to aircrew in CAS planning,
definitions, and tactics. When questions arise, reference the Joint Publication and/or JFIRE
provided on the VT-86 E-brief website. You will find these labeled as:

 Close Air Support Joint Publication 3-09.3 series

 JFIRE 3-09.32 series

1. Definitions/Concepts

a. CAS - Close Air Support (CAS) can be defined as air action by fixed and rotary wing
aircraft against hostile targets in close proximity to friendly forces, requiring detailed
integration of each air mission with the fire and movement of those forces.

b. Controller - All references to "controller" in the rest of this FTI can refer to a Joint
Terminal Attack Controller (JTAC), a Forward Air Controller (FAC), or a Forward
Air Controller (Airborne) (FAC(A)). If a specific type of controller is required, it
will be referenced directly.

c. Types of CAS - Close Air Support missions are divided into two distinct mission
categories; preplanned and immediate.

i. Preplanned - CAS in accordance with a program planned in advance of ground

operations.

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CHAPTER TWO T-45C ADVANCED CAS PROCEDURES

ii. Immediate - CAS to meet specific, real-time requests that arise during the
course of battle and by nature cannot be planned in advance.

d. Preplanned - Preplanned CAS missions are further categorized into Scheduled and
On-call missions.

i. A Preplanned Scheduled CAS mission is an air strike that has been requested by
a supported ground unit sufficiently in advance to permit detailed mission
planning and coordination prior to takeoff. These missions are flown against a
predetermined target and executed at a precise Time-On-Target (TOT) specified
by the supported unit.

ii. A Preplanned On-call mission is a mission where the aircraft are preloaded for a
particular type of target and then placed in a standby ground or airborne alert
status. On-call missions are then executed only when the requesting unit calls
for them. Detailed mission planning and briefing of aircrews on all mission
essential information is normally not possible prior to takeoff.

e. Immediate - An Immediate CAS mission is an air strike on a target that was not
requested sufficiently in advance to permit any mission coordination or planning.
These missions are executed in response to urgent requests by the supported ground
unit to strike targets of opportunity. Urgency often requires that aircraft be diverted
from a preplanned mission supporting one-ground unit to an immediate mission for a
different ground unit. Mission coordination is often accomplished while the flight is
en route and the aircraft is usually briefed by the terminal controller. Most immediate
CAS requests are filled with on-call missions.

2. Tactical Risk Assessment

In addition to proper battle tracking, the supported commander and staff make continuous
tactical risk assessments. Risk assessments involve the processing of available information to
ascertain a level of acceptable risk to friendly forces or civilians. Based on the current risk
assessment, the supported commander will weigh the benefits and liabilities of authorizing
CAS employment. CAS may not always be the best option.

3. Troops in Contact

JTACs/FAC(A) s and aircrew should regard friendly ground forces receiving effective fire as
“troops in contact” or “TIC.” JTACs and aircrew must carefully weigh the choice of munitions
and types of Terminal Attack Control (TAC) against the risk of friendly fire (e.g., “troops in
contact” does not necessarily dictate a specific type of control). “Troops in contact” is an
advisory call to increase awareness and to highlight the urgency of the ground situation;
however, the call does not remove the aircrew’s/JTAC’s responsibility to avoid civilian and
friendly troop casualties. “Troops in contact” requires the supported commander to determine
priority of CAS with respect to other mission impacts. Types of TAC will be discussed later in
this FTI.

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4. Risk Estimate Distance

a. Risk estimate distances allow the supported commander to estimate the potential
danger to friendly troops from the CAS attack. They are defined as 0.1 percent
Probability of Incapacitation (Pi). A 0.1 Pi indicates that 1 in 1,000 troops would be
injured if the particular ordnance impacted at the specific distance. Many factors go
into determining the risk assessment distances, factors such as delivery profile, target
elevation, terrain, buildings, trees, and the calculation of these numbers is beyond the
scope of this course.

b. Danger Close. Ordnance delivery inside the 0.1 percent Pi distance is considered
“danger close.” The supported commander must accept responsibility for the risk to
friendly forces when targets are inside the 0.1 percent Pi distance. Risk acceptance is
confirmed when the supported commander passes their initials to the attacking CAS
aircraft through the JTAC/FAC(A), signifying that they accept the risk inherent in
ordnance delivery inside the 0.1 percent Pi distance. When ordnance is a factor in the
safety of friendly troops, the aircraft weapon’s axis of attack should be parallel to the
friendly force’s axis or orientation, to reduce the risk of munitions impacting long or
short of the intended impact point onto friendly positions.

5. Collateral Damage

Avoidance of collateral damage during CAS operations begins in the planning phase and is
continuous throughout the preparation and execution phases. Collateral damage is unintentional
or incidental injury or damage to persons or objects that would not be lawful military targets in
the circumstances ruling at the time. A civilian casualty is a narrower term used to refer to
unintentional injury or death to civilians who would not be lawful military targets. When
referring to CAS, civilian casualties are a type of collateral damage. Discussion in this
publication will focus on minimizing collateral damage during CAS operations.

6. JTAC/FAC(A) Responsibilities

All CAS planners employ available resources, within the constraints of mission accomplishment,
time, and friendly force protection, to minimize collateral damage. The primary cause of
collateral damage is positive identification (PID) failure. Therefore, JTACs physically present at
the point of air weapons employment have a responsibility to work with the supported ground
commander to ensure PID is attained and strikers have SA to both friendly and civilian locations.
JTACs/FAC(A)s often provide final terminal control of CAS weapons, which ensures weapons
employment is correct and safe, in order to limit collateral damage. JTACs/FAC(A)s can help
minimize and mitigate collateral damage in the following ways:

a. Understand the major causes of collateral damage

i. Failure to positively identify targets as hostile and geospatially define their

location, or failure to identify civilians in the vicinity of the target.

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ii. Improper weapon-to-target match in a given operational environment.

Ordnance, fuzing, and delivery method can all have large impacts on the level
of collateral damage and must be appropriately selected based on mission
accomplishment, friendly force protection, and proximity of collateral entities.

iii. Weapon Malfunctions. Failure to properly plan attack axis to mitigate weapon
guidance failures or miss distances. Human error or technology failure can lead
to weapons landing off target or large miss distances resulting in increased
collateral damage.

iv. Occasionally, certain targets are of such high strategic importance that a
conscious decision is made by military and political leaders to engage the target
despite the collateral risk. These cases are not typical in the CAS environment
and require a specialized review and approval process.

b. Apply the proper mitigation techniques

i. JTACs/FAC(A)s must be vigilant to identify the presence of noncombatants and

incorporate pattern-of-life into their targeting decisions and recommendations to
the supported ground commanders. JTACs/FAC(A)s must be proactive and
especially careful when using any form of remote targeting (scout, JFO, VDL).

ii. JTACs/FAC(A)s can select ordnance with lower explosive yield, greater
precision, or which have less fragmentation potential if it still achieves the
ground commander’s intent. In addition, JTACs/FAC(A)s can specify fuzing
combinations that lead to lower collateral damage such as delay fuzing to
minimize fragmentation, or airburst fuzing to minimize the weapon’s
penetration and effect of blast against a structure. However, using secondary
fuzing options may increase the risk of weapon failure (dud or low order
detonation) or decrease the weapon’s effectiveness. JTACs/FAC(A)s can also
select an aimpoint offset to bias weapons effects away from nearest collateral
concerns if the ground commander’s desired effect will still be met.

iii. JTACs/FAC(A)s must take, not only friendly locations, but collateral concerns
into account when planning attack axes to mitigate the effects of weapons
landing off target due to human or technological failure. Properly orienting
attack axes, so the weapon is moving away from the nearest collateral concern
at the point of impact, accounts for possible misses, and orients fragmentation
patterns away from the nearest collateral concern.

iv. JTACs/FAC(A)s must use all means available to ensure target location is
accurate and of sufficient fidelity to achieve mission objectives. They must also
exercise appropriate diligence in target correlation to ensure the correct target is
attacked.

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7. Weapons Release Authority

The intent is to offer the lowest level supported commander, within the constraints established
during risk assessment, the latitude to authorize weapons employment. Prior to CAS target
engagement, supported commanders also delegate weapons release authority to JTACs/FAC(A)s
for specific engagements. The authority and responsibility for the expenditure of any
ordnance on the battlefield rests with the supported commander. Weapons release authority
grants JTACs/FAC(A)s the authority to provide the following clearance calls to attacking
aircraft:

a. ABORT: Term used by a JTAC/FAC(A) during all types of control to terminate the
attack prior to weapons release.

b. CLEARED HOT: Term used by a JTAC/FAC(A) during Type 1 and 2 control when
granting weapons release clearance to an aircraft attacking a specific target. For
example, “Hammer-11 CLEARED HOT.”

c. CONTINUE: Term used by a JTAC/FAC(A) during all types of control to authorize

the aircraft to proceed with the attack profile, but weapons release is not granted.

d. CLEARED TO ENGAGE: Term used by a JTAC/FAC(A) during Type 3 control,

granting a weapons release clearance to an aircraft or flight to attack a target or
targets within the parameters prescribed by the JTAC/FAC(A).

e. CONTINUE DRY: Continue present maneuver; ordnance release is not authorized.

Used to provide approval to aircraft to continue the pass without expending ordnance
during Type 1, 2, or 3 controls. Given in place of a cleared hot when weapons release
is not intended, such as during training or a show of force.

WARNING

The word CLEARED will only be used when ordnance is actually

to be delivered. This will minimize the chances of dropping
ordnance on dry passes, further reducing the risk of friendly fire
incidents. Nonstandard calls must be avoided at all times.

JTAC to FAC(A) Coordination. The responsibilities of the JTAC and the FAC(A) must be
determined prior to the attack. These responsibilities may include coordination with maneuver
elements, attack aircraft briefing, target marking, airspace de-confliction, SEAD execution, and
the person who provides final attack clearance.

9. Types of Control and Methods of Attack

Types of Control. Types of TAC are tools that give the ground commander the greatest chance
of accomplishing the mission while mitigating friendly fire and collateral damage. The tactical
risk assessment determines which type of control (1, 2, or 3) is used. Type of control shall be

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passed as part of the game plan before the attack brief for aircrew SA, but imposes no
requirement on the aircrew. There are three types of control (Types 1, 2, and 3). The type of
control conveys the JTAC’s/FAC(A)’s intent on how best to mitigate risk and the need to control
individual attacks.

Terminal Attack Control (TAC) - There are three types of terminal attack control or weapons
release authorization: Type 1, Type 2 and Type 3.

a. Type 1 Control

Type 1 control is used when the JTAC/FAC(A) requires control of individual attacks and
the situation requires the JTAC/FAC(A) to visually acquire the attacking aircraft and the
target for each attack. Type 1 control should be utilized when the visual acquisition of the
attacking aircraft and analysis of attacking aircraft geometry by the JTAC/FAC(A) is the
best means available to ensure mission success and reduce the risk of the attack affecting
friendly forces and/or collateral concerns. The intent is that the JTAC/FAC(A) is able to
assess the attack geometry of the aircraft to predict the weapon trajectory from release to
impact, helping to ensure friendly positions and collateral damage concerns are safe from
undesired weapons effects. The JTAC/FAC(A) will withhold clearance until the
attacking aircraft has completed maneuvering on the target.

