title graphic

Chapter Twenty
CONTROLLED APPROACHES

A. GROUND CONTROLLED APPROACH.

B. CARRIER CONTROLLED APPROACH.

--195--



Figure 168.

A GROUND CONTROLLED APPROACH

I. INTRODUCTION

Ground Controlled Approach (GCA) AN/MPN-1A equipment is a mobile radar talkdown system of aiding a pilot to a landing under conditions of reduced visibility and ceiling. No special airborne electronic component-is required, and pilot check-out and familiarization with the gear, while highly desirable, are not absolutely essential. These factors make GCA the best available equipment from a flight safety point of view for Navy planes operating or caught out in adverse conditions.

II. GCA EQUIPMENT

The GCA unit consists of three separate pieces of gear; the Prime Mover, the Spare Parts truck and the GCA trailer. The Prime Mover provides the trailer's mobility, and by means of its two 14 KW. diesel generators, power to operate all electronic equipment in the unit. GCA is thus freed of dependence on outside power sources. The Spare Parts truck serves as a mobile repair base for the GCA trailer and permits field repairs to be performed, when necessary, in a matter of minutes and seconds during actual operations.

Housing all the electronic equipment actually utilized in GCA, the GCA trailer is the heart of the unit. All equipment in the trailer may be divided into two major classifications, Radar and Communications. The Radar equipment consists of two components, Search and Precision Radar. Search Radar scans 360 degrees around the airport and indicates to operators

--197--


the position and course of all aircraft flying below 6,000 feet within thirty miles of the trailer. These indications (targets) are received on 2 PPI (Plan Position Indicator) scopes in the trailer and by viewing the scopes and giving instructions to the pilot, an aircraft is directed into position for a low approach to the duty runway.

This low approach is made under the control of operators of the Precision Radar scan. The precision scan searches through an arc of 20° and has a maximum range of 10 miles. eHowever, by proper trailer placement the area scanned by the Precision Radar includes the entire final approach leg. Thus, the aircraft is directed onto the final leg of the approach by Search Radar indications; picked up in the Precision Radar scan, and is guided along a sloping approach path (which is in direct alignment with the duty runway) to a position directly over the end of the runway at, or before, which point the pilot is enabled to establish visual contact with the ground to effect a landing. Since the Precision Radar system is accurate to ten feet of elevation and ten feet of lateral dis.cement, it is not possible to effect a completely "blind landing" in heavier type aircraft but present regulations call for GCA to operate only as a low approach aid and not as an instrument landing system, except in genuine emergency conditions.

As accurate and helpful as the radar indications in the trailer may be, they are of no value unless the information may be relayed to the pilot. Hence, the trailer is equipped with six transmitters and receivers covering all standard frequencies from 2 to 9 mgc, and 100 to 156 mgc. This wide coverage of frequencies insures that it will be possible to establish communications with all military aircraft desiring GCA. One low frequency transmitter is included to contact civilian aircraft equipped only with a low frequency receiver.

GCA accuracy is obtained electronically by the linear expansion and correct alignment of the precision indicators and error meters with respect to the fixed ground reflector targets.

III. GCA PROCEDURES; ORDERS AND INFORMATION CONCERNING

Aircraft desiring to make GCA approaches shall first call Navy ______ Tower and request a GCA approach stating frequencies available. The Tower shall arrange a frequency with GCA and direct the aircraft to change to that frequency and to give GCA a call. When positive radio and radar contact have been established between GCA and the aircraft, the GCA unit shall direct the pilot to report over the range station or shall give a number of identifying turns in order to assure a definite fix. From the range station, or other definite fix, the pilot shall be given headings to steer in order to bring the plane around in the normal GCA traffic pattern, i.e., downwind, base and final. Altitudes shall be assigned during the approach which shall approximate 1,500 feet on downwind leg, 1,200 feet on base, and 1,000 feet on final until aircraft is approaching the glide path. Airspeed is left entirely to the pilot's discretion. It is suggested, however, that the speeds normally used in the traffic pattern on a contact approach be used for GCA. Upon reaching the final leg the pilot shall be told to acknowledge no further transmissions and the final controller shall talk the plane down to a landing by giving headings to fly and informing the pilot of his position with reference to the glide-path. Should an approach be missed, the pilot shall be given a wave-off and instructed to proceed to assigned holding point and altitude or directed around for another approach. All turns in the approach must be standard rate (3° per second).

Aircraft may be handled in other than normal approaches on request or in an emergency.

Navy ______ Tower shall keep the GCA unit advised of any other aircraft they have knowledge of which are operating under reduced visibility (5 miles or less), in the control area while GCA is working on aircraft. This is particularly important if any of the aircraft are at a low altitude (1,500 feet or less). The radar search beam is tilted upward at a two degree angle in such a manner that the best signals are reflected if approaching aircraft are at

--198--



Figure 169.--Ground control approach system.

approximately the following altitudes as indicated below:

  (Miles)
500' to 1,000'at   2 to 7
1,000' to 3,500' at   7 to 10
3,500' to 5,000' at   10 to 20
4,000' to 6,000' at   20 to 30

An aircraft approaching the field at 800', for instance, might not reflect a strong enough signal to be readily identified by radar as an aircraft at a distance greater than seven miles, depending upon atmospheric conditions, current output, etc. An aircraft directly above the unit will not be seen at any altitude. If aircraft is at 4,000 feet it will have to be at least seven miles from the station to reflect a recognizable target on the GCA radar scope. At five hundred feet (500') an aircraft would have to be within two (2) to five (5) miles to reflect a dependable signal.

The control tower shall endeavor to coordinate local traffic with GCA practice runs during VFR (visual flight rules) weather, consistent with its responsibility for flight safety, in order that more training runs may be completed satisfactorily. In this regard, when traffic conditions do not permit the GCA plane to be cleared to a full-stop or touch-and-go, the tower may, at its own discretion, give the GCA plane a modified clearance, such as, "Cleared to pass over field at 200 ft." or "Cleared to continue approach, make an immediate right turn over end of runway," etc.

When GCA is controlling an actual IFR (instrument flight rules) approach and requests the Tower for a present weather report, the tower shall not use last sequence but shall pass the request to Aerology and relay the report to GCA as soon as practicable.

When GCA reports that they have established positive radio and radar contact with an aircraft, and that the pilot has requested a direct approach, the control tower shall transfer control of the aircraft to GCA. It should be borne in mind by Tower Duty Officers and Tower Personnel that once GCA has assumed control of an aircraft, and started an approach, that GCA is responsible for that aircraft, insofar as collision is concerned, and they should not interfere with the approach for any other reason than that the field or runway in use becomes closed by weather minimum or obstructions on the runway. If a lost aircraft is reported while GCA is controlling aircraft, it is far safer to land the aircraft that are under

--199--


control and clear the range as soon as possible, than to run the risk of having two or more lost aircraft on the possibility that the lost aircraft is anywhere near the aircraft that are under control and would not be observed by GCA. (Pertains only to IFR.)

When more than one aircraft are holding on the range and for some reason, such as communication difficulties, the aircraft at the lower altitude cannot be controlled to a landing in the normal time or manner, the tower shall transfer control of an aircraft at a higher altitude to GCA to avoid loss of time. When GCA has established communication with the higher of two aircraft and radar contact with both aircraft, the aircraft to be landed shall be steered clear of the range until at least three miles horizontal distance exists between the two aircraft regardless of altitude, and shall then be immediately reduced to a proper altitude to commence a normal GCA approach. At no time shall the two aircraft be allowed to close to within three miles of each other in horizontal distance, regardless of altitude, after GCA has assumed control of either aircraft.

Aircraft shall not be assigned altitudes of less than 1,200 feet in the GCA landing pattern by the GCA unit except on final leg. Neither shall the GCA unit assign altitudes above 1,500 feet without first obtaining proper clearance from the tower.

If GCA has assumed control of an aircraft, during instrument weather, and has given the standard emergency transmission to hold on the Southeast leg at 1,500-feet, a second holding point and altitude shall be obtained from the control tower before assuming control of a second aircraft, etc.

The GCA unit shall notify the tower immediately when it has turned on aircraft on "Cross-wind" (or "base"), and on "final", giving bearing and distance, and shall also obtain landing clearance for the aircraft from the control tower when on "final" at three miles.

