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a. Operations Officer. The ship's operations officer is responsible for the control of airborne aircraft unless control is assigned to other authority. Control refers to all airborne operations not incidental to the actual launch or recovery of aircraft.

b. Air Operations. The air operations officer is responsible to the operations officer for coordinating matters pertaining to flight operations. He also ensures that the AOCC/HDC functions properly.

c. Air Officer (Air Boss). The air officer is responsible for visual control of all aircraft operating in the control zone. Under Case I and II conditions, this responsibility may be extended beyond the control zone to include all aircraft that have been switched to the air officer's control frequency. For special operations such as bombing a sled or conducting air demonstrations, the air officer may exercise control outside the control zone. Additionally, he is the control zone clearing authority. Agencies wanting to operate aircraft within the control zone will obtain the air officer's approval before entry. This clearance will include--

· Operating instructions for avoiding other traffic (as required).

· Information concerning hazardous conditions.

· Altitude and distance limitations at which aircraft may be operated.

d. Combat Information Center Officer. The CIC officer is responsible for mission control of aircraft that he is assigned. This includes providing separation from other traffic operating near the ship and ensuring that mission controllers know the basic procedures for air traffic control. He also will ensure that controllers know their responsibilities for issuing traffic advisories to aircraft operating in visual conditions and for the safe separation of aircraft operating in instrument conditions. Upon request, the CIC officer provides information concerning areas of special operations such as air-to-surface weapon drops and air-to-air missile shoots.

e. Tactical Air Officer. The tactical air officer controls and coordinates airborne tactical aircraft and helicopter operations with supporting arms and other air operations through the TACC (afloat).

Weather in the control zone is the most prominent factor that affects the degree of control. Unless higher authority states otherwise, the air operations officer determines the type of control used during departure and recovery.

a. Close Proximity Operations. Amphibious task force operations often require close proximity flight operations by two or more aviation and/or amphibious aviation assault ships. When this occurs, CVs, LPHs, LHAs, and LHDs should be assigned operating areas large enough to preclude mutual interference. At times, operational constraints may require that aviation and/or amphibious aviation ships operate within 10 nm of one another, which creates an overlap of control zones. To ensure operational safety and efficiency when these operations are anticipated, the OTC distributes special instructions (spins) that describe the limits of each ship's airspace control. These instructions also will describe the procedures used for VMC operations between contiguous control zones.

b. Planning. Detailed planning should be conducted to prescribe the responsibilities and procedures to be used during anticipated close proximity operations. Planning considerations should include, but are not limited to--

· Meteorological conditions (IMC or VMC).

· The type and number of aircraft (characteristics that affect control requirements).

· The type, number, and disposition of ships.

· The type of operations planned (EMCON, well-deck operations, VERTREP, refueling, and so on).

· Communications (equipment frequency availability and so on).

c. Operations. During concurrent flight operations by two or more LPHs/LHAs/LHDs or concurrent operations between an LPH/LHA/LHD and other aviation-capable ships (fixed-wing or rotary-wing), each ship will remain in its assigned operating area to reduce air traffic coordination problems. To avoid interference, AOCC/HOC will monitor and coordinate flight patterns. Before any aircraft operations are conducted between contiguous control zones and/or within 10 nm of the LPH/LHD, an exchange of air plans must be included in the prelaunch procedures. These procedures also must include a notification by air-capable ships and an acknowledgment by the LPH/LHA/LHD.

NOTE: Unscheduled launches or recoveries due to emergency or operational necessity are permissible. They must, however, be coordinated with the OIC as soon as possible because of the danger involved in contiguous flight operations.

d. Electronic Control. The five types of electronic control are close, advisory, monitor, nonradar, and electronic emission .

(1) Close Control. This control is used--

· During helicopter operations when the ceiling is 500 feet or less.

· During helicopter operations when the forward flight visibility is 1 mile or less.

· During all flight operations between one-half hour after sunset and one-half hour before sunrise (except as modified by the OTC or ship's commanding officer).

NOTE: Night time helicopter touch-and-go operations are excluded from close control if a visible horizon exists.

· During a mandatory letdown in thunderstorm areas.

· In other situations when supervisory personnel anticipate weather phenomena that might cause difficulty for pilots.

(2) Advisory Control. This control is used when traffic density in an operating area requires a higher degree of control for safety of flight than required under VFR. Advisory control normally is limited to MG and is recommended for all operations in or adjacent to oceanic control areas or routes.

(3) Monitor Control. This control is used only when aircraft are operating outside controlled airspace and the pilot can safely assume responsibility for separation from other traffic.

