student guide/mcs operating manual

NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-822 (Rev. 10-20)

STUDENT GUIDE/MCS OPERATING

MANUAL

INTERMEDIATE MARITIME COMMAND

AND CONTROL (MC2) NFOTS

FLIGHT PREPARATION

2020

DEPARTMENT OF THE NAVY CHIEF OF NAVAL AIR TRAINING 250 LEXINGTON BLVD SUITE 102

CORPUS CHRISTI TX 78419-5041

CNATRA P-822

N712

28 Oct 20

CNATRA P-822 (REV. 10-20)

Subj: STUDENT GUIDE AND MULTI-CREW SIMULATOR OPERATING MANUAL FOR

INTERMEDIATE MARITIME COMMAND AND CONTROL TRAINING

1. CNATRA P-822 (Rev. 10-20) PAT, “Student Guide/MCS Operating Manual, Intermediate

Maritime Command, and Control (MC2) Naval Flight Officer Training System (NFOTS) Flight

Preparation” is issued for information, standardization of instruction, and guidance for flight

instructors and Student Naval Flight Officers within the Naval Air Training Command.

2. This publication shall be used as an explanatory aid to the Intermediate MC2 Training

Curricula. It will be the authority for the execution of all flight procedures and maneuvers herein

contained.

3. Recommendations for changes shall be submitted via the electronic Training Change Request

(TCR) form located on the CNATRA Website.

4. CNATRA P-822 (Rev. 11-19) PAT is hereby cancelled and superseded.

S. E. HNATT

By direction

Releasability and distribution:

This instruction is cleared for public release and is available electronically via Chief of Naval Air

Training Issuances Website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp.

ii

STUDENT GUIDE/MCS OPERATING MANUAL

FOR

INTERMEDIATE MARITIME COMMAND AND CONTROL (MC2) NFOTS

FLIGHT PREPARATION

P-822

iii

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original...0...04 Nov 14

Revision...1...19 Dec 17

Revision...2...28 Oct 20

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 203 CONSISTING OF THE FOLLOWING:

Page No. Change No. Page No. Change No.

LETTER 0 5-1 – 5-11 0

TITLE PAGE 0 5-12 (blank) 0

ii – ix 0 A-1 – A-6 0

x (blank) 0 B-1 – B-2 0

1-1 – 1-49 0 C-1 – C-15 0

1-50 (blank) 0 C-16 (blank) 0

2-1 – 2-23 0 D-1 – D-18 0

2-24 (blank) 0

3-1 – 3-43 0

3-44 (blank) 0

4-1 – 4-19 0

4-20 (blank) 0

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INTERIM CHANGE SUMMARY

The following Changes have been previously incorporated in this manual:

CHANGE

NUMBER REMARKS/PURPOSE

The following interim Changes have been incorporated in this Change/Revision:

INTERIM

CHANGE

NUMBER

REMARKS/PURPOSE

ENTERED BY

DATE

v

SAFETY/HAZARD AWARENESS NOTICE

This course does not require any special safety precautions other than those normally found on

the flight lines.

vi

TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES .................................................................................................. iii INTERIM CHANGE SUMMARY ............................................................................................. iv SAFETY/HAZARD AWARENESS NOTICE ............................................................................v TABLE OF CONTENTS ............................................................................................................ vi TABLE OF FIGURES ............................................................................................................... viii

CHAPTER ONE - INTRODUCTION TO THE MULTICREW SIMULATOR

CAPABILITIES, PROCEDURES, AND CREW INTERFACE ........................................... 1-1

100. INTRODUCTION ..................................................................................................... 1-1 101. MCS EQUIPMENT FEATURES, CAPABILITIES, AND OPERATION .............. 1-1 102. CREW INTERFACE ............................................................................................... 1-10 103. OWNSHIP CAPABILITIES, SYSTEM MALFUNCTIONS ................................. 1-38 104. EMERGENCY PROCEDURES (EPS) ................................................................... 1-41

105. CHAPTER ONE REVIEW QUESTIONS .............................................................. 1-47

CHAPTER TWO - NAVIGATION FLIGHT PREPARATION........................................... 2-1 200. INTRODUCTION ..................................................................................................... 2-1 201. PREFLIGHT PLANNING AND BRIEFING ........................................................... 2-1

202. FAM/NAV OPERATIONS PROCEDURES .......................................................... 2-14

203. FAM/NAV EVENT SYNOPSIS ............................................................................. 2-18

204. SAFETY .................................................................................................................. 2-21 205. CHAPTER TWO REVIEW QUESTIONS ............................................................. 2-22

CHAPTER THREE - MULTICREW SIMULATOR SENSOR CAPABILITIES AND

PROCEDURES .......................................................................................................................... 3-1 300. INTRODUCTION ..................................................................................................... 3-1

301. DATA MANAGEMENT SYSTEM (DMS) TACTICAL CONTROL AND

DISPLAY ................................................................................................................... 3-1

302. RADAR.................................................................................................................... 3-17 303. IDENTIFICATION FRIEND OR FOE (IFF) ......................................................... 3-24

304. DATA LINK CONTROL AND MANAGEMENT ................................................ 3-26 305. ELECTRONIC WARFARE SUPPORT MEASURES (ESM) ............................... 3-30 306. ELECTRO-OPTICAL/INFRARED (EO/IR) CAMERA ........................................ 3-35 307. CHAPTER THREE REVIEW QUESTIONS .......................................................... 3-42

CHAPTER FOUR - SENSOR AND LINK FLIGHT PREPARATION .............................. 4-1

400. INTRODUCTION ..................................................................................................... 4-1 401. SENSOR AND LINK EVENT OVERVIEW............................................................ 4-1 402. PREFLIGHT PLANNING AND BRIEFING ........................................................... 4-5 403. TACTICAL OPERATING PROCEDURES ........................................................... 4-14 404. SAFETY .................................................................................................................. 4-19

vii

CHAPTER FIVE - FLEET OPERATIONS FLIGHT PREPARATION ............................. 5-1 500. INTRODUCTION ..................................................................................................... 5-1

501. PREFLIGHT PLANNING AND BRIEFING ........................................................... 5-1 502. CHECKLISTS AND OPERATING PROCEDURES ............................................... 5-2 503. FLEET OPERATIONS EVENT SYNOPSIS ............................................................ 5-7 504. SAFETY .................................................................................................................. 5-11

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

APPENDIX B - ENTITY PARAMETERS..............................................................................B-1

APPENDIX C - MCS EQUIPMENT OPERATION QUICK REF. CHECKLISTS ......... C-1

APPENDIX D - BASIC IOS OPERATING PROCEDURES ............................................... D-1

viii

TABLE OF FIGURES

Figure 1-1 Radar Altimeter ................................................................................................. 1-3 Figure 1-2 Airspeed Indicator ............................................................................................. 1-3 Figure 1-3 EHSI .................................................................................................................... 1-5 Figure 1-4 Barometric Altimeter ........................................................................................ 1-6 Figure 1-5 Vertical Speed Indicator ................................................................................... 1-6

Figure 1-6 CWA Panel ......................................................................................................... 1-7 Figure 1-7 Digital Information Display .............................................................................. 1-8 Figure 1-8 Cursor Readout .................................................................................................. 1-9

Figure 1-9 Upper Main Display (UMD)) .......................................................................... 1-10 Figure 1-10 Hand Controller Front View .......................................................................... 1-11 Figure 1-11 Hand Controller Backside ............................................................................... 1-12 Figure 1-12 Trackball ........................................................................................................... 1-12

Figure 1-13 Keyboard .......................................................................................................... 1-13 Figure 1-14 Foot-Activated Switch ..................................................................................... 1-13

Figure 1-15 Interface Control Types .................................................................................. 1-14 Figure 1-16 Programmable Entry Panel (PEP) ................................................................. 1-15 Figure 1-17 PEP Units of Information Fields .................................................................... 1-15

Figure 1-18 PEP Subsystem Control .................................................................................. 1-16 Figure 1-19 PEP FMS Navigation Page .............................................................................. 1-17

Figure 1-20 PEP FMS Radar Fix Page ............................................................................... 1-20 Figure 1-21 PEP FMS Flight Plan Page ............................................................................. 1-21

Figure 1-22 PEP FMS Waypoint Selection Pop-up ........................................................... 1-22 Figure 1-23 PEP FMS Waypoint Page ............................................................................... 1-24

Figure 1-24 GPS Page .......................................................................................................... 1-25 Figure 1-25 GPS Page Data Fields ...................................................................................... 1-26 Figure 1-26 INS Page ............................................................................................................ 1-27

Figure 1-27 TACAN Page .................................................................................................... 1-30 Figure 1-28 Communications Menu ................................................................................... 1-32

Figure 1-29 ICS Panel .......................................................................................................... 1-33

Figure 1-30 Radio Summary Page ...................................................................................... 1-34 Figure 1-31 VHF/UHF Radio Page ..................................................................................... 1-35

Figure 1-32 HF Radio Page ................................................................................................. 1-36 Figure 1-33 SATCOM Page ................................................................................................. 1-37 Figure 1-34 Fault Conditions (1 of 3) .................................................................................. 1-39 Figure 1-35 Fault Conditions (2 of 3) .................................................................................. 1-40 Figure 1-36 Fault Conditions (3 of 3) .................................................................................. 1-41

Figure 2-1 Example (ICAO) DD-1801 ................................................................................ 2-2

Figure 3-1 Tactical Control Selector PEP .......................................................................... 3-1

Figure 3-2 Tactical Display with Radar Overlay Enabled ............................................... 3-2 Figure 3-3 Tactical Display on Radar Picture with Point Mark and Compass Rose..... 3-3 Figure 3-4 Contact Types and Symbols .............................................................................. 3-4

Figure 3-5 PEP Contact Track Page ................................................................................... 3-5

ix

Figure 3-6 Platform Type Pop-up ....................................................................................... 3-6 Figure 3-7 Find Track Feature ............................................................................................ 3-7

Figure 3-8 Track Section in the DID ................................................................................... 3-8 Figure 3-9 PEP Reference Mark Page .............................................................................. 3-10 Figure 3-10 Reference Mark on Tactical Plot .................................................................... 3-11 Figure 3-11 PEP Vector Page .............................................................................................. 3-12 Figure 3-12 Vector on the TACPLOT ................................................................................ 3-13

Figure 3-13 PEP Line Page .................................................................................................. 3-14 Figure 3-14 Line on the TACPLOT .................................................................................... 3-15 Figure 3-15 PEP Circle Page ............................................................................................... 3-16

Figure 3-16 Circle on the Tactical Plot ............................................................................... 3-17 Figure 3-17 Radar PEP Page ............................................................................................... 3-18 Figure 3-18 Spot SAR ........................................................................................................... 3-20 Figure 3-19 Strip SAR .......................................................................................................... 3-21 Figure 3-20 ISAR .................................................................................................................. 3-22

Figure 3-21 A Cooperative IFF Target Replying To Interrogations ............................... 3-25

Figure 3-22 IFF PEP Page ................................................................................................... 3-26 Figure 3-23 Subsystem Control Selector PEP .................................................................... 3-27 Figure 3-24 Data Link Control PEP ................................................................................... 3-28

Figure 3-25 PEP Track Page ............................................................................................... 3-29 Figure 3-26 ICS PEP ............................................................................................................ 3-30

Figure 3-27 ESM PEP Page ................................................................................................. 3-31 Figure 3-28 TACPLOT With ESM Bearing Marks and AOP ......................................... 3-32

Figure 3-29 Track Mgt. Bearing AOP ................................................................................ 3-33 Figure 3-30 EO Controls ...................................................................................................... 3-37

Figure 3-31 IR Controls ....................................................................................................... 3-38 Figure 3-32 Hand Controller ............................................................................................... 3-40 Figure 3-33 Specific Hand Controller Switch Functions .................................................. 3-40

Figure 3-34 EO/IR Overlay ................................................................................................. 3-41

Figure 4-1 Standard Check-in Format ............................................................................... 4-2 Figure 4-2 Surface Contact Report ..................................................................................... 4-3

Figure 4-3 Event Briefing Board Example ......................................................................... 4-6

Figure 4-4 Tactical Comm Plan Example .......................................................................... 4-9 Figure 4-5 ACO Example .................................................................................................. 4-11 Figure 4-6 Tactical Comm Card Example ....................................................................... 4-12 Figure 4-7 Card of the Day Example ................................................................................ 4-13

Figure 5-1 CVW Air Plan Example .................................................................................... 5-2 Figure 5-2 Missile Envelope Example................................................................................. 5-8 Figure 5-3 SAR Checklist Example .................................................................................. 5-10

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INTRO TO THE MCS CAPABILITIES, PROCEDURES, CREW INTERFACE 1-1

CHAPTER ONE

INTRODUCTION TO THE MULTICREW SIMULATOR CAPABILITIES,

PROCEDURES, AND CREW INTERFACE

100. INTRODUCTION

This unit introduces and discusses the Multicrew Simulator (MCS) including capabilities and

operation of the MCS navigation systems, communications equipment, and the user interface

controls. Prior to the first simulator event, the operator shall be familiar with the location and

operation of all items comprising the MCS crew interface including the user interface controls,

operator tactical display, and operator programmable entry panel (PEP) display. The operator

shall be intimately familiar with emergency procedures and egress procedures. In order to assist

with event preparation, operators will attend NAV1106 (Introduction to Multicrew Simulator

Capabilities, Procedures, and Crew Interface) lecture, ASI0112 (Intro to the 2B51 MCS Device)

lecture, NAV 1201 (NAV Flight Preparation), NAV1202 (MCS Device Familiarization/FAM0),

NAV1204 (NAV Self-Study), and NAV1203 (NAV Event Rehearsal) prior to flying the first

graded NAV event.

101. MCS EQUIPMENT FEATURES, CAPABILITIES, AND OPERATION

Operator Station

Six operator stations are provided in sets of three per simulator room. Each station is comprised

of one liquid crystal display (LCD) monitor, one touchscreen monitor, one keyboard, one

trackball, and one hand controller installed in a console. Two foot-activated switches are

supplied for operating the radio and the intercommunications system (ICS).

There are two displays mounted on the operator console:

1. Main Display – provides continuous display of information that must be readily available

throughout the mission.

2. PEP – displays sensor and subsystem control panels and is the main interface to access

MCS functionality.

The upper main display (Figure 1-9) is divided into four areas: Instruments, Caution Warning

Advisory (CWA) Panel (Figure 1-6), Planned Position Indicator (PPI), and the Digital

Information Display (DID) (Figure 1-7). The PEP is divided into three areas: Subsystem

Control, Tactical Control, and Communications. See Figure 1-16.

CHAPTER ONE INTERMEDIATE FLIGHT PREPARATION

1-2 INTRO TO THE MCS CAPABILITIES, PROCEDURES, CREW INTERFACE

System Login

The operator console software starts automatically when the computers are powered up. The

operator sees the login dialog as a standard Windows username/password dialog window.

Operators will be provided with their username and password combination prior to each event.

To complete login:

1. Enter the username. Provided to each operator upon check-in.

2. Enter the password. Provided to each operator upon check-in.

3. Select the ENTER button on the keyboard once all the above entries have been made.

NOTE

Three invalid login attempts will lock out the system and may end

the simulator event for the day.

Once the operator has logged in, the operator displays appear, and the box is automatically

minimized to the task bar hidden at the bottom of the main display. When recalled, the dialog

box will now display a Logout button.

To logout of the operator console:

1. Recall (maximize) the dialog from the hidden windows task bar by holding the Ctrl-Alt-

Delete keys.

2. Select the LOGOUT button.

The operator displays are now blank, and the login dialog is available.

Flight Instruments

Radar Altimeter (Figure 1-1): The radar altimeter indicates ownship aircraft’s altitude in feet. It

has a range of 0-3000 ft. AGL. The ALT warning light, located on the instrument, is illuminated

when the altitude of the aircraft falls below the altitude warning bug. Altitude warning is set

using the altitude bug setting knob. The altitude bug value is changed by placing the mouse

cursor on the setting knob and rotating it clockwise to increase the setting or counterclockwise to

decrease the setting. Press the right trackball button to rotate clockwise or center trackball button

to rotate counterclockwise.

INTERMEDIATE FLIGHT PREPARATION CHAPTER ONE


Figure 1-1 Radar Altimeter

Airspeed Indicator: The airspeed indicator displays the current indicated airspeed (IAS) from the

air data computer (ADC). The airspeed indicator has a range of 0 to 550 KIAS. This instrument

is the same for all ownship types. A Mach indicator located at the top-center of the airspeed

indicator displays the ownship’s Indicated Mach Number (IMN).

NOTE

Minimum airspeed, other than takeoff and approach/landing is 180

KIAS.

Figure 1-2 Airspeed Indicator



Electronic Horizontal Situation Indicator (EHSI) (Figure 1-3): The EHSI instrument provides

distance, bearing, and course information from multiple sources. It is comprised of the following

features:

1. A compass card which rotates to indicate the aircraft’s present heading.

2. A digital heading readout along with an indication of the reference, either magnetic or true.

3. A NAV (GPS/INS/Blend) bearing pointer (green) which indicates the bearing to the next

waypoint based on the current NAV solution. The NAV solution may be based on GPS only,

INS only or GPS/INS blended. If ownship is not flying to a waypoint, the needle will point to N

(360) and the waypoint ID will be blank.

4. A digital NAV (GPS/INS/Blend) distance readout in NM to the next waypoint based on the

current NAV solution. Note that the NAV solution may be based on GPS only, INS only or

GPS/INS blended. If ownship is not flying to a waypoint, the distance will read 0.

5. A TACAN bearing pointer (magenta) showing the bearing to the currently tuned TACAN

station. The tail of the TACAN bearing pointer indicates the radial that ownship is located on.

6. A digital TACAN DME readout which displays the slant distance to the currently tuned

TACAN station. If no distance information is available from the TACAN receiver this readout

will be 0. If a ground based TACAN station is tuned, that station’s three letter identifier will be

displayed below the DME readout.

7. A yellow Course Deviation Indicator (CDI) which shows selected radial and course

deviation. The CDI uses either the TACAN or the Flight Management System (FMS) as its

information source depending on which input the operator selects via the TACAN subsystem

control page on the PEP. The selected source is displayed in the lower left corner of the EHSI in

yellow. Each dot on the CDI represents a 2˚ deviation from the selected course in TACAN mode

or 1 NM deviation in FMS mode.

8. An orange heading bug. The heading bug selection knob is controlled by placing the

cursor over the knob and using the middle and right trackball buttons. There is no digital readout

to display the heading bug setting.

9. The CDI selection knob is controlled by placing the cursor over the knob and using the

middle and right trackball buttons. The CDI source and digital course readout are displayed on

the bottom left corner of the EHSI in yellow.



Figure 1-3 EHSI

10. The operator tunes the TACAN using the TACAN PEP page (see Figure 1-27). If the radio

aid is within line-of-sight, the range and radial from the TACAN will be displayed in the

TACAN PEP, and the EHSI will display the TACAN identifier, DME, and TACAN radial

(Magenta needle). If the selected TACAN station is out of range, the tip of the needle will

disappear and a small, red rectangle will be displayed on the compass. The needle tip will

reappear, and the red light will no longer be displayed when the selected TACAN station is once

again in range.

11. To set a specific course on the CDI, hover the mouse cursor over the CDI knob (yellow

arrow) and hold the right/left trackball button down to rotate the CDI needle

clockwise/counterclockwise respectively until it points to the desired radial (Yellow Needle). A

yellow digital readout of the selected course is displayed in the lower left corner of the EHSI.

12. The EHSI will also display the waypoint identifier, and the range and bearing to the

selected TO waypoint (Green Needle).

13. The simulator does not have glideslope indications. If flying an ILS approach, treat it as a

localizer approach and follow the altitude/DME stepdowns published on the approach plate.

14. PAR and ASR approaches are not available in the simulator.



Barometric Altimeter (Figure 1-4): The barometric altimeter indicates the ownship’s pressure

altitude in feet above sea level when set to the local barometric pressure adjusted to sea level

(QNH). The barometric altimeter receives static air pressure from the ADC. One complete

needle rotation corresponds to 1000 feet of altitude change. Altimeter correction units are

displayed in inches of Mercury (Hg). Altimeter setting is changed by placing the mouse on the

setting (Kollsman) knob and rotating it clockwise (to increase the setting) or counterclockwise

(to decrease the setting).

Figure 1-4 Barometric Altimeter

Vertical Speed Indicator (Figure 1-5): The vertical speed indicator (VSI) displays the current

vertical speed from the ADC. The VSI has a range of -5000 to +5000 feet per minute (FPM).

This instrument is the same for all ownship types.

Figure 1-5 Vertical Speed Indicator



Caution Warning Advisory Panel

The CWA (Figure 1-6) is a panel of advisory, caution, and warning lights that will illuminate to

notify the operator of an equipment failure or malfunction. The lights on the panel are labeled:

INS, GPS, MLSTR, IFF, RADAR, ISAR, ESM, LINK, RACK, SRCH SONO, MSTR ARM,

and KILL RDY. The lights are colored as follows:

1. Red = Warning

2. Amber = Caution

3. Yellow = Advisory

4. Green = Power on.

When a fault is cleared, the corresponding light is either extinguished or reverts to Green.

Specific system faults are covered in detail in the equipment malfunction section of this chapter.

Figure 1-6 CWA Panel

Plan Position Indicator (PPI)

The PPI is a tactical display that can be set to show the tactical plot (TACPLOT), simulated radar

images, Data Management System (DMS) elements such as air and surface contacts, data link

tracks, waypoints, and tactical aids (Figure 1-7). TACPLOT and DMS elements can be overlaid

on the radar image by selecting both TAC and RDR display buttons concurrently on the Tactical

Control selector Panel (see top center of Figure 1-16). The default TACPLOT position is

centered on ownship. The TACPLOT can be offset to allow the operator to look at objects a

significant distance from ownship at a smaller scale than is available with the TACPLOT

centered on ownship. Two range scale features are available: One that controls the TACPLOT

range scale and one that controls the radar range via the Radar Pulse Repetition Frequency

(PRF). The TACPLOT range is controlled by the scale in and out buttons on the Tactical

Control PEP. The radar PRF range is controlled by the scale in and out buttons on the radar

PEP. While matching the TACPLOT scale and radar range can help with clarity, it is not

recommended. The best practice is to set the radar range beyond radar horizon to maximize

detection.

Object selection on the PPI is accomplished by hooking. In order to hook an object, scroll the

cursor over the object and left click once with the track ball controller. Hooking a tactical aid

displays the corresponding TAC AID PEP page. Hooking a track will display the Track PEP. If

combining tracks, the multiple-hook feature is controlled through the Track Management PEP.



Digital Information Display (DID)

The DID contains its own aircraft navigation information derived from the Flight Management

System (FMS) as well as sensor/tactical window cursor data derived from the DMS PPI.

Mission time is displayed at the top of the DID in UTC (Zulu) time. If information is

unavailable due to momentary (e.g., no waypoints defined) or a simulated equipment failure, the

corresponding information field will remain blank.

Figure 1-7 Digital Information Display



Figure 1-8 Cursor Readout

Cursor Readout

The cursor readout at the bottom of the DID, displays the cursors present position in LAT/LONG

and MGRS. Additionally, bearing and range of the cursor position from ownship, the cursor

position from a hooked object, and the cursor position from the designated bullseye point are

displayed. See Figure 1-8.



Figure 1-9 Upper Main Display (UMD))

102. CREW INTERFACE

User Interface Controls

The Operator Stations are provided with four peripheral controls designed to assist the operator

in controlling the mission.

Controls included with the operator station are:

1. Hand controller

2. Trackball

3. Keyboard

4. Foot activated switches



Hand Controller

On the front side, the electro-optical/infrared (EO/IR) hand controller has a 2-axis force sensitive

switch in the center, a 5-position castle switch on the left and a momentary switch on the right

(Figure 1-11). The forward-facing side of the controller (Figure 1-10) contains a trigger switch

and a pinky switch. The hand controller is used to control specific EO/IR camera functionality.

Figure 1-10 Hand Controller Front View

CAUTION

The hand controller is hard mounted to the console and does not

move. Application of force in an attempt to make the controller

move can result in damage to the console and/or the controller.



Figure 1-11 Hand Controller Backside

Trackball

The Operator Station Trackball (Figure 1-12) is a laser optical 3-button trackball used for control

of the operator station on screen cursor.

Figure 1-12 Trackball

NOTE

There are three mouse buttons on the trackball controller. The

far-left button is used to hook tracks and objects. The center

button functions as the counterclockwise knob rotation while the

right button functions as the clockwise knob rotation when setting

flight instruments.



Keyboard

The Operator Station Keyboard (Figure 1-13) is a standard computer keyboard used for

alphanumeric entry of information by the operator.

Figure 1-13 Keyboard

Foot-activated Switches

Two Foot-activated Switches (Figure 1-14) are located at all Operator Stations. These switches

are used to control communications during training scenarios. The right foot switch is used to

control transmission of radio voice communications. The left foot switch is used to

communicate ownship voice recognition commands over the ICS. The voice recognition feature

is not used. The foot switches should be activated using just the tip of the foot to avoid pressing

on the casing which will prevent actuation of the transmit switch.

Figure 1-14 Foot-Activated Switch



Programmable Entry Panel (PEP)

The PEP is the primary interface for operators to control ownship sensors and subsystems. It is

divided into three areas:

1. Subsystem Control

2. Tactical Control

3. Communications (ICS, V/UHF1, V/UHF2, HF, and SATCOM)

Certain conventions, including the methods for operators to input information, have been

employed throughout the design of the PEP, and are consistent on all of the system pages. An

example is the button selection and highlighting of information fields that can be accomplished

by touching the PEP or with a left mouse click. Depending on the mode or state of a

system/sensor, some selections may not be available. In this case, the button will be dimmed.

Depending on type and situation, information fields may be read-only or available for data entry.

A green background indicates an operator-editable field; read-only information fields are white.

1. Sensor/system state and mode selections are indicated by the green illumination of the

applicable button.

2. Button selection for non-sensor/system state and mode selections (e.g., touchpad entries

and Apply/Delete/Enter selections) are indicated by a momentary illumination of the applicable

button.

3. To increase or decrease stepped settings, one button push corresponds to a single

incremental change.

Figure 1-15 Interface Control Types



Figure 1-16 Programmable Entry Panel (PEP)

1. Alphanumeric entries can be made using the operator console keyboard. To enter

information, highlight the field by selecting on the PEP (using the touchscreen feature vice

selecting with the trackball is recommended).

2. The units of the information fields are not displayed on the PEP pages, but are consistent

throughout, as shown in Figure 1-17.

Field Name Description Unit

BRG Bearing Degrees True or MAG

DIST Distance Nautical Miles

ALT Altitude Feet

W/V Wind Velocity Degrees True or MAG/Knots

TAS or GS Speed Knots

RNG Range Nautical Miles

CRS Course Degrees True or MAG

Figure 1-17 PEP Units of Information Fields



Subsystem Controls

At top left of the PEP is the Subsystem Control Menu which contains selections to bring up the

pages for the ownship’s sensors and subsystems. The selected page will be displayed just below

the Subsystem Control Menu.

Figure 1-18 PEP Subsystem Control

Flight Management System (FMS)

The FMS model simulates a generic FMS receiver with representative features and functionality.