During instrument or closed field approaches the GCA unit shall inform'the pilot how far down the runway the touch-down point is from end of runway and altitude of glide-path over-end of runway. This should enable the pilot to estimate whether or not he should be contact when called "over end of runway", and shall be given on base leg immediately following standard "runway dimension" transmission.

No planes shall be landed under GCA control with ceilings reported below 100 feet visibility reported less than one-half mile, except in emergency, or as directed by the Operations Officer or higher authority designating such landings to be of a test, evaluation, or of an experimental nature. It must be understood that GCA operators are working inside the trailer and may be unaware of sudden changes in the weather. It will therefore have to be assumed that a pilot will take a voluntary wave-off if he reaches those minimums and is not in the clear; otherwise the unit will continue giving instructions as long as the aircraft is properly aligned with the runway within the minimums as set forth in A/C/L 75-47.

In addition to wave-off limits established by A/C/L 75-47, all aircraft, shall be given a wave-off who are 50 feet or more above the glide path over end of runway. This is necessary to guard against the possibility of over-running the runway in event of short runways, high speeds, brake failures, etc.

A wave-off by the GCA unit is mandatory and shall be executed by the aircraft without hesitation. There shall be no wave-off's given with qualifications, such as, "take a wave-off unless contact", etc. If the pilot persists in the landing, he does so on his own responsibility.

A wave-off shall be given by the GCA final controller when it appears that the aircraft is not taking corrections properly and the pilot informed of reason for wave-off.

An alternate MHF frequency shall be assigned by the GCA unit and tested with each

--200--


aircraft during instrument weather, when available in the aircraft, and transmissions made simultaneously, when practicable.

During all actual instrument approaches while one radar channel is in use, the other channel, including the stand-by diesel generator, shall be warmed up, checked, and placed in a stand-by status in order that a quick change-over may be effected in the event of a sudden failure or breakdown.

While working aircraft near the extreme range, such as at seven miles on the ten mile PPI scope, during reduced visibility (5 miles or less), the GCA operator shall frequently shift to the twenty mile scope and "scan" for any other aircraft that may be approaching his aircraft on a collision course.

A qualified GCA officer shall be present at the trailer during all closed field approaches (500' ceiling and 1 mile visibility or less) to render quick decisions in case of an emergency.

The Tower Duty officer shall, when practicable, monitor all IFR and closed field GCA approaches on available Tower VHF receivers as an added assurance that all approaches are made in accordance with local and standard safety and flight regulations.

Recordings shall be made of all transmissions between GCA and aircraft during actual instrument approaches and shall be played back to interested persons when requested.

When a new heading assignment is given an aircraft, the transmission is, turn right (or left) to (heading) 195°. Normally the direction of turn indicated will be the shortest one to reach the new heading but it is not always so. For reasons of pattern formation, aircraft separation or to enable an aircraft to avoid an area of heavy turbulence (usually apparent on a radar scope) it is sometimes necessary to assign the longer turn. Therefore, the pilot will always make the turn in the direction assigned and not the shortest turn.

The transmission, "turn right (or left)" without a heading being included may be given at two times while directing GCA. The first case is when two aircraft are on collision courses.

The turn is given and when the danger of collision has been averted, the turn is stopped and the plane returned to its original heading and the pilot informed of the reason for the turn. This is normally the only transmission given concerning the proximity of other aircraft while flying in an overcast. However, during training flights in contact weather and during such time as flight is being conducted on top of an overcast, the pilot of the aircraft under GCA control will be advised as to the clock position and range of any plane within three miles and whether such aircraft is opening, closing, or holding relative position. However, with the heavy traffic during VFR it is the prime responsibility of the pilot to avoid collision.

The second case is when the aircraft's track on the radar scopes make it appear that the directional gyro is unreliable. The transmission is then given, "Disregard your directional gyro and steer right." The pilot will then commence a one needle width turn and hold it until the transmission, "Stop turn," is given after which he will hold straight flight without reference to his directional gyro. This procedure will be continued through the remainder of the approach. Very precise final approaches are possible if the pilot is moderately careful to make all turns at standard rate.

Other emergency procedures are incorporated in GCA procedures and become immediately effective upon the pilot advising a unit of his emergency. These procedures include emergency approaches for aircraft operating on single engine, icing, acute gas shortage, fire, landing gear, flap and transmitter failure.

The only emergency condition for which GCA has no answer is complete receiver failure in the aircraft. If only the receiver on which the pilot is receiving GCA instruction fails the pilot should immediately proceed as directed by local instructions leg and attempt to re-establish communications with the tower for a new GCA frequency assignment. In case of complete voice failure in the aircraft the pilot may make a standard instrument let down at his own

--201--


discretion. The GCA Unit will retain radar contact as long as practicable with all aircraft experiencing communications failure, and will keep the tower advised in order that all planes under control may be steered clear of approaching aircraft.

Most of the GCA Emergency procedures are routine in nature and need no explanation. However, because of the complexity of the instructions issued in case of engine failure in mul-ti-engined aircraft, a brief word of explanation is included here. When the Unit is informed that the plane has experienced engine failure, the first instruction transmitted will be a reminder to the pilot to check his fuel and vacuum selector valves. The pilot will be asked if he can maintain altitude on the power remaining. If altitude can be maintained, or only a slight rate of descent is reported, the pilot will be directed to a normal approach except that all turns assigned will be into the good engine. If the pilot reports a rapid loss of altitude, he will be directed to the field along the shortest possible line of approach. The resulting approach may not be into the wind, nor may it necessarily be in direct alignment with any runway in all cases, but the pilot will be able to effect a landing on some portion of the field.

The GCA approach pattern conforms very closely to the normal field pattern except that the legs are straight courses and of necessity a little longer and wider in relation to the duty runway. Left, right or straight-in approaches may be made depending on wind, point of positive contact and similar circumstances.

At several points in the pattern, the pilot will receive transmissions concerning cock-pit procedures. These are not intended as mandatory instructions but only as a reminder to the pilot that he is preparing for a landing and to make such preparations as he deems necessary.

IV. PLANNED POSITION LANDING PROCEDURE (PPI)

If the precision radar system should fail, the plane can be safely brought around for a landing by a PPI approach. In this type approach, pilot will be told he is making a PPI approach and be assigned definite altitudes and headings

but no glide path formation will be available. The downwind and crosswind legs will be the

same on this approach as in the regular GCA approach. All information such as ceiling, visibility, altimeter setting and wind will be given before the pilot starts on final approach. On final, the pilot will receive accurate information concerning his range, plus corrections in heading so as to keep him aligned with the duty runway. Eight miles or more from end of runway, pilot will be told to fly at 1,500 ft. above the terrain. Six miles from the end of runway, pilot will be told to descend to 1,000 ft. above the terrain, four miles he will be told to descend to 500 ft; so that by the time he is two miles from the end of the runway he will be 500 ft. above the terrain. At this point, the pilot will be told to descend at his own discretion, but range and azimuth information will continue to be given. On this type of approach, the pilot can be brought safely to within 150 ft. of the center line of runway in use, and with the operator giving him accurate ranges, the pilot can check his altimeter versus range and successful landings will be made.

V. COMMUNICATION INFORMATION

All GCA transmissions must be acknowledged unless the pilot is otherwise instructed. Where-ever possible, the R/T procedure used in transmitting GCA instructions is taken directly from standard R/T procedure used in other ground to plane transmissions. However, certain transmissions are unique to GCA and the pilot will find it helpful to be familiar with those instructions before making an approach.

