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-Virtual United States

Coast GuardTraining Manual

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I

Virtual United States Coast GuardvEnsign Training Manual

Disclaimer

The Virtual United States Coast Guard is in no way affiliated with the real world

United States Coast Guard nor represents that branch of the military in any way

or the ideas and missions of the United States Coast Guard.

©2000-2010 Virtual United States Coast Guard. All Rights Reserved.

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II

Welcome Aboard

Welcome to the Virtual US Coast Guard Aviation Training Center at Mobile Regional Airport,

Mobile, Alabama. This is where you will start your career as a vUSCG fleet airman. We desire to

have the most professional airmen in the VATSIM system while having the most fun flying our

missions together.

Your training will consist of one-on-one training with your flight instructor. You will train on

ATC & Coast Guard communications, search patterns, VFR & IFR flight, weather, airspace,

basic flight operations and more. After your training with your flight instructor, you will

undergo a checkride, to see if you can put into practice what you have learned. Upon successful

completion of your checkride, you will be award you with the rank of vLieutenant, Junior Grade

and assign you to one of the vUSCG Districts throughout the United States. You will be able to

develop more advanced Coast Guard flying skills while at your assigned station.

The speed with which you progress will depend largely on your current flying skills and how

quickly you can learn a few basic Search and Rescue (SAR) patterns. If you have any questions or concerns, please contact your instructor for more help.

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III

Table of Contents

Welcome Aboard II

About the vUSCGSynopsis pg. 2

Districts pg. 3

Chain of Command pg. 4

Reserves pg. 5

Engineering pg. 6

Getting StartedSoftware pg. 8

Downloads pg. 9

Links pg. 10

Your time at CGAS Mobile pg. 11

Preparing for your Checkride pg. 13

vUSCG Ranks & AwardsRanks pg. 17

Advancement Requirements pg. 19

Awards pg. 20

vUSCG CommunicationsRadio Guard Procedures pg. 23

TACAN ApproachWhat is TACAN pg. 27

Plan View pg. 28

Profile View pg. 29

Minimum Descent Altitude pg. 30

Airport View pg. 31

KMOB TACAN-A Practice pg. 32

SAR OperationsOverview pg. 36

Trackline pg. 37

Parallel pg. 38

Creep pg. 39

Sector pg. 40

SAR Pattern Exercises pg. 41

SAR Checklist pg. 42

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IV

Table of Contents

Software Tutorials

FS Navigator SAR Patterns pg. 44

Terminology & Abbreviations pg. 48

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About the vUSCG Page 2

The Virtual United States Coast Guard (vUSCG) is an organization of fellow flight

simulator enthusiasts that enjoy simulating the missions and procedures of our nation's

coast guard. We have found terrific enjoyment from trying to emulate the heroic and

lifethreatening jobs that real-world USCG men and women perform as a daily routine. Out of

admiration and respect, we have tried to make this organization as realistic as our

virtual environment will allow and have made every effort to maintain a similar level of

professionalism to our real-world counterparts.

Many newcomers ask: How does it work? The answer is very simple. Individuals running

Microsoft Flight Simulator 2004 (we are currently working to upgrade files to FSX

compatibility) can connect via the VATSIM System (http://www.vatsim.net/) so that they

can see each other from their own aircraft. Using the voice communication program

Team Speak (http://www.teamspeak.com/), we are able to communicate in real time with

each other and perform synchronized procedures. These basics, combined with our owncustomized aircraft fleet and sceneries, make flying the missions and saving virtual lives

really "as real as it gets"!

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vUSCG Districts

District 1 - New England District 9 - Great Lakes

- Cape Cod, MA

Otis AFB - Traverse City, MI

Cherry Capital Arpt

District 5 - Mid-Atlantic District 11 - Pacific Southwest

- Atlantic City, NJ - Humboldt Bay, CA

Atlantic City ANGB (Atlantic City Intl)

- Cape May, NJ

TRACEN Cape May, Sewell Point

- Elizabeth City, NC AR&SC, ATTC, NSFCC

Elizabeth City Regl

- Washington, DC

Andrews AFB

District 7 - Southeast

-Borinquen, PR

Ramey AFB (Rafael Hernandez Arpt)

-Clearwater, FL

St. Petersburg/Clearwater Intl

- Miami, FLOpa Locka Arpt

- Savannah, GA

Hunter Army Afld

District 8 - Gulf Coast

- Corpus Christi, TX

Corpus Christi Army Depot (CCAD)

- Houston, TX

Ellington Field

- Mobile, AL

ATC, POPDIV

- New Orleans, LA

New Orleans NAS JRB (Alvin Callender Fld)

Arcata Arpt

- Los Angeles, CA

Los Angeles Intl

- Sacramento, CA

SMALC McClellan AFB

- San Diego, CA

San Diego Lindbergh Field

- San Francisco, CA

San Francisco Intl

District 13 - Pacific Northwest

- Astoria, OR

Astoria Regional Arpt

- North Bend, OR

North Bend Municipal

- Port Angeles, WA

Port Angeles CGAS

District 14 - Hawaii / Guam

- Barbers Point, HI

Barbers Point NAS /

Kalaeloa Arpt

District 17 - Alaska- Kodiak, AK

Kodiak Arpt

-Sitka, AK

Sitka / Rocky Gutierrez Arpt

-Juneau,AK

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vUSCG Chain of Command

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vUSCG Reserves

Unfortunately, not all members are able to fulfill their hours requirements for full

membership with the Virtual United States Coast Guard. The intention of the vUSCG

Reserves Program is to permit members of the vUSCG who have completed their training to

remain a member of the vUSCG even if their everyday schedule would not normally

permit it.

The Virtual United States Coast Guard Reserves Program is open to any individual who has

completed their initial training at the vUSCG Training Center, located in Mobile, Alabama,

and have achieved a minimum rank of Lieutenant (JG). The Virtual United States Coast

Guard Reserves Program is not open to members who hold the rank of Ensign. Members of the Virtual United States Coast Guard Reserves will not be permitted to

advance in rank, regardless of hours completed, and will not be eligible for command or

administrative positions with the Virtual United States Coast Guard.

Members of the Virtual United States Coast Guard Reserves will be permitted to assist

with any missions or events as if they were active members of the Virtual United States

Coast Guard, but will be limited to filing at most ten (10) hours of time with the Virtual

United States Coast Guard per month. To remain in the Virtual United States Coast Guard

Reserve Program, a member must file at least two (2) hours of flight time every six (6)

months. If this condition is not met, the member will be removed from the Virtual United

States Coast Guard, and will be required to reapply for membership, and undergo all

relevant training.