NOTE

Attack aircraft are required to validate target locations by any and

all means necessary; map plot, visual recognition, etc.

Type 1 control procedures are as follows:

i. The JTAC/FAC(A) visually acquires the target.

ii. The JTAC/FAC(A)passes the game plan and CAS brief to the attacking aircrew.

iii. The attack aircrew validates target location by crosschecking that the position is
coincident with the expected target area, using all appropriate means.

iv. The aircrew will read back Line 4, Line 6, and any restrictions provided by the
JTAC/FAC(A).

v. The JTAC/FAC(A) will conduct correlation as required.

vi. Aircrew will provide an “IP INBOUND” call if requested.

vii. Attack aircrew will provide “IN” call, indicating entering terminal phase of air-
to-ground attack prior to weapons release. The terminal controller may require
the CAS aircraft to “Call ‘IN’ with direction” during the remarks/restriction
portion of the CAS brief.

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viii. The JTAC/FAC(A) will visually acquire the attacking aircraft.

ix. The JTAC/FAC(A)will analyze attacking aircraft geometry to ensure mission

success and reduce the risk of the attack affecting friendly forces and/or
collateral concerns.

x. The JTAC/FAC(A) will provide a “CLEARED HOT,” “CONTINUE DRY,” or

“ABORT,” based on the above procedures being met.

b. Type 2 Control

The JTAC/FAC(A) must visually acquire the target or utilize targeting data from another
asset with accurate real-time targeting information. Type 2 control requires control of
individual attacks. While not required, if the tactical situation allows, the JTAC/FAC(A)
should make every effort to visually acquire the attacking aircraft and assess attack
geometry in order to provide an additional measure of safety, enhance SA, and be able to
abort the attack if necessary. Examples of when Type 2 control may be applicable are
troops in contact, night, adverse weather, and high altitude or standoff weapons
employment.

Type 2 control procedures are as follows:

i. The JTAC/FAC(A) visually acquires the target or acquires targeting data from
another asset with accurate real-time targeting information.

ii. The JTAC/FAC(A) passes the game plan and CAS brief to the attacking
aircrew.

iii. The attack aircrew validates target location by crosschecking that the position is
coincident with the expected target area, using all appropriate means.

iv. The aircrew will read back Line 4, Line 6, and any restrictions provided by the
JTAC/FAC(A).

v. The JTAC/FAC(A) will conduct correlation as required.

vi. The aircrew will provide an “IP INBOUND” call if requested.

vii. The attack aircrew will provide the JTAC/FAC(A) with an “IN” call, indicating
entering terminal phase of air-to-ground attack, prior to weapons release.
Aircrew should make this call at the appropriate time to allow clearance before
entering the release window. If a restriction in the form of a direction or final
attack heading (FAH) was given in the CAS brief, then it will be included with
the IN call.

Example: “IN from the South” or “IN heading 360.” All attacking aircraft are
required to provide an IN call unless coordinated otherwise.

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viii. JTAC/FAC(A) will provide a “CLEARED HOT,” “CONTINUE DRY,” or

“ABORT” based on the above procedures being met. In the case of a flight
conducting attacks together, the JTAC/FAC(A) may elect to either provide a
single clearance for the flight or each attack aircraft individually, based upon
the tactical scenario.

c. Type 3 Control

Type 3 control is used when the controller requires the ability to provide clearance for
multiple attacks within a single engagement and any or all of the following conditions
exist:

i. Controller is unable to visually acquire the attack aircraft at weapons release

ii. Controller is unable to visually acquire the target

iii. Attack aircraft is unable to acquire the mark/target prior to weapons release.

NOTE

Type 3 control procedures are not used during training at VT-86.

Methods of Attack.

The method of attack and type of control are separate and independent constructs. The method
of attack is an agreement between the supported commander, the JTAC/FAC(A), and the aircraft,
regarding the aircrew’s correlation requirement, and is completely independent of the type of
control. In CAS, correlation is the process by which the JTAC/FAC(A) coordinates and
confirms that the attacking aircrew, and/or a third-party contributor, has acquired the correct
target or mark. Correlation is required on each and every CAS attack. Method of attack conveys
the JTAC’s/FAC(A)’s intent for the aircraft prosecution of the target. The method of attack is
broken down into two categories, Bomb on Target (BOT) and Bomb on Coordinate (BOC).
These two categories define how the aircraft will acquire the target or mark. Any type of control
can be utilized with either method of attack and no type of control is attached to one particular
method of attack.

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Figure 2-1 Summary of Types of Control and Methods of Attack

BOT and BOC. JTACs/FAC(A)s will state the method of attack, whether BOT or BOC, as part
of the game plan prior to the CAS brief. These methods of attack apply to all types of control
and all ordnance employed in CAS missions. JTACs/FAC(A)s and CAS aircrews should think
of and use these methods of attack as a clear, concise, effective manner to communicate the
requirements for correlation from CAS aircraft employing ordnance. Effective use of BOT and
BOC constructs to clarify JTAC/FAC(A) and CAS requirements for a CAS engagement will
result in more expeditious attacks and help mitigate friendly fire and collateral damage. The
misapplication of BOT and BOC in tactical scenarios will often result in confusion between CAS
aircraft and JTAC/FAC(A), increased time to kill, and potentially cause friendly fire or collateral
damage.

A BOT attack requires that the JTAC/FAC(A)’s intended target or mark is

TALLY/CONTACT/CAPTURED by the aircrew. Coordinate accuracy and precision are not as
important as the JTAC’s/FAC(A)’s ability to aid CAS aircraft in acquiring the target.
Coordinates provided in the attack brief must be of sufficient fidelity to provide initial cueing to
the attacking aircraft and be used for fires approval. If at any point during the CAS
engagement, the attack aircrew is required to gain TALLY/CONTACT/CAPTURE the target,
it is a BOT attack. This delivery method is advantageous in numerous tactical situations such as
mobile target sets (whether stationary or moving); low threat environments that support
continuous target observation by CAS aircraft; situations where controllers are not able, or do
not need, to generate low Target Location Error (TLE) coordinates; or when
TALLY/CONTACT/CAPTURED by the aircrew. If a BOT attack is planned based on the
tactical scenario, then time should not be wasted conducting detailed precision and/or accurate
target coordinate generation. In many tactical scenarios suited to BOT attacks, delaying the
attack in order to generate a coordinate for BOC employment will increase the time to kill or
result in missed targeting opportunities.

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– For BOT missions, only the lead aircraft is required to read back Line 4 and Line 6,
in conjunction with other required restrictions. All attack aircraft will conduct read-
backs if requested by the JTAC/ FAC(A).

A BOC attack is used when the JTAC/FAC(A) determines that the desired effects can be created
against the target with CAS aircraft employing ordnance on a specified set of coordinates. The
coordinates must be of sufficient fidelity/mensuration to produce the desired effect on the target
and be used for fires approval. If the aircraft is never required to be TALLY/CAPTURED the
target or CONTACT the mark, it is a BOC attack. The JTAC/FAC(A) does not need to delay the
CAS attack in order to build CAS aircraft awareness to achieve target TALLY/CAPTURE. If a
BOC attack is planned based on the tactical scenario, then unnecessary exposure to the threat by
CAS platforms is avoided and time is not wasted conducting targeting confirmation. Great care
must be taken to ensure that the target location with the required precision and accuracy
determined in the commander’s tactical risk assessment is obtained and entered into the
weapon/navigation system. Aircrew will not modify coordinates once read back. For a BOC
attack, aircrew read-back will be from the weapon or aircraft system.

– For BOC missions, all aircraft delivering ordnance must read back Line 4 and Line 6
from their system or weapon, as appropriate, in conjunction with other required
restrictions.

10. Introduction to 9-Line CAS Brief

JTACs/FAC(A)s will use a standardized briefing to pass information rapidly. The 9-Line CAS
brief, also known as the “9-Line Briefing,” is the standard for use with Fixed Wing (FW) and
Rotary Wing (RW) aircraft. The CAS briefing form helps aircrew to determine whether they
have the information required to perform the mission.

a. Line 1―IP. The Initial Point (IP) is the starting point for the run-in to the target.

b. Line 2―Heading and Offset. The heading is given in degrees magnetic from the IP
to the target. The offset is the side of the IP- to-target line on which aircrews can
maneuver for the attack.

c. Line 3―Distance. The distance is given from the IP to the target.

d. Line 4―Target Elevation. The target elevation is given in feet mean sea level (MSL)
unless otherwise specified.

e. Line 5―Target Description. The target description should be specific enough for the
aircrew to recognize the target.

f. Line 6―Target Location. The JTAC/FAC(A) provides the target location.

g. Line 7―Mark Type/Terminal Guidance. The type of mark the JTAC/FAC(A) will
use (for example, smoke, laser, or IR). If using a laser, the JTAC/FAC(A) will also

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pass the call-sign of the platform/ individual that will provide terminal guidance for
the weapon and laser code.

h. Line 8―Friendlies. Cardinal/sub-cardinal heading from the target (N, NE, E, SE, S,
SW, W, or NW) and distance of closest friendlies from the target in meters (e.g.,
“South 300”).

i. Line 9―Egress. These are the instructions the aircrews use to exit the target area.

j. Remarks/Restrictions. Supplies additional information important to the conduct of

the attack.

11. Advantages of CAS

a. Greater destructive power

b. Ability to attack targets that are safe from other supporting arms (i.e., beyond the
range of naval gunfire and artillery)

c. Ability to employ a wide variety of ordnance and tactics

d. Ability to engage moving targets

e. Ability to re-attack if threat environment is permissive

f. Ability to observe the battle area and engage targets unseen from the ground

12. Requirements for effective CAS

In addition to offering many advantages over other supporting arms, CAS also has some very
strict requirements that must be satisfied in order to be effective.

a. Requires local air superiority to provide security for the strike aircraft

b. Requires suppression of enemy air defenses

c. Ground commanders must provide the FACs with a responsive and effective means
of marking the targets for the CAS aircraft

d. Generally requires favorable weather

e. Requires flexible control

f. Requires effective two-way communication

g. Requires a prompt response by the CAS aircraft to the ground commander's request

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h. Requires aircrew and terminal controller proficiency in order to successfully execute

the complex CAS mission

13. Fire Support Coordination Measures (FSCM)

Within their operational areas, commanders employ permissive and restrictive FSCMs to
expedite attack of targets; protect forces, populations, critical infrastructure, and sites of religious
or cultural significance; clear joint fires; de-conflict joint fire support operations; and establish
conditions for future operations. Along with other control measures, FSCMs and their associated
procedures help ensure that joint fire support does not jeopardize troop safety, interfere with
other attack means, or disrupt operations of adjacent units. The primary purpose of permissive
measures is to facilitate the attack of targets, while the primary purpose of restrictive measures is
to safeguard friendly forces.