It allows for entry and management of waypoints, provides navigation information, and permits

online radar fixes.

The operator interacts with the FMS via the FMS page, which is displayed on the PEP when the

Subsystem Control Menu FMS button is selected. The FMS page contains four separate

selections, and these are described in the following sections.

To turn the FMS on, select the PWR button at the top of the FMS page. Selecting it a second

time will turn the system off.

Navigation Page

The FMS navigation page is displayed when the NAV button on the FMS PEP page is selected.

From this page, the operator can:

1. Select the navigation information source.

2. View current position (and update position if in Dead-Reckoning (DR) or INS mode).

3. Access Fix, Flight Plan, and Waypoint pages.

4. View current wind velocity (and update wind if in DR mode).

5. View magnetic variation for true heading output on the operator console compass flight

instrument and DID along with TACAN radial and DME.

6. Select bearing/heading/course readouts in true or magnetic.



Figure 1-19 PEP FMS Navigation Page

Navigation Source

The navigation source provides the positional reference for ownship navigation and tactical

display elements. Operators can choose the desired navigation source by selecting one of the

following buttons on the CDU:

1. BLND – Blended mode. Navigation is derived by using the position data provided by the

GPS and INS and heading data provided by the INS.

2. GPS – default mode of operation; navigation information is derived from the GPS only

3. INS – navigation information is derived from the INS only



4. DR – FMS automatically degrades to dead reckoning (DR) mode as necessary. It can also

be selected manually by the operator. Track and groundspeed are maintained using compass

heading, true airspeed, and manually entered winds. FMS position updates can only be made

when the FMS is in the INS or DR mode. Manual wind updates can only be made when the

FMS is in the DR mode.

The navigation system will also downgrade navigation sources as required when the chosen one

fails. If Blended or GPS mode is selected for navigation and the GPS fails, the system will revert

to INS navigation if available or DR navigation if not. If Blended mode is selected for

navigation and the INS fails, the system will revert to GPS navigation if available or DR

navigation if not.

NOTE

While FMS will automatically downgrade to a lower operating

mode should a navigation source fails, it will not automatically

upgrade from a lower operating mode.

Heading values come from the following sources depending on chosen navigation solution:

1. If GPS is the current navigation source, GPS heading is used.

2. If INS or Blended mode is the current navigation source, INS heading is used.

3. If DR is the current navigation source, compass heading is used.

Position Updates

FMS position updates can only be made when the FMS is in DR or INS mode. To enter an

updated position:

1. Select the HOLD button to freeze the FMS position.

2. Enter the new current position latitude and longitude.

3. Select the UPDT button to incorporate the update and unfreeze the position.

4. To cancel an in-progress update, release HOLD.

It is imperative to unfreeze the position by releasing the HOLD prior to performing a radar fix

using the FIX page.



Wind Updates

FMS wind updates can only be made when the FMS is in DR mode.

To enter an updated wind:

1. On the FMS page under NAV DATA, locate the WIND display.

2. Enter the new wind speed and direction.

3. Press “Enter” on the keyboard.

4. Note the new wind vector being displayed on the NAV portion of the DID.

Fix Page

The Fix page allows the operator to update the NAV solution using radar returns from a known

reference point when navigating in INS or DR mode. To update the NAV solution with a radar

fix:

1. Ensure the position is not frozen (Held) on the FMS page, press the FIX button to select the

radar fix page

2. Left click on PPI radar imagery of a known reference point. This displays the LAT/LONG

of the designated point in the section labeled RADAR TARGET.

3. Enter the reference LAT/LONG for the point (obtain this from a Navigation Chart).

4. Press the CALC FIX button (the fix position/offset is computed and displayed but not

applied).

5. Press UPDT button to apply the update.

Do not enter the calculated fix position on the FMS page. This will result in an egregiously

erroneous position.



Figure 1-20 PEP FMS Radar Fix Page

Flight Plan Page

The FMS flight plan page is displayed when the FPLN button is selected. From this page, the

operator can define navigation legs.

Navigation legs are defined by entering waypoints (waypoint number from the WPT field on the

Waypoint Information page) in the TO field of the FMS Flight Plan page. To the right of each

waypoint number is a read-only field which displays bearing and distance of the corresponding

waypoint label. Once the waypoints are entered, the bearing and distance between them are

displayed. This bearing and distance between the entered waypoints is updated automatically as

waypoint numbers are entered in the TO fields. There is no APLY button to press as with other

pages.



Use the PREV and NEXT buttons to review bearing and distance information between

successive waypoints. A pop-up waypoint selection box allows for scrolling through waypoints.

The FLY button will begin the navigation to the selected TO waypoint. Information about the

current leg of the flight plan is displayed in the steering section of the DID. Flight behavior is

controlled by the AUTO and MAN buttons at the top of the page. The function of these two

buttons is described in further detail in the FMS Navigation Mode section in this chapter.

The ALERT light illuminates when ownship is 30 seconds away from the selected TO waypoint

and extinguishes upon arrival at the waypoint. Ownship must pass within 3000 feet of the

waypoint for capture (illuminating the ALERT light) and auto-cycle to occur (with AUTO mode

selected).

Figure 1-21 PEP FMS Flight Plan Page



Figure 1-22 PEP FMS Waypoint Selection Pop-up

FMS Navigation Mode

FMS navigation mode selection is made by pressing the MAN or AUTO button located at the top

of the FMS Flight Plan page. The available navigation modes are Auto and Manual.

1. AUTO – In automatic mode, upon capture of the TO waypoint, the desired track is updated

automatically. The captured waypoint then becomes the FROM waypoint and the next valid

waypoint in the waypoint list becomes the new TO waypoint; however, if the captured waypoint

was the last in the list, the desired track will not change until new waypoints are entered.

2. MAN – In manual mode, upon capture of the TO waypoint, the desired track remains

unchanged until updated by the operator.

Waypoint Page

The FMS waypoint page is displayed when the WPT button is selected. From this page, the

operator can enter, edit, and delete waypoints.

A maximum 100 waypoints can be created. Waypoint information can be reviewed by selecting

a specific waypoint label in the WPT fields or by scrolling through the waypoints using the next

button.

Waypoints may be built as either FLY BY or FLY OVER. Ownship will not lead the turn when

assigned to a FLY OVER waypoint and coupled to the auto-pilot.



To create a new/modify waypoint:

1. Pressing the ADD button will create Waypoint 0 at current aircraft position. Waypoint 0

will be overwritten with the current aircraft position if Waypoint 0 already exists.

2. To create a waypoint at a different location, enter a new WPT number in the WPT field

(entering an existing number will display that waypoint for viewing/editing and changes will

overwrite that waypoint’s data). If the WPT number is blank, the display will behave as though

creating or editing Waypoint 0.

3. Enter a LAT/LONG, or use trackball right click at the desired location on the tactical plot

to copy current cursor position into LAT/LONG fields. Entering an altitude will initiate a climb

or descent to the specified altitude when coupled to the autopilot.

4. Select “FLY BY” or “FLY OVER”

5. Press Enter on keyboard to enter the new (or modified) waypoint.

To delete a previously entered waypoint, select the desired waypoint, and then select the DEL

button.



Figure 1-23 PEP FMS Waypoint Page

To delete a previously entered waypoint, select the desired waypoint, and then select the DEL

button.

Global Positioning System (GPS)

The GPS model simulates a generic GPS receiver with representative features and performance.

The positional outputs are based on ownship truth data, and time-related outputs are derived

from mission date and time defined during scenario development. The GPS model produces

output data with typical positional errors based on the number of visible satellites.

GPS Page

The GPS page is displayed on the PEP when the Subsystem Control Menu GPS button is

selected. Once power has been selected, no further interaction by the operator is required. All

fields provide read-only information. BIT status shows code identification if a malfunction is

present.



Figure 1-24 GPS Page

Selecting the PWR button simulates the application of power to the GPS receiver. The system

immediately starts acquiring satellites; as soon as 4 satellites are acquired, a navigation position

is displayed. The mode indicator button (top right) shows INIT and NAV to indicate acquiring

satellites and navigating respectively. The information available on the GPS page is shown in

Figures 1-24 and 1-25.



Information Field Description

SV – Space Vehicle List the satellites currently being used to

calculate the GPS navigation solution. The

numbers generated by the GPS model are

random, and do not account for actual GPS

satellite positioning and ownship location.

During normal operation, the satellites change

at a random interval between 10 and 25

seconds.

Date GPS date

Time GPS time

Latitude Latitude of ownship position

Longitude Longitude of ownship position

Altitude GPS calculated altitude above sea level

FOM – Figure of Merit Numerical rating of the accuracy of the GPS

navigation solution. FOM is derived from

expected error values for the number of

acquired satellites. FOM range from 1 (most

accurate) to 10 (least accurate). Unless an

error is introduced by the instructor,

performance is based on optimal satellite

coverage.

Figure 1-25 GPS Page Data Fields

INS

The INS model simulates a generic laser ring gyro INS with representative features and

performance. The INS has the ability to update its position from the current GPS position.

The INS page is displayed on the PEP when the Subsystem Control Menu INS button is selected.

During normal operation, the INS page displays the current ownship position.

The mode selection buttons:

1. PWR, Selects INS power on and off.

2. STBY, if the INS is not operating

3. ALIGN, while the INS is aligning

4. NAV, when the INS is navigating



5. BIT (Built-in Test), status shows code identification if a malfunction is present.

Figure 1-26 INS Page

INS Initialization

To initialize the INS:

1. Ensure the INS is in the Power ON state.

a. At startup, the INS is Powered ON and in Standby mode (STBY button illuminates,

and status indicator reads STBY) and the LAT and LONG fields are initialized to N

00 00.0 and E 000 00.0.

b. Pressing the PWR button toggles the INS between Power On and Power Off.



2. Set the latitude and longitude fields to the current ownship position.

a. Position the cursor in the latitude field and type in ownship’s current latitude; then

position the cursor in the longitude field and enter ownship’s current longitude.

b. Alternatively, if it is desired to use the GPS position for INS alignment, ensure GPS

has reached a FOM of 1, verify the GPS LAT/LONG position for accuracy using the

airfield diagram, press the HOLD button to enable the GPS POSN button, and then

press GPS POSN to select the GPS latitude and longitude.

3. Select the ALGN button to initiate INS alignment (status indicator reads ALIGN).

a. The INS takes 240 seconds to align on deck. An in-flight alignment takes 85 seconds

to complete.

b. If the alignment is successful (i.e., alignment position within limits and no

instructor-imposed fault condition) the INS will automatically transition to Ready

NAV state, with the status indicator reading NAV RDY.

4. Select NAV to transition the INS to its normal operating state. The status indicator will

read NAV. The system will now accept positional updates based on the inertial navigation

derived data. True heading will now be fed to the system from the INS rather than from the

compass system.

INS Position Update

The position of the INS can be updated in three ways – manual entry of latitude and longitude,

with the GPS position, and via a radar fix as previously described.

To manually update the INS position:

1. Select the HOLD button to freeze the INS position. Pressing HOLD also makes the UPDT

button available and the latitude and longitude fields ready for data entry.

2. Enter the desired position information into the latitude and longitude fields.

3. Select the UPDT button to update the INS position to the new position. Pressing UPDT

also unfreezes the INS position.

To update the INS position with the GPS position:

1. Select the HOLD button to freeze the INS position. Pressing HOLD also freezes the GPS

position, makes the GPS POSN and UPDT buttons available, and makes the latitude and

longitude fields ready for data entry.



2. Select the GPS POSN button. The GPS position at the time the HOLD button was selected

is transferred to the latitude and longitude fields.

3. Select the UPDT button to update the INS position to GPS position. Pressing UPDT also

unfreezes the INS position and will apply INS positional data, derived between the hold and

update functions, onto the new position.

To abort either update process, press the HOLD button again at any time prior to updating the

position.

TACAN

The Tactical Air Navigation (TACAN) model simulates a generic TACAN single channel

receiver. The simulation uses virtual aircraft truth data and TACAN control information to

synthesize and publish range, bearing, and station ID TACAN status information which is

continuously displayed on the TACAN page on the PEP display.

TACAN Page

The TACAN is controlled via the TACAN page which is displayed on the PEP when the

Subsystem Control Menu TACAN button is selected. To turn the TACAN on, press PWR once;

pressing the PWR button a second time will turn the TACAN off.

The operator can select which CDI source, TACAN or FMS, is displayed on the EHSI from the

TACAN page as well as select TACAN mode, input the desired TACAN channel, view paired

frequency, select X or Y band, view radial, DME, station ID, and adjust the audio for station ID.



Figure 1-27 TACAN Page

Modes

The TACAN has three selectable modes of operation:

1. REC – Receive only. The TACAN will receive magnetic bearing information only from

the station.

2. T/R – Transmit / Receive. Receives magnetic bearing and distance information from the

station.

3. A/A – Air-to-air. Receives distance information from air-to-air sources.

The TACAN has 252 selectable channels. There are 126 X channels and 126 Y channels.



Automatic Flight Control System

The Automated Flight Control System (AFCS), colloquially referred to as the autopilot, provides

two ownship steering modes. The steering modes are:

1. Automatic

2. Manual

Automatic Steering Mode

Flight routing for automatic steering mode is defined by the sequence of waypoints. Heading

adjustments are calculated by the AFCS in order to reach the current waypoint or turn to the next

waypoint. To initiate automatic steering on a particular waypoint routing, in most cases the

operator presses the FLY button on the PEP page for that waypoint sequence.

Manual Steering Mode

In manual steering mode, the operator is responsible for verbally directing the route of flight as

described in Chapter Two of this manual.

Communications

The Multicrew Simulator (MCS) boasts a robust communication suite consisting of two

VHF/UHF radios, an HF radio, SATCOM, VLF, and MILSTAR.

NOTE

VLF and MILSTAR are available only on the E-6 platform and are

not covered in this manual.

The communications menu is located on the right of the PEP and contains selections to bring up

the various pages for ownship’s radios. Controls for VHF, UHF, HF, and SATCOM, as well as

the ICS are located in this menu.

Tuning Ranges are as follows:

VHF: 30.000-87.995MHz (FM only)

108-135.995 MHz (AM only)

140-155.995 MHz (AM or FM)

156-173.995 MHz (FM only)

HF: 2-29.9999 MHz



The communications menu is shown in Figure 1-28.

Figure 1-28 Communications Menu



ICS Control

The ICS communications control panel controls all settings of ownship internal communications.

Included in these setting are:

1. Individual transmit and receive controls for each voice channel

2. RX OFF, RX BOTH, RX LEFT, or RX RIGHT assignment

3. Individual volume controls for each audio channel

4. Only voice channels supported by the specific type of ownship are displayed

Figure 1-29 ICS Panel



Radio Summary Page

The Radio summary page displays a summary status of each radio available on the ownship.

Controls included on this page are:

1. Power button for each available radio

2. SETUP key brings up a setup PEP page specific to each individual radio

3. Only radios supported by the specific type of ownship are displayed

Figure 1-30 Radio Summary Page



VHF/UHF Settings Page

The VHF/UHF settings page displays the controls used to set the VHF/UHF radio parameters.


1. Select radio frequency manually or by preset

2. Maritime radio by channel only

3. Modulation Type (AM or FM)

4. Encryption selection (Secure or Plain)

5. Select guard Mode (TR+G, OFF (TR), or Guard Only)

6. ZEROIZE. This erases all electronic crypto in the aircraft’s radios and data link system

and makes secure communications unavailable on any radio until the condition is cleared at the

IOS.

7. Squelch ON/OFF and level adjustment

8. Ability to manage and save radio presets

9. Return to the radio summary page using “Back” button

Figure 1-31 VHF/UHF Radio Page



HF Settings Page

The HF radio page displays the controls used to set the HF radio parameters.


1. Select radio frequency manually or by preset

2. Modulation type (Upper Sideband (USB) or Lower Sideband (LSB))


4. Squelch ON/OFF and level adjustment

5. Ability to manage and save radio presets


Figure 1-32 HF Radio Page



SATCOM Settings Page

The SATCOM Radio page displays the controls used to set the SATCOM radio parameters.


1. Select uplink and downlink frequencies by channel number

2. SATCOM mode (5K dedicated or 25K dedicated)


4. Ability to manage and save presets


Figure 1-33 SATCOM Page



103. OWNSHIP CAPABILITIES, SYSTEM MALFUNCTIONS

The MCS has been designed to closely approximate the systems and capabilities of specific

multicrew aircraft in order to provide a basic level of indoctrination and training to these

platforms’ missions. These platforms are P-3, EP-3, P-8, E-6, and E-2. They are selectable at

the Instructor Operating Station (IOS). Operators can expect to fly all of the Intermediate

syllabus events as a simulated P-8 and transition to their specific simulated platform events.

MCS system malfunctions are triggered from the IOS. Most malfunctions will result in a visual

warning, caution, or advisory light on the CWA panel.

Some malfunctions will result in degradation or failure of systems without visual indications on

the CWA (e.g., a UHF Radio Failure results in the inability for the respective UHF radio to

transmit or receive, but no light will be present).

When system malfunctions are realized or suspected, the built-in test (BIT) button on the

operator PEP display should be depressed for the suspect system. A resulting BIT code can be

decoded from the PCL. BIT codes are listed in Figure 1-34 through 1-36.

NOTE

Most of the systems/sensors will automatically run and display a

bit code upon detection of a malfunction; however, the ESM

system will always require the operator to manually run the BIT

upon detection of a fault in order for the BIT code to display.



Fault Condition Subsystem Impact CWP Lamp Color

NAVIGATION

INS BIT Fail INS power-up or operator-initiated BIT has failed, triggers BIT Code G104

INS YELLOW

INS Fail Freezes position/velocity and/or will not allow alignment

N/A

INS Drift Instructor has the ability to input INS drift rate

N/A

TACAN Failure TACAN system inoperative (total failure) N/A

TACAN Lock-off TACAN azimuth indication locks to incorrect segment (40O error)

N/A

GPS Failure Total failure of the GPS system GPS YELLOW

GPS NAV Unavailable GPS cannot acquire sufficient number of satellites for a solution

GPS YELLOW

GPS Spoofing GPS providing incorrect location information

N/A

IFF

IFF Power Fail IFF Interrogator has failed to power up or operator selected BIT, fails to power up and will not permit interrogations, triggers BIT Code C001

IFF YELLOW

IFF Transmitter Fail IFF Transmitter has failed automated BIT, system will not power up or allow interrogations, triggers BIT Code B012

IFF YELLOW

IFF Receiver Fail IFF Interrogator has failed to power up or automated BIT, fails to power up, and will not permit interrogations, triggers BIT Code A101

IFF YELLOW

Mode 4 Interrogator Fail IFF Mode 4 Interrogator has failed, triggers BIT Code A031

IFF YELLOW

Mode 4 Transponder, Inop.

IFF Mode 4 Transponder has lost power, triggers BIT Code A333

IFF YELLOW

COMMUNICATIONS

ICS Failure Internal Communication System (ICS) will not transmit or receive

N/A

UHF Radio Fail UHF Radio will not transmit or receive N/A

Figure 1-34 Fault Conditions (1 of 3)




UHF Radio Crypto Failure Transmitting: After the preamble tone, static is present and no transmission is possible. Receiving: Reception is background static/unintelligible

N/A

VHF Radio Fail VHF Radio will not transmit or receive N/A

SATCOM Loss of Link No SATCOM Transmission or reception is possible

N/A

SATCOM Loss of Crypto No SATCOM Transmission or reception is possible.

N/A

HF Radio Fail HF Radio will not transmit or receive N/A

HF Radio Crypto Fail Transmitting: After the preamble tone, static is present and no transmission is possible. Receiving: Reception is background static/unintelligible

N/A

LF Radio Fail LF Radio will not transmit or receive N/A

MIDS Failure Complete Failure of the LINK MIDS Terminal, triggers BIT Code H001

N/A YELLOW

Track File Fail ESM/Radar tracks will not correlate automatically

ESM YELLOW

Link Drop Link loses connection with other members of the Link

N/A

RADAR

RADAR Power Fail No radar modes are available, triggers BIT Code D001

N/A

RADAR Transmitter Fail Radar screen blank (no sweep/image), triggers BIT Code D050

RADAR YELLOW

RADAR Receiver Fail Radar screen blank (no sweep/image), triggers BIT Code D555

RADAR YELLOW

RADAR loss of tracks Radar Track Icons disappear, but radar track paint remains

N/A

RADAR Over-temp Radar provides no returns, triggers BIT Code D661

RADAR AMBER

RADAR Antenna/Processor Fail

Radar/IFF provide no returns, no sweep, triggers BIT Code D410

N/A

ISAR Fail ISAR does not display target, other radar modes still function triggers BIT Code D314

RADAR YELLOW

RADAR Stabilization Frozen returns., triggers BIT code D212 RADAR YELLOW

RADAR Fault (BIT Only) No apparent degradation, triggers BIT Code D634

RADAR YELLOW





EO/IR

FLIR Power Fail FLIR System Inoperative. Will not power up.

N/A

FLIR Gimbal Frozen Turret is frozen in azimuth and elevation and will not slew

N/A

FLIR Gimbal Failure Turret slews wildly and is not controllable N/A

AVT Failure AVT breaks lock immediately / will not hold lock

N/A

ESM

ESM Power Fail ESM System has a total power failure, triggers BIT Code E001

ESM YELLOW

ESM Processor Fail ESM Processor inoperative, triggers BIT Code E110

ESM YELLOW

ESM Library Corrupt ESM Library upload/download error/mismatch, triggers BIT Code E200

ESM YELLOW

ESM BIT Fail ESM System fails to power up or operator-initiated BIT, triggers BIT Code E600

ESM YELLOW

ESM Antenna Fail (FL) ESM Antenna Failure, triggers BIT Code E301

ESM YELLOW

ESM Antenna Fail (FR) ESM Antenna Failure, triggers BIT Code E302

ESM YELLOW

ESM Antenna Fail (AL) ESM Antenna Failure, triggers BIT Code E303

ESM YELLOW

ESM Antenna Fail (AR) ESM Antenna Failure, triggers BIT Code E304

ESM YELLOW

MISSION RACK

Mission Rack Overheat No apparent mission system impact. Intended to simulate a potential fire hazard should operator not secure any equipment.

RACK RED


104. EMERGENCY PROCEDURES (EPS)

The following EPs are notional and designed for training purposes only. As such they are not

products of Naval Air Systems Command (NAVAIR) although they borrow considerably from

the E-2C/D, E-6A, P-3C, and P-8 NATOPS. Items in Bold/Italic are memory items and shall be

recited verbatim.



In the event of any emergency in which Ditch/Bailout or Land as soon as Possible/Practicable

are considerations, the aircraft should immediately point towards nearest suitable divert or rescue

vessel/platform.

Fire, Smoke, or Fumes of Unknown Origin

Electrical fires are characterized by distinctive odors and may or may not be accompanied by

arcing, smoke, flames, or fumes. These symptoms result from combustion of surrounding

materials and may be self-sustaining after the electrical power source is removed. A

combination of many different sources of smoke and fumes may occur if the fire begins to spread

or is caused by another source. At this point, it may be impossible to determine the source of the

fire. The overall success of these procedures depends on the crew’s ability to ascertain the

effectiveness of each preceding step; therefore, judicious application is required to prevent

symptom masking.

1. Don Oxygen Masks –100% (ALL)

2. Isolate Affected Equipment – (ALL)

If source cannot be immediately isolated:

3. GEN Switches – OFF (CP)

NOTE

When GEN switches are off, the following equipment is not

available: TACPLOT overlay; Radar and Radar overlay; IFF

interrogator, Data Link Terminal; SATCOM; HF radio.

4. Depressurize Cabin (P, CP)

5. Fight fire with Portable Fire Extinguisher (CP, SNFO)

6. If fire is uncontrollable: Bailout or Ditch (refer to Bailout or Ditching Procedure)

7. If fire is controllable, assume fire is electrical and continue to fight as required:

When fire extinguished:

8. GEN Switches – ON (CP)

NOTE

All equipment that was not isolated in Step 2 should now be

available.



9. Land as soon as possible.

It is important not to proceed to Step 8 until source system is positively identified and all power

has been isolated from that system using switches and circuit breakers.

Pressurization Failure

The most likely causes of a pressurization loss are mechanical or structural failures that result in

a sustained loss of pressure or explosive decompression.

If cabin altitude exceeds 10,000 feet:

1. Don Oxygen Masks –100% (ALL)

2. Emergency Descent – As Required

3. Land as soon as practicable

Rack Overheat

The MCS is provided with a notional electronic rack overheat warning system that provides a

visual warning in flight whenever the notional electronics/avionics rack attains an over-

temperature/-heat condition (triggered by an Instructor from the IOS). A master warning light

labeled “RACK” on the Operator Tactical Display illuminates whenever a rack overheat

condition exists.

WARNING

Failure to quickly identify a rack overheat can lead to fire, smoke,

and fumes of unknown origin.

1. Notify Crew - (SNFO)

2. Isolate Affected Equipment - (ALL)

3. Check for Secondary Indications - (ALL)

4. Report Status to Flight



Ditching

It is essential that each crewmember be thoroughly familiar with aircraft ditching procedures, not

only with their duties, but also the duties of all other crewmembers. This provides redundancy in

cases where one or more crewmembers are injured or are unable to perform their duties.

Periodic Ditching Drills should be conducted to ensure crew proficiency should an actual

ditching situation arise.

NOTE

If time or conditions allow, consider executing the Emergency

Destruct procedure.

1. Notify Crew (P, CP)

2. Landing Gear – Up (P, CP)

3. Flaps – Set (P, CP)

4. Emergency Escape Hatches – Jettison (ALL)

5. Send Emergency Message (SNFO).

6. Harness – Locked (ALL)

7. Don Helmet (ALL)

8. Jettison External Stores (CP) – If applicable.

9. Brace for Impact (ALL)

10. Crypto-ZEROIZE (SNFO)

Bailout

Crewmembers should bailout through the nearest emergency escape hatch. Under ideal

conditions, it takes 20-50 seconds for the entire crew to bailout. Although steps 6-10 are not

memory items, it is highly recommended that these be committed to memory and reviewed

during annual egress training.

NOTE

If time or conditions allow, consider executing Emergency

Destruct procedures.



1. Notify Crew (P, CP)

2. Depressurize Cabin (P, CP)

3. Don Oxygen Masks/Connect to Emergency Oxygen – As Required (ALL)

4. Emergency Escape Hatches – Jettison (ALL)

5. Send Emergency Message (SNFO)

6. Trim Aircraft/Engage Autopilot (P, CP)

7. Squawk Emergency (SNFO)


9. All Crewmembers:

a. Don parachute (if applicable)

b. Helmet visor down, chin strap tight, gloves on

c. Stow all loose gear

10. Notify crewmembers over ICS and with long ring of the emergency bell (P, CP)

11. All Crewmembers:

a. Disconnect from ICS and Aircraft Oxygen (if applicable)

b. Proceed to Emergency Escape Hatch

c. Bailout

Emergency Destruct

When directed by the Mission Commander:

1. Descend -As required- (P)

2. Send Emergency Message (SNFO)

3. Collect mission material from all stations in sink bag (SNFO)

4. Don harness, helmet with visor down – (SNFO)



5. Secure harness to airframe (SNFO)

6. Open main cabin door (SNFO)

7. Jettison sink bags (SNFO)


9. Report Progress to MC



105. CHAPTER ONE REVIEW QUESTIONS

1. What are the possible indicator light colors available on the CWAP and what does each

color indicate?