To be transferred to the Virtual United States Coast Guard Reserve Program, a

prospective member must have achieved the rank of Lieutenant (JG), and submit, in

writing, a request to their District Commander that they be placed in the Reserves

Program. The vUSCG Command Staff reserves the right to allow or deny any request as they

see fit. Members of the Virtual United States Coast Guard Reserve Program who wish to return

to active status must make a request, in writing, to the Director of theVirtual United States Coast Guard Reserve Program, who will then consider the request. If

granted, a member will be placed in a District of the Virtual United States Coast Guard Chief

Of Staff‟s choosing, and may be promoted to the rank as indicated by total hours accrued, if all

advancement requirements have been met.

A member of the Virtual United States Coast Guard may only request membership with the

Virtual United States Coast Guard Reserve Program once, and if they return to full active

status, will be required to fulfill the hours required of active members, or will be removed

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Engineering Division

The vUSCG Engineering Division is a group of highly skilled individuals who bring

specialized real world skills to the Virtual U.S. Coast Guard and allow us to utilize

technology to create the most realistic and accurate simulation of the vUSCG. This also

allows the vUSCG to develop its own technical applications without having to rely oncurrently available technologies.

vUSCG Engineering covers all aspects of technical knowledge in both the real world and

flight simulation world. We cover a wide range of technology issues along with research and

development relating to real world flight, navigation, communications, flight

simulator, software, hardware, aircraft, scenery, and computer performance.

Our job is to provide cutting edge technology to the vUSCG. We are expected to come up

with break through technologies and solve problems with equipment, computers, software,

and aircraft as they arise.

Our “Direct Officer Commission Program “ allows people with special real world

technical skills to become vUSCG officers immediately by contributing their expertise to

our organization. If you have a background in any of the following or have real world

experience in any of these areas and are interested in joining our team, please submit a

request under the recruiting button on the main page and explain your background in the

comments field. We will contact you and let you know if you qualify for the direct officer

commission program. If you are already a vUSCG member and would like to join the

Engineering Division in addition to your normal duties, send an email with a request toyour commander and we will get back to you and let you know if you qualify.

We accept people with proven experience in one of the following areas. We are looking for

“self starters” who have the time to commit to large scale projects from concept to completion

including testing. This position carries with it the prestige of being an

Engineering Developer for the vUSCG, the premier search and rescue organization in the flight

simulation world. Our commitment is to maintain the most realistic simulation as possible

while providing a enjoyable experience for pilots of flight sim.



Getting Started Page 8

All pilots must have a VATSIM ID, and be familiar with flying on the VATSIM network.

Software

Listed below is the software that is needed for operations with the vUSCG. Some of the

software is required (AOL Instant Messenger, FS INN, Team Speak and vUSCG E-Z

Scenery) and are free to download. FSNavigator or FSCommander is the only payware, and

is not required by vUSCG, but is highly recommended.

AOL Instant Messenger: http://www.aim.com

The vUSCG uses AIM for "satellite secure" communications. Whenever

you are available for vUSCG missions, you will log in on AIM using your

vUSCG screen name (CGA01A). You can contact the Training Director on his AIM

name of vUSCGHQ02 anytime you see him logged in under this name. This is a free service

provided by AOL. We publish our screen names to each other behind the password protectedSecure Site link on the main vUSCG web site.

FS Inn: http://usa-w.vatsim.net/prc/VPTPublic/103/103h/103h.htm

Most vUSCG flights, even in training, take place within the VATSIM world,

where the pilots interface their FS system with the VATSIM system using

SquawkBox (SB) or FSInn You should be able to enter MUTIPLAYER mode in FS,

start up SB or FSInn, and connect to the servers, then create and upload a

VFR flight plan before taking off from Mobile. You will also need a Pilot ID

PID) from VATSIM. Be sure to read all the documentation that comes with these

add on software packages. In some cases they may require additional files not

included in the SB download.

TeamSpeak: http://www.teamspeak.com

All voice communications between vUSCG assets are conducted on TeamSpeak.




FSNavigator: http://www.fsnavigator.com/

FSCommander:

FSNav or FSCommander is highly recommended for use in setting up SAR

patterns as well as normal navigation. It has many great features, such as

multiplayer connections and holding patterns and can be downloaded

from the programmer's site.

*FSNavigator is no longer being sold or supported. If you do not already have

a copy of it, we recommend FSCommander, which is FS9 & FSX

compatable.

Downloads

Several downloads are also required for use during training, and throughout your service.

Additional aircraft and scenery will be available to you once you complete your training. On

the vUSCG.org web site on the far left, Secure Downloads>Training;

CGAS Mobile: Available On the vUSCG website.

Scenery file for CGAS Mobile (KMOB)

HH-65 B/C Dolphin: Available on the vUSCG website

FS9 - HH-65B/C for Helicopter Training at ATC Mobile.

HU-25 Guardian: Available on the vUSCG website.

FS9/FSX - HU-25B for Fixed Wing Training at ATC Mobile.

vUSCG SOP: Available on the vUSCG website.




Links

There are numerous links to aviation sites containing airport diagrams, approach plates,

and weather. You should always check the weather for your departure and arrival airports,

along with the weather along your route. It is also recommended that you have the

appropriate charts on board when flying.

Listed below are just a few of these sites.

Route Planning

RouteFinder: http://rfinder.asalink.net/free/

Route generator for PC flight simulation use

Airport Diagrams

FltPlan.com: http://www.fltplan.com/index.htm

General aviation site that generates flight plans and produces weather information and

forecasts. You must register, but its free.

My Airplane: http://www.myairplane.com/databases/approach/index.php

Get free printouts of approach, DP/STAR, and facility charts for most any airport in the

USA.

AirNav: http://airnav.com/

Real World Aviation Database for airports, nav aids, fixes, etc. Look up any airport or nav aid

here.

Weather

Aviation Digital Data Service (ADDS): http://adds.aviationweather.noaa.gov/

US Government site with tons of weather information including several Java apps. Use the

METAR Java Tool to locate that bad weather for IFR practice or to steer around it whenflying VFR.

NWS METAR Data Access: http://weather.noaa.gov/weather/metar.shtml

Current and recent METAR reports from around the world are available from the NWS

METAR Help: http://weather.cod.edu/notes/metar.html

A site to assist in interpreting METAR information



Getting Started Page11

Your time at GCAS Mobile

The vUSCG has a self paced training program. This means it is u to you, how fast or slow you

want to take it. This information is designed to prepare you for a Check Ride (CR), which if

you successfully pass, will see you posted to one of our Districts.

Read the section “Preparing for a Check Ride” and use that as your training guide. IF at any

time you need help email [email protected] or politely ask someone you see on the

TeamSpeak Server. WHEN you are ready for the CR, it is up to you to notify CG-07.