VI. BASIC GCA PHRASEOLOGY

The purpose of GCA R/T phraseology standardization is to assure pilots of receiving standard "Wording" from GCA controllers regardless of whether the GCA Unit is being operated by Navy, Air Force, or CAA personnel. The wording listed herewith is "Basic" wording and should not be interpreted to mean a complete actual transmission. The following BASIC R/T phraseologies for GCA Controller instructions have been approved as standard for Navy, Air Force, and CAA:

--202--


Basic Phraseology Example Explanation
Turn right/left heading__________ To change heading of aircraft.
Descend climb to and maintain altitude feet_____ To change altitude of aircraft.
We have you in radar contact__________ To inform pilot that target of his aircraft appears on the radar scope.
Runway--length distance in feet--width distance feet--ceiling distance feet--visibility distance miles--wind direction velocity--Field elevation altitude feet--Additional information as pertinent. To be given as convenient by GCA controllers.
I say again--instructions__________ In event previous instruction has not been acknowledged by pilot.
Negative. I say again--instructions__________ In event pilot acknowledges an instruction incorrectly.
Read back headings and altitudes__________ To inform pilot to acknowledge headings and altitudes.
Altimeter setting__________ To inform pilot of altimeter setting.
This will be downwind/base leg__________ To inform pilot of position in pattern when given the appropriate change in heading.
Check gyro and do not reset for remainder of approach. This instruction should not be given when aircraft is on a northerly heading. To inform pilot to set gyro with magnetic compass.
Perform landing cockpit check__________ To inform pilot to prepare plane for landing.
You are on Downwind/Base Leg miles direction of field. To inform pilot of the distance and direction of his aircraft relative to the field when on downwind or base.
If no transmissions are received for a period of, instructions. To inform pilot of procedure to be followed in event of communications failure.
What will be your airspeed on final leg base leg Downwind leg. To request airspeeds of aircraft if desired by GCA Controller.
How do you hear me? To check communication reception.
Your reply not received. If you hear name GCA instructions. To visually check on radar scope whether the pilot is receiving the GCA Controller instructions.
Your turn observed--will continue instructions--do not acknowledge. If aircraft is receiving but not heard. All further instructions shall be repeated twice.
Change to frequency and instructions__________ To change frequency.
You are distance direction of the field. A fill-in transmission to give pilot the position of his aircraft relative to the field.
Your heading should be_____________________ A fill-in transmission to give pilot the heading he should be flying.
Your altitude should be_____________feet____ A fill-in transmission to give pilot the altitude he should be flying.
Stand-by for turn on downwind leg, base leg, final leg. To alert pilot for change in heading for specific legs of approach.

--203--


Turn right/left immediately heading----------reason--Acknowledge. To inform pilot that an immediate turn is necessary to avoid collision with an object or objects--Example--other aircraft, obstructions, etc.
This is final controller. How do you hear me? To check communication with final controller when desired.
Maintain your present altitude__________ To keep aircraft level until time to begin descent.
You are now on final__________ A fill-in if appropriate.
You are approaching the glide path__________ To inform pilot of his position relative to glide path while still flying in level flight.
Do not acknowledge further instructions__________ To prevent pilot from cutting out final controller with MIC button.
Distance from touchdown--distance miles or distance from end of runway--distance miles. To inform pilot of distance from touchdown or end of runway as applicable.
You are on course___________________________ To inform pilot that his aircraft is on course.
You are on glide path__________ To inform pilot that his aircraft is on glide path.
Begin your descent at number feet per minute__________ To start aircraft down the glide path when desired position relative to glide path is reached.
You are distance feet right/left of center-line of runway--turn right/left heading. To correct aircraft to course. Either to be used as desired by controller.
Turn right/left heading__________  
You are correcting rapidly to course. You are correcting slowly to course. You are correcting nicely to course. To be used as applicable.
You are correcting rapidly to glide path. You are correcting slowly to glide path. You are correcting nicely to glide path. To be used as applicable.
You are distance feet above/below glide path--bring/ease it down/up--count down/of the number of feet as aircraft correct to GP/feet above/below--you are now on the glide path--adjust your rate of descent. To correct aircraft to glide path.
You are cleared to land__________ To inform pilot that tower has given aircraft clearance to land.
You are over the end of runway--distance feet right/left of the center-lines of runway. Instructions will continue until aircraft reaches the theoretical touch-down point. To inform pilot that his aircraft is over the end of runway and landing is now possible.
Take a wave-off--pull up--immediately and climb to and maintain altitude feet heading--heading--give reason for pull-up and further instructions if necessary. To inform pilot to take a wave-off and pull-up in event circumstances necessitate such instructions. The reason for such action shall be transmitted to pilot.
Immediate turn-right/left heading-----reason----Acknowledge. To inform pilot that an immediate turn is necessary to avoid collision with an object or objects. Example-other aircraft, obstructions, etc.
Wheels down and locked____________________ To remind pilot to check on wheels down and locked.

--204--


VII. R/T PHRASEOLOGY FOR A TYPICAL GCA APPROACH

Nan Zero Two--Navy Patuxent Radio--this is Nan Zero Two--How do you hear me?--Over.

Patuxent Radio--Nan Zero Two--This is -Navy Patuxent Radio--Hearing you loud and clear--Over.

Nan Zero Two--Navy Patuxent Radio--this is Nan Zero Two--entering control area--two five miles north-west at five-five--altitude five thousand feet--request GCA and further instructions--Over.

Patuxent Radio--Nan Zero Two--This is Navy Patuxent Radio--entering control area--two five miles north-west at five five--altitude five thousand feet--descend to and maintain three thousand feet--report reaching three thousand feet--contact Navy Patuxent Tower when over Patuxent Range Station for Patuxent GCA frequency--Over.

Nan Zero Two--Navy Patuxent Radio--This is Nan Zero Two--Roger--Descend to and maintain three thousand feet--report reaching three thousand feet--contact Navy Patuxent Tower when over Patuxent Range Station for GCA frequency--leaving five thousand feet at five six--Over.

Patuxent Radio--This is Patuxent Radio--Roger--leaving five thousand feet at five six--Out.

Nan Zero Two--Navy Patuxent Radio--This is Nan Zero Two--at three thousand feet--approaching on north-west course--estimate the range station at zero five--Over.

Patuxent Radio--Nan Zero Two--This is Navy Patuxent Radio--at three thousand feet--approaching on north-west course--estimate the range station at zero five--cleared to Navy Patuxent Tower--Out.

Nan Zero Two--Navy Patuxent Tower--This is Nan Zero Two--How do you hear me ?--Over.

Patuxent Tower--Nan Zero Two--This is Navy Patuxent Tower--Hearing you loud but distorted--Over.

Nan Zero Two--This is Nan Zero Two--Over Patuxent Range Station--time zero five--outbound on southwest course--Altitude three thousand feet--request Ground Controlled Approach--Over.

Patuxent Tower--Nan Zero Two--This is Navy Patuxent Tower--position over Patuxent Range Station--time zero five--outbound on southwest course--altitude three thousand feet--you are cleared for Ground Controlled Approach--contact Patuxent GCA on channel six--one three four point six four megacycles--Over.

Nan Zero Two--This is Nan Zero Two--Roger--Cleared for Ground Controlled Approach--switching to channel six--one three four point six four megacycles--Out.

Nan Zero Two--Patuxent GCA--This is Nan Zero Two--How do you hear me ?--Over.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--HEARING YOU LOUD AND CLEAR--WHAT IS YOUR APPROXIMATE POSITION--HEADING AND ALTITUDE--OVER.

Nan Zero Two--Patuxent GCA--This is Nan Zero Two--position one minute out on southwest course of Patuxent Radio Range heading two four zero--altitude three thousand feet--Over.

Patuxent GCA--NAN ZERO TWO--THIS IS f PATUXENT GCA--ROGER--WE HAVE YOU IN RADAR CONTACT SEVEN MILES SOUTHWEST OF FIELD--HEADING TWO FOUR ZERO--ALTITUDE THREE THOUSAND FEET--TURN LEFT HEADING ZERO SIX ZERO--DESCEND TO AND MAINTAIN ONE THOUSAND FIVE HUNDRED FEET--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Turning left heading zero six zero--descending to one thousand five hundred feet--out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--IF NO TRANSMISSIONS ARE RECEIVED FOR A PERIOD OF ONE MINUTE DURING THIS APPROACH--MAKE AN EMERGENCY PULL-UP--CLIMB TO AND MAINTAIN AND ALTITUDE OF ONE THOUSAND FIVE HUNDRED FEET--HOLD ON THE SOUTHEAST COURSE OF THE

--205--


PATUXENT RADIO RANGE BETWEEN THE STATION AND A POINT FOUR MINUTES SOUTH-EAST--CONTACT PATUXENT GCA OR PATUXENT TOWER FOR FURTHER INSTRUCTIONS--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Emergency Instructions--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--ALTIMETER SETTING TWO NINE FIVE EIGHT-OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Altimeter, setting two nine five eighth-Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--FIELD EL-EVATION THREE FIVE FEET--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Three five feet--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--REQUEST TYPE AIRCRAFT. PILOT'S NAME AND WHAT WILL BE YOUR AIRSPEED ON FINAL--OVER.