2. The barometric altimeter receives _________________ from the ADC.

3. The DID displays ______________________ derived from the FMS as well as

_______________ derived from the DMS PPI.

4. How many peripheral user interface controls does the MCS operator station have? What

are they?

5. What is the primary interface for operators to control ownship’s sensors and subsystems?

What three sections compromise this interface?

6. What allows the operator to bring up the ownship’s simulated sensors and subsystems?

7. The navigation source provides ___________________ for ownship navigation. The four

selectable navigation sources are ______________________.

8. In blended mode, navigation is derived using GPS heading and position data and wind

velocity updates can be manually entered.

T/F

9. To populate a flight plan via the flight plan page, waypoints must first be entered into the

waypoints database or already be available in the database prior to being added to the flight plan.

T/F

10. A maximum of ______ waypoints can be populated in the waypoint page.

11. What are the three selectable TACAN modes of operation?

12. INS on-deck alignment takes ______sec. An in-flight alignment takes _______sec.

13. Some malfunctions will cause system degradation without triggering a fault light on the

CWAP.

T/F

14. The ALERT light turns on when the aircraft is __ seconds away from the selected TO

waypoint, and ________ upon waypoint capture. Waypoint capture is achieved when ownship

comes within ____ feet of the waypoint.



Chapter One Review Answers

1. RED – WARNING

AMBER – CAUTION

YELLOW – ADVISORY

GREEN – POWER ON

2. Static air pressure

3. Ownship navigation information; sensor tactical window cursor data

4. Four:

Hand controller

Trackball

Keyboard

Foot activated switches

5. Programmable Entry Panel (PEP); subsystem control, tactical control, communications/ICS

6. PEP subsystem control menu

7. Positional reference: Blended (BLND)

GPS

INS

DR

8. FALSE

9. TRUE

10. 100



11. Receive only

T/R

A/A

12. 240 sec; 85 sec

13. TRUE

14. 30; turns off; 3000

NAVIGATION FLIGHT PREPARATION 2-1

CHAPTER TWO

NAVIGATION FLIGHT PREPARATION

200. INTRODUCTION

This chapter covers general operational familiarization, flight planning procedures, and required

preparation in order to properly brief and conduct navigation missions in the MCS. Every

successful flight depends on thorough planning prior to flight. Preflight planning in the MCS

includes Flight Logs for fuel planning, DD-1801s for Air Traffic Control (ATC) coordination

outside CONUS, knowledge of Flight Information Publications (FLIP), and a thorough

knowledge of flight procedures.

201. PREFLIGHT PLANNING AND BRIEFING

The type of platform that will be used for all FAM NAV events is the P-8. All applicable

performance data and checklists are available in the pocket checklist (PCL). Plan events for

420 kts. True Airspeed (TAS) enroute.

DD-1801

A DD1801 is required for each FAM/NAV event and shall be completed without error.

The type equipment codes for the notional P-8 flown during FAM/NAV events are

DGHITUVZ/C. This equates to DME, GNSS (ICAO terminology for GPS), HF, INS, TACAN,

UHF, VHF, other equipment/capabilities, and transponder modes A and C. (Reference GP 4-

23/24). Other equipment (Z) carried by the P-8 includes, but is not limited to, data link and ESM

receivers. This is not required to be indicated on flight plans while in training.

The P-8 is assumed, in these events, to be Reduced Vertical Separation Minimum (RVSM)

certified making a remark for NON RVSM unnecessary.

Insert the remark: STS/STATE indicating special handling requirement due to flight engaged in

military operations, customs operations, or police services. (Reference GP 4-27).

Insert the remark: OPR/DOD identifying the aircraft operating agency as department of defense.

Insert diplomatic clearance remark (MDCN) specific to the mission. For additional information

on how to annotate this remark, refer to General Planning 4-29 and the letter of agreement for

the specific theater (Cooperation Council for the Savory Gulf States [CENTCOM] or Utopian

Alliance [PACOM] Paragraph 4 d [2]).

The following figure is an example of a properly filled out International Civil Aviation

Organization (ICAO) DD-1801 form.

CHAPTER TWO INTERMEDIATE FLIGHT PREPARATION

2-2 NAVIGATION FLIGHT PREPARATION

Figure 2-1 Example (ICAO) DD-1801

Flight Logs (Jet Cards)

Flight logs are used to plan fuel consumption, Estimated Times of Arrival (ETAs), and collect

aerodrome information for the destination, alternate, and emergency divert fields. Flight logs are

not used for enroute navigation. Each operator will bring a flight log for the planned route of

flight. Flight log construction is the same as previously learned with a few exceptions:

1. Estimated Times Enroute (ETEs) may be calculated to either the nearest minute or half

minute.

2. Fuel figures for the MCS aircraft can be divided into three parts: normal thrust climb,

cruise, and max range for divert requirements. Round fuel in ten-pound increments.

3. Start fuel for FAM/NAV events will be a light load of 20,000 lbs. (JP-8) minus 1100 lbs.

for start/taxi/takeoff. This makes the fuel entry on the front of the jet card 18,900 lbs. Fuel

reserve requirements, as indicated by CNAFINST 3710.7 are 20 minutes at 10,000 feet MSL or

10% of required fuel, whichever is higher. This equates to 1250 lbs. based on a fuel flow of

3700 PPH (pounds per hour) for 20 min flight at 10,000 feet MSL, Mach .45, or 10% of required

fuel. Plan 1100 lbs. for start/taxi/takeoff and 1000 lbs. for each planned approach.

INTERMEDIATE FLIGHT PREPARATION CHAPTER TWO


4. The MCS total fuel capacity is approximately 46,000 pounds. Fuel loads are dictated by

temperature, runway conditions, and mission requirements. A lighter fuel load may be specified

during the brief. For FAM/NAV events, 20,000 pounds will be used as starting fuel.

NOTE

For MCS NAV events, 1250 lbs. fuel reserve will always be used.

5. Enter the 1100 lbs. for start/taxi/takeoff in the appropriate space on the back of the jet log.

Planning

Plan your alternate airfield profiles for an MCS NAV flight as follows:

1. From the destination initial approach fix (IAF) to alternate IAF at last cruising altitude,

airspeed, and fuel flow.

2. From the destination IAF to alternate IAF using the destination IAF altitude and maximum

range airspeed.

3. Bingo profile, destination airfield to alternate airfield.

NOTE

The following is the list of approved alternate airfields for

CENTCOM: OBBI, OBBS, OERK, OERY, OKAS, OKBK,

OMAA, OMAM, OMDW, OMFJ, OOMA, OOMS, OTBD,

OTBH.

The following is the list of approved alternate airfields for

PACOM: RJOA, RJOI, RJSM, RJTA, RJTY, RKJK, RKNN,

RKPK, RKSM, RKTH.

Emergency airfields must have at least 5,000 feet of hard surface

runway and should be selected from the appropriate IFR Enroute

High charts.

All NAV flights will be planned to arrive at the destination IAF with the minimum fuel required

to execute the divert profile IAW CNAF M-3710.7. That fuel is dependent on the chosen

alternate and will affect your MCF (Mission Completion Fuel). You must have enough fuel to

arrive at your destination IAF, proceed to your alternate’s IAF, shoot the approach, and land with

1250 lbs. IAW TW-6 SOP and CNAF M-3710.7.



Weather/NOTAMS

Operators will be provided a weather brief for their respective event. Additionally, operators

shall obtain and review NOTAMs pertaining to the route of flight using Defense Internet

NOTAM System DINS: https://www.notams.faa.gov/dinsQueryWeb/.

Chart Prep

The DOD FLIP contains information for preflight planning and enroute use. It is imperative that

aircrew members reference appropriate high/ low charts and approach plates for applicable DPs

(Departure Procedures), terminal arrival procedures, and field diagrams. Appropriate inflight

publications to include a FIH (Flight Information Handbook) must be carried on every FAM

NAV event.

Crew Resource Management

One of the goals of the MC2 syllabus is increased CRM and understanding the dynamic involved

with operating in a multi-place aircraft and, sometimes, with a crew of mixed ranks. In addition

to understanding the CRM training received in the classroom, NFOs must be able to apply the

seven critical skillsets of CRM in all phases of the event: Planning, briefing, execution, and

debriefing.

All training in intermediate is conducted in a simulated P-8. This is not intended to enforce P-8

procedures but is done due to sensors available in the different simulator models. The P-8

simulator model has all systems and sensors that students need to learn and operate prior to

moving to the different stages of advanced training.

P-8 Crew Positions

All training in intermediate is conducted in a simulated P-8 aircraft. This is not intended to

enforce P-8 procedures, rather, to provide an instructional platform with all sensors and systems

that are not entirely available in the other platforms. The P-8 simulator model has all systems

and sensors that students need to learn to operate and integrate before moving on to their

respective platform in advanced training.

While there are additional crew positions in the aircraft, the applicable crew stations for

NAV/FAM and how they address each other are as follows:

PILOTS: “FLIGHT”

MC/NAV (SNFO): “NAV”

IN FLIGHT TECHNICIAN: “IFT” or “TECH”

ALL MEMBERS: “CREW”

The “you, me” format will be used on the ICS, especially when being directive with other crew

members. For example, when directing the pilots to turn, the operator will say, “Flight, Nav, left



two-three-four.” When troubleshooting, the operator may say, “IFT, Nav, I have a data link

advisory light with a BIT code of H001.

Command Words

Pilots are conditioned to respond to certain “command words” while flying. If the operator

wants to change what the aircraft is doing, they must use the following command words to

accomplish these tasks:

CHANGE HEADING: “LEFT” or “RIGHT” followed by the desired heading in three-digit

format.

CHANGE ALTITUDE: “CLIMB” or “DESCEND” followed by the desired altitude

CHANGE AIRSPEED: “SET” followed by the desired IMN or KIAS

Briefs, Checklists, Conduct of Flight

– Preflight Brief

Operators will brief FAM NAV MCS events, other than the first event. Review the MCS

Briefing board example/briefing guide and reference it for briefing standards. The Contract

Instructor will demonstrate the brief for the C3101 event. Operators will brief the remaining

FAM NAV events in their entirety, including all standards, with instructor assistance as required.

Specific event requirements can be found in the FAM NAV Event Synopsis section of this

chapter.

The following is a suggested minimum briefing guide that can be tailored to meet briefing

requirements of each FAM/NAV event. An example on how to correctly set up a briefing board

is found in each specific theater packet that is received from book issue at check-in.

General: This section includes administrative information that must be addressed prior to

beginning the event.

1. ORM

– Discuss Scenario ORM, not building evacuation. Reference the ORM worksheet in

the theater packet. Students are not required to complete a hard copy of the

worksheet for each event, but shall have it available and use it for planning and

briefing.

2. CREW/SEAT ASSIGNED CALL SIGN

a. Crew names and flight leadership roles.

b. Device number and seat number.



c. Administrative and tactical call signs as appropriate. Call sign will be “Buc 4XX”

while in Intermediate. The numeric call sign will be derived from the flight schedule.

The first number will always be a “4” with the device being the second digit and the

seat being the third digit.

3. SYLLABUS EVENT: MCG event number.

4. LATEST READ FILE/CREW DUTY DAY/DOR/TTO

a. Content of the latest read file update and verification of being “Greened up” on the

R&I board.

b. The beginning of each crewmember’s duty day and verification that crew day will not

be exceeded.

c. Explain that DOR/TTO policies are in effect and ask for questions.

5. TIMELINE

a. Brief is actual local brief time.

b. Walk is 10 minutes prior to event start time, in local time.

c. COMEX is “Mission Time” in Zulu obtained from mission notes.

d. FINEX is 1 hour, 25 minutes after COMEX.

Mission Overview: This is a large-scale overview of the planned mission from start to finish.

1. BIG PICTURE/ROUTE: A big overview of the day’s total mission, including departure

airfield, purpose of the event, and recovery airfield. Reference the appropriate charts.

2. WEATHER/NOTAMS:

a. Weather brief is provided in the mission notes. It does not need to be memorized.

SNFO can reference the DD-175-1 while presenting this portion of the brief.

b. Students are not required to check, print, or brief NOTAMS.

3. MISSION NUMBER/AIRSPACE:

a. Mission number for FAM/NAV will be the MCG event number. Mission number for

Sensor/Link and Fleet Ops will be the two or three letter mission code that matches

the IFF Mode 1 from the Card of the Day, followed by the MCG event number.

Example: C3204, IFF Mode 1 is 63. Mission number is EW3204.



b. Airspace may be “Under positive IFR control,” or “Due regard,” with additional

details.

4. FUEL CONSIDERATIONS:

a. Start fuel is 20K for Fam/Nav and 46K for Sensor/Link and Fleet Ops. Light fuel

loading may be required due to runway and temperature conditions. This will be

briefed by the CI.

b. On-station fuel is N/A for Fam/Nav. Otherwise, it is calculated as starting fuel minus

STTO fuel, minus climb fuel, minus approximate fuel used to reach the start point.

c. Bingo fuel for Fam/Nav is from PCL page P6, based on destination airfield to

alternate airfield straight-line distance. Otherwise, Bingo fuel is calculated from the

furthest distance away from planned recovery airfield in the operating area to the

planned recovery airfield, from the PCL page P5.

d. Recovery fuel is EFR at the planned recovery airfield based on a normal profile and

normal 90 minute on-station time.

NOTE

Fuel considerations for Sensor/Link and Fleet Ops events are

covered in more detail in Chapter 4 of this student guide.

5. ALTERNATE/EMERGENCY AIRFIELDS: The selected alternate is based on the

planned recovery airfield and must come from the approved airfield list found on page 2-3 of this

student guide. Emergency airfields should be selected to meet mission requirements and in

accordance with guidelines set forward in this guide.

Tactical Mission: Mission details that cover information necessary to successfully complete

both the training and assigned mission.

1. MISSION OBJECTIVE/TASKING:

a. Mission objective as presented in the mission notes. Does not need to be memorized

and can be read from the mission notes.

b. Read the Intel brief and Sitrep, as appropriate, from the mission notes. Does not need

to be memorized and can be read from the mission notes.

c. Tasking as presented in the mission notes. Does not need to be memorized and can

be read from the mission notes.



2. ROE/WARNING/WEAPONS STATUS:

a. Cover which theater ROE and SPINS are applicable.

b. Brief the given warning and weapon status verbatim from the training aid.

3. OPAREA/ROUTE: The assigned/expected mission operating area. This includes CVOAs,

tracks, and altitude blocks from the OPORD Maritime and ACO.

4. ORDER OF BATLE: ENEMY/FRIENDLY:

a. EOB should cover all applicable threats from the mission notes and include all

applicable sensor information such as ISAR imagery description, EO/IR description

with key visual features, and threat radar (ESM) indications.

b. FOB should cover all applicable friendlies, including type, call sign, stationing, and

IFF and data link information as appropriate.

5. THREAT CONSIDERATIONS/STANDOFFS: Applicable standoffs from all expected

threats.

6. COMM PLAN:

a. Expected use of all radios

b. The use of a matrix to show different radio usage during different phases of flight is

allowed but not required.

7. SYSTEM SETUP/EMPLOYMENT/TACAIDS/CONTINGENCIES:

a. System setup should include system parameters such as data link information, IFF

modes and codes. IFF Transponder shall be briefed for all Intermediate events.

Otherwise, systems are not required to be briefed prior to their first training use. For

example, data link setup and employment is not required prior to C3206.

b. Employment should discuss how each system will be used to aid mission

accomplishment. Examples:

i. Radar: Plan for radar use such as track evaluation, sanitization sweep interval,

manual tracking, etc.

ii. IFF: Interrogator use-STBY, TX MOM, TX CONT; Transponder use modes

and codes.

iii. ESM: Plan for ESM use such as “Vis” or “De-vis” certain emitters and color

coding of threat emitters.



iv. EO/IR: Which mode will be used for initial search; which mode will be most

useful for given environmental conditions?

v. Data Link: Net number (Crypto day), JU, track blocks, J Voice, reporting

responsibility.

c. Tacaids should cover any desired circle around ownship and any tacaids the student

plans to build.

d. Contingencies should cover potential aircraft, navigation, or communications issues,

system/sensor degradations, and weather.

Crew Resource Management: Per the student handout packet.

Emergency Procedures: Per the student handout packet.

Additional Items/MCG Discuss Items: As appropriate, Fam/Nav additional items sheet,

ALSA brevity terms from the mission notes, and MCG Discuss Items for the event.

At the conclusion of each student brief, the contract instructor shall conduct a short, NATOPS-

style brief that covers, at a minimum, the following items:

• On-deck vs airborne start

• Which system bypasses (GPS, INS, Radar, and IFF) will be available

• General flow of the event

• Common errors

• Crewmember vs instructor CRM

1. Brief Time: The brief time is scheduled to begin one hour prior to event start time, or in

accordance with the master Curriculum Guide.

2. MCS System Turn-on and Setup for FAM NAV events:

a. GPS: Turn power on to GPS. The GPS will run a 10-second BIT. After BIT is

completed, verify satellite acquisition and a FOM of 1. Verify GPS LAT/LONG

corresponds to ownship present position using field diagram.

b. INS: Select INS; verify power is on. Select “HOLD” button. Press GPS POSN

button. The GPS derived position will populate in the INS solution LAT/LONG

fields. Verify this position against the LAT/LONG position on the GPS page. Press

ALIGN. On deck INS, alignment takes 240 seconds.



c. COMM: While INS is aligning, set up radios and ICS panel as required. When

setting up HF radio, turn squelch up slightly to reduce background static noise.

Ensure both VHF and UHF radios are set to T R &G, plain voice, and SATCOM is in

secure voice, with the proper channel selected.

d. FMS: Select FMS PEP; verify power is on. Select WPT button. Enter waypoints for

flight plan using the following steps:

i. Select ADD button

ii. In the highlighted fields, label the waypoint and enter LAT/LONG. Enter

altitude only if using the auto pilot feature; otherwise, make this entry zero.

iii. Verify that all the waypoint entries are populated in the waypoint library. These

entries will be in green on the PEP but will display in yellow on the Tacplot.

iv. Select FPLN, then ADD. The waypoint window will come up. Double-click

first waypoint to enter it in flight plan. Select ADD again and repeat this step

for each waypoint to be added to the flight plan.

e. TACAIDS: Under the Tactical Control panel, select TACAIDS. Enter TACAIDS as

required.

f. FLIGHT INSTRUMENTS: Refer to the “Flight Instruments” section in Chapter 1

for specifics on how to set each flight instrument:

i. Set RADALT to 400 feet AGL.

ii. Set CDI to initial course and heading bug to runway heading or initial assigned

vector.

iii. Set local altimeter setting in altimeter window. The operator will dial in the

new altimeter setting, tell the flight station it has been done, and the flight

station will acknowledge. For an altimeter setting of 30.01: Operator dials

30.01 into the altimeter window. Operator says, “30.01 set nav.” Flight station

acknowledges, “30.01 set flight.”

g. TACAN: Select TACAN; verify power on and in T/R mode. Enter appropriate

TACAN channel. TACAN will automatically enter paired VOR frequency to the

selected TACAN channel. The VOR frequency field will not allow VOR frequencies

to be manually entered; therefore, it is important to have either a FIH or a list of

TACAN and paired VOR frequencies on hand when flying FAM NAV events.



NOTE

Depending on distance/terrain masking, ownship may not receive

the selected TACAN station on deck. It is imperative to verify the

Morse code station ID upon receipt of TACAN station.

3. Clearance

Clearance will be obtained while on deck using the frequency provided in the scenario and

briefed by the operator. Be aware that clearance delivery may modify a DD-1801 filed route in

some circumstances. Best practice: Obtain ATIS and Clearance during the comm setup portion

of the checklist.

4. Departure Brief

The departure brief will be given as part of the crew brief prior to takeoff. Brief any restrictions;

otherwise, if there are no restrictions, it is not necessary to say, “No restrictions.”

a. First turn/DME “Turn”

b. Initial altitude restriction “Altitude”

5. T/O Roll

Operator will call tower for takeoff clearance once system setup and crew brief is complete. The

front end will make the following calls: Off the peg, 60 knots, and rotate.

6. Rotation

The operator will verify two positive rates of climb using the RADALT and either the VSI or

baro-altimeter and verbalize “two positive rates of climb” to the front end. The front end will

call “gear in transit” followed by “gear up, lights out.”

7. Climb-out/Level-off

Operator should expect a call from tower shortly after takeoff directing a switch to departure. If

this call is delayed, operator should be proactive and call tower looking for a switch to departure.

Contact departure on frequency provided by tower or in the clearance and follow departure’s

instructions using proper comm brevity and format. Navigate the departure. Passing 10,000 feet

MSL, initiate climb checks. Passing transition altitude, complete climb checks. Monitor CWA

panel, Navigation systems, and flight instruments. One thousand feet prior to final level-off,

operators shall provide the flight deck with IMN for 420 knots TAS.

Students must make the appropriate off-deck calls to the SDO when operating out of detachment

airfields. These detachment sites are OBBS (CENTCOM) and RJTA (PACOM). For all other

airfield departures, the off-deck calls shall be made to the TOC (Tactical Operations Center) or



MTOC (Mobile Tactical Operations Center) using SATCOM. CENTCOM MTOC call sign is

Harrenhall on SATCOM channel 135. PACOM TOC is Gators on SATCOM channel 130.

8. Enroute/Cruise Check

Operator should follow Aviate, Navigate, Communicate, Checklists (ANCC) priorities during all

phases of flight. Operator should continue to scan flight instruments, navigation systems, CWA

panel, and CDI/EHSI. Cruise checklist shall be conducted periodically in flight, every 15-20

minutes IAW the PCL.

9. Turn Point Procedures

Three calls are performed at each turn point: Two-minute prior, Mark-On-Top (MOT), and

Wings-level.

a. The two-minute prior call is given two minutes from the calculated ETA for the

upcoming turn point. If the turn point is estimated at 15 + 30, a two-minute prior call

should be given at 13 + 30. The two-minute prior call includes:

i. Outbound heading for course

ii. Estimated time of arrival (ETA) and description of navigation to the next

checkpoint.

EXAMPLE: “Two minutes prior to Doha; outbound heading 310˚ for a course of 307˚. ETA to

Dhahran is 23 + 45. We will be direct to station.”

b. The MOT call consists of:

i. Left/Right XXX (flight clears turn)

ii. Time (at minimum DME) or when needle passes 90˚ benchmark (systems with

EHSI upgrade installed)

iii. Place

iv. Fuel on board

v. NAVAID (remains the same if on a jet route or switches to next station)

EXAMPLE: “Left 310˚ (at lead point), Time 23 + 40, Place Doha, Fuel (front end responds

with fuel onboard in pounds), NAVAID switching to Dhahran.”

c. The wings-level call is initiated when the aircraft is established on an outbound

course from the turn point (navigate prior to TP procedures). The wings-level call

consists of:



i. Fuel +/- preflight

ii. Estimated fuel at the IAF

EXAMPLE: “We are 500 lbs. above preflight; I estimate 10,500 at the initial.”

10. Descent

When 150-100 miles away from the destination airfield, tune up and obtain ATIS (Automated

Terminal Information Service) information. Once cleared below transition level, execute the

Descent checklist which includes the approach brief (TICARM).

11. Approach Brief (TICARM)

– The approach brief is required and given during the descent checklist.

i. Title of approach, airfield, page number, and publication “Title”

ii. IAF – Radial and DME, altitude or radar vectors “IAF Location”

iii. First course after the IAF and DME of arc (if required) “Course”

iv. First altitude to descend to and first restriction “Altitude/Restriction”

v. MDA/DA and HAT/HAA (set in RADALT) “MDA”

12. Ensure EHSI is set correctly for the approach. If FMS was being used as primary

navigation source, the CDI selection must be set to TACAN to receive proper course indications

for a VOR/TACAN approach.

There is a one-step landing checklist in the PCL. The SNFO has no requirements with respect to

running this checklist aside from listening for and confirming landing gear is down and locked

prior to reporting “three down and locked” to the tower controller. The pilots will slow and

configure the aircraft and report the gear status over the ICS. Approaches are normally flown at

150 KIAS once configured for landing.

Missed approach instructions should not be given as a part of the approach brief, rather, provided

once established on the FAC and prior to the FAF.

NOTE

Perform modified turn point procedures until groundspeed check is

performed and again after descent is initiated in the approach phase

of flight. During modified TPPs, omit the course and ETA from

the “Two Minute Prior” call and do not perform the “Wings Level”

call at all.



202. FAM/NAV OPERATIONS PROCEDURES

Groundspeed Checks

Once final level-off is reached, use the indicated outside air temperature and chart located on

page P-7 of the MCS PCL to calculate an IMN for 420 knots TAS. A manual groundspeed

check is required on the first leg after level-off. Once accomplished, compare with the GS

(Groundspeed) readout on the DID. If it is reliable, the operator may use the groundspeed on the

DID for the remainder of the flight. This GS displayed on the DID is derived from whichever

navigation mode is selected in the FMS PEP. In order for a GS check to be valid, the aircraft

must be in level flight, at a stabilized IMN, radial tracking, and at a DME greater than the

thousands of feet of aircraft altitude. For instance, if the aircraft is level at 10,000 feet, the

groundspeed check cannot commence until the aircraft is greater than 10 DME from the

NAVAID.

Since the DME readout is digital and displays in tenths, a one-minute GS check (which provides

nautical miles per minute) is accurate; therefore, GS can be determined by multiplying the DME

flown in one minute by 60. Conducting a 36 second GS check and adding a zero to the end of

the DME difference will provide a slightly less accurate GS than the one-minute check. If the

36 second check is continued to the one-minute mark, GS in both knots and nautical miles per

minute can be obtained without calculation and compared with each other.

Wind Analysis

The headwind/tailwind component is determined by taking the difference between TAS and

groundspeed. The crosswind component is determined by the crab angle: the amount of wind

that requires one degree of crab can be determined by dividing TAS by 60. This establishes the

guide number for that TAS. If TAS is 420, the guide number is 7. If TAS is 360, the guide

number is 6. A quick method of determining wind is to take all of the larger of the head or

tailwind component and half of the smaller component to determine velocity and use vector

analysis to determine wind direction. For example, at 420 kts TAS, if it takes 7˚ of left crab to

maintain a course of 360 with a GS of 390 kts, the wind can be determined this way:

1. Use a guide number of 7 for 420 kts TAS. 7 x 7 = 49 kts of left crosswind.

2. 420 kts – 390 kts = 30 kts of headwind.

3. All of the big plus half of the small (49 + 15) = 65 kts (rounded to nearest 5 kts). Place the

wind vector at the 30-degree benchmark closer to the greater number. If the two components are

equal or almost equal, place the vector at the corresponding 45˚ benchmark.

4. The resulting wind in this example is 300 at 65 kts.

Once the wind is figured out, place the EHSI heading bug on the wind direction.



Lead Points

During Simulator events, all turns greater than 30˚ (including point to points) will be led. To

calculate the lead point for a 90˚ turn, use Minimum DME + 1 percent of GS over NAVAIDS

and 1 percent of GS at fixes. Consequently, 45˚ and 30˚ turns are led by one half of 1 percent

and one third of 1 percent of GS respectively.