Restrictive Measures. Restrictive measures restrict the use of supporting arms for various
reasons. These include to safeguard friendly forces, protect religious sites, and de-conflict fires.

a. No Fire Area (NFA). An NFA is land area designated by the appropriate commander
into which fires or their effects are prohibited. Two exceptions are:

i. When the establishing HQ approves fires temporarily within the NFA on a

mission-by-mission basis.

ii. When an enemy force within the NFA engages a friendly force and the engaged
commander determines there is a requirement for immediate protection and
responds with the minimal force needed to defend the force.

Figure 2-2 No Fire Area (NFA)

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b. Airspace Coordination Area (ACA). A three-dimensional block of airspace in a target

area, established by the appropriate commander, in which friendly aircraft are
reasonably safe from friendly surface fires. There are two types of ACAs; formal and
informal.

i. Formal ACA. The airspace control authority establishes formal ACAs at the
request of the appropriate commander. Formal ACAs require detailed planning.
The vertical and lateral limits of the ACA are designed to allow freedom of
action for air and surface fire support for the greatest number of foreseeable
targets.

ii. Informal ACA. Informal ACAs can be established using separation plans and
may be established by any supported commander. An informal ACA is an
expedient measure designed to provide immediate, yet temporary control and
de-confliction. As such, informal ACAs are normally short-lived and not as
widely disseminated as formal ACAs. Aircraft and surface fires may be
separated by distance (lateral, altitude, or a combination of lateral and altitude),
or by time.

NOTE

ACAs are required read backs whenever given.

Figure 2-3 Formal ACA

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An ACA is normally established using lateral, altitude, or time separation, or a

combination thereof. The ACA is the primary FSCM that reflects the coordination of
airspace for use by air support and indirect joint fires.

Lateral Separation. Lateral separation is effective for coordinating fires against targets that are
adequately separated from flight routes to ensure aircraft protection from the effects of friendly
fires. Lateral separation allows coordinated attacks against two adjacent targets. The informal
ACA should be big enough to allow aircraft to operate over the target yet small enough to
minimize restrictions on supporting fire. JTAC/FAC(A)s can use lateral separation to divide the
target area into two or more engagement zones. While the separation measure may be described
by an MGRS, grid line, or latitude/longitude reference, terrain features have the added
advantages of simplicity and constant visual reference. This is an appropriate technique when
aircrews and firing units engage separate targets, and aircraft will not cross Gun-Target Lines
(GTL). JTACs/FAC(A)s must know the GTLs so they can prevent aircraft from flying through
trajectories.

For example: “Stay west of the 62 gridline” or “Remain west of the river.”

Figure 2-4 Lateral Separation of Artillery and Aircraft

Altitude Separation. Altitude separation is effective for coordinating fires when aircraft remain
above or below Indirect Fire (IDF) trajectories and their effects. This technique permits IDFs to
continue when the aircraft must cross the GTL. Avoidance of the IDF trajectory and
fragmentation pattern is provided by “stay above” or “stay below” altitude restrictions. The
JTAC/FAC(A) will coordinate with the firing unit to determine the appropriate entry argument
data to use when referencing the firing tables.

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Figure 2-5 Altitude Separation of Artillery and Aircraft

Time Separation. Time separation requires the most detailed coordination and may be required
when altitude restrictions from IDF trajectories adversely impact aircraft ordnance delivery (e.g.,
mortar trajectory). The timing of surface fires must be coordinated with aircraft routing. This
technique is appropriate when aircrews and firing units engage the same or nearby targets, when
IDF is providing SEAD in coordination with the aircraft attack, or when the target is being
marked by IDF. When de-conflicting sorties, the JTAC/FAC(A) must consider the weapons
fragmentation envelope and the likelihood of secondary explosions.

14. Time on Target (TOT)

Time on Target is a time at which the aircraft bombs are to impact the target and around which
supporting surface fires can be coordinated. TOT requires minimum communication. All
participants, air and ground, must understand the time standard in use (Zulu or local), and the
JTAC/FAC(A) may need to ensure all clocks are synchronized by providing a “time hack.” GPS
time is the standard for US and allied forces in establishing a common time reference and for
setting TOT. Strict adherence to timing by participants is required for aircraft safety. If a CAS
aircrew is unable to comply with the TOT, the CAS aircrew must inform the terminal controller
and should consider requesting an alternate TOT that can be achieved. Aircrews can update the
clock on check-in with air control/fire support coordination agencies.

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15. Procedural Control Measures

Procedural control measures provide target orientation to aircrew, align aircraft for the attack
and/or egress, provide separation from other supporting fires, and provide separation from enemy
air defense assets. Procedural control measures include Control Point/Initial Point (CP/IP)
selection, keyhole, offset direction, and Final Attack Heading (FAH).

a. CP/IP Selection. The JTAC/FAC(A) selects the CPs/IPs based on enemy

capabilities, target orientation, friendly location, weather, aircraft capabilities, and
FSCMs. CPs and IPs should be visually significant geographic points whenever
possible so that aircrew can visually acquire them in the event of a degraded
navigation system or GPS denied environment. IPs are normally located 5 to 15
nautical miles from the target for FW aircraft.

b. Keyhole. Keyhole template is an efficient method for establishing an IP in the

absence of control points or when their location does not sufficiently support target
engagement. When CAS aircraft are passed to a JTAC/FAC(A) from a CP, the
JTAC/FAC(A) should immediately pass an “Echo” point (typically the target) to
those CAS players, and then anchor their hold point off of the Echo point with a
direction and distance in nautical miles. Aircraft should hold outside the distance
given. The standard keyhole method is to label each of the cardinal directions with a
letter: A―North, B―East, C―South, D―West, and E―Overhead Target and use
radials when cardinal directions are not appropriate (Figure 2-6). The JTAC/FAC(A)
selects the IP based on enemy threat capabilities, target orientation, friendly location,
weather, aircraft capabilities, and fire support coordination requirements.

i. If the tactical situation dictates that an IP north of the target is necessary, then
holding instructions for the CAS players might sound like this:

Halo-11: “Hammer- 11, advise when ready to copy Echo point.”

Hammer -11: “Hammer- 11, ready to copy.”

Halo-11: “North 31 10 30, West 088 36 20.”

Hammer-11: “Copy, North 31 10 30, West 088 36 20.”

Halo 11: “Hammer-11, proceed to Alpha 8, angels 15, report established.”

Hammer-11: “Hammer-11, established Alpha 8, angels 15.”

ii. A cardinal direction may not always be appropriate for an IP. In these
situations, any radial from the target can be used for holding instructions. For
example:

Halo-11: “Hammer-11, proceed to the 240 at 8, angels 15, report established.”

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Hammer-11: “Hammer-11, established 240 at 8, angels 15.”

Figure 2-6 Keyhole Example

This template allows for unlimited flexibility in IP selection and precludes the need to
generate IPs for an entire operational area, many of which may never be used.
However, by choosing the keyhole method, the JTAC/FAC(A) will probably not have
a visually/geographically significant hold point on which attacking aircraft can orient.

i. Overhead: “From the overhead” From the overhead is an attack from an orbit
over the target area.

ii. For FW level-laydown, or bunt deliveries, the distance required for the attack
should be considered and used in lines 1-3. The airspace required for these
attacks does not support “from the overhead.” For example, a FW Precision
Guided Munition (PGM) delivery run will typically begin about 8-10 nautical
miles from the target.

iii. If the aircraft is attacking from an orbit over the target area, then Lines 1-3 can
be “from the overhead” or “Lines 1-3 N/A.”

c. Offset Direction. The offset direction tells the aircrew on which side of the IP-to-
target line they can maneuver for the attack. JTACs/FAC(A)s can use an offset
direction to ease fire support coordination, align the aircraft for the attack or egress,
or keep aircrews away from known threats, but they are not required. An offset
direction aids fire support coordination by restricting aircrews from using airspace on
the side of the IP-to-target line where there might be a conflict with a GTL. The
offset direction regulates the attack quadrant without assigning a specific attack
heading. When given, aircrew are required to adhere to the restriction of the offset
direction.

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Figure 2-7 Offset Direction Example

d. Final Attack Headings. JTACs/FAC(A)s assign attack headings for several reasons:
to increase ground troop safety, aid in aircraft acquisition by the JTAC/FAC(A), aid
aircrews in target acquisition, mitigate collateral damage, meet laser safety cone
attack restrictions, and facilitate fire support coordination. Controllers may employ
FAHs/windows that allow aircrews to maneuver on either side of the attack heading.
This gives aircrews more flexibility in prosecuting the target while maintaining the
required degree of restriction on the aircraft heading. Final attack headings are not
issued when there is no requirement. JTAC/FAC(A)s should attempt to place as few
restrictions as possible on attacking aircraft. Unnecessary or overly restrictive run-in
restrictions often increase the time required to attack, decrease the flexibility and
survivability of the flight, and increase the likelihood of an aircraft not expending its
ordnance because it was outside of parameters. JTAC/FAC(A)s should limit
restrictions to the minimum required; however, any final attack geometries provided
as part of the CAS briefing in the form of headings or directions are by definition
“restrictions” and therefore must be read back. FAHs should be given in increments
of 10 to avoid unnecessary comms. The following are examples of briefed final
attack geometry:

i. Magnetic heading: “Final attack heading 230.”

ii. Magnetic headings with a cone: “Final attack heading 240-300” or “Final
attack heading 270 plus-or-minus 30 degrees.”

iii. Use of cardinal/sub-cardinal directions: “Hammer-11, make your attack from

northeast to southwest.”

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iv. Use of a geographical reference: “Make all attacks parallel to the road.”

202. MISSION PLANNING

As with all missions, pre-flight planning is critical for success in CAS. The factors involved are
varied, complex, and dynamic. The overall main planning factors involved are:

a. Mission objective

b. Friendly situation

i. Deep, close, or rear ops

ii. Offensive/defensive ops

c. Ground Combat Element (GCE) scheme of maneuver

i. Supported unit positions

ii. Attack axis

iii. Control measures

iv. Timing

d. Enemy Situation

i. Potential targets

ii. Ground air capabilities

iii. IADS (Integrated Air Defense System) locations/capabilities

iv. Assessment of threat (discussed in detail later)

(a). Low

(b). Medium

(c). High

1. Target Area Study/Chart Preparation

CAS missions require precision and coordination; being familiar with the target area is one of the
keys for success. The first step in planning a CAS mission is to prepare a chart of the AOR or
target area. Use a TPC (1:500,000) or preferably a JOGAIR (1:250,000). Plot all the CPs/IPs

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that are listed by Lat/Long or UTM grid in the Air Annex of the Air Tasking Order (ATO).
Remember CPs/IPs are easily identifiable geographical reference points from which the FAC can
coordinate a CAS mission and deliver aircraft to the target. At VT-86, all mission planning is
done and published on the VT-86 E-brief website. All SNFOs shall be thoroughly familiar with
all CAS products and TGT areas prior to each event.
Once in the aircraft, enter each CP/IP under a waypoint so that GPS/INS steering to each is
available. Plot all friendly locations, if given by the DASC, as soon as you get them. This
information can change rapidly depending upon the speed of the advancement of friendly forces
so get the latest updates from the DASC or the JTAC/FAC(A).