Nan Zero Two--This is Nan Zero Two--Type Aircraft--Roger Five Dog--pilot Thomas--Approach airspeed one two zero knots--Over.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--ROGER-ROGER FIVE DOG--THOMAS--ONE TWO ZERO KNOTS--OUT.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--TURN LEFT--HEADING ZERO TWO ZERO-OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Turning left--heading zero two zero--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--YOU ARE FOUR-MILES EAST SOUTHEAST OF FIELD--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Four miles east southeast of field--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--YOU ARE NOW ON DOWNWIND LEG--PERFORM LANDING COCKPIT CHECK--OVER.

Nan Zero Two--This is Nan Zero. Two--Roger--On downwind leg--landing cockpit check completed--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--CHECK GYRO AND DO NOT RESET FOR REMAINDER OF APPROACH--OVER.

Nan Zero Two--This is Nan Zero Two-Roger--Check Gyro--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--YOU ARE THREE MILES EAST OF FIELD--YOUR ALTITUDE SHOULD BE ONE THOUSAND FIVE HUNDRED FEET--YOUR HEADING SHOULD BE ZERO TWO ZERO--OVER.

Nane Zero Two--This is Nan Zero Two--Roger--Three miles east--Altitude one thousand five hundred feet--heading zero two zero--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--PRESENT PATUXENT WEATHER-CEILING ONE HUNDRED FEET--VISIBILITY ONE QUARTER MILE--LIGHT FOG--LIGHT RAIN--SURFACE WINDS SOUTH SOUTHWEST ONE FIVE KNOTS--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Ceiling one hundred feet--visibility one quarter mile--light rain--light fog--surface winds south southwest one five knots--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--REDUCE TO APPROACH AIRSPEED--OVER.

Nan Zero Two--This is Nan Zero Two-Roger--Reducing to Approach airspeed--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS t PATUXENT GCA--TURN LEFT HEADING TWO NINE ZERO--DESCEND TO AND MAINTAIN ONE THOUSAND TWO HUNDRED FEET--OVER.

Nan Zero Two--Patuxent GCA--This is Nan Zero Two--you were blocked out--say again--Over.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--I SAY AGAIN--TURN LEFT HEADING TWO NINE ZERO--DESCEND TO AND MAINTAIN

--206--


ONE THOUSAND TWO HUNDRED FEET--OVER.

Nan Zero Two--This is Nan Zero Two-Roger--Turning left heading two nine zero--descending to one thousand two hundred feet--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--YOU ARE NOW ON BASE LEG SEVEN MILES NORTHEAST OF FIELD MAKING A LEFT HAND APPROACH TO RUNWAY TWO ZERO-OVER.

Nan Zero Two--This is Nan Zero Two-Roger--On base leg seven miles northeast of field making a left hand approach to runway two zero--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--RUNWAY TWO ZERO IS SIX THOUSAND FOUR HUNDRED FEET LONG AND THREE HUNDRED FEET WIDE--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--Six thousand Four Hundred by three hundred--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--TOUCHDOWN POINT IS ONE THOUSAND FEET FROM APPROACH END OF RUNWAY--OVER.

Nan Zero Two--This is Nan Zero Two--Roger--One thousand feet from approach end of runway--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--TURN LEFT HEADING TWO ZERO ZERO--DESCEND TO AND MAINTAIN ONE THOUSAND FEET--OVER.

Nan Zero Two--This is Nan Zero Two--Turning left heading two two zero--descending to one thousand feet--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--NEGATIVE--I SAY AGAIN--TURN LEFT HEADING TWO ZERO ZERO--DESCEND TO AND MAINTAIN ONE THOUSAND FEET--OVER.

Nan Zero Two--This is Nan Zero Two-Roger--Turning left heading two zero zero-descending to one thousand feet--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT FINAL CONTROLLER--COME OUT OF YOUR TURN HEADING TWO ZERO ZERO--MAINTAIN ONE THOUSAND FEET--OVER.

Nan Zero Two--This is Nan Zero Two-Roger--heading two zero zero--one thousand feet--Out.

Patuxent GCA--NAN ZERO TWO--THIS IS PATUXENT GCA--YOU ARE NOW ON FINALS-DO NOT ACKNOWLEDGE FURTHER INSTRUCTIONS--DISTANCE FROM TOUCHDOWN SEVEN MILES--IF NO TRANSMISSIONS ARE RECEIVED FOR A PERIOD OF FIVE SECONDS--TAKE A WAVE-OFF--MAKE AN EMERGENCY PULL-UP--CLIMB TO AND MAINTAIN ONE THOUSAND FIVE HUNDRED FEET AND HOLD ON THE SOUTHEAST COURSE OF THE PATUXENT RANGE--YOU ARE THREE HUNDRED FEET LEFT OF CENTERLINE OF RUNWAY--TURN RIGHT HEADING TWO ONE ZERO--MAINTAIN YOUR PRESENT ALTITUDE--YOUR NEW HEADING IS TWO ONE ZERO--DISTANCE FROM TOUCHDOWN SIX MILES--PRESENT HEADING BRINGING YOU NICELY TOWARD THE CENTERLINE--DISTANCE FROM TOUCHDOWN FIVE MILES--ALTITUDE STILL GOOD--YOU ARE APPROACHING THE GLIDE PATH--BEGIN YOUR DESCENT AT FIVE HUNDRED FEET PER MINUTE--ONE HUNDRED TWENTY FIVE FEET BELOW GLIDE PATH--ONE HUNDRED FEET BELOW--SEVENTY FIVE FEET BELOW--FIFTY--FORTY-THIRTY--TWENTY--TEN--ON GLIDE PATH--ADJUST YOUR RATE OF DESCENT--TURN LEFT HEADING TWO ZERO FIVE--YOUR NEW HEADING IS TWO ZERO FIVE--GOING ABOVE GLIDE PATH--TEN FEET ABOVE-EASE IT DOWN A BIT--DISTANCE FROM TOUCHDOWN FOUR MILES-TURN LEFT HEADING TWO ZERO TWO--THIRTY FEET ABOVE GLIDE PATH--BRING IT DOWN JUST A LITTLE--YOUR NEW HEADING IS TWO ZERO TWO--COMING DOWN TO GLIDE

--207--


PATH TWENTY FEET--TEN FEET ABOVE--ON GLIDE PATH--DISTANCE FROM TOUCHDOWN THREE MILES-CHECK WHEELS DOWN AND LOCKED--YOU ARE CLEARED TO LAND--TURN LEFT HEADING TWO ZERO ZERO--YOUR NEW HEADING IS TWO ZERO ZERO--GOING BELOW GLIDE PATH TEN--TWENTY FEET BELOW--BRING IT UP A LITTLE--STILL TWENTY FEET BELOW GLIDE PATH--DISTANCE FROM TOUCHDOWN--TWO MILES-TEN FEET BELOW GLIDE PATH--TWO ZERO ZERO IS YOUR HEADING--STILL TEN FEET BELOW GLIDE PATH--EASE IT UP A BIT--DISTANCE FROM TOUCHDOWN ONE MILE--ON GLIDE PATH AND HOLDING NICELY--ON COURSE--YOUR RATE OF DESCENT EXCELLENT--DISTANCE FROM TOUCHDOWN ONE HALF MILE--ON COURSE--ON GLIDE PATH--OVER END OF RUNWAY--ON GLIDE PATH--CENTERLINE OF RUNWAY IS DEAD AHEAD--ON GLIDE PATH--ON COURSE--OVER TOUCHDOWN--TAKE OVER VISUALLY--CONTACT PATUXENT TOWER ON CHANNEL TWO--ONE FOUR TWO POINT SEVEN FOUR MEGACYCLES FOR TAXI INSTRUCTIONS--THIS IS PATUXENT GCA--OUT.

VIII. SAMPLE GCA EMERGENCY

Representative of Low on Fuel, Single Engine, Fire, Iceing-Up, Etc.