On TeamSpeak, the Pilot Lounge is the default room. If you are flying then you are expected to

be on the TS server. The Training Rooms are the preferred rooms for chatting whilst at the

vEnsign program. You SHOULD however try to monitor the NATCOM room prior to your CR

so you get a feel for the way we make radio calls etc.

There are four (4) SAR Training missions on the download section of the website, once you

can handle the aircraft around KMOB, and are confident then go ahead and work through

these. If you need help email [email protected] or politely ask someone on TS.

IF you do the CR in the HU-25, then you will only be given a fixed wing certification. IF you

do the CR in the HH-65, then you will receive both rotary and fixed wing cert‟.

Whilst flying online use your allocated callsign, and don‟t forget about Airspace requirements,

regarding clearances etc to depart/return.

The following pages provide additional information on the training topics, checkride

requirements and some rules and regulations for flights out of CGAS Mobile.

mailto:[email protected]










Getting Started Page12

When flying vEnsigns should remain in the KMOB local area (approx 60 NM radius) at all

times except the VFR Cross-Country flight, IFR training flights assigned by an Instructor.

Start Up Location for the vUSCG Ramp

Be sure to preposition yourself and your aircraft at the vUSCG ATC ramp at KMOB prior to

logging onto FS INN. Never use SLEW when connected.Voice Communications

The vUSCG uses Team Speak for all voice communications. The server address

is70.87.174.171:8813. Personnel should log in, setting their nickname as their vUSCG ID #

(i.e. CGA01A)

When the Airfield is VFR

When Mobile reports a ceiling of 1000 ft and 3 SM visibility or better, you may file

VFR. Make sure to put some brief instructions in the route section of the flight plan to let

any controller know what your intentions are while flying. DO NOT enter any Class B

airspace without specific clearance from the ATC. If you have less than 3 SM visibility but

more than 1 SM, then you may file special VFR, or SVFR, but you must remain clear of clouds. If you are taking off in controlled airspace (when HOU_CTR is on line), please

give them a call to let them know you're departing the field VFR and in what direction.

When the Airfield is IFR

When Mobile has less than a 1000 ft ceiling or the visibility is less than 1 SM, the field is IFR

and you should use only IFR flight plans to operate fixed wing aircraft. Helicopters may still

operate SVFR, with the one rule that they must not hit anything! Use all normal VATUSA

operations for IFR flight.

Special Instructions for Helicopters

As mentioned above, helicopters may still fly SVFR even when fixed are forced to fly IFR, butdon't hit anything. Helicopters also use a technique called Air Taxi and Air Hover to

move about the airport, where Air Taxi is done at less than 30 ft AGL and less than 20 kts,

and Air Hover is done at less than 100 ft AGL and at a safe airspeed. Helicopters routinely use

the local helipads to depart the airport versus using a runway. Helicopters may also

approach an airport at low level from almost any direction and fly directly to the helipad if

there is no conflicting traffic. Helicopter are to avoid the flow of fixed wing traffic when

approaching the airport.

vUSCG Squawk Codes

Most all military operations use transponder codes which begin with 4. You may use 4xxx,

where xxx is any three numbers 0-7 you wish, or just stay with 1200, which is a VFR code. If assigned a code by any VATUSA controller, use that code. Never Squawk 7700 or

7600 in the VATSIM environment without first asking the local ATC's permission

first. Additionally, understand you must then go to the VATSIM site a fill out a report on the

incident, as well as the controller. The vUSCG uses the Squawk code of 1277 for

aircraft actively involved in a SAR or Medevac missions.




Preparing for your checkride

There are several standard tasks that you will be required to perform during your

checkride:

Task 1 - VATSIM and FS INN Operations

• Able to log on VATSIM using FS INN and FS2000/2/9/10 multiplayer mode

• Able to file and send a VATSIM VFR flight plan on the VATSIM Flight Plan page

• Able to contact Houston Center or other appropriate ATC to advise intentions

• Able to load and voice communicate to VATSIM controllers or vUSCG operations

Task 2 - MSFS Set Up

• Able to load and use mission and CGAS scenery

• Able to load and generate vUSCG scenery using the vUSCG E-Z Scenery

• Able to load and use vUSCG aircraft

Task 3 - Weather Information

• Able to interpret METARs for wind direction and strength, cloud ceilings and

visibility

• Able to decide if ATC Mobile airspace is VFR, Marginal VFR, or IFR based on METAR

reports

• Able to look up other airport METARs for current conditions

Task 4 - Taxi and Take Off

• From CGAS ramp at Mobile, choose appropriate runway or helipad and position for take

off

• Contacts ATC and advises intentions (so they know we‟re not going to go bustingthrough their airspace)

• Contacts vUSCG NATCOM for advisory after take off




Task 5 - Local Flight Operations

• Ensigns should be able to locate and use any of the following for local flight

operations.

• Airspace: Mobile is a Class C airspace with overlying Class E airspace with

approach or tower in operation, and all Class E when ATC is not operating.• Able to locate other area airports, VORs and NDBs and their frequencies

- Dauphin Island

- Mobile Downtown

- Gulfport

- Keelser AFB

- Pensacola- Semmes VOR

- Brookley VOR

- Summerdale NDB- Mobile NDB

- PQ NDB

Task 6 - Basic SAR Operations

Given the following, be able to fly a basic search pattern (recommend FSNAV for this

function)

• Coordinates for the start point (Lat/Lon or VOR radial/DME)

• Track

• Space lengths

• Leg lengths

• Search Altitude

• Appropriate airspeed for aircraft type

• Major and Minor Axis

• Pattern Type

• Any communications requirements (call turns, start, stop, etc)




Task 7 - Landing and Taxi

• Able to contact Mobile ATC for landing instructions

• If no ATC, able to choose runway based on winds using METARS

• Able to fly any one of the following approaches

• Any TACAN at Mobile appropriate to the aircraft type

• Any NDB at Mobile appropriate to the aircraft type

• Any VFR Traffic Pattern Requested

• Able to taxi from the landing runway to the vUSCG ramp at Mobile and park

• Files PIREP to appropriate authority (use Training Page PIREP while an Ensign)

When ready, your instructor will recommend you for your checkride.

After You Pass The Check Ride

The flight instructor issuing the checkride will tell you if you passed as you taxi back to the

vUSCG ramp at KMOB. Afterwards he will send in the results of your checkride to the

Training Director. You will be notified of your new vUSCG callsign (the last three digits of

which will remain with your regardless of district; the first number denotes the current district)and instructions on how and when to report to your new district.

Your access rights will be upgraded on the site, and you will access to more links within the

vUSCG site, including additional aircraft and scenery.