EXAMPLE: Calculate the lead point for an aircraft at FL 350, 450 kts GS, making a 90˚ turn

over a NAVAID.

Minimum DME = 35,000/6000 = 5.8 DME

1% of GS = .01 x 450 = 4.5 DME

Lead Point = 10.3 DME

The pilot would be directed to turn to the outbound heading upon reaching 10.3 DME from the

NAVAID or at an appropriate number of radials approaching a point to point.

Course Control

Theoretically, you should always roll out on the radial after leading turns; however, this is not

always the case. As soon as the ownship position can be determined after a turn, a correction

shall be made to the proper radial.

Prior to any course change, a wind-adjusted heading should be determined in order to maintain

course on the next leg. Initially, after demonstrating an understanding of the procedure for

determining wind, the wind displayed on the DID can be used to adjust course. You should

periodically monitor GPS for reliability and INS for drift. In the event the computed wind

solution becomes unreliable, observe the drift after having been on course, then return to course

and adjust the heading to compensate for the drift. The CDI can be a very effective DR tool for

managing drift.

Any CDI needle deflection indicates you are off course. Remember that the needle is a “fly to”

indication and deflects in the direction you must turn. A good rule of thumb is to turn 10 degrees

from wind corrected heading for every mile you are off course.

NOTE

Ensure CDI is slaved to the primary NAV source used during the

event. TACAN is the primary NAVAID used for the initial FAM

NAV event.



ETA

The ETA to the next point is given during the two-minute prior call. To determine ETA to the

next point, divide the leg distance by groundspeed in miles per minute and add to the ETA of the

upcoming point. This method can prove cumbersome; therefore, using the six-minute rule will

enable the operator to set up time “gates” to quickly and accurately perform ETEs.

The six-minute rule simply states dividing groundspeed by 10 will provide the 6-minute DME

from the NAVAID.

EXAMPLE: At 410 knots GS, perform the division by 10 simply by moving the decimal point

one place to the left. The 6-minute gate is 41 DME. This can be doubled to 82 DME to obtain a

12-minute gate and halved to 20.5 DME to obtain a 3-minute gate. The 3-minute gate and

6-minute gate can then be added together to obtain a 9-minute gate of 61.5.

Additionally, multiplying the miles per minute of 6.8 for 410 knots GS by 10 gives a 10-minute

gate of 68 DME. Half of that, 34 DME is the 5-minute gate.

When radial tracking to a station, note the time when the DME counter passes one of these time

gate benchmarks. (e.g., time in minutes and seconds when DME counter reaches 82 is 04+15.

Simply add 12 minutes to obtain an ETE to the station of 16+15).

Estimated IAF Fuels

Estimated fuel at the IAF is given during the wings-level call and after each groundspeed check.

The correct method for calculating IAF fuel is to use the time remaining on the route based on

the actual groundspeed. IAF fuels should not be calculated using planned time remaining on the

jet log unless the planned and actual groundspeeds for that leg are within 10 KTS of one another.

Several techniques for fuel computation may be used. Two such methods follow and use the

information below:

Dist. To Next Pt. Distance to IAF Time to Next Pt. Time to IAF

Point 1 140 770 0+20 1+50

Point 2 N/A 630 N/A 1+30

You mark on top of Point 1 at 40+00 with 15,000# of fuel. Enroute to point 2, you complete a

GS check: you are traveling 420 kts. (7 NM/min). When you “freeze” the time, fuel quantity,

and fuel flow, you have time (44+00); fuel at freeze (14,640#); fuel flow (5400 pph.); distance to

point 2, 112 NM. Compute IAF fuel for wings-level after GS check.

Groundspeed Check: 112 NM / 7 NM per minute = 16 min to Point 2.

16 min. (to point 2) + 90 min (from point 2 to IAF) = 106 min. to IAF.



1. Pounds per Minute Method

Divide fuel flow by 60 to determine pounds per minute. Multiply pounds per minute by minutes

remaining to the IAF.

5400 pph / 60 min = 90 pounds per minute.

Wings-level: 106 min x 90 ppm = 9540# fuel burned to IAF.

14,640# - 9540# = 5100# at the IAF.

2. Six-Minute Rule /Matrix Method

The six-minute rule can also be used to set up a fuel flow matrix the same way it was used to

establish time gates. With a fuel flow of 5400 pph, perform the division by ten by moving the

decimal place one place to the left. The resulting 6-minute fuel flow is 540#. A matrix can then

be set up as follows:

60min 30min 15min 12min 10min 9min 6min 5min 3min 1min

5400# 2700# 1350# 1080# 900# 810# 540# 450# 270# 90#

The 30 min fuel is simply half of 60; 15 min is half of 30. Multiplying 1 min fuel burn by 10

gives the 10-minute fuel. The 5-minute fuel is derived by taking half of the 10-minute fuel.

Wings-level: 106 minutes = 60 + 30 + 10 + 6 = (5400 + 2700 + 900 + 540) = 9540.

Then: 14,640# - 9540# = 5100# at the IAF.

NOTE

The six-minute rule can be used to take a simultaneous snapshot of

time and fuel at a pre-determined gate in order to very quickly

determine ETE and Estimated fuel at the point and the IAF.

Event Debrief

After completing an MCS event, a one hour debrief will be conducted. This debrief includes

time allowed for the instructor to prepare the ATF (Aviation Training Form) and replay the event

at a debrief terminal. Operators shall bring all products prepared for the respective event as well

as materials for note taking. Each crew should follow the debriefing guide provided in the MCS

PCL. The Intermediate debrief items are:

Debrief ROE: rules of engagement for debrief such as who will run the Debrief and how it will

be conducted.

Safety of Flight/CRM: Address any SOF/CRM concerns.



Planning/briefing: Discuss any planning errors or questions. Discuss briefing techniques and

improvement methods as well as product improvement.

Admin out/Admin in: “Admin Out” refers to the period from takeoff or event start to area

check-in. “Admin in” refers to the period from area check out to the end of the event or landing.

Mission Execution:

1. SUCCESS/FAILURE: were the mission objectives met and was the tasking completed.

2. MISSION RECONSTRUCTION: Discuss specifics that enabled the mission objectives

and tasking to be completed or specifics that prevented this.

3. LEARNING POINTS: Address specific learning points from the event.

4. PLAN FOR THE FUTURE: Student should give a plan to incorporate debrief points and

address any errors from the event.

203. FAM/NAV EVENT SYNOPSIS

The following applies to all Fam/Nav events.

1. Be ready to brief on time.

2. Operator is responsible for bringing the following items to all briefs and simulator events in

this block:

3. Operator is responsible for bringing the following items to all briefs and simulator events in

this block:

a. Completed Briefing Board

b. Pocket Check List

c. Unclassified Training Aid

d. Applicable Pubs (IFR enroute charts, approach plates, MCS Operating Manual, etc.)

e. Mission Notes, including DD-175-1

f. Letter of Agreement

g. DD-1801

h. Jet Log (2 copies)



4. Know all boldface EPs, Emergency of the Day (EOD), Questions of the Day (QOD), and

Brevity Word of the Day (BWOD) from the flight schedule.

5. Know required communications for ground ops, departure, enroute, and arrival phases.

6. Know all turn point procedures (2 min prior/MOT/WL calls) and required altitude calls.

On descent, call 15K MSL, 10K MSL, 5K AGL, 4K MSL, 3K MSL, 2K MSL, 1K MSL, 1000

feet prior to any assigned altitude above 1000 feet, “Rad Alt Alive” (radar altimeter is active at

3000 feet AGL), 200 feet prior to any altitude below 1000 feet AGL, and MDA or DH. Also

report 1000 feet prior to level-off (passing xxxx for xxxx) above 1000 feet MSL and 200 feet

prior below 1000 feet AGL.

a. Be prepared to discuss all Discuss Items from the MCG.

b. Refer to the Briefs, Checklists, Conduct of Flight section of this chapter for specifics

regarding Conduct of Flight. Operator will set up the system with instructor

assistance and will fly the event using TACAN or FMS navigation information as

appropriate.

c. Route specifics are available in the theater specific Letters of Agreement (LOAs).

d. Operator and Instructor will meet at designated debriefing room to review and

critique recorded event and ATF. Operators shall bring all products prepared for the

respective event as well as materials for note taking. Debrief time will be one hour.

7. CR-2/3/5 circular flight computers are authorized for C31XX block sim events at the CI’s

discretion. Calculators or other electronic devices used as calculators, are prohibited in the

simulator.

8. Students are not required to build tacaids during Fam/Nav events as they have not received

formal training on building tacaids at this point.

NAV3101

1. Brief

a. Instructor will demo the brief for the NAV3101.

b. Student must be prepared to answer all Chapter 1 and Chapter 2 review questions

from this flight prep manual during the brief without referencing an FTI.

2. Conduct of Flight

a. The Tacplot and DID will be unavailable for this event.



b. Route of flight for CENTCOM AOR (Area of Responsibility) is the RODEO stereo

route. For the PACOM AOR, it is the SHINTO1 stereo route.

c. CDI source will be TACAN for the entire route.

NAV3102

1. Brief

– Student is responsible for setting up and briefing this event in its entirety.


a. The Tacplot will be available for this event, but the DID will not.

b. Route of flight for CENTCOM AOR is the WESTGATE stereo route. For the

PACOM AOR, it is the IMPERIAL1 stereo route.

c. CDI source will be TACAN for the entire route.

NAV3103

1. Brief



a. Student will be introduced to the air-to-ground radar, time permitting. Both the

Tacplot and DID will be available for this event. Radar usage will not be graded

(NG-1).

b. Route of flight for CENTCOM AOR is the EASTGATE stereo route. For the

PACOM AOR, it is the FUJI1 stereo route.

c. CDI source will be TACAN when on an airway, and FMS when direct to a point.

NAV3104

1. Brief





a. Tacplot, DID, and autopilot will be available for this event. Radar may be used, time

permitting but will not be graded (NG-1).

b. Route of flight for CENTCOM AOR is the NORTHGATE stereo route. For the

PACOM AOR, it is the TSUNAMI1 stereo route.

c. CDI source will be FMS for the entire route, except for the approach.

204. SAFETY

Every crewmember is a safety officer. Any crewmember shall immediately notify the remaining

crew of any flight deviation or safety of flight concern he or she notices and be prepared to

discuss it in detail during the debrief.

A red-lighted Emergency Power Off (EPO) button is located on the wall near the door of each

MCS room. These are at approximately shoulder height and project roughly 6” from the wall.

These buttons can be mistakenly actuated by bumping into them, causing all three devices in that

room to be shut down for a minimum of fifteen minutes. The EPO buttons are only to be used

for emergencies such as fire or emergency building evacuation. Switch guards are installed on

each EPO button to make inadvertent actuation less likely.



205. CHAPTER TWO REVIEW QUESTIONS

1. Outbound from point A to point B, you complete a groundspeed check of 6.8 NM/min.

You have 74 NM remaining to point B and fuel onboard is 16,220#. Fuel flow is 5400 PPH.

Time from point B to IAF is 1+26 (from your flight log). What is your EFR (Estimated Fuel

Remaining) at the IAF?

2. Same as #1. Groundspeed = 430 kts; Fuel onboard = 17,000#; Distance to point B = 35

NM; Fuel flow = 5600 PPH. Time from point B to IAF = 1+11. What is your EFR at IAF?







6. What is the total wind if you are heading 176˚ to maintain a course of 180˚ with a GS of

440 kts? Assume 420 TAS.

7. How much fuel is required for an approach during flight planning (for the jet card)?

8. What is entered in block 15 of the DD-1801? Assume a planned TAS of 420 kts.

9. List the items for the mark-on-top call in order.



Chapter Two Review Answers

1. 8490#

2. 9980#

3. 10,800#

4. 10,100#

5. 7060#

6. 060˚ @ 38 kts

7. 1000#

8. N420

9. Turn (flight deck clears)

Time

Place

Fuel

NAVAID

MCS SENSOR CAPABILITIES AND PROCEDURES 3-1

CHAPTER THREE

MULTICREW SIMULATOR SENSOR CAPABILITIES AND PROCEDURES

300. INTRODUCTION

The MCS has a robust sensor suite that includes a Data Management System, ground and air

radar, inverse synthetic aperture radar (ISAR), synthetic aperture radar (SAR), identification

friend or foe (IFF), Data Link, electronic support measures (ESM), and electro-optical / infrared

cameras (EO/IR). This chapter covers these systems and sensors, their functionality, setup, and

interpretation through the Tactical Control PEP and Tactical Display.

301. DATA MANAGEMENT SYSTEM (DMS) TACTICAL CONTROL AND DISPLAY

The DMS simulates a generic aircraft tactical management system. It provides the operator with

a variety of aids to assist in the visualization of the tactical situation and maximize situational

awareness. When selected, the DMS will display a plan view of the tactical picture, either alone

or overlaid on the radar picture. DMS functionality is accessed through Tactical Control

Selector Panel on the PEP, shown in Figure 3-1.

Tactical Control Selector Panel

The Tactical Control Selector Panel provides the operator with a variety of tools to assist in the

visualization of the tactical situation. Selecting the TRACK button on the selector panel displays

the PEP Contact Track Page directly below the Tactical Control Selector Panel. Selecting CNTR

OSHIP centers the TACPLOT around ownship. Selecting CNTR HOOK centers the tactical

display around the current hook position. The range scale-in/scale-out buttons adjust the

TACPLOT scale independent of the radar range. Selecting COMP ROSE displays a compass

rose on the TACPLOT that can be oriented to either TRUE or MAG depending on which is

selected.

Figure 3-1 Tactical Control Selector PEP

CHAPTER THREE INTERMEDIATE FLIGHT PREPARATION

3-2 MCS SENSOR CAPABILITIES AND PROCEDURES

Tactical Display Status

In the Main Display plot window (Figure 3-2), operators can choose to view the radar picture,

the tactical picture, the tactical picture overlaid on the radar picture, or the EO/IR camera

display. Additionally, imaging radar will be displayed when activated.

1. TACPLOT Only – the default display, when the Tactical Menu TAC button is selected

(and the RDR button is not selected). Tactical information that has been created during mission

planning, through the DMS, or received through data link is displayed. Changes to plot scale can

be made at any time. Changes to plot orientation can only be made when the radar is

transmitting. The TACPLOT overlay position information comes from the FMS navigation

solution.

2. Radar Only – when the Tactical Menu RDR button is selected (and the TAC button is not

selected). The radar picture is displayed as defined by the settings on the radar PEP page.

Except for radar video, no tactical information is displayed or can be entered; however,

previously entered DMS information continues to be updated in the background. The Radar

overlay uses the radar timing and an aircraft directional gyro input to place and properly orient

the radar returns.

3. Both – tactical information overlaid on the radar picture when TAC and RDR are selected

simultaneously (Figure 3-22). The TACPLOT range is independent of radar range. The default

display is centered on ownship. The display can be offset to a different area of interest by left

clicking the area of interest and pressing CENTER HOOK.

Figure 3-2 Tactical Display with Radar Overlay Enabled

INTERMEDIATE FLIGHT PREPARATION CHAPTER THREE


Compass Rose

The compass rose feature (Figure 3-3) can be selected by pressing COMP ROSE on the PEP

Tactical Control Panel. Selecting this feature displays a 360˚ compass circle on the TACPLOT.

The circle is graduated in 10˚ increments, labeled with the four cardinal directions (N, S, and E,

W) with tic marks denoting 10-degree increments and numerical graduations every 30˚. It is

oriented to either MAGNETIC or TRUE North depending on which bearing display is selected.

Figure 3-3 Tactical Display on Radar Picture with Point Mark and Compass Rose

Contacts

There are four DMS contact types available for display on the tactical plot:

1. Operator – manually generated and managed. Operator contacts represent targets as

identified by the operator. A maximum twenty (20) operator contacts can be created and

displayed at one time. Management of these contacts is accomplished via the PEP Contact Track

Page (Figure 3-5) which is accessed using the PEP by selecting the TRACK button in the

Tactical Control Menu.

2. Processor – Radar and IFF tracks are automatically generated by the radar detector-

processor/IFF interrogator processor (local tracks have an “R” tag if radar generated and an



“I” tag if IFF interrogator generated). If a local radar track is no longer detected, the track will

turn grey. If the track has not been hooked, it will disappear from the TACPLOT after 3

minutes. Hooking a local radar track activates the “no-auto-cancel” feature. A “no-auto-cancel”

track will not disappear if the radar loses detection on it but will DR on the last known course

and speed until it is re-acquired. Once re-acquired, it will update to its current position.

3. ESM – automatically generated when emitter detected. If an emitter is no longer detected,

the LOB will turn grey and disappear from the TACPLOT after 3 minutes. There is not a “no-

auto-cancel” feature available for an emitter LOB.

4. Data link – automatically generated when the system enters the link. Remote link tracks

will auto-associate with corresponding local tracks providing parameters coincide. Auto-

association of a data link track with a local track makes the local track “no-auto-cancel.”

The system will analyze and merge contact information on contacts being detected/reported by

multiple sensors (Radar, IFFI, and Data Link) into a single track for simplicity. A merged track

will display all information being derived from the multiple sensors/systems but will only

display a single local track number. The local track number hierarchy is Radar (R) followed by

IFF (I) followed by Data Link (D).

The Tactical Display contact symbols are shown in Figure 3-4. The following subsections

describe the contacts page specific to each of these contact types.

Unknown Friend Neutral Hostile

Subsurface

Surface

Air

Figure 3-4 Contact Types and Symbols

An Unknown Pending track appears as an orange track in the system while the yellow color

indicates the track has been evaluated. Orange tracks are designated “Pending” in the affiliation

menu on the track page while the yellow tracks are designated “Unknown” in the menu.

Friendly tracks are blue. Neutral tracks are green. Hostile tracks are red.



Figure 3-5 PEP Contact Track Page

To generate an operator contact, position the cursor, left click, press the NEW button, and

complete the following information fields as required:

1. Track # – This is automatically assigned to the contact by the DMS. It is displayed in the

text field as a four-digit number but only the last two digits will be displayed with the operator

contact on the tactical plot.

2. AFF – select the button corresponding to the desired contact affiliation. The default

affiliation is PEND.

3. Domain – select the button corresponding to the desired type. The default type is surface.

4. Type – Left clicking in the Type area (Figure 3-5) will enable a pop-up list allowing

specification of platform type. This list is populated based on selected domain (Figure 3-6).



5. Position – can be defined by a hooked position generated by left or right clicking on the

DMS display or manually entered as a latitude and longitude. If the operator hooked a position

on the DMS display, it will be the default; otherwise, the latitude and longitude fields will be

blank.

6. Time – enter the initial contact time. The default time is the current time at the point when

the APLY button is selected.

7. Range – range of contact from ownship

8. Bearing – bearing of contact from ownship

9. Course – enter the contact’s course if it is in motion. The default value is 0.

10. Altitude – enter the contact’s altitude if known. The default value is 0.

11. Speed – enter the groundspeed of the contact if the contact is in motion. The speed range is

0-999 kts and the default value is 0.

Selecting the NEW button will cause the contact to be generated on the tactical display with a

local track designation of (Cxx). If the latitude and longitude fields are left blank, the contact is

set to a default position at N 000 0000° E 000 0000°. Left clicking on the TACPLOT prior to

selecting “NEW” will auto-fill the LAT/LONG position to the selected point. The contact will

remain on the display until it is deleted by the operator. The FREQ and PRI fields are not

operator entry fields. If an emitter LOB, AOP, or link track is fused with the contact track, the

associated emitter information will be displayed in these fields.

Figure 3-6 Platform Type Pop-up



Operators can review contacts already generated by selecting the PREV or NEXT buttons. A

contact can be edited by entering the new information or deleted by selecting the DEL button.

From the Contact Track page, the operator can report contacts in the Data link by pressing the

REPORT TRK button. Pressing this button will assign a Data link track number to the contact

and will promote it to the Data link. Pressing the REPORT TRK button while selected on a

remote data link track that is fused with a local track will bring the selected remote track into the

system’s local stores.

Find Track Feature

The operator can find a local or data link track using the “find track” feature on bottom of the

Track Management Page. In the find track window, enter a local track or data link track number

then select “Find DLink” for data link tracks or “Find Local” for local system tracks. See

Figure 3-7.

Figure 3-7 Find Track Feature

Radar Contacts

Radar contacts will automatically be assigned a radar track number (Rxx). The default contact

affiliation and type (domain) is Unknown Surface.

On the Contact page on the PEP (refer to Figure 3-5), all data fields, with the exception of

“type”, are pre-filled based on the radar contact and are not assignable by the operator; the AFF

(affiliation) and DOMAIN fields are assigned default values but can be changed.

ESM Contacts

ESM contacts are automatically assigned track numbers (Exx). The default contact affiliation

and type (domain) is Unknown Surface. On the Contact page on the PEP (refer to Figure 3-5),

the latitude, longitude, range, course, and speed fields are blank and not editable, and the time

and bearing fields are pre-filled and not editable; the AFF (affiliation) and DOMAIN fields are

assigned default values but can be changed.

IFF Contacts

IFF I contacts are automatically assigned track numbers (Ixx). The contact domain will default

to the type of contact that is replying to the interrogations.



On the Contact page on the PEP, all data fields are pre-filled based on the radar contact and are

not assignable by the operator; the AFF (affiliation) and DOMAIN fields are assigned default

values but can be changed.

Data Link Tracks

Remote data link tracks (tracks that are being reported in the data link by other assets) are

automatically assigned local track numbers (Dxx) and will have accompanying data link track

numbers that are visible by all players

Figure 3-8 Track Section in the DID



Digital Information Display

Track information is also displayed in the “Track” section just below the middle of the DID

(shown in Figure 3-8). Selecting a track will display its local track quality, track number, and

affiliation along with additional information such as LAT/LONG, range, bearing, course, and

speed.

The track information on the DID provides an exceptional method for an operator to acquire

information on a particular track while maintaining a “heads-up” posture and, therefore, maintain

high situational awareness.

Tactical Aids

Several graphical aids are available to the operator to assist in enhancing his/her tactical picture.

As described in the sections that follow, operators are able to create, display, modify, and delete:

1. Marks

2. Vectors

3. Lines

4. Circles

Tactical aids are displayed only on the IOS operator station repeater and the tactical display of

the operator who created them (i.e., they are not accessible to other operators in a shared aircraft

or exercise).

The Tactical Aids are accessed from pages that are displayed on the PEP when the TAC AIDS

button is selected. By default, the MARK aid is pre-selected.

NOTE

It is extremely important to completely exit out of the TACAID

menu at the completion of each TACAID entry to prevent

inadvertent manipulation of the TACAID. The system will remain

in TACAID edit mode while the TACAID menu is selected and

hooking anywhere on the TACPLOT can displace the TACAID.

Marks

Reference marks are used to denote points of interest. Up to ten (10) reference marks can be

displayed on the tactical display (Refer to Figure 3-10).



To generate a new Reference Mark:

1. Select the MARK button on the tactical aid page.

2. Select the NEW button (if necessary). This will generate the mark on the tactical display

where the operator last hooked with the cursor. It will remain on the display until deleted by the

operator (Refer to Figure 3-9).

3. If desired, enter a label to be assigned to the reference mark (alphanumeric, maximum five

characters).

4. Enter the position of the mark by either hooking a position on the TACPLOT or manually

entering the latitude and longitude. If a hooked position exists, it will be the default position;

otherwise, the latitude and longitude fields will be blank.

5. If desired, Select BULLSEYE to set the mark as a bullseye and enable the bullseye bearing

range functionality at the bottom of the DID.

6. If desired, a mark may be slaved to a track by first selecting ATTACH, then hooking the

appropriate “master” track.

7. Marks already generated can be reviewed by selecting the PREV or NEXT buttons. A

Reference Mark can be edited by entering the new information, or deleted by selecting the DEL

button.

Figure 3-9 PEP Reference Mark Page



Figure 3-10 Reference Mark on Tactical Plot

Vectors

A vector is a line between two points, with the bearing and distance from the origin to the end

point continuously displayed at the end point. The DMS provides the capability for each

operator to create and display a maximum of ten (10) vectors.

Vector origin and endpoint latitude and longitude may be defined:

1. Manually, by typing in the LAT/LONG coordinates in the selected field.

2. Using the trackball to move the cursor to the desired LAT/LONG coordinates and hooking

the position. When using the trackball, the vector acts as a rubber band until the end point is

defined by hooking it.

The following description explains using the trackball to enter vector origin and endpoint

positions. To generate a new Vector:

1. Select the VECT button on the tactical aid page (refer to Figure 3-11).

2. Select the NEW button (if necessary).

3. Enter the vector label (LABEL), if desired.

4. Define the vector origin and end points:

a. The point of origin defaults to display the cursor position when the HOOK START

button is pressed; hook a position to complete the origin position definition.



b. After hooking the origin position on the TACPLOT, the vector acts as a rubber band

and follows the trackball movement. Hook the endpoint position to complete the

definition using the HOOK END button.

Figure 3-11 PEP Vector Page



Figure 3-12 Vector on the TACPLOT

Vectors already generated can be reviewed by selecting the PREV or NEXT buttons. To modify

a vector, use the PREV or NEXT buttons to select the desired vector, select the field to be

modified (by hooking the field), and update the field using the trackball or by manually typing

the new information. A vector can be deleted by selecting the DEL button. Figure 3-12 shows

how a vector is displayed on the TACPLOT.

Lines

The Tactical Aids Line Page (Figure 3-13) provides the capability for each operator to create and

display a maximum of ten (10) lines (Figure 3-14) which can be made up of one (1) to ten (10)

individual line segments. A line can be assigned a trajectory (i.e., speed and heading).

To generate a new Line:

1. Select the LINE button on the tactical aid page.

2. Select the NEW button.

3. If desired, enter a label to be assigned to the line (alphanumeric, maximum five characters).



4. Define the start position by manually entering a latitude and longitude, or hooking a

position on the tactical display.

5. Select the ADD button if segments are desired. The position will be displayed in the line

segment window as Point 1.

6. Define the end point of the segment by the same means as the start position.

7. Select the ADD button. This position will be displayed as a new entry in the line segment

window. The line segment is immediately displayed on the tactical display.

Repeat these steps to create up to a maximum of ten-line segments.

Figure 3-13 PEP Line Page



Figure 3-14 Line on the TACPLOT

A closed figure is created by specifying an end point that is the same as the start position for the

first line segment. This is accomplished by selecting CLOSE after all points have been entered.

At any point in the data entry, a speed and heading can be entered and it will be applied to the

entire line (all line segments). To assign a velocity to the line later, enter the speed and track in

the appropriate information fields and select the NEW button. The line will remain on the

display until deleted by the operator (using the DEL button).

Lines already generated can be reviewed by selecting the PREV or NEXT buttons. An operator

can add onto an existing line simply by selecting an additional point and selecting ADD (in the

same fashion as adding line segments during the creation of the original line).

Circles

The Tactical Aids Circle Page (Figure 3-15) provides the capability for each operator to create

and display a maximum of ten (10) circles (Figure 3-16). A circle can be assigned a trajectory

(i.e., speed and heading) and/or an expansion rate. To generate a new circle:

1. Select the CIRC button on the tactical aid page.

2. Select the NEW button. A circle defaulted to 5 NM radius will populate at the hook point

on the TACPLOT.