FIGHTER--Navy Patuxent Tower, this is Navy 478, Over.

TOWER--Navy 478, this is Patuxent Tower, Over.

FIGHTER--Navy Patuxent Tower, this is Navy 478, estimating 10 miles northwest of field at 2,000 feet, unable to land at Washington, have ten minutes of fuel, request immediate GCA, Over.

TOWER--Roger 478, Stand by.

TOWER--GCA, this is Patuxent Tower, we have a Navy 478 estimating 10 miles northwest, emergency, 10 minutes fuel on 140.58 emergency channel, Over.

GCA--Roger Tower, Stand by.

GCA--Navy 478, this is Patuxent GCA, what is your present position, heading and altitude, Over.

PLANE--Estimated position 8 miles northwest, heading 160, alt. 2,000 ft., 478, Over.

GCA--Roger 478, Patuxent GCA, turn left, heading 080, maintain present altitude, Over.

PLANE--Roger GCA, turning left, heading 080, maintaining 2,000 feet, 478, Out.

GCA--Navy 478, Patuxent GCA, Request type aircraft, pilot's name, and what will be your airspeed on final, Over.

PLANE--Type aircraft Fox Seven Fox, Pilot Johnson, airspeed on final, 100 knots, Over.

GCA--Roger 478, type aircraft F7F, pilot Johnson, airspeed on final, 100 knots, Patuxent GCA, Out.

GCA--Navy 478, This is Patuxent GCA, your turn observed, I have you in radar contact five miles northeast of field, I say again northeast of field, stop your turn heading 200 TWO ZERO ZERO, descend to and maintain 1,000 ft., Over.

PLANE--Roger position, stopping turn heading 020 ZERO TWO ZERO, descending to 1,000 ft., 478.

GCA--Negative 478, negative, I say again, stop your turn heading 200 TWO ZERO ZERO, descend to and maintain 1,000 feet. Over.

PLANE--Roger Patuxent GCA, stopping turn, heading 200, descending to 1,000 ft., Over.

Patuxent GCA notifies tower they have positive radio and radar contact with Navy 478 and he is turning on final at five miles for runway 20. (Pickup Controller turns Navy 478 over to Final Controller with necessary information.)

GCA--FINAL CONTROLLER--Navy 478, this is Patuxent final controller, you are coming out of turn, heading 200, altitude 1,000 feet. Over.

PLANE--Roger, 200, altitude 1,000--478.

FINAL CONTROLLER--Roger 478, when out of your turn you will be on final leg do not acknowledge further instructions, your turn was short, stop your turn, heading 220, altimeter setting 29.58, your altitude is good, distance from touchdown four miles, you are

--208--


approaching the glide path, begin your descent at 500 feet per minute, reduce to final approach airspeed, turn left, heading 210, 100 feet below glide path, coming up nicely, 75 ft. below, 60, 50, 40, 30, 20, 10, on glide path, distance from touchdown three miles, check flaps and props as desired, wheels down and locked, going above glide path 20 ft., 30 ft. above, distance from touchdown two and one half miles, turn left, heading 200, coming down to glide path, 20, 10, on glide path, on course, winds on surface south southwest 15 knots, ceiling 100 feet, visibility one-quarter mile, distance from touchdown two miles, on glide path, turn right, heading 203, holding 10 feet below glide path, ease it up a bit, on glide path, on course, distance from touchdown, one and one-half miles, turn left, heading 200, on glide path, going slightly above glide path, distance from touchdown, one mile, touchdown is 1,000 feet from approach end of runway, turn right, heading 200, on glide path, centerline is 20 feet to your right, over end of runway, on glide path, on course, on glide path, "touchdown," take over visually, contact Patuxent Tower on channel 2, 142.74 mges, for taxi instructions or further assistance. Patuxent GCA, Out.

IX. SAMPLE GCA PPI AND NO GYRO APPROACH

PLANE--Navy Patuxent Tower, this is Navy 276, Over.

TOWER--Navy 276, This is Navy Patuxent Tower, Over.

PLANE--Navy Patuxent Tower, this is Navy 276, 20 miles northeast approaching on Northeast course of Patuxent Radio Range, Altitude 2,500 Item Fox Roger, request direct GCA Approach, Over.

TOWER--Roger 276, Standby.

TOWER--Patuxent GCA, this is Patuxent Tower, Navy 276, 20 miles northeast at 2,500 feet, estimating Meekins Neck Fan marker at 1019, requesting direct GCA, Over.

GCA--Roger Tower, Assign Channel 6, 143.64 megacycles, Over.

TOWER--Roger GCA, Channel 6,143.64, Out.

TOWER--Navy 276, this is Patuxent Tower, contact Patuxent GCA on Channel 6, 143.64 megacycles, Over.

PLANE--Roger Patuxent Tower, contact Patuxent GCA on Channel 6, 143.64, Out.

PLANE--Patuxent GCA, this is Navy 276 on Channel 6. How do you hear me? Over.

GCA--Navy 276, Patuxent GCA, hearing you loud and clear, what is your present position, heading and altitude, Over.

PLANE--Present position over Meekins Neck Fan Marker approaching on Northeast course of Patuxent Radio Range, Altitude 2,500 feet;. heading 240, Over.

GCA--Roger 276, this is Patuxent GCA, have you in radar contact over Meekins Neck Fan Marker, approaching on Northeast course of Patuxent Radio Range, Altitude 2,500, heading 240, turn right, heading 270, descend to and maintain 1,200 feet, Over.

PLANE--Roger GCA, this is 276, turning right, heading 270, descending 1,200 feet, Over.

GCA--276, this is Patuxent GCA, request type aircraft, pilot's name and what will be your airspeed on final, Over.

PLANE--Type aircraft Tare Baker Mike, pilot Brown, airspeed on final, 90 knots, Over.

GCA--Roger 276, type aircraft Tare Baker Mike, Pilot Brown, airspeed on final 90 knots, turn right, heading 280 m. you are now on base leg making a left hand approach to runway 20, Over.

PLANE--Roger GCA, turning right, heading 280, making left hand approach to runway 20, 276, Out.

GCA--276, Check Gyro and perform landing cockpit check, Over.

PLANE--Landing Cockpit check completed, gyro checked, 276.

GCA--Navy 276, Patuxent GCA, altimeter setting 29.58, field elevation 35 feet, ceiling 100 feet, visibility % mile, surface winds South-Southwest, 15 Knots, Over.

PLANE--Roger altimeter 29.58, ceiling 100 feet, visibility V4 mile, surface winds South-Southwest, 15 knots, 276.

GCA--Navy 276, this is Patuxent GCA, your gyro is not tracking properly. We will make this a no gyro run--disregard your gyro, turn left--Over.

--209--


PLANE--Roger, no gyro, turning left, 276.

Controller checks clock for 30 seconds (3 degrees per second) for 90 degrees turn into final.

GCA--Navy 276, descend to and maintain 1,000 feet, Over.

PLANE--Descending to 1,000 feet, 276.

Traffic Controller attempts to turn 276 over to Final Controller but the precision trackers have no targets and the technician passes the word that the precision system is out, forcing the traffic controller to continue with a PPI approach.

GCA--276, this is Patuxent GCA, our precision system is out of commission, we will make a PPI approach, stop turn, Over. 30 seconds have elapsed.

PLANE--Stopping turn, Roger PPI Approach, 276.

GCA--276, you are now on your final leg, we will have no control of your glide path, distance from touchdown six miles, your altitude should be 1,000 feet, Over.

PLANE--Roger GCA on final leg, six miles, altitude 1,000 feet, 276.

GCA--276, your turn was wide, turn left, Over.

PLANE--Turning left, 276, Controller checks clock for four seconds representing 12 degrees, then

GCA--276, GCA, stop turn, Over.

PLANE--Stopping turn, 276.

GCA--276, distance from touchdown four miles, descend to and maintain 500 feet, Over.

PLANE--Roger four miles, descending to 500 feet, 276.

GCA--276, you are approaching the center-line, turn right, Over.

PLANE--Roger, turning right, Controller watches the clock for two seconds or 6 degrees, then,

GCA--276, stop turn, Over.

PLANE--Stopping turn, 276.