You will be expected to take a commercial flight to your new district and report to the

DCO (District Commanding Officer) for a specific air station assignment. Your new DCO

will give you any additional information at that time. Also, each district maintains its own

web page, so make sure you look it over carefully prior to your arrival at your new duty

station.



Ranks & Awards Page 17

vUSCG Officer Ranks

vEnsign

Grade: vO-1Formal: vEnsign Smith, vUSCGInformal: Ensign Smith or Mr. Smith

Written: vENS SMITH

vLieutenant (Junior Grade)

Grade: vO-2

Formal: vLieutenant (Junior Grade) Smith, vUSCGInformal: Lieutenant Smith or Mr. Smith

Written: vLTJG SMITH

vLieutenant

Grade: vO-3

Formal: vLieutenant Smith, vUSCGInformal: Lieutenant Smith or Mr. SmithWritten: vLT SMITH

vLieutenant Commander

Grade: vO-4

Formal: vLieutenant Commander Smith, vUSCG

Informal: Commander Smith or Mr. Smith

Written: vLCDR SMITH

vCommander

Grade: vO-5Formal: vCommander Smith, vUSCG

Informal: Commander SmithWritten: vCMDR SMITH

vCaptain

Grade: vO-6

Formal: vCaptain Smith, vUSCG

Informal: Captain Smith

Written: vCAPT SMITH




vUSCG Admiral Ranks

vRear Admiral (Lower Half)

Grade: vO-7

Formal: vRear Admiral (Lower Half) Smith, vUSCG

Informal: Admiral SmithWritten: vRADM(LH) SMITH

vRear Admiral

Grade: vO-8

Formal: vRear Admiral Smith, vUSCGInformal: Admiral Smith

Written: vRADM SMITH

vVice Admiral

Grade: vO-9

Formal: vVice Admiral Smith, vUSCGInformal: Admiral Smith

Written: vVADM SMITH

vAdmiral

Grade: vO-10Formal: vAdmiral Smith, vUSCG

Informal: Admiral Smith

Written: vADM SMITH




vUSCG Advancement Requirements

vRear Admiral (Lower Half)

Advancement to vRear Admiral (Lower Half) is made by the vUSCG Commandant only. These are

the District Commanders and other Unit Commanders and are appointed on an individual basis as

needed.

vCaptain

This rank may be awarded by the Commandant, Vice Commandant, or the Area

Commanders (COMLANTAREA and COMPACAREA). All District Deputy Chiefs of Staff and

selected administrative positions will have the rank of vCaptain.

vCommander

To be eligible for a promotion to the rank of vCDR, the member must have successfully

completed the advanced SAR course, participated in a minimum of 10 SAR cases and logged a

minimum of 250 flight hours. The District Commander may recommend advancement, only

the Commandant, Vice Commandant, or Area Commander (LANTCOM, PACCOM) may

award the rank.

vLieutenant Commander

To be eligible for a promotion to the rank of vLCDR, the member will have gotten their CG01/02

certification, as well as logging a minimum of 150 flight hours. The District Commander mayrecommend the promotion.

vLieutenant

To be eligible for a promotion to the rank of vLT, the member will have successfully completed the

Oceanic Flight course and logged a minimum of 50 flight hours. The District Commander may

recommend the promotion

vLieutenant (Junior Grade)

All members that complete their training and pass the examination requirements will be given the

rank of vLieutenant (Jr. Grade).

vEnsign

Upon successful completion of a recruiting application, all new recruits will be given the rank of

vEnsign. All vEnsigns are assigned to the Training Division and are NOT affiliated with a

specific District until their training is completed.




vUSCG Award Ribbons

Virtual Defense Distinguished Service vUSCG General Engineering

vUSCG Distinguished Service

vUSCG Founder

Virtual Defense Superior Service

Distinguished Virtual Flying Cross

vUSCG Medal

Bronze Virtual Star

Virtual Defense Meritorious Service

Virtual Meritorious Service

Virtual Air Medal

Virtual Aerial Achievement Medal

Joint Service Commendation Medal

vUSCG Commendation Medal

vUSCG Achievement Medal

vUSCG Commandant Letter of

Commendation

Virtual Combat Action Participation

Joint Meritorious Unit Award

vUSCG Unit Commendation

vUSCG Meritorious Unit Commendation

vUSCG Meritorious Team Commendation

vUSCG Gold Lifesaving Medal

vUSCG Silver Lifesaving Medal

vUSCG Instructor Pilot Medal

HITRON Tactical Course Completion

HITRON Membership

Drug Interdiction Participation

vUSCG PSU Membership

vUSCG Aircraft Interceptor Award

Advanced Search & Rescue Award

vUSCG In-flight Refueling Endorsement

vUSCG SimNASA Joint Operations

Participation

vUSCG Good Conduct Award

vUSCG Antarctica Service

vUSCG Arctic Service

vUSCG International Ice Patrol

vUNAF Expeditionary Medal

Humanitarian Service Award

vUSCG Sea Service Award

vUSCG Special Operations Service




vUSCG Award Ribbons

Cope Thunder 2006 SAR MissionvUSCG Training Honor Graduate

vUNAF Hawaii Festival 2000

vUNAF World Tour 2000

Coast Guard One Certified Pilot

HoverSafe Advanced Graduate

HoverSafe Intermediate Graduate

HoverSafe Basic Graduate

vUNAF Houston Memorial Fly-In 2001

Operation Northern Fury Airmen's

Commendation

Operation Northern Fury SAR Award

Operation Northern Fury Participant

vUSCG Test Pilot Award

Fixed-Wing Aircraft Endorsement

Rotary Aircraft Endorsement

Surface Fleet Endorsement

vUSCG 2nd Anniversary Fly-In Participant

vUSCG 1st Anniversary Fly-In Participant

Cope Thunder 2004 Participant

Cope Thunder 2004 SAR Mission Award

Cope Thunder 2006 Participant

Award

Operation SALITRE 2006

Participant



vUSCG Communications Page 23

Communications Procedure for "Radio Guard"

Radio Guard means maintaining a scheduled radio communications link with an aircraft or

vessel in order to

1. Provide a safety watch of the aircraft or vessel asset.

2. Be able to track the position of the aircraft or vessel asset.

3. Be able to monitor mission status of the aircraft or vessel asset.

Procedure for Aircraft :

1. Once you become airborne and established in flight contact NATCOM or GROUP station on

the Team Speak NATCOM/VUSCG default channel (unless otherwise specified).

a. Use the vUSCG Team Speak server address: 70.87.174.171:8813 b. You are not required to call for radio guard when on the ground. You call once

airborne.

c. Radio Guard is NOT air traffic control. You must assume all required ATC comms

independent of Radio Guard.

d. If there is not a NATCOM station on when you go airborne, you are required to

continue to monitor the NATCOM/VUSCG default channel in case a NATCOM signs

on while you are in flight, at which time you will then check in.

e. If there continues to be no NATCOM during your flight, you must still remain on

thefreq, and can give a short general call out of your position and status "similar to a

Unicom call". This will allow vUSCG units on the freq to know each others

approximate positions.