3. If desired, enter a label to be assigned to the line (alphanumeric, maximum five characters).

4. Define the center of the circle by manually entering a latitude and longitude, or selecting

one of the LAT/LONG fields and hooking a position on the tactical display.



5. Define the radius of the circle by entering a number between 2 and 150 NM in the

information field. The radius can also be defined by selecting the radius field and moving the

cursor outward from the hooked circle center position until the desired radius is reached and

hooking it.

6. Assign an expansion rate (if desired) between 0 and 99 kt. The default rate is 0. This value

represents the expansion rate in terms of radius (the diameter will be seen as expanding at twice

the specified value).

7. Assign a velocity to the circle (if desired) by entering the speed and track in the appropriate

information fields.

8. Slave the circle to a track if desired by selecting ATTACH then hooking the desired track.

The ATTACH button will then read DETACH. Selecting DETACH un-slaves the circle from

the track. (The same process can be performed to slave a mark to a track).

9. The circle will remain on the display until deleted by the operator.

10. Students are allowed one instructor created circle around ownship. The circle’s size and

color are at the student’s discretion and may be changed throughout the event.

Figure 3-15 PEP Circle Page



Figure 3-16 Circle on the Tactical Plot

Circles already generated can be reviewed by selecting the PREV or NEXT buttons. A circle

can be edited by entering the new information, or deleted by selecting the DEL button.

302. RADAR

The MCS radar provides a generic simulation of maritime search and surveillance radar. Ground

mode allows the operator to tilt the 2˚ beamwidth from 0 to -10 increments and displays surface

returns as well as air contacts that happen to be flying within the low tilt range of the radar. Air

mode allows the operator to tilt the beam from 0 to +10 increments and displays air returns only.

Air/Ground mode allows the operator to tilt the beam from +5 to -5 increments and displays both

air and surface returns. SAR and ISAR functionality is described later in this section.

Radar Page

The radar is controlled via the radar page (Figure 3-17) which is displayed on the PEP when the

Subsystem Control Menu radar button is selected. To turn the radar on, press PWR once;

pressing the PWR button a second time will turn the radar off. Once powered on, the radar will

conduct a 15 second BIT followed by a 5-minute warm-up period (time-out) where no operating

modes are selectable. Once warm-up is complete, all mode buttons become available, and STBY

is illuminated. The STBY button illuminates TX when a radar mode is selected. Selecting this

button when TX is illuminated places radar in standby.

The general radar PEP controls are:

1. Power and radar mode selection

2. BIT status



3. Radar return strength settings (Gain, Brightness, and Tilt)

4. Sector and display settings (Range rings, sector selection, and heading orientation)

5. Radar range setting for adjusting range (PRF) independent of TACPLOT scale. Radar

range should be set to allow the radar to detect out to the radar horizon for the given altitude. (If

the aircraft is at 15,000 feet, using the radar horizon R.O.T., the horizon is approximately

150NM and therefore, the range should be set to 160 and remain there to maximize threat

detection). When adjusting TACPLOT scale, matching the radar range to fit the TACPLOT

scale is not recommended in most cases. This is a technique that is used for radar fixing.

Figure 3-17 Radar PEP Page

Radar Modes

The radar has six selectable modes of operation:

1. Air – Selects airborne radar – Doppler processed synthetic video on air contacts moving

greater than 50 kts. Tilt is selectable from 0 to +10 increments.

2. Ground – Selects ground radar – raw radar video of ground returns, surface contacts, and

air contacts over water. Tilt is selectable from 0 to -10 increments.



3. Air Ground – Selects combined air and ground radar. Both Doppler processed synthetic

video and raw video are detected and displayed. Tilt is selectable from +5 to -5 increments.

4. Spot SAR – Selects radar in spot mode (Figure 3-18)

5. Strip SAR – Selects radar in strip mode (Figure 3-19)

6. ISAR – Selects Inverse Synthetic Aperture radar

Search radar vertical beamwidth is + 10˚ for E-2 ownship and + 2˚ for all other platforms.

The radar will operate in only one mode at a time. With practice, the control and display settings

such as gain and tilt for air and ground modes can be manipulated to allow for optimal detection

of air and surface targets. The range ring feature assists the operator in determining target

distance from ownship. The scan is selectable to 60, 270, or 360 degrees. HDG or NORTH UP

changes display orientation to north or heading up respectively. Selecting the 60 scan will

automatically change the display orientation to heading up and places ownship at the bottom-

center of the TACPLOT. The sweep display will be 30 degrees left and right of the nose in 60

scan. The 270 scan covers all areas except 45 degrees left and right of the tail.

NOTE

Radar shall remain in STBY until airborne.

Spot and Strip SAR

SAR is primarily used to image points, contacts, or areas of interest along a coastline or over

land. Spot SAR acts like a snapshot focusing the image on a single point. Strip SAR is the

continuous, extended imaging of a large area such as a coastline of interest. Proper positioning

of ownship is imperative for spot and strip SAR to generate imagery. In order to capture Spot

SAR imagery, the area of interest (Stare Point) must be located + 30˚ from the left or right

wingtip benchmark. For Strip SAR imagery, the Stare Point must be within + 5˚ of the left or

right wingtip benchmark. Additionally:

1. SAR image cannot be generated at altitudes below 5000 feet or above 35,000 feet.

2. SAR image cannot be generated at groundspeeds below 200 knots or above 350 knots.

3. SAR image cannot be generated without wings being level for a minimum of 20 seconds.

4. SAR image cannot be generated at ranges less than 5 NM or with grazing (look-down)

angles less than 4˚ or at ranges greater than 87.5 NM or with grazing angles greater than 10˚.

Grazing Angle Table is located on page N-4 in the PCL.



5. A rule-of-thumb for SAR imaging is 1-2 NM for every 1000 feet of altitude. (e.g., if

ownship is at 10,000 feet, the geometry for imaging will work between 10 NM minimum and

20 NM maximum).

Figure 3-18 Spot SAR



Figure 3-19 Strip SAR

SAR Image Generation

To take Spot or Strip SAR images in the MCS:

1. Enter Stare Point elevation as applicable.

2. Hook track or contact of interest on tactical display in order to populate LAT/LONG field

or manually enter the LAT/LONG of the point of interest.

3. Select desired Resolution (scale setting) using the RES buttons. (RES 1 is smallest scale

with highest level of detail, RES 32 is largest scale with the least detail).

4. Ensure ownship is within the parameters described above and that TACPLOT is centered

on ownship.

5. Press START button.



NOTE

For Spot SAR, if the image capture is working, the start button will

turn green. For Strip SAR, it will turn green even if the area of

interest is not within the stare point angle. If area of interest is

ahead of the wing line by greater than 5˚, as ownship moves

forward and image moves within the parameters, it will begin to

image.

Once the start button is pressed, the image should appear almost immediately on the main

tactical display or TACPLOT.

The EXPD button is a toggle-zoom feature that initiates a one-level zoom-in on the center of the

Spot/Strip SAR image.

The snapshot function is a print-screen feature that allows for simulated file generation for image

transmission (i.e., Sending Battle Damage Assessment [BDA] imagery back to the strike warfare

commander on the Carrier). The Recall button brings up saved images. PREV/NEXT buttons

scroll through these images.

Figure 3-20 ISAR



ISAR

ISAR is used to generate imagery of contacts/vessels on the open water for purposes of

classification. Students must be familiar with ISAR classification specifics that are covered on

Pgs. 6-17 and 6-18 of the Fleet Ops FTI (CNATRA P-882). Proper positioning of ownship is

imperative for ISAR to generate imagery. For ISAR imaging, the following parameters must be

met:

1. Target must be more than 12 NM away from ownship (grazing angles between .01˚ and 4˚).

2. Target’s range must be less than 300 NM (grazing angles between .01˚ and 4˚).

3. Ownship groundspeed must be greater than 180 knots and less than 250 knots.

4. Image cannot be produced with grazing angle less than .01˚ or greater than 4˚.

Grazing Angle Table is located on page N-6 in the PCL.

5. Ownship altitude must be greater than 5000 feet and less than 35,000 feet.

6. Ownship must be wings level for greater than 15 seconds.

A rule-of-thumb for ISAR imaging is the object being imaged must be greater than 2.5 NM from

ownship per 1000 feet of altitude. (e.g., at 25,000 feet, the contact needs to be greater than 62.5

NM away). Ideally, ownship should be positioned so that the target of interest is providing at

least a quartering aspect.

To take ISAR images in the MCS:

1. Select ISAR mode

2. Hook track or contact of interest on tactical display in order to populate LAT/LONG field

or manually enter the LAT/LONG of the point of interest.

3. Ensure ownship is within the parameters described above and that TACPLOT is centered

on ownship.

4. Select HIGH RES (High Resolution). Normal resolution does not produce a usable image

for identification/classification.

5. Press START and the ISAR return should immediately populate on the TACPLOT (Note

that once the START button is activated, it becomes the CANCL button).



303. IDENTIFICATION FRIEND OR FOE (IFF)

There are two separate IFF systems onboard the MCS; the transponder and the interrogator. The

transponder has ability to respond to Mode 1, Mode 2, Mode 3/A, Mode C, and Mode 4

interrogations when enabled by the operator. The interrogator has the ability to query

cooperative IFF targets for replies.

Replies to interrogations will be processed and displayed by the IFF Interrogator Processor (IIP).

Modes 1-4 will be displayed in the TRACK section of the DID as well as alongside the target on

the TACPLOT. The only place a Mode C altitude reply is displayed is in the TRACK section of

the DID in the ALT field. A Mode C reply will be shown as the numerical altitude in thousands

of feet prefaced by the letter “C” whereas radar triangulated altitude will be displayed as just the

numerical altitude in thousands of feet.

IFF Page

The IFF is controlled via the IFF page. The IFF page (Figure 3-22) is displayed on the left side

of the PEP when the Subsystem Control IFF button is selected. To turn the IFF on, press PWR

once; pressing the PWR button a second time will turn the IFF off. From this page the operator

can:

1. Power up the IFF interrogator and transponder.

2. Access functionality of both the IFF Interrogator and IFF Transponder.

3. Display BIT status.

4. Control the display and enter the appropriate ownship information in the code fields.

5. Activate special replies such as general emergency (7700).

NOTE

The IFF Interrogator has a one-minute warm-up (timeout)

associated with it and requires power to the radar in order to

function. The IFFI powers on automatically when power is

applied to the radar. The radar and IFF timeouts run concurrently.

When the IFFI timeout is complete, the test targets and BIT

features become available; however, the interrogation modes are

not available for selection until the radar completes its 5-minute

timeout. There is no timeout associated with the IFF Transponder.

It operates independently of the interrogator and does not require

the radar to be powered on in order to operate.



Figure 3-21 A Cooperative IFF Target Replying To Interrogations

Pressing the interrogator test button displays a number of test targets in an X-shaped pattern on

the TACPLOT.

Pressing TX MOM interrogates for 60 seconds; Pressing TX CONT interrogates continuously.

The IDENT button sends a flashing Ident. Alert for 20 seconds.

NOTE

The only place a Mode C altitude reply is displayed is in the

TRACK section of the DID in the ALT field. A Mode C reply will

be shown as the numerical altitude in thousands of feet prefaced by

the letter “C” whereas radar triangulated altitude will be displayed

as just the numerical altitude in thousands of feet.



Figure 3-22 IFF PEP Page

304. DATA LINK CONTROL AND MANAGEMENT

The MCS has been designed to closely emulate the functionality of Link 16 Joint Tactical

Information Distribution System (JTIDS). It is imperative to understand and be familiar with the

basic MCS features and functionality covered in chapter one of this MANUAL pertaining to data

link control and management.



Subsystem Control Selector Panel

On the Subsystem Control Selector Panel, shown in Figure 3-23, selecting “DATA LINK” from

the menu will bring up the Data Link Control Panel which will appear directly below the

Subsystem Control Panel.

Figure 3-23 Subsystem Control Selector PEP

Data Link Control Panel

The Data Link control page is displayed on the PEP when the Data Link button in the Subsystem

Control Selector Panel is pressed. The following entries are required for Data Link to function:

1. Under NETWORK SETTINGS, Enter the number 1 in the NET window to simulate using

concurrent crypto period designator (CCPD)-1. All participants must be operating on the same

CCPD. Enter ownship JTIDS Unit (JU) in the JU window and ownship track number block in

the POOL MIN and POOL MAX windows. JU and track number block are derived from the

OPTASK LINK.

2. Under VOICE, Select the desired J Voice network participation group (NPG) 12 or 13

(Voice A or B respectively) and enter the net number to communicate on in the field labeled

“Channel.” These net numbers are found in the Tactical Comm Card. Since J voice NPGs 12

and 13 are configured as stacked nets, these net numbers function as channels within the NPG.

3. To send a free-text J-28.2 message, simply type the message in the TEXT MESSAGE TX

window, enter the desired recipient’s JU number in the TO window, and press SEND. A

received J-28.2 message will appear in the RX window and the sender’s JU will show in the

FROM window.

4. Set up filter options as desired for decluttering. The FILTER panel allows for selective

display of the link tracks by Affiliation, Domain, and Range from ownship.

5. When the ZEROIZE button (see chapter 1 pg. 1-35 and Figure 1-31) is pressed this will

zeroize data link associated crypto, making the data link inoperative until the condition is cleared

at the IOS. This will result in a BIT code of H001 on the data link page.

The Data Link Control Panel PEP is shown in Figure 3-24.



Figure 3-24 Data Link Control PEP

PEP Contact Track Page

From the PEP Contact Track Page, shown in Figure 3-25, the operator can report contacts in the

Data Link by pressing the REPORT TRK button. Pressing this button will assign a Data Link

track number to the contact and will automatically report it in the Data Link.

JUs report their own identity, location, course, and speed in the link. The presence of a JU

number vice a track number on a friendly track indicates that the corresponding track is a PPLI

(Precise Participant Location and Identification). JUs report tracks and EW (Electronic Warfare)

contacts as surveillance messages in NPG 7. JUs can also report acoustic contacts in NPG 7 as

simulated acoustic bearing and position messages.

The JU number displayed in the “Reporting Unit JU #” window represents the JU with reporting

responsibility (R2). R2 is an automatic function of the JTIDS terminal designed to limit the

number of units reporting a particular track to a single unit. The determination is based on each

JUs track quality which is communicated among all JU terminals in the Link 16 network. The

JU with the highest track quality on a track is automatically assigned R2 for that track. This

ensures that the most accurate data is used to report the track’s location and movement.



Track Quality on local system tracks can be determined by hooking a track and referencing the

top-right section of the Track portion of the DID. TQ will be displayed next to the field labeled

“Qual.”

Taking tracks into Local Stores is a process the operator must undertake at the beginning of each

mission to ensure that a copy of each remote track is maintained locally in the system. This

process is important to ensure that, in the event a JU drops out of the link, one track number will

still be maintained for the life of each track. The local stores process is accomplished by

allowing local radar/IFF tracks to associate with their respective remote data link tracks, then

hooking each resulting merged track and pressing the “REPORT TRACK” button for each of

these tracks (Figure 3-25). Do not take PPLI (friendly data link tracks with JUs in place of track

numbers) into local stores.

The FORCE TELL feature on the DATA LINK panel allows a user to report a critical contact

through any filters that other JUs may have in place on their systems.

It is imperative for the operator to evaluate the contact and assign an affiliation other than

pending prior to reporting it in the data link. Operators can then further classify/identify the

contact using various sensors/data and update the affiliation and domain, as well as specify the

type.

Figure 3-25 PEP Track Page



ICS Panel

The J voice transmit, receive, and volume functionalities are selected and adjusted using the Link

portion of the ICS panel located at the top of the Communications PEP shown in Figure 3-26.

Since there is only one ICS Link position, it can be used for either Voice A or B. In the

simulator, there is no way to monitor both NPGs 12 and 13 simultaneously. For more

information on the basic operation of the ICS panel, see the Communications section in Chapter

One.

Figure 3-26 ICS PEP

305. ELECTRONIC WARFARE SUPPORT MEASURES (ESM)

The ESM sensor receives and evaluates emitter data through four passive antennas, one for each

quadrant. The ESM automatically identifies emitters with detections based on signal strength,

slant range, and interference from obstacles such as terrain.

ESM Page

The ESM is controlled via the ESM page (Figure 3-27) which is displayed on the PEP when the

Subsystem Control ESM button is selected. To turn the ESM on, press PWR once; pressing the

PWR button a second time will turn the ESM off. From this page the operator can:

1. Power up the ESM.

2. Read displayed BIT status.

3. View emitters in the system, in threat level order.



4. View selected emitter parameter details.

Figure 3-27 ESM PEP Page

Detected emitters are displayed in the ESM PEP page and have predefined threat levels per the

system’s emitter library. The emitters will display in order of highest to lowest threat. The

previous and next buttons will cycle through all detected emitters on the ESM PEP as well as

highlighting the active bearing line or the gutter symbol on the TACPLOT. The highlighted

emitter on the ESM PEP page corresponds to the highlighted emitter on the TACPLOT.

ESM PPI

When an emitter is sensed, a small, orange, rectangular box containing the letter “E” with a

sequential number appears on the outer edge of the TACPLOT. Hooking this symbol creates a

Line of Bearing (LOB) from ownship to the edge of the TACPLOT. The detected emitter lies

somewhere along this active LOB. The LOB will move with ownship and will be continuously

displayed as long as the detected emitter is radiating detectable electromagnetic energy. If an



emitter is no longer detected, the LOB will turn grey and disappear from the TACPLOT after

3 minutes. The operator can change an LOB’s affiliation and report it over the data link.

Figure 3-28 shows the TACPLOT with new ESM hit, active LOB, ESM bearing marks and an

associated AOP centered on the approximate emitter location.

Figure 3-28 TACPLOT With ESM Bearing Marks and AOP

Creating a Bearing Mark

Depressing the BRG MARK button (Figure 3-27) with any active LOB selected creates a

snapshot of the LOB frozen at that instance in time. This line will be labeled BxxMyy, where xx

is the emitter number and yy is the sequential number of the saved bearing mark. (e.g., B13M01

and B13M02 are the first two saved bearing marks associated with emitter number 13).



Figure 3-29 Track Mgt. Bearing AOP

Building an Area of Probability (AOP)

Three or more bearing marks from the same emitter, not including the active LOB, can be used

to create an AOP which will be displayed on the TACPLOT as an oval. When creating an AOP,

the goal is to make it as small as possible thereby increasing the accuracy of the location of the

detected emitter. To accomplish this, bearing marks should be taken while ownship moves as

perpendicular to the detected emitter’s position as possible. The greater the distance between

each bearing mark, the smaller and more accurate the resulting AOP calculation will be. This

process can take several minutes, as a significant distance may have to be covered while taking

the bearing marks.



NOTE

AOPs are most accurate for stationary, land-based emitters,

somewhat less accurate for shipboard emitters, and not at all

accurate for airborne emitters.

Use the following procedure to create an AOP:

1. Use the BRG MARK button to take at least 3 marks (max of 4) while flying as

perpendicular to the LOB of interest as possible.

2. Select MULTI HOOK on the track management page or at the bottom of the ESM page.

3. Select each bearing mark by scrolling over and left-clicking (BUILD AOP button becomes

available after hooking at least three with a maximum of four marks).

4. Press BUILD AOP button and the system will build an AOP oval for the previously hooked

LOBs.

5. After AOP is built, delete bearing marks to de-clutter the TACPLOT.

NOTE

Bearing marks associated with stale emitters will display the

modifier (OL) alongside the bearing mark label when the LOB

disappears after 3 minutes of non-detection. These marks are no

longer usable and should be deleted.

Fusing an LOB or an AOP to a Track

An LOB or AOP can be fused to a local track using the multi-hook function on the Track

Management PEP. To fuse an LOB or AOP to a local track, perform the following steps:

1. Select MULTI HOOK Button on the track management page.

2. Hook the LOB or AOP to be fused.

3. Hook the track to be fused.

4. Press the FUSE button on the track management page.

This process will import the emitter parametric data onto the local track and delete the LOB or

AOP from the TACPLOT. The emitter parametric data will now be visible by hooking the fused

track and viewing the PEP contact track page.



Emitter data should only be fused to a track when there is a high degree of confidence that the

sensed emitter belongs with that track. This can be accomplished by using a combination of

onboard sensors, collaboration with other airborne platforms, or as directed by the appropriate

warfare commander. Fusing emitter data to a track may also be a function of ROE and

Commander’s Intent.

NOTE

Once a track is fused to another track, the affiliation cannot be

changed unless the tracks are either un-fused, or the operator

enables the SHOW feature in the track management page. The

show feature will maintain the fuse on the tracks, but split them

into their individual elements on the TACPLOT. The operator can

then change the affiliation of one of the track elements. Once this

process is accomplished, selecting HIDE on the track management

page will once again display the fused track without its individual

elements.

306. ELECTRO-OPTICAL/INFRARED (EO/IR) CAMERA

EO/IR is the most optimal surveillance/reconnaissance sensor available. The cameras are

capable of taking very high-resolution video of contacts and areas of interest. EO/IR is the

single best sensor for producing certain identification (CERT ID). A CERT ID is a visually

acquired or otherwise unmistakably identifiable entity (e.g., seeing a missile shot from that

entity). Once an entity has a CERT ID, it is imperative to continuously monitor the entity with a

sensor from any friendly platform in order to maintain the CERT level. The MCS EO/IR camera

can be controlled by the operator from the PEP using the Hand Controller for specific

functionality.

EO/IR Page

The IR page (Figure 3-31) is displayed on the PEP when the Subsystem Control EO/IR button is

selected. To turn the camera on, press PWR once. Pressing the PWR button a second time will

turn the camera off. Once powered on, the system defaults to IR mode since IR has the short

effective focal length (primary search camera). From the EO/IR subsystem page the operator

can:

1. Power up the camera.

2. Control turret state.

3. Select EO (Figure 3-30) or IR mode (Figure 3-31).

4. Enable the point mark feature.

5. Control the display of the selected camera.



6. Control Sun and Haze filters.

7. Scroll through and recall image snapshots.

8. Control the display of the camera’s current pointing location

Proper initial camera setup will ensure that the camera is optimized when it is first needed. Once

the camera is powered up, switch to the EO camera and enable AUTO FOCUS and AUTO

BRIGHTNESS (these are defaulted to OFF with the EO camera). Switch back to IR once this

step is complete. The operator should then UN-stow the camera turret by selecting FWD or

MAN and the POINT MARK should be enabled.

EO / IR must be selected on the Tactical Control PEP in order to display imagery on the upper

main display. If the screen is black, it is generally because the camera is still in the “Stowed”

position, the camera is not slewed to a target of interest, or atmospherics are interfering with the

image (cloud cover, haze, time of day).

In order to slew to a hooked track, press the slew button twice. It will momentarily flash green

but will not be permanently backlit. With the point mark feature enabled, a magenta triangle will

appear on the TACPLOT. This marker will indicate the calculated position where the camera is

pointing on the surface of the earth, and may assist the operator with correlation.

FRZ freezes the image in place, SNAP allows for a still shot to be taken, RECALL will bring up

stored still-shots, and PREV/NEXT buttons will scroll through all of the still-shot images.

NOTE

If the FRZ feature is enabled and the operator exits the EO/IR PPI

display without turning freeze off, attempting to return to the

EO/IR TACPLOT display will result in a frozen TACPLOT with

no radar overlay. Deselecting FRZ on the EO/IR page will remedy

this problem.

The IR camera covers a much larger area than the EO camera does; therefore, it is generally used

first when conducting a wide area search for a contact or area of interest followed by switching

to EO once the object is localized in order to obtain more detail.



Figure 3-30 EO Controls

EO Camera Controls (Figure 3-30)

1. To power on EO camera:

– Press Power button.

2. To select EO camera:

– Press EO button.

3. To select pointing mode:

– Press STOW, FWD, MAN, and GEO as required.



4. To slew camera to a specific point:

a. Enable Point Mark.

b. Left click on TACPLOT position or DMS track.

c. Press SLEW button twice (expect the slew button to flash green momentarily).

5. To change field of view (FOV):

– Use FOV Up/Down buttons.

6. To change image focus:

– Use FOCUS Up/Down buttons or press AUTO button.

7. To change image brightness:

– Use BRT Up/Down buttons.

Figure 3-31 IR Controls



IR Camera Controls (Figure 3-31)

1. To power on IR camera:

– Press Power button.

2. To select IR camera:

– Press IR button.

3. To select pointing mode:


4. To slew camera to a specific point:

a. Enable Point Mark.

b. Left click on TACPLOT position or DMS track.

c. Press SLEW button twice (expect the slew button to flash green momentarily).

5. To change field of view:

– Use FOV Up/Down buttons.

6. To change image focus:

– Use FOCUS Up/Down buttons or press AUTO button.

7. To change image brightness:

– Use BRT Up/Down buttons.

8. To change sensor gain:

– Use SENS (sensitivity) Up/Down buttons.

9. To change image polarity:

– Press WHT or BLK buttons for white- or black-hot respectively.



Specific camera functionality is controlled using the hand controller (Figure 3-32) as shown in

Figure 3-33.

Figure 3-32 Hand Controller

Figure 3-33 Specific Hand Controller Switch Functions

Switch Type Action Function

5-Position Castle Switch

Forward Zoom in

Back Zoom out

Left Focus nearer

Right Focus farther

In Auto-Slew

Force Sensitive Switch

Multi-Axis Slew and change elevation

Momentary Switch

Press Toggle EO/IR

Trigger Switch Press Engage/Disengage Automatic Video Tracking (AVT)

Pinkie Switch Press Rotate through filters



Figure 3-34 EO/IR Overlay

The image overlay (Figure 3-34) depicts various camera parameters currently in use. Azimuth

and elevation are displayed on the top and left side along with camera position markers. These

markers allow the operator to see exactly where in the field the camera is pointing and when it

has reached its gimbal limits. The range and bearing to the target or location currently in view

are in the lower right corner. The “four corners” on the target site represent the next camera

frame or level of zoom.

Automatic LAT/LONG and range/bearing display is limited to 30 NM in the MCS. This is

important because a comparison between the marked track and the LAT/LONG and

range/bearing from the camera is needed for positive correlation. If the target is large enough to

generate a cursor “X” mark outside of 30 NM, centering the cursor on the X and enabling AVT

will activate LAT/LONG and RNG/BRG regardless of the distance.



307. CHAPTER THREE REVIEW QUESTIONS

1. What Data Link settings are required in order to enter and participate in the Link 16

Network?

2. What is the purpose of the Force Tell feature?

3. How many selectable radar modes of operation are there? What are they?

4. What is the rule of thumb for SAR imaging? For ISAR imaging?

5. What is the note concerning the functionality of the IFF interrogator?

6. Pressing the TX MOM button on the IFF interrogator causes the system to interrogate for

how long?

7. Pressing the IDENT button in the reply section of the IFF PEP sends an IDENT alert for

how long?

8. What appears on the outer edge of the TACPLOT when an emitter is sensed?

9. At least how many bearing marks from the same emitter do you need to create an Area of

Probability?