GCA--276, distance from touchdown three miles, checke wheels down and locked, you are cleared to land, Over.

PLANE--Roger, three miles, check wheels down and locked, cleared to land, 276.

GCA--276, the center line is dead ahead, turn right, Over.

PLANE--Turning right, 276, Controller checks clock for two more seconds or 6 degrees, then,

GCA--276, stop turn, Over.

PLANE--Stopping turn, 276.

GCA--276, distance from touchdown two miles, descend further at your own discretion, Over.

PLANE--Roger, distance two miles, will descend to and maintain two hundred feet, 276, Over.

GCA--Roger 276, two hundred feet, you are drifting slightly to left of centeriine, turn right, Over.

PLANE--Turning right, 276 Controller immediately follows with:

GCA--Stop turn, Representing one second or 3 degrees.

PLANE--Stopping turn, 276.

GCA--276, distance from touchdown one mile, Over.

PLANE--One mile, 276.

GCA--276, you are now crossing centeriine slowly left to right, turn left, over.

PLANE--Turning left, 276.

GCA--276, stop turn, Over immediately.

PLANE--Stopping turn, 276.

GCA--Distance from touchdown ½ mile, you should be content, if not, take a wave-off and make an emergency pull-up, Over.

PLANE--Roger GCA, sighted high intensity approach and runway lights at ½ mile, 200 feet, about 150 feet right of centeriine, thanks for a nice approach, 276, Out.

GCA--Roger 276, as soon as you have landed, shift to Tower Frequency Channel 2, 142.74 megacycles for taxi instructions. Patuxent GCA, Out.

All reports to tower will be made as for Nan Zero Two.

--210--


B. CARRIER CONTROLLED APPROACH

I. INTRODUCTION

CCA test operations recently concluded have resulted in the below pattern and procedure which has been recommended by the 1948 CIC Conference for adoption as an interim procedure. The below procedure exploits potentialities of present ship's equipment, planes and pilots. The load imposed on personnel is considerable; however, with smaller numbers of aircraft and with a compromise on length of interval, results can be obtained with a less complex set-up, using the same flight pattern. The pattern has also been found to have effective day application. Future CCA procedures will use special CCA stations and associated equipments now under development.

II. CCA PROCEDURE

A. General

1. The Carrier Controlled Approach Procedure outlined herein is not designed to land aircraft aboard under zero/zero conditions. It in designed to position an aircraft, in the landing attitude, at such an altitude, airspeed and position relative to the carrier that a successful visual, LSO directed landing may be made aboard under ceiling and visibility conditions that would preclude contact carrier approaches. It is also designed to provide an evenly spaced flow of aircraft to the LSO. With present electronic equipment, aircraft instrumentation and state of personnel training, the following minimums are considered to be the best obtainable without undue risk to both the aircraft and the carrier:

2. The CCA pattern is diagrammed in figure 170. Under contact conditions this pattern may be flown visually and will produce landing intervals comparable to the present standard contact procedure. The only difference between contact and instrument approaches will be the method of feeding: aircraft into Point "B", the method of handling wave-offs, and the degree of control exercised by the CCA controllers.

3. The aircraft is controlled to Point "A" by PICK-UP CONTROLLER and from Point "A" to Point "B" by MARSHALLING CONTROLLER.

4. The aircraft reaches "B" at an altitude of 750 feet, airspeed 150 knots and is turned over to one of two TRAFFIC CONTROLLERS. TRAFFIC vectors the aircraft along the 215° relative bearing line to Point "C" where the aircraft is turned to reach Point "D"; 2 miles, 215° relative from a point 250 yards astern of the ship. During this turn, the landing checkoff list is completed and speed is reduced to 90 knots and altitude to 500 feet at Point "D".

5. At Point "D", the aircraft is turned over to one of two FINAL CONTROLLERS. FINAL vectors the aircraft to make good a 35° track relative to the ship and to intersect the wake 250 yards astern. The aircraft descends at 300 feet/min. to 150 feet, reaching this altitude about % mile from the ship, and further reduces to approach speed and altitude. When LSO sights the aircraft, he broadcasts "CONTACT" and approach is continued visually to landing or wave-off port. If the LSO does not "CONTACT" at 500 yards, a wave-off to starboard is ordered by FINAL. If the pilot does not sight the LSO immediately after hearing "CONTACT", an automatic starboard wave-off is taken.

B. Aircraft Procedure--Contact Conditions

1. The pattern under contact conditions is shown in figure 171.

2. Under contact conditions the returning group orbits at 1,200 feet in an ellipse with one of the focal points over "A" (the DDR). The squadron orbit about "A" is at 800 feet, the division orbit at 500 feet.

3. Aircraft break up by divisions and proceed to "B" at 150 to 300 feet, turn on to the 215° relative track from "B" to "C" and break up at about an eight second interval. If properly timed, the division leader will make a continuous turn to the ramp. Succeeding planes steady

--211--



Figure 171.

--212--


out of the turn on the 35° relative approach line and make a visual approach.

4. Second and succeeding divisions should time departure from "A" to begin breakup as the last plane on the approach is about 500 yards astern of the ramp. Wave-offs continue ahead to clear the ship's bow and turn to parallel the 215° relative downwind track, taking interval behind the divisions coming downwind.

5. Under full contact conditions, points "B" and "C" move upwind and closer to the ship. CCA control is limited to advising the heading to fly to make good the 35° relative approach.

6. Under marginal weather conditions, CCA could control departure from "A" and if conditions become worse, gradually assume full control. If the ship moves into bad weather the group leaves point "A" and remains in the clear as CCA control takes over.

C. Aircraft Procedure--Instrument Conditions

1. The CCA pattern conditions is shown in figure 172.

2. Assumptions:

  1. Formations of aircraft will return above the overcast or, if clouds extend to great heights, will orbit in a clear area within radar range of the ship.

  2. The ship will be ready for recovery when aircraft arrive.

  3. Positive control will be exercised by CCA and all aircraft movements will be made on order except as noted below.

3. Strike leader will establish communications with PICK-UP as soon as possible, and will give PICK-UP radio calls of aircraft (side numbers) in order of landing, designating section leaders. Notify PICK-UP if group is on top or when group approaches bad weather area if not on top. PICK-UP will order orbit if group is on top, otherwise, group will begin orbit at discretion of strike leader.

4. PICK-UP will begin breakup immediately. Sections will leave the orbit as directed and follow vectors at altitude assigned by PICK-UP. As Point "A" is approached, PICK-UP will order sections to home in on DDR from astern and will order HOMER (HOMER-Home on DDR without further aid from CCA, descending if directed. When over DDR report EUREKA to PICK-UP).

5. Continue homing on DDR at 15Q knots. As each section passes over DDR at assigned altitude, section leader report EUREKA (EUREKA--I am over DDR at assigned altitude) and PICK-UP will order switch to MARSHALL. MARSHALL will vector section to "B". When directed by MARSHALL, section will descend to 750 feet. Follow MARSHALL'S vectors maintaining 150 knots until ordered to shift to TRAFFIC at "B". .

6. Report to TRAFFIC and follow vectors given, maintaining 750 feet and 150 knots. TRAFFIC will peel off section leader at "C" and wingman about 15 seconds later. Complete landing check-off and reduce speed. When directed shift to FINAL.

7. After steady on vector at "D", reduce to approach speed and begin let-down at 300 feet per minute to reach 150 feet when % mile from ramp. Follow vectors given by FINAL and check rate of descent with altitude checks given by FINAL. At 500 yards, expect CONTACT from LSO.

8. When LSO says CONTACT, look but port side and attempt to make visual contact with LSO. If LSO is not in sight, a slight turn to starboard should bring him in view. When LSO is sighted, report CONTACT and proceed visually to landing.

9. If LSO does not report CONTACT at 500 yards, expect wave-off from FINAL. If given, turn 20° to starboard, climb to 400 feet, shift to MARSHALL, and report. Retract gear and home on DDR at 400 feet. When over DDR, report EUREKA and MARSHALL will give vector back to "B". If LSO is not sighted immediately after he reports CONTACT take a wave-off as above.

10. If visual wave-off is given by LSO, take wave-off to port and turn to home on DDR when clear of the bow. Report to MARSHALL and home on DDR at 400 feet. Report EUREKA when over the DDR.