Effective tools for the aircrew in CAS are the 1:50,000 and gridded imagery charts. The target
area minimum safe altitude (MSA), terrain funneling features, possible threat locations, and
avenues of approach (roads, trails, river washes, etc.) should be annotated. In the absence of a
1:50,000 chart, for this syllabus we will use satellite imagery of the target complex to mark and
identify targets passed by the FAC(A) via talk-on.

Due to the dynamic nature of CAS, not all missions will allow for extensive pre-flight target area
or map study. However, if aircrews have the potential to be re-directed to CAS missions, being
familiar with regional CAS procedures and potential target areas cannot be overemphasized.

It is essential for aircrew to have the information available to them in the cockpit while
conducting CAS. “Smart Packs” are commonly used with CAS missions due to the complexity
of the mission and the precision required for its execution. Smart Packs normally include target
area imagery (Figure 2-8), 9-Line cards, CP/IP matrix, waypoint plans, frequency plans, and
weaponeering cards.

Figure 2-8 Shelby Range Target Area Imagery with Friendly Forces/Potential Targets

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CAS missions in VT-86 are normally conducted in the DeSoto/Bullseye MOAs, Shelby Range
(R-4401), Camden MOA, or the Pensacola South MOA. Sequences 2 and 3 in the aircraft
waypoint loads are reserved for DeSoto and Pensacola South MOA and are not to be changed;
the applicable sequence will be boxed throughout the mission. Camden MOA sequences or
other MOAs if on detachment are to be constructed per the In-Flight guide if executing a CAS
event there. Sequence 1 is open for SNFO manipulation, and will be used for setting up the
CP-IP-TGT-ECP sequence after receiving a Joint Tactical Air Request (JTAR) or 9-Line.

2. CP-IP Matrix

Once each CP and IP is plotted, build a heading and distance matrix. Take a blank CAS Briefing
Card and list all the CPs down the left side and all IPs across the top. Next, measure the heading
and distance from each CP to each IP and enter it in the appropriate box. This matrix provides a
quick reference for determining the distance from each CP to each IP. Simply add the IP to
target distance to the CP to IP distance to determine the total distance to the target.

3. Distance/Groundspeed Matrix

The Distance/Groundspeed Matrix is a quick reference for computing the en route time from the
CP to the target, depicting Time-to-Go (TTG). TTG reflects the time required to fly a given
distance, based on a groundspeed of 360 knots (6 NM/min). TOT is the time at which ordnance
will impact the target, not the time the aircraft will be overhead the target. Because of this, the
aircrew must take into account the effect that the delivery maneuver and bomb time of fall will
have on timing to the target. SNFOs shall be within +/- 10 seconds to the TOT. If unable to
make the TOT within 10 seconds, notify the JTAC/FAC(A) as soon as possible.

Figure 2-9 Distance/Groundspeed Matrix

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4. Briefing

The following items should be present or completed prior to the CAS briefings:

a. File a DD 1801 flight plan or put appropriate stereo route on file

b. Set up the briefing board with Z diagrams (in MSL and AGL) and safety data

c. Prepare a kneeboard card for the instructor with Z diagrams in MSL and AGL

d. Ensure kneeboard packs include all charts and planning materials covered above

e. Have a briefing guide and T-45C models in briefing room

f. Have a tactical call-sign for the flight

g. Check weather, NOTAMS, TFR, and BASH for all working areas and applicable
diverts.

SIM events (CAS 3101-3104)

a. SNFOs will brief Admin, Emergencies, TAC Admin, and CAS brief.

b. The instructor will conduct a FAC-to-Fighter briefing outlining general CAS Area of
Responsibility (AOR) procedures, de-confliction, and safety.

Flight events (CAS 4101-4290)

a. SNFOs will brief an Admin overview, weather (with recommendations), and CAS
brief.

b. Lead IP will brief Admin, Emergencies, and TAC Admin with a more in-depth
discussion of formation coordination and tactics with all aircrew. SNFOs shall be
prepared to brief weather, NOTAMS, TFR, BASH, TOLD data, and training rules.

c. FAC (A) instructor will conduct a FAC-to-Fighter briefing outlining general CAS
AOR procedures, de-confliction, and safety.

203. EXECUTION

1. Request of Air Support

Once a rough location for the target has been determined, and commander’s desired effects are
known, JTACs should request air support at the earliest possible opportunity due to the transit
time required for CAS aircraft to arrive on station.

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Joint Tactical Air Requests (JTAR)s (Figure 2-10) are preplanned CAS missions utilized by
Direct Air Support Centers (DASC) and FACs to expedite the passing of target information for
preplanned targets in the CAS environment. JTARs incorporate mission information utilizing
the same 9-line format. If strikers have a specific JTAR onboard, FACs will have strikers
execute the appropriate JTAR, changing any of the information as necessary. As with a 9-line
briefing, strikers have the same obligation to read back lines 4 and 6 as well as any restrictions.

Figure 2-10 Joint Tactical Air Request Form (JTAR)

2. Check-In Briefings

DASC Check-in: Lead SNFO will check-in with the simulated DASC on the assigned TAC
frequency after the initial check-in on deck. Upon successful completion of the DASC check-in,
Lead SNFO will call base and ground for taxi instructions. Figure 2-11 illustrates the check-in
using the MNPOPCA format:

M Mission Number

N Number/Type Aircraft

P Position and Altitude

O Ordnance

P Playtime or Time on Station

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C Capabilities / Type Sensor

A Abort Code

Figure 2-11 CAS Check-in (MNPOPCA)

An example of DASC check-in on deck is as follows:

a. Hammer-11 (AUX): “Chieftain, Hammer-11”

b. Chieftain (AUX): “Hammer-11, Chieftain, Go Ahead”

c. Hammer-11 (AUX): “Chieftain, Hammer-11, Mission number 31-11, on deck-Navy

Pensacola, up as fragged” (with exception if A/C fallout)

d. Chieftain (AUX): “Hammer-11, Chieftain copies all, proceed to R4401 at OLDS

blocks 2-4, and contact Halo-11 once established.”

e. Hammer-11 (AUX): “Hammer-11”

JTAC/FAC(A) Check-in: Lead aircraft shall contact the DASC prior to entering the airspace for
handoff to the FAC and for airspace holding instructions ONLY if holding instructions were not
given during the initial DASC check-in. An example of FAC check-in airborne (utilizing
MNPOPCA format) is as follows:

a. Hammer-11 (AUX): “Halo-11, Hammer-11, 20 miles south of R4401 ready for

check-in”

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b. Halo-11 (AUX): “Hammer-11, Halo-11, proceed to OLDS, blocks 2-4 and call
established, go with your check-in”

NOTE

If the SNFO has already been given holding instructions from the
DASC, then the position shall be repeated in the check-in as
below.

c. Hammer-11 (AUX): “Hammer-11, mission number 31-11, 3xT-45, proceeding to

OLDS blocks 2-4, 2xMK-82, 2xGBU-12 code 1688, and 350 rds of 20 mm per
aircraft, 30 minutes of playtime, I have WGS-84, GPS time hack, SITREP Kilo, Abort
will be abort, ready to copy”

d. Halo-11 (AUX): “Hammer-11, Halo-11 copies all, advise when ready for SITREP
update”

NOTE

Once the Lead SNFO has contacted the controller, then control of
all aircraft in the operational area resides with the JTAC/FAC(A)
until KIO.

After receiving the check-in, the controlling agency (DASC, JTAC, FAC(A)) will update the
SITREP and pass amendment to holding instructions if required.

3. Situation Reports (SITREPS)

SITREPS give strikers the current information dealing with friendly and enemy positions,
threats, ordnance required or restricted, and restrictions. SITREPS are usually identified by a
letter (managed similarly to ATIS information). Example: The current SITREP is SITREP G
(Golf). SITREPs will be passed by the DASC, JTAC or FAC(A) in numerous formats, including
the TTFACOR format as follows:

T –Threats

T – Targets

F – Friendlies

A – Artillery

C – Clearance Authority

O – Ordnance

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R – Remarks/Restrictions

An example of a SITREP (utilizing TTFACOR format) is as follows:

Halo 11 (PRI) "SITREP G is current"

T- “An un-located SA-6 is in the area as well as Gen 2 MANPADS”

T- “Targets in Shelby Airfield include mechanized vehicles and mortar teams”

F- “B Company established in NFA-1”

A- “B5C is at Gun Position 3 max ord 11K”

C- “FAC(A) Monroe-13 has overall clearance authority

O- “Request PGM”

R- “Keep all effects of fires outside NFA-1. Winds on deck are out of East at 10kts”

Updates to recent information are often passed as changes-only, instead of restating the entire
SITREP. Regardless, TTFACOR is a mnemonic used to remember all the pieces of information
that need to be passed/considered; the order used to convey all the information is largely a matter
of technique.

4. Game Plan

The game plan, at a minimum, will contain the type of control and method of attack. In addition,
the following can be part of the game plan or passed in remarks: the ground commander’s intent,
the ordnance effects desired, or the ordnance and fuze combination required, if known. Aircraft
interval can also be specified by the JTAC/FAC(A). At VT-86 and in the fleet, the TMOI format
(Type, Method of Attack, Ordinance, and Interval) has become the standard initial game plan
format.

The JTAC/FAC(A)’s intent is not to dictate aircraft tactics, but to offer a plan that meets the
commander’s intent. Developing the game plan in the following order provides a logical flow
working backwards from the target:

a. Type of TAC. Type of TAC is based on several factors that include the type of
ordnance employed, the JTAC’s ability to observe either the aircraft or the target, the
best method to mitigate risk, and the speed of target engagement.

b. Method of Attack (BOT or BOC). The optimum method of attack are chosen based
on which method allows the quickest target engagement and is dependent on the
target type, how the target will be acquired, and the situation.

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c. Aircraft Ordinance and Interval. JTACs can request specific ordinance and impact
intervals based on target, threat, friendlies, artillery/SEAD/laser de-confliction,
ordnance, restrictions, weather, etc. The aircrew, in coordination with the JTAC, is
responsible for deriving its own tactics in meeting the ground commander’s intent.

NOTE

At VT-86, interval will be a minimum of 1 minute for safety.

An example of a Game Plan is as follows:

a. Halo-11 - “Hammer, advise when ready for game plan.”

b. Hammer-11 - “Hammer-11, ready to copy.”

c. Halo-11 - “This will be a Type 1, BOT, 1xMK-82 per aircraft, one minute interval,
advise when ready for 9-Line.”

d. Hammer-11 - “Hammer-11, ready to copy 9-line.”

5. 9-Line Briefing

The 9- Line briefing is transmitted to the aircrew by the controller who will read only the
information necessary to fill in the 9-line briefing. The full 9-line briefing will be given in
groups of 3 lines with a pause between each group of 3-lines. After the 9-lines are given, the
controller will pass remarks (if any) and restrictions, including TOT. After typing in or verifying
target coordinates, aircrews are required to read back lines 4 and 6 (from the aircraft’s waypoint
page) as well as restrictions.

The first priority for SNFOs is to ensure the target coordinates are entered correctly. Once this is
accomplished, the timing from the CP – IP – TGT must be calculated quickly; if this timing is
not known, SNFOs cannot accept or reject the given TOT. A great time to calculate this is when
wingmen are reading back Lines 4, 6, and restrictions.