2. NATCOM will respond to your call and ask you for the following information. You can

provide the information to NATCOM during your initial call, otherwise NATCOM will ask you

for the info on their next transmission.

a. Departure point (usually airport)

b. Destination point (usually airport)

c. aircraft type

d. number of persons on board. (use at least a default crew number for the type of

aircraft you are in)

e. mission (default is local patrol, or local trainer)




3. Once this information is passed to NATCOM they will inform you that they are assuming

your Radio Guard at this time and will instruct you to check in on a certain scheduled

time.

Defaults are

a. Fix wing , every 30 minutes

b. Helicopters, every 15 minutesd. Vessels, every 1 Hour

4. NATCOM will request that your check in include your FLIGHT OPERATIONS, and

your position.

a. Flight Operations or flight-ops, means the condition of your flight, aircraft,

equipment, and personnel. The Default is (NORMAL).

b. Position is the current position of the aircraft or vessel. NATCOM recommends that

you send your Latitude and Longitude for a position whenever possible, however, other

methods are acceptable such as, distance from airport or Navaid.

5. Natcom will tell when you need to make your first check in.

a. usually rounded to the next 15 or 30 minute mark of the current hour.

b. NATCOM will attempt to keep all assets on the frequency on the same routine

schedule time in order to keep radio traffic under better control.

6. It is the responsibility of the asset to initiate the check in by calling NATCOM at the

scheduled time and passing the report.

a. NATCOM will initiate a call to the asset if they are not heard from approximately 3minutes past their scheduled check in time

b. NATCOM may initiate a call to the asset before the scheduled check in time if

NATCOM needs to get the report earlier than the scheduled time.

7. If the asset does not check in on schedule, NATCOM will attempt to asses the situation

and will,

a. Try to determine the reason the asset is not responding.

b. Continue to call the asset on an increased schedule (5 minutes) until the assets

respondsc. After a time period or 30 minutes for rotary, and 1 hour for fix wing, NATCOM will

initiate its LOST COMMS procedure which involves a detailed procedure and report for

determining why the asset did not respond.

This may include initiating a request for a search for the asset by other vUSCG

assets.

d. NATCOM will be attempting to contact the unit by every means available,

including TS, FS Inn chat, AIM secure, and email.




8. Once you have reached your destination you contact NATCOM to SECURE or CLOSE

your radio guard.

a. Typically you will call NATCOM when you are completely parked on the ground at

your destination.

b. You may call NATCOM when you are very close to the destination airport and in

contact with a LIVE tower controller at that airport (Tower only, not approach or

Center). NATCOM allows your guard to be closed at this point since you are in

constant contact with the tower up until landing.

c. NATCOM will advise you that your Guard is closed.

e. If you forget to close your Guard, NATCOM will assume you to be missing and may

initiate Lost Comms on your unit. You must always close your Guard if you have

one established !

9. Special Considerations

a. An aircraft or vessel can keep the Radio Guard of another aircraft or vessel during a

mission if instructed to do so by NATCOM

b. A separate SOP (fix wing cover SOP), explains the procedure for fix wing aircraft

providing cover of helicopters on long range missions beyond 100 NM from land.

Please refer to that.

10. Special considerations in the sim. world

a. If your computer gets bumped off-line during flight and you had guard with NATCOM you need to somehow get word back to them on your situation.

b. If you can't continue for some reason, please try to at least send an AIM or an email to

NATCOM and let them know what happen and why you dropped off.

c. If your internet connection is causing COM to break up, it is acceptable to keep your

Guard with NATCOM through AIM satellite secure comms, however, this will not be

allowed as a regular practice. It will only be allowed if a unit seems to have a problem with

COMMs during a particular mission.

Procedure for vessels, cutters, boats

The procedure for vessels is the same as the one for aircraft above with the following

exceptions.

a. Vessels report "ops normal" not "flight ops normal"

b. Vessels call for Radio Guard once they leave dock or port.



TACAN Approaches Page 27

What is TACAN?

A TACtical Air Navigation (TACAN) approach is centered around a ground-based

R eceiver-Transmitter (RT) which works exactly like a VOR (VHF Omni R ange) with

DME (Distance Measuring Equipment). TACANs differ from VOR in that they transmit on the

UHF radio band vs. the VHF radio band used by VORs and civil aviation.

TACAN‟s, however, are used only by the US Military for navigation and unlike some

VOR‟s, all TACANs have the DME function. A RT location with both functions installed is

called a VORTAC on the enroute charts and has its own symbol. You can also tell if it is a

VORTAC if the information box lists a 3-digit channel number, which indicates the UHF

frequency vs. a VOR's MHz frequency. TACAN approaches are considered a Non

Precision approach, just like VOR, GPS, and NDB‟s.

Where TACANs really differ from VOR approaches is in most VORs, the pilot must use a stop

watch to time from the Final Approach Fix (FAF) to the Missed Approach Point (MAP) where the

TACAN relies solely on the DME function to locate the MAP.

If you already understand VOR approaches and know how to read an approach plate, you

may want to skip the following discussion about approach plates and go down to the specific

discussion on flying the Mobile TACAN-A approach.

Reading Instrument Approach Procedures (IAP) Charts

There are four main parts of the any approach chart, including the TACAN (VOR)approach:

PLAN

AIRPORTDIAGRAM

PROFILE

MINIMUM DESCENTALTITUDES




Plan Viewthe approach looking down on it.

A. Minimum Safe Altitude (MSA) Circle

shows the minimum safe altitude you

can fly within some radius around some

fix or nav aid. MSA‟a are used in an

emergency. Obstructions with heights

are also shown

B. Radio Frequencies in the order you

would need them as you approach the

Field.

C. Normal Entry Gates, usually outlying

VORs. These are the points at which

you would leave an IFR airway and

begin the approach. This portion of

the approach is also called the Initial

Approach Segment. A thin black line

shows the intended VOR radial and

distance to the IAF you should follow.

D. Initial Approach Fix (IAF) - Marks those points where the Initial Approach

Segment ends and the Intermediate Segment begins. You will fly from one of the gates

to one of the IAF‟s to begin the approach. Some approaches have only oneIAF; some

have 4-5.

E. Holding Patterns - Ovals showing the normal places ATC will park you to wait

your turn into the approach. The missed approach hold is also usually shown on the

chart. TACAN approaches use holding patterns for course reversals instead of procedure turns. You will need to understand holding patterns and entry into

them. Military holding patterns are flown with right turns and normally have 10

NM legs.