11. If wave-off is given by TRAFFIC before the turn at "C", maintain 750 feet, home on DDR, and report EUREKA to MARSHALL.

--213--



Figure 172.

III. CCA PICK-UP CONTROL

A. General

1. The function of the PICK-UP CONTROLLER is to control aircraft from the time of initial radar contact to RALLY POINT and from RALLY POINT through HOLDING SECTOR to DDR in such a manner as to allow the MARSHALL CONTROLLER to establish a two minute interval, between sections, at Point "B".

2. In order to maintain the above interval, the following points must be observed:

  1. Close liaison between PICK-UP and MARSHALL.

  2. Positive control of aircraft between RALLY POINT and DDR.

--214--


  1. Aircraft to be at lowest available altitude upon arrival at Point "A" (normally, 1,500 feet).

B. Pick-Up Control Procedure

1. The CCA pattern to be followed is shown in figure 3.

2. PICK-UP control aircraft as fellows:

  1. Establish communication (initiated by group leader or leaders returning from mission) and report weather and altimeter setting at base.

  2. Receive from leader, estimated position and side numbers of accompanying aircraft in landing order and weather en route.

  3. Vector group(s) to RALLY POINT as determined by weather encountered by aircraft.

  4. Break off sections at intervals. Vector to DDR, assign a YE holding sector and altitude starting at 1,500 feet with sections at 1,000 feet intervals up to 4,500 feet.

  5. hen the first two sections are steady on their assigned vectors, they are given HOMER.

  6. When a section reports EUREKA, direct aircraft to switch to designated button for MARSHALL control.

3. The following liaison is required between PICK-UP and MARSHALL:

  1. MARSHALL inform PICK-UP when ready to receive aircraft and designate button.

  2. PICK-UP inform MARSHALL of aircraft identification and altitude.

  3. MARSHALL inform PICK-UP when he has control of aircraft and when the aircraft vacate an altitude.

4. PICK-UP assign next lower altitude to succeeding sections as soon as MARSHALL clears the lowest section to 750 feet.

5. When informed by the MARSHALL controller that he cannot handle succeeding aircraft at Point "A", the PICK-UP controller will orbit the aircraft in the HOLDING SECTOR until MARSHALL is ready.

IV. CCA MARSHALL CONTROL

A. General

1. The function of MARSHALL controller is to control sections or individual aircraft after they have established their position over Point "A", the designated holding base, either the landing CV or a remote ship, so that sections arrive at Point "B", the traffic control area, at two minute intervals.

2. The establishment of the above interval can be achieved by:

  1. Close liaison with PICK-UP and TRAFFIC.

  2. Precise timing in turning aircraft when ahead of holding base so as to establish a two minute interval for sections through Point "B".

  3. Ordering aircraft to 750 feet when positively identified.

  4. Precision in turning aircraft over to TRAFFIC at Point "B" on the proper heading and at the proper altitude (750 feet).

3. MARSHALL will, in the event that TRAFFIC has reported saturation, return aircraft to Point "A" to be fed into the pattern again.

B. Marshall Control Procedure

1. The CCA pattern to be followed is shown in figure 3.

2. The following liaison between MARSHALL and other controllers is required:

  1. MARSHALL inform PICK-UP that he is ready to control aircraft.

  2. PICK-UP inform MARSHALL that aircraft are over Point "A" at a specific altitude.

  3. TRAFFIC inform MARSHALL when he is prepared to take aircraft and then designates radio button to be used.

  4. TRAFFIC inform MARSHALL when he is saturated so that MARSHALL and PICK-UP can prevent saturation of the entire pattern.

  5. MARSHALL inform TRAFFIC of aircraft identification, position and heading.

--215--


3. MARSHALL controls aircraft as follows:

  1. Establish communications (initiated by aircraft).

  2. Order aircraft to hold (or turn to) heading parallel to ship's heading until further orders.

  3. The first turn given the aircraft after passing over DDR on ships heading will be 90° to port. The time at which this turn is made determines the interval at "B" (two minutes per section) and depends on the time elapsed since the previous section passed over the DDR.

  4. After completing the 90° timing turn, vector the aircraft to pass through "B" on the 215° relative bearing line and control let-down to have aircraft at 750 feet at this point.

  5. When TRAFFIC is ready, with a clear button, order aircraft to shift to TRAFFIC.

V. CCA TRAFFIC CONTROL

A. General

1. Control of aircraft from "B" to "D", in such a manner as to establish a one minute interval between aircraft on final approach, is the function of TRAFFIC.

2. The establishment of the above interval can only be achieved by:

  1. Close liaison with MARSHALL and FINAL.

  2. Precision in detaching section leaders at "C" to arrive at "D" two miles from the ramp and one mile astern any preceding aircraft.

  3. Accurate timing of wingman prior to turning to "D" to arrive one mile astern section leader.

3. TRAFFIC will, in the event of saturation, wave-off aircraft by vectoring them to the DDR and returning them to MARSHALL to preserve the requirements of 2 (6) and (c) above.

B. Traffic Control Procedure

1. The CCA pattern to be followed is shown in Figure 172.

2. The following liaison between TRAFFIC and MARSHALL is required:

  1. TRAFFIC inform MARSHALL that he is ready for aircraft and designate button.

  2. MARSHALL inform TRAFFIC of the aircraft identification, heading, and position and order the aircraft to shift TRAFFIC when at "B".

  3. TRAFFIC notify MARSHALL when aircraft identification and communication established.

3. TRAFFIC controls aircraft as follows:

  1. Establish communications (initiated by aircraft).

  2. Soon after aircraft pass "B", direct aircraft to set directional gyro and not reset for remainder of approach. Give pilots landing check for gas, mixture, prop, and shoulder straps.

  3. Inform aircraft of heading to fly to reach "C" at altitude 750 feet, speed 150 knots and give corrective vectors if necessary.

  4. When aircraft arrive at "C", direct section leader to detach, vector port to heading for "D", descend to 500 feet and slow to 90 knots.

  5. Keep wingman on heading to establish one mile interval behind leader whereupon direct wingman to vector port to heading for "D", descend to 500 feet and slow to 90 knots. Experience shows that this interval may be established by timing so that the wingman continues on heading for 15 seconds prior to turning port for "D".

  6. Aircraft arriving at "D" are informed of that fact and given a further cockpit landing check for wheels, flaps, and hook.

  7. Upon arrival at "D", when FINAL is prepared, direct aircraft to shift to designated button for FINAL.

VI. CCA FINAL CONTROL

A. General

1. The function of FINAL CONTROL is the vectoring of aircraft from "D" toward the point at which the instrument approach is terminated by contact with the LANDING SIGNAL

--216--


OFFICER or by a wave-off prior to such contact.

2. FINAL must maintain liaison with TRAFFIC, LSO and PRIMARY FLY.

3. FINAL will wave-off aircraft by vectoring them to the DDR and returning them to MARSHALL in the following cases:

  1. Aircraft not in position to make successful visual LSO controlled approach or cannot be safely vectored to such position.

  2. Aircraft not visible to LSO at minimum contact range and visibility.

  3. LSO not visible to pilot at CONTACT.

  4. Overrunning of preceding aircraft.

  5. Foul deck.

B. Final Control Procedure

1. The CCA pattern to be followed is shown in Figure 172.

2. The following liaison between FINAL and TRAFFIC is required:

  1. Inform TRAFFIC when ready for aircraft and designate button.

  2. TRAFFIC inform FINAL of aircraft position and identification.

  3. FINAL notify TRAFFIC when aircraft identified and communication established.

3. FINAL control aircraft as follows:

  1. Establish communication initiated by aircraft and require acknowledgment of first transmission only.

  2. Vector aircraft to position for contact with LSO.

  3. Direct aircraft to descend from 500 feet at 300 feet per minute and have pilot check wheels, flaps, and hook for landing condition.

  4. Advise pilot of range at each half mile and minimum altitude at that range until at one-half mile.

  5. At three-quarters of a mile instruct the pilot to reduce to approach altitude and -approach speed.

  6. From one-half mile to CONTACT advise pilot of range at each hundred yards.

  7. If LSO does not give pilot CONTACT at 500 yards or if deck is not clear for landing, FINAL wave-off aircraft by directing vector 20° starboard, climb to 400 feet and shift to MARSHALL.