Aircrew should use a kneeboard card to copy the 9-Line as the FAC(A) reads it (Figure 2-12).
During and following the 9-line Briefing, the aircrew has the following options:

a. During the 9-line briefing, if the aircrew missed one or more lines of information,
respond once the 9-line brief is complete with "Say again line 1" or “Say again lines
4 and 5." Anything greater than two missed lines, respond with “say again 9-line.”
Never use the word “REPEAT” (it is a term used exclusively for artillery, meaning to
fire another salvo on the same target location).

b. If the aircrew is unable to make the given TOT, then respond with "C/S unable.” If
you are unable to make the TOT, then pass a TOT you can comply with in order to
keep the situation efficient and get you to the target as quickly as possible. Example:
"C/S unable time 22, but can make time 24."

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c. If you are able to comply with the given TOT, then respond by repeating the TOT,
"C/S TOT 22.” This is now the contract between the aircrew and the FAC that your
ordnance will hit the target at this agreed upon time.

An example of a 9-Line brief is as follows:

Halo-11 - “Hammer-11, advise when ready to copy 9-Line.”

Hammer-11 - “Hammer-11, ready to copy.”

Halo-11 - “AUDI, 180 right, 4.5” (Pause)

Halo-11 - “3-0-0 feet, SPEAR, North 31 08 40 West 088 59 00” (Pause)

Halo-11 - “No mark, East 800, egress east to OLDS Angels 2 and 3. Advise when ready
for remarks and restrictions.”

Hammer-11 - “Hammer-11, ready.”

Halo-11 - “Final Attack Heading 100-180, remain east of Highway 29.”

Hammer-11 - “Hammer-11, copies all.”

Hammer-11 - “Hammer-11, ready for readbacks.”

Halo-11 - “Hammer-11, go with read-backs.”

Hammer-11 - “Hammer-11, 3-0-0 feet, North 31 08 40 West 088 59 00, Final Attack
Heading 100-180, remain east of Highway 29.”

Halo-11 - “Hammer-11 good read-back, Hammer-12 go with read-back.”

Hammer-12 - “Hammer-12, 3-0-0 feet, North 31 08 40 West 088 59 00, Final Attack
Heading 100-180, remain east of Highway 29.”

Halo-11 - “Hammer-12 good read-back.”

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Figure 2-12 Standard 9-Line Kneeboard

6. Mandatory read backs per JP 3-09.3

a. Aircrew are required to read back lines 4, 6, and restrictions.

b. If issued, FAHs, ACAs, danger close, and TOTs shall always be considered
restrictions and will be read back. In addition, if the JTAC/FAC(A) requires
additional information to be read back, the aircrew shall do so.

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NOTE

For Line 4, MSL is understood; if using any other datum, it must

be stated.

7. Correlation / Talk-on / Enhanced target description

Target correlation is the process by which the controller ensures the attacking aircraft is planning
to attack the desired point of impact. Correlation is at the discretion of the controller and can be
satisfied by any means. At VT-86, you will most commonly find the following forms of
correlation:

a. Bomb On Target: chart talk-on OR visual talk-on

b. Bomb On Coordinate: read-back from the aircraft’s waypoint page

A chart or visual talk-on will be executed by the JTAC/FAC(A) with the strikers on all BOT
missions. All talk-ons will be performed between the JTAC/FAC(A) and Lead SNFO. SNFOs
shall annotate all targets on chart imagery for debriefing purposes and for overall SA.

Talk-on descriptions and directions should be simple and short, driving the aircrew’s eyes from
one point to another. JTAC/FAC(A)s should consider the best way to begin the talk-on.
Generally, talk-ons should be conducted big-to-small. A technique for doing this is to give
directions in the following format, known by the mnemonic, “FIDO:”

a. From a point (easily recognizable start point)

b. In a direction (cardinal/sub-cardinal direction)

c. Distance to travel (established unit of measure or meters)

d. Object seen (target or object the JTAC/FAC(A) wants the aircrew to see)

Some standard calls during talk-ons are:

a. “Contact” – Acknowledges sighing of a specified reference point (either visually, via

chart, or sensor)

b. “Anchor Point” – Starting point

c. “Unit of Measure” – Used as a visual measuring tool, i.e. length of a runway

d. “Visual” – Friendly aircraft/troops in sight

e. “Tally” – Target in sight

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f. “Chart Contact” – Plotted target on chart

g. “Not in sight, but I see…”

An example of a talk-on comm is as follows:

Halo-11 - “Hammer-11, call contact the Shelby airfield”

Hammer-11 - “Hammer-11, I see a northeast / southwest runway, with a road extending

east from the north end of the runway.”

Halo-11 - “Hammer-11, using the runway as one unit of measure, the target is half a unit
from the north end of runway along that east running road, target is a tank
pointed east.”

Hammer-11 - “Hammer-11, tally target.” Or “Hammer-11, chart contact.”

8. Danger Close Mission

Any mission within close proximity to any friendly forces regardless of weapons requested will
be deeming a “Danger Close” mission.

NOTE

Air-to-Surface Danger Close numbers are as follows:

Mk-82 = 285m GBU-38 = 270m

GBU-12 = 270m 20mm = 100m

It is permitted for SNFOs to read back 9-line and be correlated but not accept a TOT until after
Ground Force Commander’s (GFC) initials have been given. This is a TECHNIQUE in order to
not overlook GFC initials during an attack. For example:

Hammer-11 - “Halo-11, Hammer-11, this appears to be a danger close mission, request

Ground Forces Commanders initials”

Halo-11 - “Hammer-11, Halo-11, Ground Commanders initials are Juliet, Lima”

Hammer-11 - “Hammer-11, copies Juliet, Lima”

An example of a Danger Close mission read back comm is as follows:

Halo-11 - “HALO-11, Standing by for readbacks”

Hammer-11 - “Hammer-11, 121 Ft,

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North 31 04 31,

West 087 45 44,

Final Attack Heading 180 through 210,

Stay Above 11 thousand,

Ground Force Commanders Initials are Juliet, Lima”

Or

“Standing by for Ground Force Commanders Initials” (Only If GFC initials

were not passed during restrictions).

Halo-11 - “Hammer-11, good read-back”

9. Timing

Time of weapon impact shall be within +/- 10 seconds of planned Time on Target (TOT). To
make this happen the SNFO shall calculate a “push time” working backwards from the TOT.
CP/IP and keyhole push times will be calculated using the appropriate matrix. Once this has
been calculated, the SNFO should pass the push time to the pilot over the ICS and continually
update the time to go.

a. SNFO (ICS) - “Push time, 51+46”

b. SNFO (ICS) - “1 minute to push…… 30 seconds to push…… Push”

There are no minimum or required number of ____ to push calls, but should be given when time
allows to enhance pilot SA.

At time of weapon release, the SNFO shall record the time the bomb was released (noted by the
audible release tone and weapons release cue on the HUD repeater). From this time, the SNFO
shall calculate the time of impact by adding the time of fall of the weapon. For time of fall,
SNFOs shall use the times below.

a. Pop-attack: add 10 seconds

b. Dive: add 15 seconds

c. Level laydown: add 30 seconds

If the SNFO recognizes at any time that TOT will not be met (taking into consideration throttle
and geometry manipulation), then the SNFO shall announce this to the controller and request
either a new TOT or a “rolex.” However, if the aircraft fails to cross the push point at calculated

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push time but is still able to meet TOT via a change in ground speed or ingress route, then the
aircraft is on time and does not need a rolex or to announce pushing late.

If passing a push point or IP AND unable to make the planned TOT with manipulation of either
ground speed or ingress route, then the SNFO shall announce this to the controller. Pushing
comm examples:

Hammer-11 - “Hammer-11, pushing”

Halo-11 - “Hammer-11, continue”

(if recognized at push point)

Hammer-11 - “Hammer-11, pushing 30 seconds late”

Halo-11 - “Hammer-11, continue” OR “Hammer-11, abort”

NOTE

If “continue” is given, then the controller accepts the late/early

push and the striker is safe to proceed with the later TOT.

(if recognized at IP)

Hammer-11 - “Hammer-11, IP inbound 30 seconds late”

Halo-11 - “Hammer-11, continue” OR “Hammer-11, abort”

NOTE

Be vigilant of timing and inform the JTAC/FAC(A) as soon as

possible for safety of flight if outside of ± 30 seconds TOT.

10. DASC Checkout Briefing (In-flight Report)

Following the attack the JTAC/FAC(A) will provide the flight with a Battle Damage Assessment
(BDA). SNFOs should copy BDA verbatim as this data must be relayed to the DASC during the
checkout (DASC checkout brief/In-flight Report). The BDA is extremely important, as CAS
agencies must decide whether more aircraft are necessary to attack the target. A sample of the
information contained in a DASC checkout briefing is shown in Figure 2-13.

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Figure 2-13 In-flight Report

DASC checkout is normally conducted during the en route portion of the RTB. If time and
workload prevent an in-flight report to be performed during the RTB, it should be conducted
during the Tactical debrief on deck. As discussed earlier, TOT is calculated from time of
weapon release by adding 30s for a level release, 15s for a dive, or 10s for a pop-attack.

204. FLIGHT CONDUCT/FLOW

The conduct of each CAS flight in VT-86 will be highly standardized to maximize training in the
range area.

1. On Deck/En route/Range Check-in

Each SNFO should set their recorders to Left Aft MFD and setup STRS page accordingly on
deck:

a. Bomb selected with quantity per mission brief (e.g. 2xGBU-12 and 2xGBU-38 =
quantity 4).

b. CCIP boxed

c. Coordinates in degrees-minutes-seconds

After setup, SNFOs will re-select NAV mode for the en route portion.

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After initial flight check-in and a nav check to the prebriefed point, Lead SNFO will check-in
with the DASC on Tac Freq prior to taxi and will be passed the current SITREP, holding
instructions and FAC frequency. The FAC(A) aircraft will normally be “dash last,” however if
there are more than four aircraft in the flight, the FAC(A) will proceed as a single. The flight
will adhere to the IFR clearance and division flight procedures outlined in Chapter 1.

Clearance into the range will be obtained from Range Control. This procedure only pertains if
working in a range that has a range controller. The R-4401 (Shelby Range) is the only range in
the local area that requires a clearance, but others may be encountered on detachment or in the
fleet. A restricted area may not be entered without clearance from the appropriate controllers.
Clearance to enter the Range will be requested from the FAC(A) aircrew after JERYS; however,
the SNFO shall be prepared to make the range check-in if necessary. The following flight
information will be passed to Range Control on check-in:

a. Flight call-sign

b. Number and type of aircraft in the flight

c. Position (relative to the target)

The FAC(A) aircraft will proceed overhead the target for check-in while the remaining aircraft in
the division proceed to the holding CP/IP as assigned by the DASC/JTAC/FAC(A). Once Tac
Admin complete, the flight will check in utilizing the previously outlined communication
procedures while proceeding to their briefed holding point.