F. Approach Course - Heavy black line showing the intended path of the aircraft. The

approach course must be entered from an IAF. You will see two types of

courses on TACAN approaches, an arc and a final approach course to the runway

Missed Approach Path - the intended aircraft path if you go missed. Usually leads to

the holding pattern to use if a missed is needed.




Profile Viewas if looking at the approach from the side.

A. Approach Course

- heavy black line indicating the final

approach course to be dialed into your

NAV1 radio. DME/Altitude Points

- points along the approach course with

DME and altitudes marked. After you

pass a DME point, you may drop to the

next altitude listed, usually at about

800-1000 fpm.

B. Final Approach Fix (FAF)

- indicated by a Maltese Cross, this is the

beginning of the Final Approach

Segment. On a VOR approach, you

would start your timing here.

C. Missed Approach Point (MAP)

- point where the heavy black line stops and

the dashed line starts. The point wherea missed approach procedure must be

started. On TACANs, this is a DME

fix whereas on VORs it is when your time expires. Also note that, unlike TACANs

where maintaining a constant ground speed isn‟t necessary, when timing a VOR

you must maintain ground speed carefully. This is generally what makes TACANs

easier than VORs.

D. Missed Approach Procedure - A textual procedure to follow if you must go

missed. A missed approach procedure is required when the visibility is such thatyou cannot see the runway, the end lights, or the approach lights upon reaching the

MAP. It is also required if you drift off course enough that the NAV1 needle pegs

full scale.




Minimum Descent Altitudes (MDA)

A table below the Profile View that

details the minimum altitudes you

cannot go below before reaching the

MAP. They change by aircraft speed

(the letters A-D, and can e looked up in

a Terminal Procedure Book; vUSCG

fixed should reference Type C). The

lines that begin with an S indicate

Straight-in minimums while the letter

C indicates a Circling approach.

Straight ins have lower minimums, andthe airport MUST be kept in sight for a

circling approach… if you lose it in the

clouds, you must go missed. The

number following the MDA is the

visibility minimums. You can see if

you have a chance of making the

minimums using at ACARS function

in Squawkbox to check weather. This

block also contains other information,

alternate minimums, alternate departure

procures, and restrictions



TACAN Approaches Page31

Airport View

Small box on the lower right

which shows a basic airport

outline. A light black line shows

the approach course relative to

runway alignment. The other

item of interest here is the TDZE,

or Touch Down Zone Elevation,

the altitude you can expect the

wheels to touch the runway. The

runway light types can also be

seen and looked up in the USTerminal Procedures manual, but

FS scenery cannot be relied upon

to be consistent.




KMOB TACAN-A Practice Exercises

Set Up

• NAV1 and NAV 2 set to 115.300 MHz

• Dial the NAV1 OBS to the final approach course of 105 as shown on the chart.

• Fly the approach at reasonable speeds, 220 -200 knots for Falcons, and 60-80 knots

for helicopters. See the aircraft specs for all airspeeds.

• Consult the chart for the appropriate altitude for each segment of the approach

• Be sure to let Mobile Tower, Approach, or Houston Center know what you are doing

with a quick courtesy call.

• Fully brief yourself using the approach chart well before beginning the approach so

you‟ll be ahead of the airplane the entire time.

• The following pages contain a description of the steps involved with a TACAN

approach.




1. There are two IAF points to start this approach on this chart; one at SEMMES VORTAC,

one at SQWID. We will focus on doing the full approach, with procedure turn, using

SEMMES as our IAF.

2. Start the approach at the IAF at 1800 ft. For this practice, we will start 10NM south of theSEMMES VORTAC on 115.30 on NAV1 and the OBS turned until the needle is centered with a

TO flag as you fly direct to the VORTAC.

3. Check your altimeter setting and perform pre landing checklist.

4. Approaching from the south on a heading of 010, fly over te VORTAC, then turn left to

about heading 240, twist the NAV1 OBS to 105, and intercept the SEMMES Radial 285

outbound from the VORTAC by turning to heading 285 as the NAV1 needle centers.

FS Map View after intercepting the R285 and turning outbound to start the procedure turn.

5. After flying outbound for about 1 min (~ 5 DME), begin procedure turn by turning to

heading 240 for 1 min.

FS Map View, heading 240 procedure turn outbound for 1 min.




6. After 1 min, turn right to heading 060 and intercept the 105 inbound approach course (the

opposite direction of the R285).

FS Map View, heading 060, intercepting the 105 inbound course to the VORTAC.

7. As you cross the VORTAC inbound, you descend to 680 ft, the MDA until the runway is in

sight and you can enter the pattern (~ 3 DME).

FS Map View, at 680 ft MSL, 3 DME on heading 105, starting turn to right base for runway 14.

8. Inbound heading 105, NAV1 needle centered, cross the VORTAC at 1800 ft MSL, then

descend to 680 ft MSL, the MDA for this approach. Start a left base turn at about 2 miles from

the end of the runway. Turn final to runway 14.

FS Map View, after left 2 NM base, turned final for runway 14.

9. If the runway is not in sight at DME 5.6, then perform the published missed approach

procedure.

10. If you go missed, you will climb to 900 ft, then climbing right turn to 2000 ft via heading200 to SAINT intersection and hold



SAR Patterns Page 36

Overview

The following discussion and practice exercises are designed to help Ensigns improve their

learning rate focused on the Search and Rescue (SAR) patterns required to graduate from the

Ensign Pilot Training Program.

All five patterns have several basic parameters:

Commence Search Point (CSP) - given as a Lat/Lon position, a Nav Aid fix such as cross

radials from two VORs or a single VOR radial with DME, or an RNAV fix. Easiest way to

identify and fly to the CSP is using a flight planner such as FS Nav where any of them can

be

entered and flown to directly.

Major/Minor Axis - basically def ines the „box‟ you will search. Each pattern uses thesesomewhat differently to define the direction of the Legs and Spaces.

Leg/Space - Defined as distances. Using FS Nav or other flight planning tools, these are

easy to program. After plotting in the CSP and heading for it, the SAR pilot can set up the

pattern while enroute. Without these tools, one is left with an E6B flight computer (circular

slide rule), a ruler, and a map to lay out the search pattern. Then you would fly it using a

stopwatch, adjusting for wind direction and speed to keep a constant ground track and speed

(whew!). Leg is also called the Search Leg, and space is sometime referred to as the creep

distance.

Altitude - Affects the visual distance you can see. Between 500 - 1000 ft for helos and

between 1000 - 2000 ft for fixed wing is normal.

Track - the general direction the search pattern should progress.

Airspeed - If the target is large, you can go faster, if it is small, you‟ll need to go slow.