10. The ______ camera covers a much larger area than the ________ camera does.

11. What is displayed on the EO/IR image overlay?

12. What are the four DMS contact types available for display on the TACPLOT?

13. How many tactical aids are available to the MCS operator? What are they?



Chapter Three Review Answers

1. Appropriate crypto day number in the NET field, Correct JU from the OPTASKLINK,

correct minimum and maximum track pool numbers from the OPTASKLINK.

2. Allows a user to report a critical contact through any filters that other participants may have

in place on their systems.

3. Six selectable modes of operation: Air, Ground, Air/Ground, Spot SAR, Strip SAR, ISAR.

4. SAR: 1-2 NM for every 1000 feet of altitude.

ISAR: Image greater than 2.5 NM away from ownship for every 1000’ of altitude.

5. It will not function unless the radar has been powered on.

6. 60 sec.

7. 20 sec.

8. A small orange rectangular box containing the letter “E” and a sequential number.

9. At least 3 with a maximum of 4.

10. IR; EO.

11. Camera image, azimuth, camera position markers, elevation, LAT/LONG, RNG/BRG (out

to 30 NM), date and time stamp, various setting information.

12. Operator, Processor, ESM, Data Link.

13. Four: Marks

Vectors

Lines

Circles

SENSOR AND LINK FLIGHT PREPARATION 4-1

CHAPTER FOUR

SENSOR AND LINK FLIGHT PREPARATION

400. INTRODUCTION

This chapter covers procedures and preparation required to properly plan, brief, and conduct

sensor and link operation missions in the MCS. There are five sensor events followed by three

events that combine data link with sensors. Each subsequent event builds upon the previous

events culminating in a robust end of block event where the student will be required to

demonstrate proficiency with all sensors and data link as well as communicate with appropriate

warfare commanders in accordance with the MCG. The Sensor Link Block focuses on

developing sensor utilization, sensor integration, stationing selection, mission ownership,

efficient and effective shaping of the battlespace, developing battle rhythm (process and

procedure), and cadence (pacing), crew resource management, and tactical communication

skillsets. Some important keys to success are to maintain a high level of SA and to constantly

scan. Detailed written log-keeping at this point in training can be detrimental to keeping a good

scan and maintaining high SA. From event C3201 forward, the focus shifts toward a

mission-oriented mindset.

401. SENSOR AND LINK EVENT OVERVIEW

SENS3101 Sensor 1 (Surveillance Radar)

The focus of the first event is on learning the surveillance radar. The event is largely

instructional covering all surveillance radar functionality and features to include storm detection,

manual tracking, effects of jamming, and how terrain mapping can be used to detect INS drift.

In addition, recognition and troubleshooting of radar faults will be covered.

All events in this block begin airborne. SNFO will work through the airborne setup checklist

and can expect to work through the process of changing operational control (CHOPPING) to due

regard once clear of the ADIZ boundary as well as conducting the check-in process through

REDCROWN and ultimately working with an air control unit (ACU) attached to the carrier

strike group.

The SNFO is responsible for planning, briefing board set-up, knowledge of radar covered in the

Sensor Link FTI and Chapter 3 of this Student Guide in addition to material covered in the

FAM/NAV block. Discussion items apply. For the first event, the instructor will demonstrate

section 3 of the board brief to the student to include a full enemy order of battle (EOB) brief.

Student must be prepared to answer all Chapter 1 and Chapter 2 review questions from this flight

prep manual during the brief without referencing an FTI. At the completion of SENS3101, the

SNFO is considered a proficient surveillance radar operator and will be expected to properly set

up and employ the surveillance radar for all future events with little to no instructor assistance.

CHAPTER FOUR INTERMEDIATE FLIGHT PREPARATION

4-2 SENSOR AND LINK FLIGHT PREPARATION

Figure 4-1 Standard Check-in Format

SENS3102 Sensor 2 (Imaging Radar)

The primary instructional focus of SENS3102 is the imaging radar to include set-up and

employment of spot SAR, strip SAR, and ISAR.

The SNFO is expected to be able to set up and utilize the surveillance radar and all previously

covered systems with minimal to no instructor assistance.

An additional focus during this event is on tactical communications and an introduction to

surface contact reports which will be conducted over a secure voice channel. The use of secure

voice enables the focus to be on proper format and technique. Application of plain voice coding

will be addressed on later events once the SNFO is proficient at passing contact reports in the

green. The SNFO can expect to pass several surface contact reports to their ACU.

NOTE

ISAR usage includes knowledge on how to classify a vessel to its

GROSS NAVAL CLASSIFICATION. The SNFO is responsible

for the information found in Chapter 6 of the Sensor and Link Ops

FTI which covers how to classify to gross naval class along with

when to use appearance groups and the definition of each

appearance group. Students who are not proficient with this

information will not be able to properly classify using ISAR.

INTERMEDIATE FLIGHT PREP CHAPTER FOUR


Figure 4-2 Surface Contact Report

SENS3103 Sensor 3 (IFF)

The instructional focus of this event is on setup and use of the IFF transponder and interrogator

to include how to authenticate friendlies and apply discrete identification to friendly assets, how

to use IFF to complete the comm-air profile, and how to troubleshoot IFF transponder and

interrogator faults.

This event will be conducted as an airborne start and its secondary focus will be on continuing to

develop the surface contact report skillset. The SNFO can expect to pass several surface contact

reports to the ACU.

The SNFO is responsible for all systems and sensors learned up to this point.

SENS3104 Sensor 4 (ESM)

This event focuses on ESM knowledge, setup, and employment to include use of ESM to attain

higher confidence levels of classification by using multiple sensor correlation.

This event is the first one with an intelligence summary included in the vignette and is the first

event that will include active prosecution of the enemy forces and a significant application of

enemy order of battle.

The SNFO will continue to develop tactical communication skills to include making Tactical

Reports (TACREPS) to the information warfare commander coordination and reporting net

(IWCC&R) also known as the AQ net.

Depending on the SNFOs skill level, the instructor may elect to introduce plain voice surface

contact reporting/TACREPs requiring application of code words, card of the day, and bullseye.



SNFO must begin to take ownership of the mission to include determining stationing profile,

making recommendations, stating intentions, and involving the other crew members in the

process.

TACREP FORMAT example for the first TACREP:

“Alpha Quebec, BUC401, TACREP ECHO 01, SQUARE PAIR, Bearing 020”

SENS3105 Sensor 5 (EO/IR)

SNFO shall use visual aids provided in the handout packet to brief the EOB. Do not use images

from MPR binder located in the simulator. The SNFO must be familiar with ship recce

information in chapter 6 of the Sensor and Link Ops FTI.

This event’s primary focus is on unpacking the EO and IR cameras to include system settings,

functionality, display features, specific functionality available on the hand controller, faults,

capabilities/limitations, search technique, elements of cert ID, recognition of vessels to fine naval

classification, and incorporating the elements of vessel name, flag, and hull number.

The SNFO is responsible for everything learned up to this point. Sensor integration becomes a

focus from this event forward to include understanding what capabilities each sensor brings to

the table and how to use these sensors together to shape the battlespace.

SNFO will continue to develop tactical comms particularly in the use of tactical bullseye, code

words, and card of the day to properly communicate over a plain voice net.

SENS3106 Link 1

This event focuses on setup and employment of Link 16. The MCS data link emulates multiple

NPGs to include 7, 12, and 13 along with NPG 29 (residual messages that permit J28.2 free text

messaging) and various essential background functionality such as synchronization and PPLI.

SNFOs must be able to discuss the concepts of Track Quality, Reporting Responsibility (R2),

and the process of taking tracks into local stores which are found in chapter 3 of this student

guide and were covered during the Sensor Capabilities and Procedures Class.

During the event, SNFOs will be exposed to Link 16’s force multiplier effect as well as data link

management responsibilities and must be able to utilize all previously learned systems and

sensors to detect, evaluate, classify/identify entities in order to correctly, and expeditiously report

them in the Timber.

SENS3107 Link 2

Now it’s time to put everything together. This event begins as a command and control

appreciation mission where the SNFO spends some time working with the Air Missile Defense

Commander (AW) to monitor the air picture and control a section of F/A-18s on combat air



patrol (CAP) along with facilitating the passing of surface contact reports from a P-3 conducting

SSC to the Sea Combat Commander (AZ). Expect a lot of instructor assistance with this portion

of the mission.

After the E-2 checks in on station and a turnover is conducted, expect to be cleared to conduct

SSC putting into practice all of the sensor usage and integration skills that have been learned up

to this point.

The main emphasis is in further developing cadence and battle rhythm to efficiently shape the

battle space in preparation for the end of block event.

SENS3108 Sensor Link End of Block

This event serves as an evaluation of how proficient the SNFO is at shaping the battlespace using

all of the tools, techniques, and procedures that have been learned up to this point.

The SNFO can expect to utilize all sensors (Spot SAR included) and must effectively and

efficiently detect, evaluate, classify/identify, and report contacts in the AOR while maintaining a

high level of SA concerning ownship stationing and system health.

The SNFO must be a fluid communicator and have a solid grasp on tactical comm brevity to

include conducting plain voice communication using code-words and card of the day.

Additionally, the SNFO must be a sound decision-maker and take ownership of the mission.


Students are expected to have a solid understanding of the MCS communications and navigation

systems having successfully completed the FAM/NAV block of training. Students shall study

and be familiar with all of the systems covered in Chapter Three of this manual (MCS Sensor

Capabilities and Procedures). Additionally, students shall study, prepare, and have available at

each mission brief, the documents and items outlined in this section.

Chart Preparation

ONC Charts H-6 and H-7 are used in CENTCOM. ONC Charts G-10 and G-11 are used in

PACOM. SNFOs will be issued these charts by the Sensor Link Flight Prep Instructor at the

start of the flight prep class. Students will annotate in ink all territorial standoff points/lines per

the theater handout packet as well as Carrier Operating Areas (CVOAs) as defined in the

OPORD Maritime. Additionally, route of flight, any mission specific airspace, and orders of

battle shall be annotated in non-permanent fashion. Students should be prepared to discuss the

route of flight for the mission, airspace, altitudes, and any required standoffs or briefed threats.

Students should be aware that some airborne theater assets may be on or proceeding to station in

accordance with airspace outlined in the respective theater’s ACO.

SNFOs are not permitted in the chart room without an instructor present and are not to use

charts that have been previously marked up.



Sensor Link Mission Brief

An example of the briefing board is in Figure 4-3.

Figure 4-3 Event Briefing Board Example

Section 1: General information is briefed in the same manner as in the FAM/NAV block. For

ORM, use the worksheet but don’t forget to discuss how to mitigate the identified risks.

Section 2: In the mission overview section, SNFO will provide a very brief discussion of the

event and route with the understanding that the details will be gone over in section 3.

Mission weather is provided in each specific mission vignette, not in a DD175-1. Using the

weather provided in the specific mission vignette, the SNFO will discuss how each weather

element is going to affect sensor usage and stationing. Students are not required to check, print,

or brief notams.

Use the respective event number as the mission number. Airspace will normally be briefed as

“Due Regard” for events that begin airborne. If any part of the mission will be under positive

control, brief airspace and controlling agencies.

FUEL PLAN:

Each sensor link mission will begin with a full bag (46,000 lbs.) of fuel. This number will be

used as the start fuel.



Calculate on-station fuel by determining normal climb/cruise fuel requirement to get to the

vignette designated start point. Determine the distance by measuring straight line from the

departure field to the first point on the route or the vignette designated airborne start point. Use

the charts in the PCL to determine the climb/cruise fuel in the same manner as in the FAM/NAV

block. Add 1100 lbs. for start/taxi/takeoff to the resulting amount and subtract that result from

the start fuel to arrive at on-station fuel.

Calculate bingo fuel by measuring the straight-line distance from the farthest expected point on

the mission to the recovery airfield (don’t assume that the recovery airfield is always the

departure airfield. Check the mission vignette). Once the distance is obtained, use the 15,000 ft.

divert chart located in the PCL to determine the profile bingo fuel amount.

Recovery fuel is the estimated fuel remaining at the IAF after conducting the mission and flying

a normal profile back to the recovery airfield. Calculate recovery fuel beginning with the

previously calculated on-station fuel. Since MCS mission events are 1.5 hours in duration,

determine 1.5 hours of fuel burn at max endurance profile for the expected mission altitude using

the chart in the PCL and subtract that number from the on-station fuel. The resulting amount is

known as mission completion fuel. Next, measure straight line distance from the farthest

expected point on the mission back to the recovery airfield and calculate that fuel consumption

using the normal cruise profile chart. Do not calculate any climb or descent, just select an

altitude that makes sense for the return profile and use the cruise fuel burn for that altitude. The

assumption here is that the climb and the descent will cancel each other out. Once this amount is

calculated, subtract it from the mission completion fuel to arrive at the recovery fuel.

For the alternate/emergency airfield section, brief both the ICAO identifier and the airfield

names. Mark them appropriately on the ONC chart using something removable/erasable for a

visual presentation aid. Do not use an airfield as an alternate if it is not published in the

Authorized Alternates List (see note on Pg. 2-3). Airfields used for divert must have the required

5,000 feet of hard surface runway. If the airfield is depicted on the enroute chart, then it meets

this requirement. Do not select airfields as diverts that are in enemy territory!

Section 3: The instructor will conduct a detailed demonstration of the Tactical Mission Section

during the SENS3101 event.

Discuss tasking using the information provided in the vignette. For event SENS3104 and up,

this section should also include a discussion of the Intel summary located in the vignette. Some

of the later events will also have a SITREP associated with them. Brief the contents of the

SITREP when they are available.

Brief the warning/weapon status provided by the vignette using verbatim definitions from the

UNCLASS Training Aid.

When briefing the OPAREA/Route section, provide detail regarding transit airspace and ownship

stationing. If assigned an ATO track or LOA route, include a QA check of all the points on the

route and make recommendations if any portion of the route violates a standoff or is not optimal.

Be sure to provide sound reasoning for any recommendations.



The enemy order of battle section of the brief will become more detailed as events in block

progress. Students shall review and be familiar with the order of battle prior to briefing for their

first Sensor/Link event. For events 3202 and 3203, the requirement is to cover ISAR imaging of

vessels to include a brief description of how a combatant and minor combatant will be depicted.

Students are responsible for the information located in chapter 6 of the Sensor and Link Ops

FTI pertaining to Classifying vessels using ISAR.

The event SENS3104 requirement is to cover ISAR imaging as well as an emitter-to-platform

discussion. Internalize emitter names for the nine platforms located in the enemy order of battle

and be able to brief them without referencing any documents. Students should start to use visual

aids provided in the handout packets to enhance the presentation.

For event SENS3105, all of the previous requirements exist as well as to provide a visual

description of each vessel including specific features that can be used to discreetly identify each

platform along with each platform’s heat signatures. Students should reference their handout

packet visual aids as well as descriptions provided in Chapter 6 of the Fleet Ops FTI to aid in

recognition. Additionally, students should take advantage of open simulator time to look at the

platforms in their OOB with the EO and the IR camera.

For all further events, all of the previously stated requirements apply.

Students are to provide locations of each friendly unit to include airspace, altitude, call

sign/aircraft side numbers, and location of friendly surface units when briefing the friendly order

of battle. These locations should be appropriately marked/tagged on the ONC chart for a good

visual presentation. Each event scenario vignette will have the friendly units listed; however,

students will have to reference additional resource documents to determine location of airspace,

etc.

Brief all anticipated threats in subsection e to include their associated standoffs. Additionally,

discuss ADIZ boundaries to mainland territories as well as to any applicable islands.

The comm plan for a tactical mission is a bit more complex than that for an airways navigation

transit in controlled airspace. A tactical mission will have multiple phases that will need to be

covered in sequence. It is recommended to establish the comm plan in a matrix format with the

radios in column one and subsequent columns labeled for each phase of the mission

(see Figure 4-4).



Figure 4-4 Tactical Comm Plan Example

It is important to note that, as the mission transitions from one phase to the next, the radio lineup

can and often does change. For sensor link missions, determine the comm plan by reading the

mission tasking summary in the scenario vignette and locating the appropriate frequencies on the

comm card. From there, the comm lineup can be populated. The comm section of the vignette

will display a couple of nets/frequencies but it is by no means a complete picture of all the radio

lineup requirements for the event. Also, denote which nets will be set up secure voice and which

ones will be plain voice. Secure voice nets may be indicated by placing a line over the

frequency. Another technique is to color secure (covered) nets green and plain voice nets red as

depicted in Figure 4-4. Note the J voice net is not colored because Link 16 is always secure/anti-

jam.

For the system setup/employment/TACAIDS/contingencies section, begin by providing a

detailed account of how each sensor will be set up. Include a discussion on applicable time-

out/warm-up periods, limitations, settings. Simply saying “per the PCL” does not cut it.

Follow the set-up portion by discussing how each sensor will be used during the mission. This is

a great opportunity to discuss how the sensors integrate and how each sensor compliments the

others.

Next, discuss any and all TACAIDS that will be setup to aid in mission execution. Include size

and color in the discussion. Establish a crew contract with the instructor if the desire is to have

territorial standoff lines turned on and if an IOS generated standoff circle around ownship is

required.

Contingencies for the sensor/link block should focus on a fallout plan in the event of sensor

malfunction. Discuss a plan of action for each sensor that is going to be utilized. Some

questions to answer may include how will we compensate for the lost sensor/system? Will we

need to adjust our stationing? Don’t forget to also talk about Navigation fallout and a comm

plan in the event one or more radios fail.

Sections 4 and 5: The CRM and Emergency sections will be briefed in the same manner as in

the FAM/NAV block with the exception of airborne starts which will exclude the ground and

take-off portion of the emergency procedures. The additional items checklist that was used in

FAM/NAV no longer applies; however, students must be prepared to discuss items detailed in



the MCG and vignette to include ALSA brevity terms. For the SENS3101, students are expected

to recite Spot, Strip, and ISAR parameters from memory.

Mission recap is a quick recap of important points. This should include, at a minimum, callsign,

route, weather, ACU, and mission objective tasking.

Mission Documents

Jet cards and DD-1801s are essential for fuel planning and communicating intentions with ATC;

however, the student will no longer be required to create and submit these documents.

Sensor/Link missions will be conducted with the assumption that the pilots for the mission

aircraft have accomplished the flight planning and there is enough fuel to fly the mission and

RTB (Return to Base) with required reserve fuel available. This does not absolve students from

the requirement to brief applicable fuel numbers as previously covered and remain apprised of

the fuel situation in flight by performing periodic cruise checks.

Students are expected to study, be familiar with, and have available at each brief, the following

documents pertaining to the theater-specific scenario: OPTASKLINK, OPORD Maritime,

Comm Cards, Card of the Day, appropriate ONC (Operational Navigation Chart) with stand-offs

and CVOAs (CV Operating Areas) properly annotated, Airspace Control Order (ACO) (Figure

4-5), Emitter-to-Platform List, UNCLASS Training Aid, Theater Letter of Agreement, and

enemy order of battle. Students may use these documents, which are a part of the handout

packet, during events.

NOTE

Students in the Intermediate phase are not permitted to script their

calls or write them in to their PCLs or training aids. The use of

gouge during graded training events is strictly prohibited. Gouge

is defined as any type of Hollywood Script and/or anything outside

of the specified items and restrictions as per Read and Initial 99-

18-02.

OPTASKLINK

This document is available for each theater of operation and is essential for missions where data-

link setup and operation is required. Students will use the OPTASKLINK to obtain ownship JU

and Track Number block as well as the necessary information to build situational awareness

regarding other theater assets that are participating in the link.

OPORD Maritime

The OPORD Maritime is available for each theater of operation and contains information

regarding the overall mission, commander’s intent, concept of operations, task organization for

friendly maritime forces, enemy situation, maritime forces scheme of maneuver, carrier

operating areas, and specific surface unit tasking.



Theater Letter of Agreement

The LOA outlines procedures that have been adopted by friendly forces when operating with

host nations that comprise the Utopian Alliance/Cooperation Council of Savory Gulf States to

include procedures for CHOPing Due regard and established training routes. Familiarity with

these procedures is absolutely necessary.

Figure 4-5 ACO Example



Comm Cards/Card of the Day

Although mission radio frequencies are available in the simulator event student notes, students

must have the Comm Card (Figure 4-6) available and be familiar with its contents. This card

provides information concerning which frequencies belong to specific entities and agencies and

allows for a backup plan in case of changes to mission tasking, radio failure, or other

communications-related casualty.

The Card of the Day (Figure 4-7) provides one-stop shopping for information concerning theater

assets, call signs, IFF, data link, and code words to be used when communicating via plain-voice

channels. Students can tailor the Card of the Day to include any additional information they

deem necessary to be able to reference quickly during a mission event.

These products are compiled by mission planning teams comprised of various squadron and

shipboard personnel. These personnel parse this data from various messages such as

OPTASKLINK, OPTASKCOM, and OPTASKID. For training purposes, a notional planning

team has already developed Comm Cards and Cards of the Day for each scenario. Data link

information must still be pulled from the scenario-specific OPTASKLINK message.

Figure 4-6 Tactical Comm Card Example



Figure 4-7 Card of the Day Example

Event Vignette

Event vignettes are provided as a part of the student packets that are obtained from book issue

upon check-in. The vignettes in the packet are the most current versions. Students are not to use

hand-me-down documents of any kind as they may very well be out of date. The vignette header

data will include the date on the left, “Student Notes” annotated in the center, and “Simulator

Mission Scenario” printed above the specific event number and theater on the right.

The vignette flow begins with a mission overview (starting with event SENS3104, vignettes will

also include an Intel overview.) The mission overview section is used to build the comm plan

and will sometimes include a SITREP that the crew will “walk” with.

The weather portion of the vignette is what the SNFO will use to brief the mission weather and

discuss how the weather phenomena will affect the weapon system sensors.

The comm section will include a couple of frequencies that pertain to the mission derived from

the comm card, but is in no way a complete comm plan.

IFF modes and codes are summarized based on the mission and are pulled from the card of the

day. Warning Weapon status is delineated but it is up to the SNFO to know the IFF particulars

as well as the WWS definitions.



Friendly and enemy orders of battle are listed at the end of each vignette. More detail into the

FOB can be found in the OPORD maritime Task force breakdown and the Airspace Control

Order (ACO).

UNCLASS Training Aid

The UNCLASS Training Aid contains check-in and briefing formats that are to be referenced

during graded events in order to conduct standardized check-ins and make standardized reports

correctly. Additionally, WWS definitions are located in this document.

Airspace Control Order (ACO)

The ACO defines all of the airspace that has been developed for the specific campaign to include

the airspace name, location, altitude blocks, active times, and any other specifics. Established

bullseye points are also published in the ACO.

Emitter-to-Platform List

The emitter to platform list is an alphabetized list of emitters found in theater and which platform

or platforms each emitter belongs to. It serves as an excellent quick reference when a highly

ranked emitter is detected that is not recognized by the operator.

403. TACTICAL OPERATING PROCEDURES

The system turn-on/setup, climb, and cruise checklists apply to this block of training.

Additionally, students may use appendix C (MCS Equipment Operation Quick Reference

Checklists) of this MANUAL to reference when setting up specific systems during simulator

self-study time. It is strongly recommended; however, that students become familiar enough

with MCS systems through self-study sessions to be able to execute a mission event with

minimal reference to these procedures since referencing appendix C during a graded event is not

permitted. Students should take advantage of simulator self-study time to become proficient

with respect to creating and using the various available Tactical Aids as these help improve

situational awareness significantly and familiarity will greatly reduce system turn-on and setup

time.

Conducting Overwater Ops with CSG

SNFOs will reference either the LOA or ACO for airspace assignments. The first several events

are sensor events. For most of these sensor events, the event profile waypoints are already

entered in the scenario and no student action is required to build the flight plan in the FMS.

Students should, however, be familiar with the route being flown to include altitudes, airspeeds,

and proximity to stand-off areas and hazards as necessary. Refer to each event’s respective

vignette for specifics on route and/or airspace assignment. Some of the later events use ACO

assigned tracks which require the SNFO to enter their profile waypoints and build their flight

plan in the FMS.



Sensor/Link Block Expectations

Students should reference Chapter 3 and Appendix C of this manual to assist in self-study

sessions. Sensor/Link events begin with ownship on or proceeding to station. Discussion items

include radar system components and operation, IFF modes and operation, ESM components,

operation, and EW procedures, EO/IR system components and operation, Sensor integration and

prioritization, Data Link system components, operation, integration with sensors, and

information dissemination, and data link prioritization with supporting sensors.

Students will learn how to set up and operate each sensor ultimately integrating all sensors in

order to efficiently detect, evaluate, classify, identify, and report air, surface, and subsurface

contacts. Students will learn emitter detection, reporting, and correlation with contacts. Students

will become proficient at making surface contact reports and TACREPS and will learn the

fundamentals of plain voice communication coding requirements using a bullseye, conducting

alpha checks, utilization of the card of the day codewords, base numbers, and RAMROD.

Students will learn how to proactively drive the mission putting aside uncertainty in order to

state intentions and make recommendations. Students will learn how to station ownship to

maximize the utilization of the combined sensor suite for the particular mission.

The following applies to all Sensor and Link events:


2. Have an event ready ONC with route of flight, airspace, altitudes, friendly unit locations,

and any required standoffs or briefed threats, completed without error.

3. Have available and be prepared to discuss appropriate theater OPTASKLINK, Comm

Cards, Card of the Day, Tactical Comm Card, ACO, and enemy order of battle.

4. Know all boldfaced EPs and EOD/QOD/BWOD.

5. Be prepared to discuss appropriate message traffic and documents required to properly plan

the mission as well as applicable ALSA Brevity terms and MCG Discuss Items.

6. Brief specific mission objectives and tasking, conduct/execution, contingencies, CRM, and

EPs.

7. Reference the appropriate mission notes for mission specific information (Route of flight,

comm plan, IFF codes, weather, and Intel brief). Provided mission notes are updated more

frequently than this document, and will have the most current information.

8. Reference the appropriate theater comm card and tactical comm card for the ACU’s

command and control (C2) frequency and applicable J-Voice channels.

9. Students must be able to build all tacaids for Sensor/Link events.



10. Students shall be allowed no more than 10 minutes to complete the initialization/set-up

checklist. Students are not responsible for navigation or standoff until 10 minutes have elapsed

or they inform the CI they are ready to begin, whichever comes first.

11. Radio Configuration:

a. REDCROWN/GREENCROWN will always be configured plain voice.

b. The E-2 C2/safety of flight Net, CAS/MDT C2 Net 1 as well as all single letter call

sign C2 nets will always be plain voice.

c. All HF communications, including the AMDC C&R HF net, will always be plain

voice.

d. UHF C&R nets will be secure voice by default, plain voice by exception.

e. Other nets will be plain voice or secure voice as directed by the controller.

12. Checking in with Strike is not required in this stage.

13. The Full Standard check-in is only required once during initial radio contact with the first

warfare commander/ACU. An abbreviated check-in format consisting of Call sign, time-on-

station, and alibis may be used for all future ACU/C&R check-ins.

14. Standard Check-in format specifics:

a. Mission number is the abbreviated mission code from the card of the day plus the

syllabus event number. SENS3104 mission number would be EW3104, SENS3105

would be SUW3105.

b. Number and type of aircraft is Single Pelican.

c. Position/altitude are based on position from the carrier and given as follows:

Marking Mother’s (radial) at (DME), angels (altitude in thousands of feet).

d. Ordnance is as fragged; meaning the load out reflects what was stated on the air plan.

e. Time on station is the time remaining in the sim block, typically 1+15 at the time of

Check-in.

f. Type of sensors and capabilities is No alibis if everything is working or state alibis

such as Bent primary gadget.

g. Abort code is included only if the aircraft is participating in deliberate planned

ordnance delivery. Since this is not a part of any of the MCS Intermediate missions,

delete any reference to abort code.