2. Fence-In/Range Procedures

Lead SNFO will ensure the division is fenced-in via the procedures outlined in the TAC SOP
(P-821 Appendix D). Once in the range, the FAC(A) will run the CAS scenario and will be the
overall coordinator for safety and de-confliction. All dive clearances in the target area will be
given by the FAC(A). All instructions given by the FAC(A) and/or range controller are
mandatory, including assigned altitudes or directive communications. CAS specific Fence-in
procedures are as follows:

a. MSTR ARM – SAFE

b. A/A TACAN – SET as required

c. DISPLAYS – LMFD – HUD repeater, RMFD – HSI

d. BINGO – SET to JOKER

e. RECORDER – ON (Left Aft MFD)

f. MSTR MODE – A/G master mode (remain in A/G master mode until KIO call)

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g. SQUAWK/STROBE – 4000 (or as assigned)/ON

NOTE

(All aircraft shall squawk 4000 or ATC assigned squawk within

the confines of the MOA. If operating in a MOA IFR, then lead
retains ATC assigned squawk. All aircraft shall operate with
Strobes – ON until KIO).

3. CAS Overall Flow

CAS missions at VT-86 will be either Low-, Medium- or High-Threat scenarios with associated
tactics. The JTAC/FAC(A) will brief surface to air threat and threat level, SNFOs should
determine the associated tactics for the threat level (explained in a later section). All runs will be
planned to be flown at 360kts groundspeed. The overall flow for the VT-86 CAS missions is as
follows:

a. Check in with DASC on deck

b. Check in with JTAC/FAC(A) airborne after flight is “Fenced In”

c. Report Established in holding stack at CP/IP

d. Execute a fuel check

e. JTAC/FAC(A) passes mission Game Plan/9-Line

f. SNFOs enter target coordinates into waypoint 1 and read back lines 4, 6, and
restrictions

– Read back elevation and coordinates off waypoint page

g. Plot coordinates onto imagery and ask yourself three questions

i. Does it make sense regarding the TGT description?

ii. Does it make sense in regards to friendly location?

iii. Am I currently correlated? BOC vs BOT

h. Complete Air-to-Surface checks including CRS set-up (FAH)

i. Set-up SEQ 1 if using CP/IP tactics (CP-IP-TGT-ECP)

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j. JTAC/FAC(A) initiates talk-ons (for BOT missions)

– Once TGT is acquired, striker will make the “Chart contact” or “Tally” comm

k. JTAC/FAC(A) passes TOTs

l. SNFOs read back TOTs

i. Calculate Push Time

ii. If unable to accept a TOT, offer a new TOT

m. SNFOs direct IP to push on time!!!

n. Aircraft will push in 1 minute intervals or per the Game Plan

o. Execute Target attack and egress to Egress Control Point (ECP)

p. After last striker calls “Off safe,” Lead SNFO will make the “Established” comm.
Give the last striker 10-15 seconds to ensure a valid safe escape has been
accomplished.

q. Execute a Fuel check

r. JTAC/FAC(A) passes BDA

s. New TGT as required

NOTE

SNFOs are reminded to push on time. Although using the entire

system with the CP-IP-TGT-ECP sequence is desired, do not
forget the priority. A common mistake is to be heads down typing
in the sequence and miss the push time.

NOTE

The above sequence of events is ONE example of how the event

will flow. SNFOs must be ready to flex based on the needs of the
FAC(A), the mission being executed, and the myriad factors that
could affect the mission execution.

4. Knock it off (KIO)/Fence-out

Once all training objectives have been completed, the controller will give a “FAC recommends
terminate” call on the control frequency. If the Lead IP agrees, the Lead IP will call KIO over

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CHAPTER TWO T-45C ADVANCED CAS PROCEDURES

the common frequency, then give a KIO roll call on AUX which will be echoed by all players.
Lead SNFO should then initiate the Fence-out.

a. MSTR ARM – SAFE

b. A/A TACAN – SET as required (Remain in A/A until rendezvous complete).

c. DISPLAYS – SET as required

d. BINGO – SET to Divert

e. RECORDERS – ON

f. MSTR MODE –NAV Master mode

g. SQUAWK/STROBE – Lead – ATC assigned, Wingmen – STBY (direct IP to set

squawk and secure strobes as required).

5. Final Rendezvous/RTB

At the end of the scenario, all aircraft will be directed to an egress point to rendezvous for the
RTB. All aircraft will maintain their assigned altitude until they have all preceding aircraft in
sight. The FAC(A) aircraft will join as Hammer-13 or 14 as appropriate or RTB as a single if
more than four aircraft are in the flight. Once the flight is rejoined, the Lead SNFO will switch
the flight to ATC and begin the RTB. The FAC(A) aircrew will check out with Range Control
as required. Battle Damage Checks will be conducted per the TACSOP or as briefed. Lead
SNFO will coordinate the division RTB as outlined in Chapter 1.

205. MISSION CONDUCT

1. Holding and Stack Instructions

At VT-86, each striker will be assigned an individual altitude for holding and will push to the
target as singles. There are two different types of holding techniques: Perpendicular and Parallel.

a. Perpendicular Holding

Perpendicular holding orients the aircraft in an oval or “figure 8” pattern over the CP
and perpendicular to the CP/IP run-in line. Turns of 180-degrees are standard, but the
tactical situation, number of aircraft and formation must be considered. Advantages
are that the aircraft are kept closer to the CP and it allows for larger timing
corrections; if the FAC(A) needs an immediate push, a perpendicular pattern will
allow for it. Disadvantages are that it may require aircraft to turn hard prior to push,
resulting in slower initial airspeeds. Also, aircraft are not oriented toward the target
or threat area to aid in pre-push visual lookout or sensor employment. Figure 2-14
illustrates a perpendicular holding pattern.

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Figure 2-14 Perpendicular Holding at CP

b. Parallel Holding

Parallel holding orients the flight in a racetrack pattern over the CP, parallel to the
CP/IP run-in line (Figure 2-15). An advantage of parallel holding is that it enables
aircraft to approach the CP on the correct CP/IP heading. Additionally, it allows for
sensor usage and visual lookout oriented toward the threat while flying inbound to the
CP. Disadvantages are that it can place aircraft a minute or more away from the CP,
and if for some reason the time hack is shortened, it may present a serious timing
difficulty.

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CHAPTER TWO T-45C ADVANCED CAS PROCEDURES

Figure 2-15 Parallel Holding at CP

The JTAC/FAC(A) is responsible for providing routing and safety of flight instructions to
aircraft entering and departing the target area. This provides safe passage for entering and
exiting aircraft, and allows the JTAC/FAC(A) to maintain a picture of the CAS stack and
positions of all assets.

Upon initial contact, the JTAC/FAC(A) shall at least give “maintain” current holding
instructions (if provided by the DASC) in order to establish control of aircraft and/or provide
holding instructions. The FAC(A) will provide de-confliction for assets upon check-in to include
holding areas, ingress and egress routings, and target areas.

All aircraft shall report “established” at their assigned altitude and holding point. Aircraft should
hold to the outside of their holding point or the distance given i.e., hold outside of 10 NM on the
360 radial when holding at A10. During an attack, strikers shall maintain their holding altitude
until the aircraft has passed the holding point and be at their ingress altitude prior to passing the
Initial Point for CP/IP tactics. For keyhole tactics, strikers shall maintain their holding altitude
until IP inbound. From the IP to the target, the attacking aircraft shall be on the offset side of the
ingress heading directed by the controller in line 2 of the 9-line brief. During egress, strikers
shall be at their assigned holding altitude within 2 NM from their egress holding point. Ensure
you are clear of the FAC(A)’s airspace (3 NM outside the target area) prior to climbing. An
example of established comm is as follows:

Hammer-11 - “Hammer-11, established OLDS, angels 2”

Hammer-12 - “Hammer-12, established OLDS, angels 3”

Hammer-13 - “Hammer-13, six miles west of OLDS, angels 4”

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T-45C ADVANCED CAS PROCEDURES CHAPTER TWO

(Hammer-13 has yet to reach OLDS. Notice that Hammer-13 did not use the word
“established”)

Halo-11 - “Halo-11” (acknowledging established calls from all strikers)

NOTE

The FAC(A) owns de-conflictions, altitude stack, target area, and

off target flow. Aircrew shall adhere to all restrictions. If any
questions arise or safety of flight is in question, ASK and/or
INFORM the FAC(A).

2. FAC(A)’s Holding

The FAC(A)’s holding pattern will vary greatly throughout the time on station in order to
accommodate such tasks as target identification, coordinate generation, or visual acquisition of
CAS assets. If the threat and weather allows, the FAC(A) may wish to orbit over or near the
target. This will allow the FAC(A) to be in a position to accomplish talk-ons, provide final
clearance, and conduct other tasks previously listed.

NOTE

During a high threat scenario, the FAC(A) owns the airspace above
3,000’ AGL or 5,000’ AGL within 3NM of the target. The altitude
will depend on which pop diagram is being executed and will be
briefed during the FAC to Fighter brief.

NOTE

If the FAC(A) calls “visual,” this implies he/she sees the striker,
now owns de-confliction, and the fighter may maneuver
unrestricted while in the target area.

3. Air-to-Surface Checks

Prior to each target attack, SNFOs will conduct Air-to-Surface checks. A normal sequence will
have the SNFOs completing the A/S checks before the “Pushing” call. The A/S checklist should
be initiated NLT the IP. Different tactics and weapon selection will dictate when the Master
Arm will be placed to Arm. Aircrew should discuss when the pilot will select Master Arm.

4. Types of Delivery

There are three delivery methods: dive attack, pop attack, & level laydown

a. The three dive attack options at VT-86 are 30 degree roll-in, 15 degree roll-in, and 10
degree roll-in. Roll-ins are typically used in Low to Medium Threat situations.

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i. 30-degree roll-in is the primary tactic used for MK-82 employment.

ii. 15-degree and 10-degree roll-ins are secondary delivery methods used because
the roll-in altitudes are lower which allows for lower cloud ceilings, however
greater exposure to enemy threat.

NOTE

Any time a jet executes a dive or pop attack, the SNFO shall
monitor dive angle, release altitude, airspeed, and time of weapon
release but will not announce it to the pilot while in the dive
unless conditions warrant an abort. If questioned by an instructor,
the SNFO shall be able to recite what these parameters were AT
time of weapon release for the most recent attack conducted. Most
commonly, this will be asked during the egress or at the egress
holding point.

b. Pop attacks lower detection from enemy surface to air defense systems radars. They
are typically used in High Threat situations. The 10-degree pop attack is the primary
pop used at VT-86.

NOTE

The dive and pop attack delivery methods are used almost
exclusively with non-precision weapons i.e. MK-82s due to the
increased accuracy of employing from a dive delivery. Delivering
MK-82s from the dive or pop is what you will see at VT-86.
However, Precision Guided Munitions (PGMs) can be employed
from a dive attack in the fleet.

c. For level laydowns, ensure the target designation tic mark is within ± 5 degrees of
FAH in the HUD/ADI at time of release. Take note of the time at weapon release.
Level laydowns are typically associated with Low / Medium Threat situations.

i. Release Point

(a). Level laydown release window for all weapons is 3 ± 0.2 NM from the
target for all weapons. Pilots and CIs will strive to employ in the heart of
the window (i.e. 3 NM) in order to maximize probability of weapon
impact on Desired Point of Impact (DPI).