4. Liaison with LSO is required:

  1. To permit LSO to monitor FINAL communication with aircraft.

5. Liaison with PRIMARY FLY is required to determine the deck condition for landing aircraft.

VII. CCA COMMUNICATION PROCEDURE

A. General

1. For the CCA procedure, six (6) clear VHF Channels are required. For purposes of this discussion, these are designated herein as follows:

  1. Button 2--PICK-UP.
  2. Button 3--MARSHALL.
  3. Button 4--TRAFFIC.
  4. Button 5--TRAFFIC.
  5. Button 6--FINAL.
  6. Button 7--FINAL.

2. The procedure requires the pilot to shift channels three times; from 2 to 3 at Point "A", from 3 to 4 or 5 at Point "B", and from 4 or 5 to 6 or 7 at Point "C". In the event of a wave-off, pilot shifts from 6 or 7 back to 3 when level at 400 feet. All shifts except the shift to 3 after wave-off are made when ordered. It is the responsibility of the pilot to establish communications after each shift.

3. Each order given will be repeated by the pilot to insure correct reception except orders given by FINAL.

4. The LSO transmits and receives on 6 or 7 and overrides all transmissions on those channels.

B. Emergency Procedure for Loss of Communications

If the pilot loses communication for 1 minute with Marshall or pick-up, 30 seconds with traffic, or 10 seconds on final, he calls in. If communications are lost, planes turn 10° to right and climbs to top of overcast or to 10,000 feet and fly a box with 1-minute sides. After right turn, aircraft on final should climb to and maintain 400 feet until sure of being well clear of

--217--


holding stack before climbing to higher altitude. Another plane, preferably a night fighter, is sectored to intercept and brings plane in formation to the LSO contact. If plane cannot top forecast and cannot fly formation at the time, there is no solution.

B. A Sample Communications Procedure is Given Below:

Button Ship Pilot
2 ------------------------------ "Oyster--this is Oyster 100; on top at angels 6, steering 160, airspeed 160, hayrake says William, over."
2 "Oyster 100; this is Oyster PICK-UP: roger, I see you at 340, 50 miles, weather at base point five, ten, six, point four, altimeter two niner eight seven, surface wind 280, sixteen. Tell off in landing order, over." ------------------------------
2 ------------------------------ "This is 100: roger. Sixteen chickens, first section 101, 102; second section 103, 104; third section 105, 106; fourth section 107, 108; fifth section 110, 109; sixth section 117, 118; seventh section 111, 113; eighth section 100, 115; over."
2 "This is PICK-UP: roger, vector port to 120, slow to 150 knots, over." ------------------------------
2 ------------------------------ "This is 100: vector port to 120, slow to 150, out."
"This is 100: steady on 120 at 150 knots, over."
2 "This is PICK-UP: roger, out." ------------------------------
2 "This is PICK-UP: orbit present position, over." ------------------------------
2 ------------------------------ "This is 100: orbit present position, out."
2 "101 oyster, this is PICK-UP: detach your section vector 170, take altitude, 1,500, over." ------------------------------
2 ------------------------------ "This is 101 oyster: vector 170, altitude 1,500, out."
2 "103 oyster, this is PICK-UP: detach your section vector 170, take altitude 2,500, over." ------------------------------
2 ------------------------------ "This is 103 oyster: vector 175, altitude 2,500, out."
2 "105 oyster: this is PICK-UP: detach your section vector 170, take altitude 3,500, over." ------------------------------
2 ------------------------------ "This is 105 oyster: vector 180, altitude 3,500. out."
2 "107 oyster: this is PICK-UP: detach your section vector 170, take altitude 4,500, over." ------------------------------
2 ------------------------------ "This is 107 oyster: vector 170 altitude 45, out."
2 "101 this is PICK-UP: vector starboard 280, homer, over." ------------------------------
2 ------------------------------ "This is 101: starboard 280, homer, out."
(PICK-UP continues to vector sections into homing position assigning clear altitudes. If a lower altitude is cleared before a section is switched to MARSHALL, PICK-UP will order let-down.)
2 ------------------------------ "This is-101: EUREKA, over."
2 "101 this is PICK-UP: switch to button 3 for MARSHALL, over." ------------------------------
2 ------------------------------ "This is 101: button 3, out."
3 ------------------------------ "MARSHALL this is 101 with 102 on button 3, over."
3 "101 this is MARSHALL: roger, continue present vector, over." ------------------------------
3 ------------------------------ "This is 101: continue present vector, out."
3 "101 this is MARSHALL: vector port 190, take 750 feet, over." ------------------------------
3 ------------------------------ "This is 101: port 190, 750 feet, out."
3 ------------------------------ "MARSHALL this is 103 on button 3, over."
3 "103 this is MARSHALL: roger, continue present vector, take 1,500 feet, over. ------------------------------
3 ------------------------------ "This is 103: continue vector at 1,500, out."
3 "101 this is MARSHALL: vector port 140, switch to button 4 for TRAFFIC, over.
3 ------------------------------ "This is 101: port 140, switch to 4, out."
3 "103 this is MARSHALL: take 750 feet, vector port 190, over."
3 ------------------------------ "This is 103: take 750 feet, vector port 190, out."

--218--


(MARSHALL continues vectoring sections to point "B" after sections report on button 3, to achieve two minute spacing downwind and ordering descent to 750 feet as soon as radar shows such descent to be safe. Sections are alternately assigned to the two TRAFFIC frequencies.)

Button Ship Pilot
4 ----------------------------- "TRAFFIC this is 101: over."

4 "101 this is TRAFFIC: you are at point Baker, your heading 140, check gas, mixture, prop and shoulder straps. Set gyro and ao not reset, over."
4 ----------------------------- "This is 101: heading 140, roger. out "
4 "101 this is TRAFFIC: vector starboard 150, over."
4 ----------------------------- "This is 101: starboard 150, out."
4 "101 this is TRAFFIC: you are at point Charlie. Detach, vector port 300. Descend to 500 feet, over." -----------------------------
4 ----------------------------- "This is 101: port 300, 500 feet, out."
4 "101 this is TRAFFIC: check wheels, flaps, hook and hood, over." -----------------------------
4 ----------------------------- "This is 101: roger, out."
4 "102 this is TRAFFIC: vector port 300. Descend to 500 feet, over." -----------------------------
4 ----------------------------- "This is 102: port 300, 500 feet, out."
4 "102 this is TRAFFIC: check wheels, flaps, hook and hood, over." -----------------------------
4 ----------------------------- "This is 102: roger, out."
4 "101 this is TRAFFIC: switch to button 6 for FINAL, over."
4
4 ----------------------------- "This is 101: button 6, out."
4 "102 this is TRAFFIC: continue port 290, switch to button 7 for FINAL, over." -----------------------------
4 ----------------------------- "This is 102: port 290, button 7, out."
6 ----------------------------- "FINAL this is 101: over."
6 "101 this is FINAL: maintain present heading, over." -----------------------------
6 ----------------------------- "This is 101: maintain heading, out."
6 "101 this is FINAL: do not acknowledge further transmissions. Continue present heading, speed 90 knots, start descent, 300 feet per minute. Check wheels, flaps, hook and hood." -----------------------------
6 "This is FINAL: you are at two miles, your altitude should be 400 feet, vector starboard to 305. You are at 1¾ miles, continue starboard to 310. 310 is your new heading." -----------------------------
6 "This is FINAL: you are at 1½ miles, your altitude should be 300 feet, you are holding nicely on the line." -----------------------------
6 "This is FINAL: you are at 1¼ miles, vector port to 300. You are at 1 mile, your altitude should be 200 feet. 300 is your heading. You are at ½ mile, starboard to 305. Reduce to approach speed and altitude."

"You are at mile, you should be at approach speed and altitude, port to 303. 900 yards, 800 yards, 600 yards, starboard to 305, vou are at 500 yards."

-----------------------------
6 "CONTACT" (from LSO). -----------------------------
6 ----------------------------- "CONTACT" (from pilot).

--219--


Table of Contents
Previous Chapter (19) Next Chapter (21)



Transcribed and formatted by Larry Jewell & Patrick Clancey, HyperWar Foundation