Also go slow if your crew is tired. If you fly above 180 kts, the Spaces will need to be at least

5 NM.




Types of Basic SAR Patterns

Some Patterns are better for certain situations and aircraft types. Further study will make the

choices clearer; for now they will be assigned to you to fly and the parameters

provided. Click on the pattern title to see the graphical representation.

Trackline

When the path of target is known, fly the path. After reaching the CSP, fly the MAJOR

AXIS first. The multiple Trackline is used to bracket either side of the known path.




Parallel

General pattern to cover large areas. After reaching the CSP, fly the MAJOR AXIS first.




Creep

When the probability of the target being at one end of the pattern or the other, this patterncovers large areas. After reaching the CSP, fly the MAJOR AXIS first.




Sector

Usually the first pattern flown upon reaching an assigned location. This pattern may becommenced upon arrival if no other instructions have been received. The first leg should be

downwind, and default uses 10 NM legs.




SAR Pattern Training Exercises

These five scenarios use the same CSP. They only differ slightly in the area they

cover, but should help the Ensign visualize each pattern and their differences and

similarities. These patterns can be flown in either fixed of helicopter aircraft. If

you are flying a helicopter and fuel gets low, fly to Dauphin's Island Airport. There

is a helipad located there and gas is available, and is about 26 NM closer than

Mobile.

You can download the Search And R escue Training exercises in the

downloads/training downloads/basic training. The downloads include BGL

files which are E-Z Scenery targets for you to locate using the appropriate

search pattern.




SAR Checklist

1. RECEIVE ORDERS FROM vUSCG COMMAND

2. DETERMINE YOUR UNITS ABILITY TO CONDUCT THE MISSIONFuel

Pilot Endurance

aircraft or vessel capability

3. Report back to Command if able to conduct mission or not IF

CONDUCTING MISSION:

4. Generate proper flight plan and submit on VATSIM network.

(you must be logged into the VATSIM network)

5. Change your callsign to Prefix RESCUE as in CG Rescue 0002.

You do not need to change your VATSIM log in callsign to Rescue, however you can add

Rescue when talking TEXT with ATC.

6. Plot the rescue scene or CSP on FS navigator.

a. if search pattern is already given to you, try to also plot it on FS navigator before you

take off if you have time.

b. make sure you have your search pattern diagram information with you in the cockpit.

c. try to get a weather report for the area of the SAR if able before taking off.

d. determine your approximate Bingo Fuel based on what you know at the time.

e. determine a secondary location for refueling if needed.

f. perform necessary aircraft prep and aircraft check lists as required.

g. final head count of persons on board and determine that proper persons are on board, i.e.

(doctor, rescue swimmer)

7. Depart your current location per ATC or Unicom instructions via your flight plan.

a. do not depart until you have ATC clearance if you are in a controlled airspace !1. take the most direct route that ATC will allow to the scene of the

rescue.

2. observe real world weather VFR and IFR flight rules using VATSIM

real world weather in FS INN.

b. Once airborne and established in flight, Call NATCOM or other vUSCG command to

get Radio Guard during flight.

1. if no NATCOM on at the time, continue to monitor vUSCG voice

primary during entire mission incase of NATCOM arrival.

c. Attempt to gather as much information about the SAR case as possible while enroute

from the commanding vUSCG station.

d. Arrive on scene and perform the given instructions, such as search pattern, or medevac. If you arrive on scene to SAR case and do not see the target, and have not yet

received exact orders from Command, perform a Victor Sierra Vector Search of the area to

try to locate the target. Command may call at some point and give you a different

search pattern.

e. Follow through with Command instructions at the SAR scene.

f. Return to base when you are released from the scene by Command. RTB to destination

given by Command, i.e. (homeplate, hospital)

g. Contact necessary ATC if not already in contact.

h. Maintain Radio Guard with NATCOM or other vUSCG Command.

i. Once on ground cancel radio guard.

j. Aircraft shut down check list, and maintenance formsk. Fill out and file pirep with detail of the SAR case.



Software Tutorials Page 44

FSNavigator SAR patterns

This short tutorial will describe how to build a SAR pattern using FS Navigator and the

information provided by the mission tasker. First, the pattern we will create will be a parallel pattern, CSP N30 08.90 W087 44.66, major axis is 160, minor axis is 070, legs are

20 NM, space is 5 NM, creep is SW to NE.

Before we start making the pattern, notice a few important parts of FS Nav (refer to

Figure

1 below):

1. Flight Plan Area - where you will drop fixes as are dragging them from the map view.

2. Lat/Lon Display - shows lat/lon of the cursor's position on the map in decimals and

min/sec

Now we'll start by placing the cursor over the map and looking at the lat/lon display

(2). When we've found the right location, we press the left mouse button and a circle with

a line thru it will appear where the cursor was. Holding the mouse button down, drag the

lined circle to the flight plan area and release the button, and it will create Fix01 (3)

If you didn't get the first fix exactly where you wanted it, simply place the cursor over the fix

icon and wait for the text information box to appear, then you can glance down at the lower

left lat/lon readout and adjust. Alternatively, you can pick any point for Fix01 and right click on it in the flight plan window to manually edit the lat/lon data. Fix01 will automatically

adjust to this accurate position.

Remember, the N gets bigger as you go north and the W gets bigger as you move west.




Next, we want to plot the major axis, so we move the cursor down and to the right (about

160 degrees and 20 NM, just guess) of Fix01, hold the left mouse button down, and drag to

the flight plan box. Now you can adjust the exact location by placing the cursor over the fix,

waiting for the info box, then move it slightly. You will get finer adjustment as you zoom

in, so if you find yourself chasing the location, zoom in one level and try

again. This should create Fix02.

After you find the location of Fix02, we next plot the minor axis or 070, which is -90

degrees from 160, so go up and right of Fix02, select a location, drag it to the flight plan box,

creating Fix03, then come back and do the fine adjustments. Notice a small box with heading

and distance information also appears next to the course line while you are

moving each fix. Figure 2 below shows Fix02 and Fix03 added.

Now we will fly back to the NW, so we choose the point for Fix04 parallel to the first leg, up

and to the left of Fix03. Figure 3 below shows Fix04 in place.




And lastly, here is our SAR assignment plotted out with four legs.



vUSCG Terminology Page 48

AIRSTA - Air Station (airport that has a vUSCG air station)

AMVER - Automated Mutual Assistance Vessel Rescue System (computer system that

reports vessel locations)

ATC - Air Traffic Control

ALPHA - Phonetic alphabet for the letter "A"

BINGO FUEL - The time in which you will need to depart a given location in order to

refuel.

BLOCKS - Means wheel blocks in place at parking. Signifies the time that you will be

completely parked.