(4) Nonradar Control. This control is used when the ship's radar is inoperative or so degraded that it cannot provide radar separation of air traffic under conditions that normally require close control. The decision to attempt to control aircraft at night or during IFR conditions will be made only after considering the--

· Actual meteorological conditions.

· Degree of radar degradation.

· Expected duration of radar degradation.

· Fuel states/fuel available for delays.

· Divert field suitability/availability.

· Operational requirement.

· Departure or recovery in progress at the time a nonradar environment develops.

· Availability of other surface or airborne platforms to provide radar traffic separation and approach information.

e. Electronic Emission Control. The ship's operations officer is responsible for EMCON and setting EMCON conditions. Special procedures may be necessary to perform the some operations during various conditions. These operations are--

· Aircraft handling.

· Launch.

· Departure.

· Mission.

· Arrival.

· Recovery.

· Maintenance.

Before conducting operations under EMCON conditions, detailed briefings must be conducted that cover responsibilities and procedures. All flight crew members, controllers, and aircraft handling personnel will attend these briefings and familiarize themselves with their procedural responsibilities. Overhead messages will include applicable EMCON instructions.

a. The control zone will not be effective in any portion of the area that extends into, under, or abuts controlled airspace airfields. The upper limit of the control zone must not penetrate the FCA, the floor of a TCA, or other controlled airspace. Likewise, the lateral extent is not effective in any portion that extends into or abuts controlled airspace as defined in the applicable FAA/ICAO aeronautical publications.

b. The control zone is not effective in an area that lies within special-use airspace (restricted area, MOA, and so forth) without authorization of the designated controlling agency.

c. The outer limit of the control zone will not be established closer than 10 nm to any airway, controlled airspace, or special-use airspace unless approved by cognizant authority (controlling activity, scheduling activity, or FAA facility).

d. The need may arise to activate a control zone in fleet operating areas in uncontrolled airspace. To do this, the ship's commander must coordinate with and get approval from the applicable FACSFAC, operations coordinator, numbered fleet commander, or FAA facility. He also must follow the same procedures to activate a control zone in underlying airways or controlled airspace or adjacent to special-use airspace.

The following separation standards are used for aircraft under close control. These restrictions do not apply to tactical maneuvers such as air intercept rendezvous and close ASW action.

a. Lateral Separation. The following separation standards apply to aircraft controlled by designated air search radars:

(1) Aircraft operating 50 miles or more from the monitoring antenna must be separated by a minimum of 5 miles.

(2) Aircraft operating within 50 miles of the monitoring antenna and are not within 10 miles on a designated approach must be separated by a minimum of 3 miles.

(3) Aircraft on a designated approach and inside 10 miles must be separated by a minimum of 2 miles.

(4) Aircraft established on final within 5 miles must be separated by a minimum of 1 1/2 miles.

Aircraft given positive separation through nonradar control using a published approach/departure will be separated by two minutes (5 miles separation when using DME).

b. Vertical Separation.

(1) Jet and turboprop aircraft operating at altitudes up to and including FL 290 will be separated by 1,000 feet vertically. Aircraft operating at altitudes above FL 290 will be separated by 2,000 feet vertically.

(2) Helicopters will be separated by 500 feet vertically. Helicopters will be separated from fixed-wing aircraft by 1,000 feet vertically.

a. Unless otherwise directed, all aircraft will be under positive communications control while operating at sea. Pilots will not shift frequencies without notifying and/or obtaining clearance from the controlling agency. Communications procedures during ZIP-LIP/EMCON conditions will be specified during the preflight briefing. The following paragraphs outline how control of radio circuits is exercised.

(1) AOCC/HDC.

· Primary control of assigned ship-to-shore ATC and intratype administrative frequencies.

· Primary control of assigned GCA frequencies.

· Primary control of helicopter direction (tactical) frequencies.

· Secondary control of aircraft guard frequencies.

· Secondary control of land/launch frequencies.

· Secondary control of tactical air frequencies.

(2) CIC/TACC.

· Primary control of all air tactical frequencies not otherwise assigned.

· Primary control of aircraft guard frequencies.

· Secondary control of ship-to-shore ATC and intratype administrative frequencies.

(3) PriFly.

· Primary control of land/launch frequencies.

· Secondary control of aircraft guard frequencies.

· Secondary control of departure control and final approach frequencies.