15. The following standoffs from the Theater SPINS apply regardless of WWS.

a. Unknown surface and sub-surface contacts: 5 NM lateral or 25k’ altitude.

b. Enemy surface and sub-surface contacts, other than Sovremenny*: 5 NM lateral or

25k’ altitude.

c. Sovremenny*: 25 NM

d. SA-2**: 20 NM

e. SA-5**: 150 NM

f. SA-6: 15 NM

g. SA-8: 10 NM

*Required standoff under normal conditions is 5nm. The higher standoff is only required

for a POSS, PROB, or CERT Sovremenny.

**Aircraft may still carry out routine flight operations inside these ranges under elevated

WWS when specifically authorized.

16. In addition to the issued ALSA Brevity Manual, the APP-7D NATO code word list is

available online and can be used as appropriate.

17. Confidence levels for surface contact reports are explained in Chapter 8 of the Fleet Ops

P-882 FTI. Additional reporting requirements are:

a. POSS: ISAR correlated with a radar track/raw return or ambiguous ESM correlated

with a radar track/raw return.

b. PROB: ISAR and ESM both correlated to the same track/raw return or unique ESM

correlated with a radar track/raw return.

c. CERT: EO/IR or visual contact correlated to radar track/raw return.

d. “Ambiguous ESM” refers to a radar/emitter that is used by multiple platforms such as

the Decca-1226 or High-Pole.

e. “Unique ESM” refers to a radar/emitter that is used by only one platform such as SR-

47A.

18. All surface contact reports shall be serialized, even when data link is operational.

Example: Surface contact report number 1, track 06012… This will aid record keeping in case

of data link malfunction.



19. There should be no SA-5 activity or ownship weapons release during any Sensor Link

event. SA-5 activity and ownship weapons release will occur during Fleet Ops events.

20. Students shall be familiar with the enemy order of battle, the expected enemy surface

vessels, and their associated emitters.

21. Reference the OPTASKLINK for ownship and friendly data link information.

22. Comm-Air Profile: Unknown air contacts meeting the following criteria may be

designated neutral or recommended to the appropriate warfare commander for neutral

designation:

a. Contact appears to pose no threat to friendly forces.

b. Contact is squawking mode 3 and mode C.

c. Contact speed is less than 550 knots.

d. Contact altitude is between 30,000 and 40,000 feet.

e. Altitude requirement is waived if an RDR-4B or RDR-4000 is correlated to the

contact.

23. Students shall give air traffic calls for any air contact within 10nm laterally and 10,000’

relative to ownship. Traffic call format can be either [Clock code, hi/co-altitude/low,

opening/closing, factor/no factor], or a BRAA call. Ex-1: Friendly traffic, 2 o’clock, high,

closing, no-factor. Ex-2: Comm air traffic, BRAA two-three-zero, 10, twenty-two thousand,

track north.

24. Use a 25 NM standoff from the carrier unless otherwise specified in the student notes or

briefed during check-in.

25. Students may not task SS-3 (Sensor 3) with anything during Intermediate Phase.

26. Student and instructor will meet in a designated debriefing room to review and critique the

recorded event. Students shall bring all products prepared for the brief as well as note-taking

materials. Debrief time is scheduled for one hour.

Sensor Integration Terminology

It is imperative that operators understand the significance of the terminology used when

performing surface surveillance missions. The terms discussed in this section are often and

incorrectly used interchangeably, which can create confusion and misinterpretation when

conveying the information to an ACU or to a warfare commander watch-stander over the

Coordination and Reporting nets. The following is a list of terms and definitions that must be

used correctly in order to provide clear and concise information flow.



Detection: Initial discovery of a contact or emitter through the use of the associated Sensor.

Evaluation: Operator determines a radar processor track is valid and updates the symbology

from “pending” to “evaluated” status.

Classification: Operator investigates and obtains greater fidelity on a contact through the use of

imaging radar and/or ESM. The operator will assign the appropriate confidence

level.

Identification: Contact is sighted and positively confirmed by a competent observer.

Confidence level of “certain” is assigned. Include hull number, vessel name,

and flag, if able. (Friendly assets can be discretely identified through IFF

modes I and II).

Declaration: The status of a contact according to the ROE. (Friendly, Bogey, Bandit,

Robber, Renegade, Hostile) These terms are discussed in the theater Special

Instructions (SPINS).

Designation: The platform type as directed by a designating authority based on available

information regarding that contact.

Authentication: A coded response to a coded challenge. (MIV IFF and Link 16 PPLI are

Authenticators).

404. SAFETY

All safety precautions must be observed at all times by all personnel operating or maintaining the

training device.

FLEET OPERATIONS FLIGHT PREPARATION 5-1

CHAPTER FIVE

FLEET OPERATIONS FLIGHT PREPARATION

500. INTRODUCTION

This chapter covers procedures and preparation required in order to properly plan, brief, and

conduct Fleet Operations missions in the MCS. There are five Fleet Operations simulator events

and a Fleet Operations check ride. Each subsequent event builds upon the previous events

culminating in a robust check ride event where the student will be required to demonstrate

proficiency with all systems as well as the ability to apply systems, procedural, and operational

knowledge in a battle problem environment in accordance with the MCG.


Students are expected to have a solid understanding of the MCS communications and navigation

systems as well as MCS sensors and data link having successfully completed the FAM/NAV and

SENSOR/LINK blocks of training. Additionally, students shall study, prepare, and have

available at each mission brief, the documents and items outlined in the Sensor/Link lesson and

any other scenario documents required for the specific Fleet Ops event. The suggested minimum

briefing guide from Chapter Four may be used for Fleet Ops events and can be tailored to meet

briefing requirements for each specific Fleet Ops mission.

New Maneuver Items

A number of new maneuver items are introduced in the Fleet Ops block of training and are as

follows: Surface Search, Electronic Warfare, Battle Space management, Threat Recognition,

Strike Support, and Search and Rescue. Of these new items, only Surface Search and Threat

Recognition have a MIF Good (4). All other MIs are MIF Fair (3). See the MCG for a

breakdown of each item’s requirements and course training standards.

Mission Documents

DD-1801s and Jet Logs are not required for these events. Fleet Operations events assume

competent fuel planning and flight plan filing has been done by the pilots. Students are still

responsible for cruise checks and ownship fuel awareness. A weather brief will be provided for

each event, but students must research and be prepared to brief NOTAMs for departure and

arrival airfields and NAVAIDs used during the flight. In addition to the sensor link required

mission documents covered in Chapter Four, students must study, be familiar with, and have

available at each brief, the following theater specific documents:

1. Theater specific Standing Rules of Engagement

2. Campaign Supplemental Rules of Engagement

3. Applicable Air Plan

CHAPTER FIVE INTERMEDIATE FLIGHT PREPARATION

5-2 FLEET OPERATIONS FLIGHT PREPARATION

4. Special Instructions (SPINS)

The CVW Air Plan (Figure 5-1) provides the friendly order of battle for fleet operations

simulator events. Aircraft Carriers launch and recover groups of aircraft in cycles. The Air Plan

document contains information concerning what aircraft will be launching at the beginning of

each cycle and what aircraft will be recovering. It also delineates each aircraft’s mission, control

agency and frequency (net), as well as any shore-based assets that will be supporting the CSG’s

mission. Additional pertinent miscellaneous information is laid out in the Air Plan’s numbered

notes section with corresponding numbers beside each applicable event.

Figure 5-1 CVW Air Plan Example

502. CHECKLISTS AND OPERATING PROCEDURES

The system turn-on/setup, climb, and cruise checklists apply to this block of training. These

checklists should be second nature at this point and student focus should be on becoming

expeditious, but thorough, with checklist items. Keep in mind that it is extremely important not

to skip checklist items in the interest of expedience. This is a recipe for disaster in an aircraft

and will result in improper equipment setup and utilization in the MCS.

INTERMEDIATE FLIGHT PREPARATION CHAPTER FIVE


Station Waypoints/Airspace

Students should plan ownship stationing for Fleet Ops events using the established ACO for the

specific campaign combined with information available in the specific event synopsis found in

this chapter along with the scenario vignettes. The ACO will also provide situational awareness

to where other airborne assets will be during the event. The OPORD Maritime outlines the

CVOAs in use for the respective theater. Instructors may recommend stationing that differs from

a student’s planned stationing as circumstances may dictate. It is expected, however, that

students show up to their event briefs with a well thought out stationing plan based on theater

scenario information and knowledge gained in the classroom.

Fleet Ops Block Expectations

Fleet Operations events begin with ownship airborne and proceeding to station. The focus of this

block of training is on successful selection, setup, and employment of sensors, radios, as well as

proper setup and management of the data link. Additionally, it focuses on the student’s ability to

coordinate with multiple airborne assets and warfare commanders during the course of

conducting various fleet missions and exercises. Studying campaign scenario documents

becomes essential for the Fleet Ops events. Students are expected to be adept at setting up the

MCS navigation systems and FMS. Additionally, it is expected that students fully understand

how to set up and employ all sensors and the data link. Students should have also developed a

sufficient scan at this point to quickly identify and troubleshoot any system faults or

malfunctions that may arise during the course of the event. Students should be prepared to

discuss the following topics at any point during a Fleet Operations graded event: SATCOM,

CWC Doctrine, Check-in/-out procedures with CSG, ACU/MAC, warning/weapon status, VA,

CIEA, SA, COI, CCOI, SUW Operations, National/International airspace, law of the sea

convention, maritime query/challenge, turnover procedures, standoffs, SAR operations,

CSG/Expeditionary Strike group (ESG) operations, MEZ, JEZ, FEZ, threat stand-off, SSC,

AR/SCAR, MAC Comm. format, types of kills (Mobility, Mission, Catastrophic), and BDA.

The following apply to all students for all Fleet Operations events:


2. Have an event ready ONC with route of flight, airspace, altitudes, friendly unit locations,

and any required standoffs or briefed threats, completed without error.

3. Have available and be prepared to discuss appropriate theater OPTASKLINK, Comm

Cards, Card of the Day, Tactical Comm Card, ACO, and enemy order of battle.

4. Know all boldfaced EPs and EOD/QOD/BWOD.

5. Be prepared to discuss appropriate message traffic and documents required to properly plan

the mission as well as applicable ALSA Brevity terms and MCG Discuss Items.



6. Brief specific mission objectives and tasking, conduct/execution, contingencies, CRM, and

EPs.

7. Students must be able to build all tacaids for Fleet Ops events.

8. Students shall be allowed no more than 10 minutes to complete the initialization/set-up

checklist. Students are not responsible for navigation or standoff until 10 minutes have elapsed

or they inform the CI they are ready to begin, whichever comes first.

9. Radio Configuration:

a. REDCROWN/GREENCROWN will always be configured plain voice.

b. The E-2 C2/safety of flight Net, CAS/MDT C2 Net 1 as well as all single letter call-

sign C2 nets will always be plain voice.

c. All HF communications, including the AMDC C&R HF net, will always be plain

voice.

d. UHF C&R nets will be secure voice by default, plain voice by exception.

e. Other nets will be plain voice or secure voice as directed by the controller.

10. Checking in with Strike is not required in this stage.

11. The Full Standard check-in is only required once during initial radio contact with the first

warfare commander/ACU. An abbreviated check-in format consisting of Call sign, time-on-

station, and alibis may be used for all future ACU/C&R check-ins.

12. Standard Check-in format specifics:

a. Mission number is the abbreviated mission code from the card of the day plus the

syllabus event number. OPS3104 mission number would be SAR3104, OPS3101

would be SUW3101.

b. Number and type of aircraft is Single Pelican

c. Position/altitude are based on position from the carrier and given as follows:

Marking Mother’s (radial) at (DME), angels (altitude in thousands of feet).

d. Ordnance is as fragged meaning the load out reflects what was stated on the air plan.

e. Time on station is the time remaining in the sim block, typically 1+15 at the time of

Check-in.



f. Type of sensors and capabilities is No alibis if everything is working or state alibis

such as Bent primary gadget.

g. Abort code is included only if the aircraft is participating in deliberate planned

ordnance delivery. Since this is not a part of any of the MCS Intermediate missions,

delete any reference to abort code.

13. The following standoffs from the Theater SPINS apply regardless of WWS.

a. Unknown surface and sub-surface contacts: 5nm lateral or 25k’ altitude.

b. Enemy surface and sub-surface contacts, other than Sovremenny*: 5nm lateral or

25k’ altitude.

c. Sovremenny*: 25 NM

d. SA-2**: 20 NM

e. -SA-5**: 150 NM

f. SA-6: 15 NM

g. SA-8: 10 NM

*Required standoff under normal conditions is 5nm. The higher standoff is only required

for a POSS, PROB, or CERT Sovremenny.

**Aircraft may still carry out routine flight operations inside these ranges under elevated

WWS when specifically authorized.

14. In addition to the issued ALSA Brevity Manual, the APP-7D NATO code word list is

available online and can be used as appropriate.

15. Confidence levels for surface contact reports are explained in Chapter 8 of the Fleet Ops

P-882 FTI. Additional reporting requirements are:

a. POSS: ISAR correlated with a radar track/raw return or ambiguous ESM correlated

with a radar track/raw return.

b. PROB: ISAR and ESM both correlated to the same track/raw return or unique ESM

correlated with a radar track/raw return.

c. CERT: EO/IR or visual contact correlated to radar track/raw return.

d. “Ambiguous ESM” refers to a radar/emitter that is used by multiple platforms such as

the Decca-1226 or High-Pole.



e. “Unique ESM” refers to a radar/emitter that is used by only one platform such as

SR-47A.

16. All surface contact reports shall be serialized, even when data link is operational.

Example: Surface contact report number 1, track 06012… This will aid record keeping in case

of data link malfunction.

17. SA-5 activity and ownship weapons release will occur during Fleet Ops events.

18. Students shall be familiar with the enemy order of battle, the expected enemy surface

vessels, and their associated emitters.

19. Reference the OPTASKLINK for ownship and friendly data link information.

20. Comm-Air Profile: Unknown air contacts meeting the following criteria may be

designated neutral or recommended to the appropriate warfare commander for neutral

designation:

a. Contact appears to pose no threat to friendly forces.

b. Contact is squawking mode 3 and mode C.

c. Contact speed is less than 550 knots.

d. Contact altitude is between 30,000 and 40,000 feet.

e. Altitude requirement is waived if an RDR-4B or RDR-4000 is correlated to the

contact.

21. Students shall give air traffic calls for any air contact within 10nm laterally and 10,000’

relative to ownship. Traffic call format can be either [Clock code, hi/co-altitude/low,

opening/closing, factor/no factor], or a BRAA call. Ex-1: Friendly traffic, 2 o’clock, high,

closing, no-factor. Ex-2: Comm air traffic, BRAA two-three-zero, 10, twenty-two thousand,

track north.

22. Use a 25nm standoff from the carrier unless otherwise specified in the student notes or

briefed during check-in.

23. Students may not task SS-3 (Sensor 3) with anything during Intermediate Phase.

24. Student and instructor will meet in a designated debriefing room to review and critique the

recorded event. Students shall bring all products prepared for the brief as well as note-taking

materials. Debrief time is scheduled for one hour.



503. FLEET OPERATIONS EVENT SYNOPSIS

OPS3101 Surface Surveillance and Coordination (SSC)

The first Fleet Ops event is basically a continuation of the Sensor/Link end of block event, with

extended plain voice communications, and use of an air plan. Students can also expect to work

some directed SSC with their MAC to develop their cadence using MAC Comm Format.

Students should expect to communicate primarily over plain voice nets and to conduct manual

encryption using the Card of the Day. Tasking includes locating the enemy SAG and any other

adversaries in the area/as directed.

Students must make all TACREPS within 2 minutes and all surface contact reports within

5 minutes.

This scenario begins airborne, having departed Isa Air Base in CENTCOM with a plan to RTB

to Isa once complete. In PACOM, ownship has departed from RTJA and will RTB to RJOI once

complete. The PACOM scenario begins airborne south of CVOA 2 at 16,500’.

The check-in is with REDCROWN then the E-2, who will provide an updated SITREP and

further information.

Students must be familiar with how to use Bullseye, RAMROD, Code-words, Base Numbers,

and must know how to conduct and “Alpha Check.”

OPS3102 Missile Exercise

Ownship (P8) is tasked with Missile Range clearance of an area around a decommissioned US

Naval Vessel. The goal of the scenario is to ensure an area equal to the missile’s envelope

(Unclassified, notional AGM-65 Maverick) is clear of all surface vessels except the

decommissioned US Naval Vessel allowing for a section of F-18’s to attack with AGM-65s with

no possibility of collateral damage.

Missile Envelope (Figure 5-2) = Rectangle 44 NM long, 40 NM wide, launch point is centered

along the short side of rectangle, 10 NM from either of the short ends. 34 NM downrange,

10 NM back range, and 20 NM either side of launch point both downrange and back range:



Figure 5-2 Missile Envelope Example

Mission specifics are located in each respective scenario’s mission notes. The P-8 Ownship

begins airborne enroute to OPAREA and must check-in with REDCROWN for Parrot/India

checks.

Route of Flight/Sensor Employment at discretion of student – however:

1. Data link must be utilized to convey the surface picture to AZ.

2. Student’s Ownship may declare, “I hold the range clear” to AZ– as the warfare

commander, AZ is the only one who is allowed to declare “Green Range.”

3. EO/IR BDA after the missile shot will be relayed to AZ.

Recommended Game Plan:

4. Route of Flight to last known position of target vessel. Identify the vessel using

ISAR/EO/IR.

5. Radar employment to detect/locate “range fouler(s).”

6. Voice communications on Maritime button 16 (156.8 MHz FM “Bridge to Bridge”) to

fouler(s) with egress directions.

7. Track Missile Shooters (radar/IFF/Link) and convey suggested launch point to

Shooters/AZ.

8. Egress envelope for shot, then ingress to target vessel for EO/IR BDA.



An interloper is an aircraft that crosses into the range boundaries and requires the range to go red

immediately. “Red Range” may be called by any player and should be initiated immediately

when the range goes foul once a Green Range has been declared prior to shots. Once Red Range

is called, AZ must, once again, call Green Range. Basically, AZ is ALWAYS the authority who

will declare Green Range.

OPS3103 Reconnaissance

The MCS (P-8) Ownship is specifically tasked with SAR/EO/IR reconnaissance along the

adversary coastline and must maintain a 12 NM stand-off while performing this mission.

Additionally, ESM AOPs on any active SAM sites is desired. Additional Warfare Commander

tasking is possible during the scenario. For CENTCOM, this event occurs during a transit of the

Tangy Straits. For PACOM, this event occurs as a disaster relief mission. Communications for

the PACOM mission are non-scripted and emphasis must be placed on knowing who you are

talking to, what their capabilities are, and on relaying information clearly and concisely. Multi-

tasking skills will be tested and assessed.

OPS3104 Search and Rescue

Student P-8 Ownship is the first capable SAR platform to get airborne after a severe weather

outbreak and is tasked with locating a lost and disabled vessel with a 3-day old last known

position. Assume proper SAR mission planning has occurred and plan a search route for the

missing vessel based on its last known position. Employ MCS sensors to locate the missing

vessel based on the scenario specifics in the Mission Binder. Delouse through ESG Green crown

enroute to the search area. The ESG tactical air control center (TACC) call sign: ICEPACK, has

been designated the SMC for the SAR. Mission specifics are located in each respective

scenario’s mission notes. Expect an assigned search area and a set of “Go Criteria” to be relayed

from the SMC.

Once the vessel is located, assume On-Scene Commander (OSC) duties and attempt all forms of

communication with possible survivors and relay information to the ESG. Assist rotary wing

assets launched from ESG to the disabled vessel’s location and relay communications back to

ICEPACK. Monitor the rescue via EO/IR if possible.



Figure 5-3 SAR Checklist Example

OPS3105 Overland Strike Mission

Ownship is tasked with supporting and controlling a nationally directed overland strike. All E-2s

are grounded for this event, so the student will function as command and control plus provided

limited SSC for the mission. The goal of this scenario is to let the student see more of how

E-2 controllers function. During the mission, the student will conduct a roll call of all aircraft

per theater SPINS, provide threat warnings and indications on SAM sites and fighters, and will

still include MPR-related training of identifying surface contacts along the strikers’ ingress and

egress routes to ensure their safety.

This mission is very planning and timeline intensive and will happen fast. Review SPINS for

how to conduct and roll call and ensure the air plan and friendly order of battle are available

during the mission to check aircraft and make notes on their status.

1. Shortly after setup and check in with AP, the strikers will begin to push out of the marshall

stack (rendezvous point) along their assigned routes.



2. During their ingress and egress, be prepared to give “Lean” instructions to the strikers if

necessary, to avoid surface threats.

3. As threat radars become active, pass the information to the strikers. This is not the time to

wait 5 minutes to build a perfect AOP, but instead consider passing, “SA-6 active near waypoint

3” or “SA-2 active in the target area” instead.

4. Review air to air broadcast and tactical calls in case enemy fighters are launched.

5. During quiet periods, clear the strikers’ egress routes to the tanker tracks and be prepared to

clear each flight to a tanker (heading and altitude) and push them to the appropriate tanker

frequency.

Consider what must be done before strikers push out of the marshall stack, and what can wait a

few minutes during setup, to avoid getting behind timeline. Chart study will help students be

familiar with the route and where the known threats are. Make sure to listen for Abort or Go/No-

Go criteria during check in.

OPS3106 Pirates (Maritime Boarding Mission)

Pirates armed with MANPADS have overtaken the cruise ship, Destiny, and are demanding

ransom for the passengers’ safe return. Additionally, the vessel is currently un-located. Find the

hijacked vessel using its last known position and any pertinent information from the Mission

Binder. Once located, monitor the vessel using EO/IR from a distance of at least 5 NM to

remain outside of MANPAD range. Coordinate the launch of the Seal Team from the Carrier

Strike Group and maintain EO/IR on the hijacked vessel. This mission takes place at night.

Review and have the Maritime Boarding Supplemental ROE available in the brief and be ready

to answer questions concerning what actions may or may not be permitted during the mission.

Go Criteria may be assigned.

Review MAC comm format for this is the comm format for all AOMSW directives.

OPS32 (Check Ride)

See Mission notes for mission specific information.

Expect Anything.

504. SAFETY

All safety precautions must be observed at all times by all personnel operating or maintaining the

training device.

GLOSSARY A-1

APPENDIX A

GLOSSARY

Acronym Definition

ACO Airspace Control Order

ACU Air Control Unit

ADC Air Data Computer

ADIZ Air Defense Identification Zone

AFCS Automatic Flight Control System

AFF Affiliation

AGL Above Ground Level

AIMT Air Interdiction Maritime Targeting

AM Amplitude Modulation

AMC Airborne Mission Commander

ANCC Aviate, Navigate, Communicate, Checklists

AOP Area of Probability

AOR Area of Responsibility

ASW Anti-Submarine Warfare

ATC Air traffic Control

ATF Aviation Training Form

ATIS Automated Terminal Information Service

AVT Automatic Video Tracking

BDA Battle Damage Assessment

BIT Built-in Test

C2 Command and Control

CCOI Critical Contact of Interest

CCPD Concurrent Crypto Period Designator

CDI Course Deviation Indicator

CDU Control Display Unit

CENTCOM Central Command

CERT ID Certain Identification

CI Contract Instructor

CIEA Classification, Identification, Engagement Area

APPENDIX A INTERMEDIATE FLIGHT PREPARATION

A-2 GLOSSARY

Acronym Definition

COI Contact of Interest

CONUS Continental United States

CRM Crew Resource Management

CSG Carrier Strike Group

CVOA CV Operating Area

CWA Caution Warning Advisory

CWC Composite Warfare Commander

DH Decision Height

DID Digital Information Display

DINS Defense Internet NOTAM System

DME Distance Measuring Equipment

DMS Data Management System

DP Departure Procedure

DR Dead Reckoning

EFR Estimated Fuel Remaining

EHSI Electronic Horizontal Situation Indicator

EO Electro-optical

EO/IR Electro-Optical/Infrared

EOD Emergency of the Day

EP Emergency Procedure

EPO Emergency Power Off

ESG Expeditionary Strike Group

ESM Electronic Support Measures

ETA Estimated Time of Arrival

ETE Estimated Time Enroute

EW Electronic Warfare

FEZ Fighter Engagement Zone

FIH Flight Information Handbook

FIR Flight Information Region

FLIP Flight Information Publications

FM Frequency Modulation

INTERMEDIATE FLIGHT PREPARATION APPENDIX A

GLOSSARY A- 3

Acronym Definition

FMS Flight Management System

FOM Figure of Merit

FOV Field of View

FPM Feet Per Minute

FRND Friend

GPS Global Positioning System

GS Groundspeed

HAA Height Above Airport

HAT Height Above Touchdown

HF High Frequency

HSI Horizontal Situation Indicator

HSTL Hostile

IAF Initial Approach Fix

IAS Indicated Air Speed

ICAO International Civil Aviation Organization

ICS Internal Communications System

IFF Identification Friend or Foe

IFFI IFF Interrogator

IFFT IFF Transponder

IMN Indicated Mach Number

INFO Instructor Naval Flight Officer

InHg Inches of Mercury

INS Inertial Navigation System

IOS Instructor Operating Station

IR Infrared

ISAR Inverse Synthetic Aperture Radar

JEZ Joint Engagement Zone

JTIDS Joint Tactical Information Distribution System

JU JTIDS Unit

KHz Kilohertz

KIAS Knots Indicated Airspeed


A-4 GLOSSARY

Acronym Definition

LCD Liquid Crystal Display

L/O Level-off

LOA Letter of Agreement

LOB Line of Bearing

LOS Line of Sight

LSB Lower Sideband

MAC Maritime Air Control

MAC Maritime Air Controller

MANPADS Man Portable Air Defense System

MC Mission Commander

MC2 Maritime Command and Control

MCF Mission Completion Fuel

MCS Multicrew Simulator

MCG Master Curriculum Guide

MDA Minimum Descent Altitude

MDT Maritime Dynamic Targeting

MEZ Missile Engagement Zone

MHz Megahertz

MILSTAR Military Strategic and Tactical Relay

MOT Mark-on-Top

MSL Mean Sea Level

MTOC Mobile Tactical Operations Center

NATOPS Naval Air Training and Operating Procedures

Standardization

NAV Navigation

NAVAID Navigational Aid

NAVAIR Naval Air Systems Command

NFO Naval Flight Officer

NFOTS Naval Flight Officer Training System

NM Nautical Mile

NOTAM Notice to Airmen

NPG Network Participation Group

INTERMEDIATE FLIGHT PREPARATION APPENDIX A

GLOSSARY A- 5

Acronym Definition

NTRL Neutral

ONC Operational Navigation Chart

OPTASKLINK Operational Tasking Message Data Links

OSC On-scene Commander

PACOM Pacific Command

PCL Pocket Checklist

PEP Programmable Entry Panel

POO Point of Origin

PPH Pounds Per Hour

PPI Plan Position Indicator

PPLI Precise Participant Location and Identification

PRF Pulse Repetition Frequency

QNH Local Barometric Pressure Adjusted to Sea Level

QOD Question of the Day

R2 Reporting Responsibility

RADALT Radar Altimeter

RADAR Radio Detecting and Ranging

ROE Rules of Engagement

RTB Return to Base

RVSM Reduced Vertical Separation Minimum

SA Situational Awareness

SA Surveillance Area

SAD Situational Awareness Display

SAG Surface Action Group

SAM Surface-to-Air Missile

SAR Search and Rescue

SAR Synthetic Aperture Radar

SATCOM Satellite Communications

SDO Squadron Duty Officer

SENS Sensitivity

SITREP Situation Report


A-6 GLOSSARY

Acronym Definition

SMC SAR Mission Commander

SNFO Student Naval Flight Officer

SOP Standard Operating Procedures

SURPIC Surface Picture

SV Space Vehicle

TACAN Tactical Air Navigation

TACC Tactical Air Control Center

TACPLOT Tactical Plot

TACREP Tactical Report

TAS True Airspeed

TICARM Title, IAF, Course, Altitude, Restrictions, MDA

TOC Tactical Operations Center

TX Transmit

VA Vital Area

VHF Very High Frequency

VLF Very Low Frequency

VSI Vertical Speed Indicator

UHF Ultra High Frequency

UKN Unknown

UMD Upper Main Display

USB Upper Sideband

UTC Coordinated Universal Time

VA Vital Area

WL Wings Level

WX Weather

ENTITY PARAMETERS B-1

APPENDIX B

ENTITY PARAMETERS

Entity Max Speed (KIAS) Max Alt (ft.)