(b). If the weapons is released outside the employment window (i.e. >3.2 NM
or <2.8 NM), then the drop is deemed invalid and will not achieve a
simulated impact on the target. SNFOs should use CRM to ensure no
release outside of employment window.

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NOTE

It is acceptable if you have received clearance to drop AND your

pilot or CI has not released by 2.9 NM, then call “pickle” over ICS

ii. Laser Guided Bomb (LGB)

(a). Level laydowns with a laser guided weapon (i.e. GBU-12) require a
preparatory call for the laser operator to be ready to begin firing the laser
at weapon release. This preparatory call is made 10 seconds prior to
release of the weapon (i.e. 4 NM).

(b). After release of a laser guided bomb, the command “laser on” shall be
added to the end of the off-safe call.

NOTE

Level laydowns are used almost exclusively with PGM i.e.

GBU-12 & GBU-38. At VT-86 you will deliver PGMs using a
level laydown.

5. The “In” call

a. Authority to drop will be requested by the striker via calling at a minimum “In” or “In
Dry.” This call can be either “In Dry, heading XXX” or “In Dry from the (cardinal
direction).” There is no distance limitation for the “In” call. “In” shall be called as
early as possible ONLY after the aircraft has completed maneuvering and on
parameters to employ the current weapon.

b. When employing simulated ordnance, all aircraft shall call “In Dry” (i.e. flight
events).

c. When employing actual ordnance, all aircraft shall call “In” (i.e. simulator events).

d. For dive or pop deliveries: the “In” or “In Dry” call will be called by the pilot

e. For level laydown deliveries: the “In” or “In Dry” call will be called by the SNFO.
Prior to calling “In” to employ PGM, the following parameters must be met:

i. Straight and level flight

ii. Heading within ± 5 degrees of target designation

f. If clearance is not given by the FAC(A) after the “In” call and the weapons release
solution is approaching, the “In” call can be made again with voice inflection. This
cues the FAC(A) into the fact that clearance is needed immediately.

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6. Threat level

There are three threat levels: Low, Medium, and High. Determining the threat level will also
determine the type of holding and delivery, as discussed below.

a. Low Threat

The Keyhole template works well in a low-threat environment; it allows the

JTAC/FAC(A) to stack numerous aircraft near the target in different directions,
giving a more expeditious flow from stack to TGT. This method was used quite
effectively in the town of Fallujah. The FAC first reads the target location, and then
gives a bearing and distance from the target to hold or from which to commence the
attack. At VT-86, expect to do Keyhole or overhead holding and 30 degree roll-in
deliveries or level laydowns in a low threat environment.

NOTE

Any type of holding or delivery is permitted in a low threat

environment.

b. Medium Threat

There may be certain scenarios where the threat level in the target area prohibits the
loitering of friendly aircraft overhead the battlefield. Those threats could consist of
heavy Air Defense Artillery (ADA) or unsophisticated mobile SAM batteries. In
those cases, strikers will generally hold outside the target area at an assigned CP/IP
and ingress into the target area at high altitude to provide an altitude buffer above
those threats, allowing sufficient time and airspace to defend against such a threat as
required, as well as good overview of the target area for target acquisition. After
completing their attack, strikers are directed to egress back to a CP/IP outside the
threat ring for follow-on tasking or RTB. At VT-86, expect to do CP-IP/Keyhole
holding and 30 degree roll-in deliveries or level laydowns when medium threat is
present.

NOTE

Keyhole holding and/or pop attacks may still be utilized.

b. High Threat

When there is a significant surface-to-air threat in and around the target area,
comprised of multiple SAM systems (or a low ceiling combined with small arms
and/or MANPAD threats), the use of high-threat tactics becomes necessary.
High-threat tactics usually consist of a low-level ingress to utilize terrain masking, as
well as SEAD support, while providing limited exposure to the threat.

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Utilizing low pop tactics, strike aircraft are only vulnerable for a short period of time,
but at the expense of target acquisition time. For that reason, chart talk-on is
generally a FAC technique to provide SA of the target area prior to striker ingress.
Strikers are generally directed to egress at low altitude back to a CP outside the threat
ring for follow-on tasking or RTB. At VT-86, expect to do CP-IP/Keyhole holding
and pop attacks when high threat is present.

7. Types of Attacks

At VT-86, methods of weapons employment are as follows:

a. MK-82/Gun (Non-Precision) - Dive or pop delivery

b. GBU-12 (LGB) & GBU-38 (JDAM) - Level laydown

SNFOs will select the ingress tactic best suited to avoid enemy detection, Surface to Air threats,
and/or weather using the controlling agencies (JTAC/FAC(A)) recommendations and SITREPs
passed for the Target area. As described earlier, the three types of attack utilized at VT-86 will
be CP/IP, keyhole, and overhead. Z-diagrams utilized are the same as provided in the Strike FTI
and on the VT-86 E-brief website.

a. CP/IP Tactic

An example of High Threat / low-level delivery attack (pop attacks) comm is as follows:

“Hammer-11, Pushing” SNFO will make call departing CP at

calculated push time.

Begin descent to ingress altitude (500’).

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, IP Inbound” SNFO will make call departing IP. A/S

checks should be completed minus “Master
Arm.”

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, popping” Pilot will make call at the proper time.

“Hammer-11, tally target” Pilot makes call once tally target. Not a
required comm.

“Hammer-11, In dry, HDG XXX” Pilot will make call once aircraft is pointed
towards target.

“Hammer-11, continue dry” JTAC/FAC(A) will give strikers final

clearance.

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CHAPTER TWO T-45C ADVANCED CAS PROCEDURES

“Hammer-11, off safe, sim 1 away” Pilot will make call after weapons release
and safely executing safe escape procedures.

OR

“Hammer-11, Abort, Abort, Abort!” JTAC/FAC(A) may deem an attack unsafe

and “Abort” the attacking striker.

An example of Low-Medium threat / dive delivery attack comm is as follows:

“Hammer-11, Pushing” SNFO will make call departing CP at

calculated push time.

Begin descent to ingress altitude as briefed.

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, IP Inbound” SNFO will make call departing IP. A/S

checks should be completed minus “Master
Arm.”

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, tally target” Pilot makes call once tally target.

“Hammer-11, In dry, HDG XXX” Pilot will make call after roll-in and once
aircraft is pointed towards target.

“Hammer-11, continue dry” JTAC/FAC(A) will give strikers final

clearance.

“Hammer-11, off safe, sim 1 away” Pilot will make call after weapons release
and safely executing safe escape procedures.

OR

“Hammer-11, Abort, Abort, Abort!” JTAC/FAC(A) may deem an attack unsafe

and “Abort” the attacking striker.

An example of Low-Medium threat / Level Laydown delivery attack comm is as follows:

“Hammer-11, Pushing” SNFO will make call departing CP at

calculated push time.

Begin descent to ingress altitude as briefed.

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“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, IP Inbound” SNFO will make call departing IP. A/S

checks should be completed minus “Master
Arm.”

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, In dry, HDG XXX” SNFOs will make call as early as possible
once on parameters to give JTAC/FAC(A)
ample time to give clearance.

“Hammer-11, continue dry” JTAC/FAC(A) will give strikers final

clearance.

“10 seconds” SNFOs will make call at 4 NM to simulate

10 seconds prior to weapons release. LGB
deliveries ONLY.

“Hammer-11, off safe, sim 1 away, SNFOs will make call after weapons
30 seconds, laser on” release. Pilots safely executing safe escape
procedures. “Laser On” comm ONLY
required for LGB’s.

“HALO-11, Lasing 1688” JTAC/FAC(A) will make lasing comm once

strikers release weapon and make “Laser
On” comm for LGB deliveries.

OR

“Hammer-11, Abort, Abort, Abort” JTAC/FAC(A) may deem an attack unsafe

and “Abort” the attacking striker.

NOTE

At VT-86 expect all PGM deliveries to be Level Laydowns.

NOTE

“Cleared Hot” may be used in place of “Continue Dry” at instructor

discretion during simulator events to simulate actual weapons release.

b. Keyhole Tactics

During Keyhole tactics, level lay down, dive deliveries, and pop attacks can all be
utilized dependent on threat level. SNFO will determine the type of delivery
contingent on weapon requested, weather, and/or target area threat.

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An example of Low-Medium threat / Level Laydown delivery attack comm is as follows:

“Hammer-11, IP Inbound” SNFO will make call departing keyhole

holding instructions, e.g., departing A10.
A/S checks should be completed minus
“Master Arm.”

“Continue” JTAC/FAC(A) acknowledges strikers call.

“Hammer-11, In dry, HDG XXX” SNFOs will make call as early as possible
once on parameters to give JTAC/FAC(A)
ample time to give clearance.

“Hammer-11, continue dry” JTAC/FAC(A) will give strikers final

clearance.

“10 seconds” SNFOs will make call at 4 NM to simulate

10 seconds prior to weapons release. LGB
deliveries ONLY.

“Hammer-11, off safe, sim 1 away, SNFOs will make call after weapons
30 seconds, laser on” release. Pilots safely executing safe escape
procedures. “Laser On” comm ONLY
required for LGB’s.

“HALO-11, Lasing 1688” JTAC/FAC(A) will make lasing comm once

strikers release weapon and make “Laser
On” comm for LGB deliveries.

OR

“Hammer-11, Abort, Abort, Abort” JTAC/FAC(A) may deem an attack unsafe

and “Abort” the attacking striker.

NOTE

At VT-86 expect all PGM deliveries to be Level Laydowns.

An example of Low-Medium threat / dive delivery attack comm is as follows:

“Hammer-11, IP Inbound” SNFO will make call departing keyhole

holding instructions, i.e., departing A10.
A/S checks should be completed minus
“Master Arm.”

“Continue” JTAC/FAC(A) acknowledges strikers call.

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“Hammer-11, tally target” Pilot makes call once tally target.

Not a required comm.

“Hammer-11, In dry, HDG XXX” Pilot will make call after roll-in and once
aircraft is pointed towards target.

“Hammer-11, continue dry” JTAC/FAC(A) will give strikers final

clearance.

“Hammer-11, off safe, sim 1 away” Pilot will make call after weapons release
and safely executing safe escape procedures.

OR

“Hammer-11, Abort, Abort, Abort” JTAC/FAC(A) may deem an attack unsafe

and “Abort” the attacking striker.

c. Overhead Tactics

Recall “from the overhead” is a tactic in which strikers orbit over the target area. The
overhead position allows the aircrew to maintain high SA, look down into urban
settings, maintain a constant weapons solution, and maintain “Tally” and/or “Visual”
throughout the entire attack. Aircrew should strive to not depart and reenter during
an overhead mission. Departing the target area defeats the purpose of the tactic
unless the aircrew can maintain “Tally.” Strikers will remain at their altitudes as
assigned by the JTAC/FAC(A) and will intercept a Z-diagram from their current
altitude to execute a safe attack. The JTAC/FAC(A) may also elect to descend
aircraft in the stack to the roll-in altitude once the airspace is clear. Either way, RIP
distance must be adjusted based on altitude and winds.