· Secondary control of assigned ship-to-shore ATC and intratype administrative frequencies (where installed equipment permits).

b. Strict radio discipline is mandatory. Voice procedures must be concise and should not vary from standard air control phraseology given in Navy regulations (ACP 165 and current OPNAVINST 3721.1-series). The unit or ship call sign and the aircraft side number or alphanumeric call signs will be used exclusively after initial contact. Radio circuits that are used to control air traffic are recorded continuously during hours of operation.

c. Communications security is best accomplished by strict adherence to the principles of radio discipline. In addition, equipment in naval aircraft and ships offer a significant COMSEC capability that should be used to the greatest extent practicable. All units with COMSEC capability should develop tactical doctrine designed to deny SIGINT forces access to vital intelligence. Detailed functional descriptions of COMSEC equipment are found in pertinent classified documents. All personnel who have access to radio equipment must be briefed that certain restrictions are placed on all radio transmissions to prevent disclosure of EEFI.

From a control standpoint, emergencies fall into five categories. These categories are communications failure, navigational aids failure, aircraft systems failure, crew member injury or illness, and ship system casualty. The resolution of an emergency involves a command decision based on the type of emergency and the weather conditions in the recovery area. AOCC/HDC must collect every detail that might help evaluate an emergency and keep the command and other interested agencies properly informed. The following paragraphs discuss the basic procedures to follow when communications and navigation equipment fail. Emergencies that occur when navigation aids and/or communications are operational should be handled according to existing circumstances. Emergency procedures for aircraft system failures are covered in the appropriate NATOPS flight manual.

a. Initial Control Responsibility. The agency that has control of the aircraft when the emergency occurs has initial control responsibility. Aircraft in distress should not change radio frequencies if satisfactory radio contact is established. Neither should controllers require that aircraft in distress change frequencies.

b. Basic Emergency Control Procedures. When pilots experience communications and/or navigation equipment failure, they should follow procedures consistent with Army and FAA regulations. Controlling agencies will be alert for conditions that indicate communications or navigation failures. As appropriate, these agencies should--

· Attempt to establish communications with the aircraft.

· Attempt to establish control of the aircraft.

· Vector the aircraft.

If the controlling agency cannot communicate with the aircraft,--

· Identify the aircraft on radar and maintain a track.

· Vector available aircraft to join, if practical.

· Clear all other aircraft from the track of the distressed aircraft.

· Broadcast instructions and essential information in the blind.

c. Crew Member Injury or Illness. If a crew member is injured or becomes ill, state the nature of the injury or illness, request assistance, and state your intentions to the controlling agency. Under these conditions, aircraft normally are handled as an emergency and vectored for immediate recovery. When divert or recovery is not possible, ditching procedures are performed according to the aircraft operator's manual..

d. Ship System Casualty. A ship system casualty can result in complete shipboard communications equipment and navigational aid failure. Certain casualties may result in the inability to maneuver the ship to the BRC and provide optimum winds. Pilots must be familiar with the conditions that indicate a ship system casualty and perform the following actions, as appropriate:

· Attempt to establish communications and coordination with other aircraft.

· Enter Charlie pattern and obey visual signals.

· Execute divert procedures.

· Execute ejection or ditching procedures according to the aircraft NATOPS flight manual.

The controlling agency will advise the aircraft of the BRC and/or all course changes. Transient aircraft approaching the ship for landing will contact AOCC/HDC at least 25 miles out or when "Feet Wet."

a. When the position of an aircraft is in doubt, the controller will immediately begin the procedures outlined below.

(1) Attempt to obtain radio or radar contact. Use a relay aircraft to attempt radio contact on the circuit in use and on guard frequencies. Continue to send information in the blind and search all IFF modes. Begin a communications search and monitor the guard channels (243.0 and 40.50) for emergency aircraft calls.

(2) Inform the OCE/OTC.

(3) Keep an estimate of the aircraft's fuel state.

(4) Check the weather and clear airspace for emergency marshal as required.

(5) Check to ensure that navigation aids are operable. If navigation aids are inoperable, alert the command for the possible use of other aids to lost aircraft such as search aircraft, black smoke, vertical searchlights, antiaircraft bursts, starshells, fire control tracking balloons, and an energized prebriefed sonobuoy channel.

(6) If communications or radar contact cannot be regained before expiration of the aircraft's last known fuel state, activate the command SAR plan.

b. When contact is regained, perform the following:

(1) Check the fuel state.

(2) Vector the aircraft to the ship or divert, as appropriate.

(3) Vector the aircraft for escort, if necessary.

(4) Maintain regaining contact track of the aircraft.

(5) If communications are unsatisfactory, use a relay aircraft or have the lost aircraft gain altitude, if possible.