E-2C Ownship 350 34,700

E-6 Ownship 518 40,000

P-3 Ownship 411 28,300

P-8 Ownship 490 41,000

F-18C 1160 50,000

AV-8B 575 50,000

MIG-21 1321 59,050

Mirage 2000 1418 60,000

EA-6B 566 41,200

EF-2000 1289 55,000

MIG-29 1320 59,060

F-18E 1031 50,000

A-10 450 34,695

SU-27 1514 59,060

E-2C 350 34,700

B-52 516 55,000

AC-130 325 33,000

IL-76 459 50,860

P-3 411 28,300

Nimrod 496 42,000

IL-38 390 32,800

MH-60R 180 13,000

MH-53E 170 18,500

MD-500 152 17,500

ERJ-145 515 37,000

767-200ER 490 39,000

A330 (Qatar) 360 41,340

FFG-31 29 N/A

Houdong 35 N/A

Jiangwei 27 N/A

Krivak 32 N/A

DDG-51 32 N/A

DDG-79 31 N/A

Luhu 31 N/A

Sovremenny 32 N/A

CG-52 30 N/A

CG-71 30 N/A

Kirov 30 N/A

CVN-68 30 N/A

CVN-75 30 N/A

APPENDIX B INTERMEDIATE FLIGHT PREPARATION

B-2 ENTITY PARAMETERS

Entity Max Speed (KIAS) Max Alt (ft.)

Sailboat 20 N/A

Shrimper 15 N/A

Freighter 300' 24 N/A

Cruise Ship

700' 20 N/A

Oil Tanker 21 N/A

Container Ship 23 N/A

Ohio 24 N/A

Sang-O 8 N/A

Romeo 15 N/A

Sonobuoy N/A N/A

MCS EQUIPMENT OPERATION QUICK REFERENCE CHECKLISTS C-1

APPENDIX C

MCS EQUIPMENT OPERATION QUICK REFERENCE CHECKLISTS

INS SETUP AND OPERATION

1. Run BIT:

a. Press BIT Button.

b. Any detected fault codes display after 10 seconds.

2. Ground Alignment (Only when ownship is stationary):

a. Press HOLD button.

b. Enter initial LAT/LONG.

c. Press ALGN button.

NAV button is enabled after 240 Seconds (Nav Ready Indication).

3. In-Flight Alignment:

a. Ensure GPS is in TRACK mode.

b. Press GPS POSN button.

c. Press ALGN button.

NAV button is enabled after 85 seconds (Nav Ready Indication).

4. Update Position:

a. Ensure GPS is in TRACK mode.

b. Press HOLD button.

c. Press GPS POSN button.

d. Press UPDT button.

INS is updated with GPS Position.

GPS SETUP AND OPERATION

1. Run BIT:

a. Press BIT button.

b. Any detected fault codes display after 10 seconds.

2. Status Display:

a. SV (IDs of tracked satellites).

b. Date/Time (UTC) Available when 1 SV is tracked.

c. Position/Altitude (Available when 4 SV are tracked).

d. FOM 1-9 available (1 is highest).

TACAN SETUP AND OPERATION

1. Select Mode:

– Press either REC, T/R, or A/A button.

APPENDIX C INTERMEDIATE FLIGHT PREPARATION

C-2 MCS EQUIPMENT OPERATION QUICK REFERENCE CHECKLISTS

2. Tune Receiver:

a. Enter TACAN channel number.

b. Select X or Y as required.

3. Display Status:

a. VOR frequency of tuned channel (Paired Frequency).

b. ID of tuned NAVAID

c. Radial from NAVAID (Magenta bearing pointer on EHSI).

d. DME is displayed in range window and on EHSI.

Listen to Audio Morse Code ID by increasing TACAN volume on ICS panel.

FMS SETUP AND OPERATION

1. NAV Mode/Position Update:

a. Press NAV button to select FMS NAV page.

b. Press appropriate mode selection button: BLND, GPS, INS, DR.

c. Update NAV position (INS and DR mode only).

i. Press HOLD button (holds position internally).

ii. Enter LAT/LONG.

iii. Press UPDT button.

Update is applied.

2. Radar Fix (INS and DR modes only):

a. Press FIX button to select radar Fix page.

b. Left click on PPI radar imagery of known reference point (LAT/LONG of designated

point based on current NAV solution is displayed).

c. Enter the reference LAT/LONG/ALT for the point from navigation chart.

d. Press CALC FIX button.

(Fix position is calculated and displayed but not applied.)

e. Press UPDT button.

f. Navigation update is applied.

3. View, Add, Delete, And Modify Waypoints:

a. Press WPT button to display waypoints page (sorts alphabetically).

b. Search list using PREV, NEXT, and FIND buttons.

(Pre-defined waypoints can’t be modified.)

c. Add a waypoint:

i. Press ADD button.

ii. New waypoint is created at top of list.

d. Delete a waypoint:

i. Click on waypoint to select it.

ii. Press DEL button to delete it.

e. Modify a waypoint:

i. Click on a waypoint to select it.

ii. Enter name, LAT/LONG, altitude as required.

INTERMEDIATE FLIGHT PREPARATION APPENDIX C


4. View and Modify a Flight Plan:

a. Press FPLN button to display flight plan page.

(Flight plan is displayed as a sequence of waypoints plus bearing/distance of each

leg.)

b. Use PREV/NEXT buttons to scroll through sequence (max of 25 waypoints).

c. Add a waypoint to the flight plan:

i. Select a waypoint in the sequence.

ii. Press the Add button (displays list of waypoints).

iii. Select waypoint from list.

iv. Select ENTER to confirm selection. (New waypoint is added before the one

highlighted in the flight plan.)

d. Remove a waypoint from the flight plan:

i. Select the waypoint.

ii. Press the DEL button. (Selected waypoint is removed.)

e. Change a waypoint in the flight plan:

i. Select the waypoint.

ii. Press the EDIT button (displays list of waypoints).

iii. Select waypoint from list.

5. Using a Flight Plan to Control Ownship:

(Once waypoints are entered in flight plan)

a. Press FLY button to engage/disengage Autopilot.

b. Press AUTO button to automatically sequence through flight plan legs.

c. To manually sequence to a different leg

i. Press MAN button.

ii. Select the desired TO waypoint.

iii. Press the TO button.

(The alert indicator illuminates 30 seconds prior to the end of the current leg.

Pressing the MARK button creates a MARK waypoint at the current ownship

position.)

ICS SETUP AND OPERATION

*Master volume controls volume from all sources

*ICS/TACAN/Radio volume controls set volumes for their respective sources

1. Monitoring Radios (press RX button for desired radio to monitor):

a. RX OFF (default for radios).

b. RX BOTH (both ears, default for ICS).

c. RX LEFT (left ear only).

d. RX RIGHT (right ear only).

2. Transmitting on Radios (Press TX button for desired radio to transmit on.) (Only one

radio can be selected at a time for transmission.)



RADIO OPERATION

1. Tuning a Radio:

a. Enter preset number to tune a radio to a preset frequency.

b. Enter frequency to tune a radio to a specific frequency.

2. Changing VHF/UHF Settings:

a. Press SETUP button for desired VHF/UHF radio (detailed setting page is displayed).

b. Select Tuning Mode (MAN or MARITIME).

c. Enter desired preset or frequency.

d. Select Modulation (AM or FM).

e. Select Cypher Mode (PLAIN or SEC).

f. Select Guard mode. (At least one UHF/VHF radio must be set to TR+G for guard

monitoring.)

g. Select squelch on and use Up/Down arrow keys to set squelch level.

3. Reviewing UHV/VHF Presets:

a. Enter preset number or cycle through using PREV/NEXT.

b. Press TUNE to tune a selected preset.

4. Modifying a UHF/VHF Preset:

a. Set tuning mode.

b. Enter a frequency or channel.

c. Select modulation.

d. Press SAVE.

5. Creating a New UHF/VHF Preset:

a. Press NEW button.

b. Next unused preset will be selected.

c. Modify the preset as described above.

6. Setting up an HF Radio:

a. Enter Preset or Frequency.

b. Select USB or LSB.

c. Select Cypher Mode (PLAIN or SEC).

d. Set Squelch.

i. Press ON to enable.

ii. Press Up/Down keys to adjust level.

e. To review, modify, and create presets, see UHF/VHF procedures.

7. SATCOM Operation:

a. Enter Preset or channel number.

– Displays uplink and downlink frequencies

b. Select call mode (5K or 25K dedicated).

c. Select Cypher Mode (PLAIN or SEC).

d. To review, modify, and create presets, see UHF/VHF procedures.



RADAR OPERATION

1. Power on Radar:

– Press PWR button.

i. Radar performs BIT and enters warm-up timeout.

ii. After 5 minutes, radar completes warm-up and enters Standby mode.

2. Run BIT:

– Press BIT button.

i. Radar performs BIT.

ii. BIT completes after 15 seconds.

iii. Fault codes (if any) are displayed.

3. Selecting a Search Mode:

– Press AIR, GND, or AIR/GND button as required.

4. Setting radar to Standby:

– Press TX button.

5. Select Range:

a. Radar PRF: Press Scale Up/Down keys on radar PEP.

b. TACPLOT: Press Scale Up/Down keys on Tactical Control Menu.

6. Set Scan:

a. Press 360 SCAN button for full scan.

b. Press 60 SECT or 270 SECT buttons for reduced sector scan.

c. Press TILT Up/down keys to change antenna tilt angle.

7. Control Gain:

– Press TILT Up/Down keys.

8. Adjust radar display video brightness:

– Press BRT Up/Down keys.

9. Display Radar Range Rings on TACPLOT:

– Press RNG RINGS button.

10. Change Orientation of Radar Video:

– Press HDG UP or NORTH UP buttons (default is North up).

11. Center TACPLOT on Ownship (default setting):

– Press CNTR OSHIP button.

12. Center TACPLOT on hook mark:

a. Hook on desired position on TACPLOT.

b. Press CNTR HOOK button.



SPOT SAR IMAGING

1. Ensure Following Flight Conditions Met Prior to Imaging:

a. Steady heading for at least 20 seconds.

b. GS between 200 and 350 kts.

c. Altitude between 5000 and 35,000 feet.

d. Range between 5 and 87.5 NM.

e. Stare angle within +/- 30˚ of left or right wing line.

f. Grazing angle between 4˚ and 10˚.

2. Press Spot SAR Button.

3. Set up Spot SAR Imaging:

a. Enter target LAT/LONG elevation.

– Can be accomplished by left clicking on the TACPLOT.

b. Press RES button for desired resolution.

c. Ensure TACPLOT is centered on ownship

4. Initiate SAR Imaging:

a. Press START button.

– Spot SAR imaging is displayed after 20 seconds.

b. Press EXPD button to magnify.

STRIP SAR IMAGING





d. Range between 5 and 87.5 NM.

e. Stare angle within +/- 5˚ of left or right wing line.

f. Grazing angle between 4˚ and 10˚.

2. Press Strip SAR Button.

3. Set up Strip SAR Imaging

a. Enter target LAT/LONG elevation of strip centerline start point.


c. Ensure TACPLOT is centered on ownship

4. Initiate SAR Imaging

– Press START button (START becomes CANCEL button).

– Spot SAR imaging is displayed after 20 seconds.



5. Stopping SAR Imaging:

a. Press CANCEL button.

b. Press EXPD button to magnify.

ISAR IMAGING





d. Range between 11.7 and 300 NM.

e. Grazing angle between .01˚ and 4˚.

2. Press ISAR Button to Select ISAR Mode.

3. Set up ISAR Imaging:

a. Enter target LAT/LONG elevation.

– Can be accomplished by left clicking on the TACPLOT.


c. Ensure TACPLOT is centered on ownship.

4. Initiate ISAR Imaging:

– Press START button (START becomes CANCEL button).

– ISAR imaging is displayed.

5. Stopping SAR Imaging:

– Press CANCEL button.

6. Saving a Snapshot Image:

– Press SNAPSHOT button.

i. Displayed ISAR image is saved.

ii. Image name based on mission time is generated for the file.

7. Recall and View a Saved Image:

a. Use PREV and NEXT buttons to cycle through saved images.

b. Press RECALL to view selected image.

IFF INTERROGATOR OPERATION

1. Turn on Interrogator Power:

a. Interrogator powers on automatically when power is applied to radar.

b. Interrogator performs BIT and enters warm-up timeout.

c. Warm-up completes after 60 seconds and IFFI enters Standby. BIT and Display Test

are now available.

d. Once 5-minute radar timeout completes, IFF interrogator transmit modes are

selectable.



2. Run BIT:


3. Run Display Test:

a. Press TEST button.

b. IFF test targets are displayed on PPI.

4. Interrogate:

a. Press TX MOM to interrogate for one minute.

b. Press TX CONT to interrogate continuously.

IFF TRANSPONDER OPERATION

1. Turn on Transponder Power:

– Press power button on IFFT Modes and Codes panel.

2. Set Response Codes:

– Entered desired codes for M1, 2, 3/A (Mode 3/A must be enabled to select Mode C).

3. Select Emergency Response Code:

– Press desired reply button.

4. IDENT:

– Press IDENT button (transponder will provide ATC Ident for 20 seconds).

EO OPERATION

1. Select EO Camera:

– Press EO button.

2. Select Pointing Mode


3. Slew Camera to Marked Point:

a. Left Click on TACPLOT to select desired slew point.

b. Enable point mark feature by pressing POINT MARK button.

c. Press SLEW button twice.

4. Change Field of View:

– Use FOV Up/Down keys.

5. Change Image Focus:

– Use FOCUS Up/Down keys or press AUTO button.

6. Change Image Brightness:

– Use BRT Up/Down keys.



IR OPERATION

1. Select IR Camera:

– Press IR button.

2. Select Pointing Mode.

3. Slew Camera to Marked Point.

4. Change FOV, Focus or Brightness.

5. Change Sensor Gain:

– Use SENS up/dn keys.

6. Change Image Polarity:

– Press WHT or BLK buttons for white-/black-hot respectively.

EO/IR COMMON CONTROLS

1. Applying a Filter:

a. Press SUN button to apply polarizing filter (reduces glinting).

b. Press HAZE button to apply haze penetration filter.

2. Freezing Display Image:

– Press FRZ button.

3. Saving a Snapshot Image:

– Press snapshot button.

i. Currently displayed EO/IR image is saved.

ii. System automatically generates an image name based on mission time.

4. Recalling and Viewing a Saved Image:

a. Use PREV and NEXT buttons to select from saved images.

b. Press RECALL button to view the selected image.

ESM OPERATION

1. Power on ESM System:

– Press PWR button.

2. Run BIT:


i. ESM takes 10 seconds to run BIT.

ii. Fault codes (if any) displayed.



3. Emitter Summary Display List:

a. Classification

b. Nominal frequency

c. PRI

d. Classification probability

e. Use VIS button to toggle visibility on TACPLOT.

f. Use PREV and NEXT buttons to scroll through list.

g. Click on emitter in list to view emitter details.

DATA LINK OPERATION

1. Press Power Button.

2. Enter the Network:

a. Enter NET number (simulates crypto day).

b. Enter ownship JU.

c. Enter track pool lower number.

d. Enter track pool upper number.

3. Create New Link Track:

– Select an existing local track on TACPLOT.

i. PEP track page is displayed and populated with track data.

ii. Press REPORT TRACK button.

iii. Terminal will assign an unused track number from the pool.

iv. Terminal will start sending track reports for the track.

4. Drop a Track:

a. Select desired track on TACPLOT.

b. Press DROP TRACK button.

5. To Cease Reporting a Track:

a. Select desired track on TACPLOT.

b. Press green illuminated Report Track button (button will un-illuminate).

6. De-cluttering the TACPLOT:

a. Select Affiliations to be displayed.

b. Select Domains to be displayed.

c. Enter maximum display range if desired.

– Tracks with force tell flag are always displayed.

7. Send a Text Message to another JU:

a. Enter message text in TX box.

b. Enter destination JU address in TO box.

c. Press SEND button.



8. Receiving a Text Message from another JU:

a. DATALINK button on PEP subsystem menu flashes to alert arrival of message.

b. Message text and sender’s JU address is displayed in RX/FROM boxes when

DATALINK button is pressed.

9. Monitoring J-Voice:

a. Select A or B using VOICE A or VOICE B button (NPG 12 or 13).

b. Enter appropriate net number in the channel box (NPG 12 and 13 are stacked nets).

10. Transmitting on J-Voice:

a. Ensure data link TX is selected on ICS control panel.

b. Select A/B and channel as above.

c. Press radio PTT to transmit.

11. Taking Remote Data Link Tracks into Local Stores:

a. Ensure track has radar or IFF coverage on it and the local and data link track are auto-

associated.

b. Press “Report Track” Button (Button will illuminate and track will retain the track

number already assigned to it).

DATA MANAGEMENT SYSTEM OPERATION

1. Create a Mark Aid:

a. Press TAC AIDS button on Tactical Control menu.

b. Press MARK button.

c. Left click on TACPLOT at desired mark location.

d. Press NEW button.

– Mark aid is created with default name Mxx.

2. Modify a Mark Aid:

a. Enter LABEL, LAT, and LONG as required.

b. Select Affiliation as required.

3. Set a Mark Aid as a BULLSEYE:

– With Mark Aid hooked, press BULLSEYE button on Mark Aid PEP page.

4. Delete a Mark Aid:

– Press DEL button.

5. Create a Vector Aid:

a. Press VECT button on Tactical Aids PEP page.

b. Left click on TACPLOT at desired vector start location.

c. Press NEW button.

– Vector aid is created with default name Vxx. Default vector end is ownship

position.



6. Modify a Vector Aid:

a. Enter LABEL, LAT, LONG, END LAT, END LONG as required.


– Vector start and endpoints can be defined by pressing HOOK START/HOOK

END and clicking on TACPLOT object.

7. Delete a Vector Aid:


8. Create a Line Aid:

a. Press LINE button on tactical aids PEP page.

b. Left click on TACPLOT at desired line end location.


– Line aid is created with default name Lxx. Default line start is current

ownship position.

9. Append a Line Segment:

a. Press ADD button.

b. Left click on TACPLOT at desired location.

c. New segment is added at end of line.

10. Insert a Line Segment:

a. Select a line point on PEP page.

b. Press INS button.

– A new point is inserted into the line before the selected point.

c. Left click on TACPLOT to define its position.

11. Delete a Line Segment:

a. Select point to be deleted on PEP page.

b. Press REM button.

– The selected point is removed from the line.

12. Closing a Multi-Segment Line Aid to Create a Polygon:

– Press CLOSE button.

– An additional line segment is added from end to start to create a polygon.

13. Give Velocity to a Line Aid:

– Enter SPEED and HDG values.

14. Delete a Line Aid:




15. Create a Circle Aid:

a. Press CIRC button on Tactical Aids PEP page.

b. Left click on TACPLOT at desired circle center location.


– Circle aid is created with default name Cxx and default radius of 5 NM.

16. Modify a Circle Aid:

a. Enter LABEL, LAT, LONG, RADIUS, EXPANSION, SPEED, HDG as required.

– Also accomplished by selecting a position on the TACPLOT (left clicking).


17. Slave a Circle Aid to a Track:

a. Press ATTACH button on TACAID Circle page.

b. Hook desired master track on TACPLOT (Note ATTACH button now reads

DETACH).

c. Press DETACH button to un-slave circle from track.

18. Delete a Circle Aid:


19. Create a New Operator Track:

a. Press TRACK button on PEP tactical control page.

b. Left click on TACPLOT at desired track position.

c. Press NEW button on PEP track page.

– A new operator track is created (system assigns track number, label in form of

Cxx, and sets affiliation to “Pending” and type to “Surface, Unknown”).

20. Update an Operator Track:

a. Left click on TACPLOT track symbol.

b. Set Affiliation/Domain as required.

c. Set Type.

i. Click on Type field.

ii. Select type from list.

d. Set Velocity.

– Enter COURSE and SPEED values.

e. Update Position.

– Enter LAT and LONG fields or click on TACPLOT.

21. View Radar Track Information:

– Click on track symbol on TACPLOT.

– Generated radar tracks are assigned track number and label in form of Rxx.

System assigns domain, sets affiliation to “Pending” and type to “Unknown.”

Track position and velocity are generated and automatically displayed.



22. Update a Radar Track:

a. Click on track symbol on TACPLOT.

b. Set Affiliation/Domain.

c. Set type.

23. View IFF Track Information:

– Click on track symbol on TACPLOT

– Generated IFF tracks are assigned track number and label in form of Ixx.

System assigns domain, sets affiliation to “Pending” and type to “Unknown.”

Track position and velocity are generated and automatically displayed.

24. Update an IFF Track:

a. Click on track symbol on TACPLOT.


c. Set type.

25. Translate a Track or TACAID:

a. Hook the Track or TACAID to be translated.

b. Highlight either the LAT or LONG field of the track or TACAID.

c. Left click on the desired position on the TACPLOT (note that position’s LAT/LONG

is now populated in the track or TACAID’s LAT/LONG fields.

d. Perform the translation by pressing “enter” on the keyboard.

26. View ESM Bearing Information:

– Click on emitter gutter label on TACPLOT or Click on emitter row on ESM PEP.

– System assigns track number and label in the form Exx. System displays

bearing line on TACPLOT, assigns domain, sets affiliation to “Pending” and

type to “Unknown.” Emitter bearing, frequency, and PRI are displayed.

27. Update an ESM Bearing:

a. Click on emitter gutter symbol or bearing line on TACPLOT.


c. Set Type.

28. View ASW Bearing Information:

– Click on ASW bearing on TACPLOT.

– System assigns track number and label in the form Axx. System displays

bearing line on TACPLOT, sets affiliation and type to “Unknown.”

29. Update an ASW Bearing:

a. Click on ASW bearing line on TACPLOT.


c. Set Type.



30. Create an AOP based on ESM Bearing:

a. Hook ESM bearing on TACPLOT.

b. Press TRACK MGMT PEP Tactical Menu to bring up Track Management PEP.

c. Press BRG MARK button to create an ESM Marker from the ESM bearing line.

d. Repeat to create multiple intersecting ESM marks.

e. Press MULTI-HOOK button and hook ESM Mark lines (at least 3, Max of 4).

f. Press Build AOP button to create an AOP from the hooked ESM marks.

31. Update an AOP:

a. Click on AOP on TACPLOT.


c. Set Type.

d. Set Course and Speed if desired.

TRACK FUSION

1. Create a Fused Track Manually:

a. Press TRACK MGMT button on PEP tactical menu to select Track Management

PEP.

b. Press MULTI-HOOK button and hook tracks to be fused (contributors listed on

PEP).

c. Press FUSE button to fuse the selected tracks.

2. Setting Auto-Track Fusion:

a. Press AUTO FUSE button.

b. Tracks meeting the following rules will be automatically fused.

i. Position within 1 NM

ii. Course within 22.5 degrees

iii. Speed within 5 kts (or 25 kts when entity is travelling greater than 100 kts)

– The SHOW feature displays the old tracks that comprise the fused track.

Fused tracks will automatically un-fuse if rules are no longer met.

There is no practical reason to ever select Auto-Fuse function. Best use of Fusion is fusing

an AOP to surface tracks , an AOP to its respective LOB to create a track approximating the

emitter location, and ASW LOB to entities providing they belong to that entity beyond a

reasonable doubt.

BASIC IOS OPERATING PROCEDURES D-1

APPENDIX D

BASIC IOS OPERATING PROCEDURES

This appendix provides a basic IOS tutorial for operators in order to facilitate self-study sessions.

At times, it may be necessary for operators to load and execute self-study events from the IOS.

Operator login permissions will allow them access to self-study scenarios available in the

Operator Self-Guided Folder.

SELECTING A SCENARIO

APPENDIX D INTERMEDIATE FLIGHT PREPARATION

D-2 BASIC IOS OPERATING PROCEDURES

STARTING/STOPPING AN EVENT

INTERMEDIATE FLIGHT PREPARATION APPENDIX D


FREEZING/RESUMING AN EVENT



USING THE SITUATIONAL AWARENESS DISPLAY (SAD)

The SAD incorporates the following display elements:



MONITORING OPERATOR DISPLAYS



MONITORING COMMUNICATIONS

ENTITY MANEUVER CHARACTERISTICS



Entities can be created by selecting desired placement on the SAD, right clicking and choosing

“CREATE” from the pop-up menu, then selecting what type of entity and finally specific entity

from the associated drop-down menus. Entity modification will then be available by selecting

the entity then selecting the various tabs under the “ENTITY PROPERTIES” window on the

lower right of the IOS.

OWNSHIP MONITORING AND CONTROL

The following is information available on the Ownship Navigation monitoring window.



The AUTO feature on the ownship steering window is similar to the autopilot power selector in

an aircraft. Once power is enabled (the AUTO button is selected at the IOS), Switching to

AUTO at the operator station enables the FLY button on the operator FMS. The operator can

then enter a flight plan and engage the auto pilot by selecting the FLY button. In MANUAL

mode on the IOS, the operator at this station can role play the flight deck and take verbal

commands from the operator station and adjust heading, altitude, and airspeed with manual

inputs.

NOTE

To simulate proper calculated lead turn at 420 kts TAS, the TURN

window must be set to 1 DEG/SEC.



OWNSHIP SUBSYSTEM MONITORING AND CONTROL

Navigation Systems

Comm Systems



IFF System

Radar



EO/IR

ESM



Data Link

Ownship Malfunction Control



Role Playing



TACAID is created centered on point of last left-click selection.



Un-check the “Hidden” box to display TACAID on student station



TACAID Circle Created and Centered on Cruise Ship Track R38.