BOTTOM OF THE HOUR - The time of exactly 30 minutes past any given hour. i.e.

17:30

BRAVO - Phonetic alphabet for the letter "B"

CASREP - Casualty Report

CHARLIE - Copy, as in Affirmative, also "Charlie, Charlie" Phonetic alphabet for the

letter "C"

COMMS - Short for Communications

COMMSTA - Communications Station (a Roger Wilco Voice station that represents

vUSCG command), also NATCOM

COVER - The act of an aircraft visually watching another aircraft or vessel (usually for

safety purposes)

CSP - Commence Search Point (usually coordinates, that mark the location of the beginning of a search pattern)

DMB - Data Marker Buoy (dropped by AC to mark a position in the water) simulated by

marking location in FSnav

DELTA - Phonetic alphabet for the letter "d"

ELT - Emergency Locating Transmitter, similar to an EPIRB, only a low power beacon

(used more in aircraft)




EPIC - El Paso Intelligence Center

EPIRB - Emergency Position Indicating Radio Beacon (like an ELT, but newer technology

and indicates location)

ETA - Estimated Time of Arrival (usually in hours and/or minutes)

ECHO - Phonetic alphabet for the letter "E"

Flare - Emergency device that uses bright flame to signal aircraft or vessels. Can be

handheld or aerial

Flight Operations - Used with Radio Guard SOP, relates to the condition of the aircraft or

vessel. (default is NORMAL)

FLIR - Forward Looking Infra-Red Radar (shows targets based on heat signiture)

FRTT - Fleet Radio Teletype (EMAIL)

FOXTROT - Phonetic alphabet for the letter "F"

GANT-COM - Greater Antillies area command callsign (mainly HITRON)

GO-FAST - Speed boat (50 kts or faster over the water)

GOLF - Phonetic alphabet for the letter "G"

HITRON - Drug interdiction task force

HOIST - As in doing a hoist, lifting someone from water

HOME PLATE - Home Base (Your Home CG air station)

HOTEL FOXTROT - "HF" High Frequency/Shortwave radio comms, Sometimes calledHotel Fox, (Roger Wilco Voice)

HOTEL - Phonetic alphabet for the letter "H"

IN THE BLIND - Sending message without hearing a response

INTERROGATIVE - Prefix that signifies that a question is being asked over radio ie,

"Interogrative, what time is it?"




INDIA - Phonetic alphabet for the letter "I"

JULIET - Phonetic alphabet for the letter "J"

KILO - Phonetic alphabet for the letter "K"

LANDLINE - Standard Telephone

LANT-COM - vUSCG Atlantic area command callsign

LAT / LONG - Short for Latitude and Longitude (usually means pass your lat and long to

the station calling)

LIMA CHARLIE - Loud and Clear

LIMA ECHO - Law Enforcement

LOCAL TIME - The time of a given location relating to its time zone and taking into

account any daylight savings.

LIMA - Phonetic alphabet for the letter "L"

MIKES - Minutes of times used on Radio comms. 5 mikes = 5 minutes

MESSAGE BLOCK - A hand written message on paper that is placed in a specialcontainer and dropped to vessels by aircraft

MIKE - Phonetic alphabet for the letter "M"

NAS - Naval Air Station

NATCOM - vUSCG National Command callsign

NINER - The numeral "9" as pronounced on he radio.

NVG - Night Vision Goggles (switch your simulation to daytime in Flight Sim)

NOVEMBER - Phonetic alphabet for the letter "N"

ON DECK - Aircraft Landed (anywhere), airport, any ground location, or on a ship, or any

platform

OSCAR - Phonetic alphabet for the letter "O"




PAC-COM - vUSCG Pacific area command callsign

PARENT COMMAND - Your immediate vUSCG command unit, ie Group Miami

PAN PAN - Prefix that signifies emergency radio traffic coming up (listen and copy if its

in your area)

PFD - Personal Floatation Device

PIREP - Pilot Information Report. To vUSCG it means a record of your flight, (can also

mean weather report)

PIW - Persons in Water

POB - Persons On Board (also known as souls on board)

POSITION - Usually relates to radio guard SOP, means the position of your AC or vessel,

Lat/Long or distance from

PAPA - Phonetic alphabet for the letter "P"

QUEBEC - Phonetic alphabet for the letter "Q"

RADIO GUARD - To maintain a listening watch for safety on Radio, boats and aircraft

(vUSCG SOP)

RCC - Rescue Coordination Center (CG center that coordinates rescue activity with

NATCOM)

RDF - Radio Direction Finding (locates position based on radio transmitter location)

RESCUE #### - USCG Aircraft on SAR Case (add RESCUE to your callsign anytime you

are engaged in a RESCUE operation)

RTB - Return to Base

ROMEO - Phonetic alphabet for the letter "R"

SAR CASE - Search & Rescue Mission

SAR PACK - Emergency equipment dropped by aircraft

SARSAT - Search & Rescue Satellite (locates distress vessels and aircraft by showing

EPIRB location)




SATELLITE SECURE - Use of AOL instant messenger to simulate satellite data link.

(send text by typing)

SECURITY, SECURITY - prefix that signifies important radio traffic coming up (please

copy if in your area)

SCN - Systems Coordination Net (usually an AIM chat room related to a certain joint

operation)

SKAD - Survival Kit/Air Dropped (CanForces) (Canadian forces will drop this to distress

vessels)

SITREP - Situation Report (report on scene situation during a vUSCG mission)

SOB - Souls on Board, Older Term for POB (persons on board)

SOS - Save Our Ship, Mayday

SQUAWKBOX OR SB - Use of the text box in the Squawkbox program for

communications. CG primary is 123.1 on SB text.

SIERRA - Phonetic alphabet for the letter "S"

TACAN - Navaid (military version of VOR), see vUSCG SOP and documents for

information

TACTICAL COMMS - Coded speech used to hide the position of units during missions

usually on Roger Wilco voice.

TOP OF THE HOUR - The time of exactly the beginning of any given hour, ie 01:00

TANGO - Phonetic alphabet for the letter "T"

UNIFORM - Phonetic alphabet for the letter "U"

VICTOR SIERRA - Vector search pattern (default pattern to fly when arriving on scene

of SAR with no instructions)

VUNAF - Virtual United Nations Air Forces (our parent organization)

VICTOR - Phonetic alphabet for the letter "V"

WILCO - Military Term for "Will Comply"




WHISKEY - Phonetic alphabet for the letter "W"

XRAY - Phonetic alphabet for the letter "X"

YANKEE - Phonetic alphabet for the letter "Y"

ZULU or "Z" - Suffix used with time that signifies UTC time is being used

Phonetic alphabet for the letter "Z"

pilot training manual v 1

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