For SA purposes, the JTAC/FAC(A) may ask for a “30 second” or “pushing” call.
The SNFO should use CRM with the IP to determine 30 seconds prior to roll in. A/S
checks shall be completed prior to rolling in. The “In” call will be made by the IP.

206. CAS SAFETY

The dynamics of CAS requires additional attention. The FAC(A) aircraft is the overall safety
observer in the range complex, and will provide for de-confliction of aircraft.

1. Lost Communication and Aircraft Malfunctions

If an aircraft loses radio communication after the CAS mission has started:

a. Prior to push – maintain last assigned holding instructions and wait for FAC(A) or
other aircraft to join on you.

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b. After pushing – execute ingress at expected ingress altitude, do not execute any dive
or pop attacks; rock wings over the target area and proceed with your egress
instructions making all calls in the blind. Hold at your egress point as assigned and
wait for the FAC (A) or other aircraft to join on you.

In either case, do not hold below Joker fuel. At or before reaching Joker fuel, if no other aircraft
can find you, squawk 7600, exit the MOA at your assigned altitude, and RTB complying with
the FIH and/or IFG.

If an aircraft experiences a serious problem while NORDO, the aircrew has the option to squawk
emergency and RTB or divert to an emergency airfield as required. Lead may dispatch a
wingman to assist.

2. Target Fixation

Every crew would like to get a bullseye on every run, but unfortunately, some have become so
engrossed in achieving a release solution that they have flown into the ground by fixating on the
target and disregarding the release altitude. This is especially a problem with forward firing
ordnance where it is easy to "follow" the projectile’s flight path. Last-second corrections usually
result in both a false sight picture and a loss of altitude. NFOs have traditionally played a large
part in preventing mishaps due to pilot target fixation. Safety requires a continual scan of the
altimeter in the low-altitude environment. Aborting a dangerous dive run is the responsibility of
each member of an attack aircrew.

3. Exceeding "G" Limits

Overstressing the aircraft is usually the result of a high onset rate of G, instead of applying it
smoothly when beginning the safe escape. An overstress is determined by the G pulled relative
to the aircraft weight and altitude. It is important to verify max G remains at or below NATOPS
limitations during fuel checks after each run. See the NATOPS manual for limitations. If an
overstress occurs, the aircrew will knock it off, notify the flight lead and proceed as instructed by
the FAC(A).

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 APPENDIX A
GLOSSARY

A100. GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY

Airspace Coordination Area (ACA) - The three-dimensional block of airspace in a target area,
established by the appropriate ground commander, in which friendly aircraft are reasonably safe
from friendly surface fires. The airspace coordination area may be formal or informal. Informal
ACAs may be assigned real-time by the DASC, TAC(A), or controller and include phrases such
as "remain east of the river," "remain at or above 7000," or "remain north of N 32° 18.0 feet."

Air Tasking Order (ATO) - Normally a joint publication, the ATO provides mission air
tasking, assignments, and related coordination information for all air assets operating in the
campaign, also known as the mission frag.

Battle Damage Assessment (BDA) - After conducting an attack, aircrew should receive BDA
from the FAC. BDA should include number of targets suppressed, destroyed, or neutralized, as
well as the number of targets remaining and is used to update the enemy order of battle.

Contact Point (CP) - A CP is a point normally outside the range of enemy surface-to-air
weapons where CAS aircraft contact the terminal controller. Marked by coordinates (latitude,
longitude), conspicuous terrain feature, or other identifiable object which is given a name or
number, it is used as an aid to navigation or control of aircraft. It also serves as a place for
aircraft to hold so they can receive the target briefing and coordinate an attack plan.

Coordinating Altitude - A procedural airspace control method to separate fixed-wing (FW) and
rotary wing (RW) aircraft by determining an altitude below which FW aircraft normally will not
fly and above which RW aircraft normally will not fly. The coordinating altitude is normally
specified in the airspace control plan and may include a buffer zone for small altitude deviations.

Direct Air Support Center (DASC) - The principal air control agency of the US Marine Air
Command and Control System (MACCS) responsible for the direction and control of air
operations directly supporting the ground combat element. It processes and coordinates requests
for immediate air support and coordinates air missions requiring integration with ground forces
and other supporting arms. It normally co-locates with the senior Fire Support Coordination
Center (FSCC) within the Ground Combat Element, and is subordinate to the Tactical Air
Command Center. (Non-radar capable)

Egress Control Point (ECP) - A point located just outside the enemy air defense area that is
used to control aircraft egress from the target area.

Fire Support Coordination Center (FSCC) - A single location for centralized communications
facilities and personnel incident to the coordination of all forms of fire. Each FSCC is staffed
with representatives of the various supporting arms such as artillery, air, and naval gunfire.

GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY A-1

APPENDIX A T-45C ADVANCED STRIKE PROCEDURES

Fire Support Coordination Line (FSCL) - A line drawn on easily identifiable terrain and
established by the senior ground commander. It serves as a limit to all supporting fire not
directly under the ground commander’s control and prevents ordnance from being delivered into
that area of responsibility without authority. Targets may not be attacked between the FSCL and
FLOT without first obtaining approval of the local ground commander.

Fire Support Coordination Measures (FSCM) - Measures employed by land or amphibious

commanders to facilitate the rapid engagement of targets and simultaneously provide safeguards
for friendly forces. Examples are forward line of own troops (FLOT), fire support coordination
line (FSCL), restrictive fire areas (RFA), free fire areas (FFA) and no fire areas (NFA).

Forward Air Controller (FAC) - An officer (aviator/pilot) member of the tactical air control
party (TACP) who, from a forward ground or airborne position, controls aircraft in close air
support of ground troops. (Commonly, but incorrectly used interchangeably with JTAC.)

Forward Air Controller (Airborne) (FAC(A)) - A specifically trained and qualified aviation
officer who exercises control from the air of aircraft engaged in close air support of ground
troops. The FAC(A) is normally an airborne extension of the Tactical Air Control Party
(TACP).

Forward Edge of the Battle Area (FEBA) - The foremost limits of a series of areas in which
ground combat units are deployed, excluding the areas in which the covering or screening forces
are operating. FEBA is designated to coordinate fire support, the positioning of forces, or the
maneuver of units.

Forward Line of Own Troops (FLOT) - A line that indicates the most forward positions of
friendly forces in any kind of military operation at a specific time. The forward line of own
troops normally identifies the forward location of covering and screening forces.

Fratricide - Fratricide is the killing of friendly forces, often referred to as “Blue on Blue.” All
CAS tactics, procedures, and techniques are designed to avoid fratricide while maximizing CAS
effectiveness. Uncertainty, loss of SA, misidentification of targets, incorrect target coordinates
and weapons malfunctions can cause fratricide. It is the responsibility of all participants to
mitigate this threat. Training and proficiency are the keys.

Free Fire Area (FFA) - A specific area into which any weapon system may fire without
additional coordination with the establishing headquarters.

Ground Combat Element (GCE) - Combat troops engaged on the ground; GCE stands to
benefit the most from CAS missions.

Gun-Target Line (GTL) - An imaginary straight line from gun to target.

High Density Airspace Control Zone (HIDACZ) - Airspace overlaying a tactical area and
subject to high use. A ground commander may activate a HIDACZ to restrict a volume of
airspace from those not involved in the operation; effective only for the time needed to fulfill the
tactical requirement.

A-2 GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY

T-45C ADVANCED STRIKE PROCEDURES APPENDIX A

Initial Point (IP) - An IP is a point designed to direct and control the flight path of attack
aircraft. IPs are often visually significant and used to funnel aircraft toward the target from a
specific bearing. It can also be used to avoid a surface threat for inbound attack aircraft.
FAC(A)s can use the “IP inbound” call from attacking aircraft as a means of visually acquiring
the attackers by scanning the area around the IP. Timing and coordination are paramount.

Joint Terminal Attack Controller (JTAC) - A qualified Service member who, from a forward
position, directs the action of combat aircraft engaged in CAS and other offensive operations. A
qualified and current JTAC will be recognized across the Department of Defense as capable and
authorized to perform terminal attack control.

Marine Air Command and Control System (MACCS) - A functional duplicate of NTACS,
but operates ashore supporting the landing force through control of air operations. The MACCS
maintains two centers: TAOC and DASC.

Minimum Risk Route (MRR) - A route established that poses minimum hazard to transiting
friendly aircraft in the vicinity of a specified tactical area. This route provides safe passage of
aircraft through Missile Engagement Zones and Fighter Engagement Zones.

Navy Tactical Air Control System (NTACS) - Maintains command and control of all air
operations during the initial phase of the assault until MACCS is established ashore.

No Fire Area (NFA) - An area designated by the appropriate commander into which fires or
their effects are prohibited. NFAs usually exist around areas of strategic importance or around
churches, hospitals, and schools, or any other area with a high percentage of noncombatants.

Permissive Threat - Threat exists at a predominantly low level; which permits CAS operations
and support to continue along traditional lines with little interference from enemy EW, SAMs,
AAA, fighters, etc.

Restrictive Fire Area (RFA) - An area in which specific restrictions are imposed, and into
which fires that exceed those restrictions will not be delivered without coordination with the
establishing headquarters.

Restricted Operations Area/Restricted Operations Zone (ROA/ROZ) - Specified airspace

within which air operations are limited, established in response to specific situations and
requirements such as CSAR or aerial refueling.

Restrictive Threat - A threat environment in which specific aircraft performance and weapons
systems capabilities are allow for acceptable exposure time to enemy air defenses.

Sophisticated Threat - Integrated massing of heavy combat power to include EW, SAMs, AAA,
and fighters. Sophisticated threats can seriously degrade CAS capability.

GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY A-3

APPENDIX A T-45C ADVANCED STRIKE PROCEDURES

Standard Use Army Aircraft Flight Routes (SAFFRs) - Normally a route established below
the coordinating altitude. These allow the Army commander to safely route the movement of
aviation assets performing combat support. These routes do not cross the FLOT and normally do
not restrict target area tactics.

Suppression of Enemy Air Defenses (SEAD) - Measures taken to neutralize or reduce enemy
air defense effectiveness prior to or during CAS execution. This may be accomplished using
HARM, EW, artillery, attack helicopters, infantry, or any combination thereof.

Tactical Air Control Party (TACP) - Headed by an air officer who is responsible for
employment and coordination of all assigned supporting aircraft. Accompanies frontline rifle
companies and provides terminal control of CAS aircraft with two Forward Air Control (FAC)
parties.

Tactical Air Coordinator (Airborne) (TAC(A)) - The TAC(A) is an airborne extension of the
DASC. The TAC(A)'s authority and responsibility can range from simple radio relay to having
launch (takeoff), delay, and divert authority over other assets. In order to be effective, TAC(A)s
must conduct detailed planning and integration with all supported units, including aviation,
ground, and C2 units.

Tactical Air Operations Center (TAOC) - Detects, identifies, and directs the destruction of
hostile aircraft and missiles (possesses radar capability). Also provides navigational aid and
control of friendly aircraft to ensure their safety while in the AOA.

A-4 GLOSSARY OF CLOSE AIR SUPPORT TERMINOLOGY