Air traffic control, as
used in this manual, should not be interpreted to imply that path
finders have the same role and mission as regular air traffic
controllers. With the lack of sophisticated radar, weather monitoring
equipment, and aircraft guidance equipment, the pathfinder can
only advise and inform the pilot. The final decision to land,
take off or drop equipment and personnel lies with the pilot.
Air traffic control communication
prevents collisions, expedites traffic, and provides flight information,
using radio or directional light signals.
Pathfinders issue specific
commands regulating vehicles, equipment, or personnel in the movement
area. They aid in search-and-rescue operations (STANAGs 2863 and
3281), and they promote the safe and expeditious flow of air traffic
by issuing clearances, instructions, and information.
a. Pathfinders, as ATCs, provide
control service based upon observed or known traffic and airfield
conditions that might constitute a hazard. These conditions include
surface conditions; parachutists within control zones; vehicular
traffic temporary obstructions on or near the LZ, DZ, or airfield;
other aircraft; and enemy or friendly activities.
b. Pathfinders are responsible
for surveillance of all visible air traffic operating
within and around the airspace of the LZ, DZ, or airfield. They
are also responsible for all aircraft, vehicles, and personnel
in the movement area of the LZ, DZ, or airfield.
NOTE: Terms peculiar to ATC
tasks are included in this chapter and the glossary.
Pathfinders and pilots must
speak clearly and listen to each other to communicate vocally.
A clear, decisive tone of voice is the best indication that the
situation is well in hand. If a pathfinder sounds vague/hesitant,
pilots may be reluctant to follow their instructions. A firm,
confident voice and the use of standard words and phrases are
necessary to facilitate the safe and orderly flow of traffic.
NOTE:
The phonetic alphabet is used to indicate single letters, initials,
or for spelling words whenever similar sounds or difficulties
in communication make it necessary.
a. A voice transmission is
a brief, concise, and uniform flow of communication. The pathfinder
controller must speak distinctly and pay special attention to
numerals. When the accuracy of a message is doubted, the complete
message or essential parts are repeated. Radiotelephone communications
use the following speech techniques.
-
(1) Speak directly into the
microphone.
(2) Speak in a normal, conversational
tone.
(3) Avoid monotonous voice
pitch.
(4) Avoid speaking too slow
or too fast.
(5) Avoid emotion, nervousness,
and indecision in voice tone.
(6) Speak with confidence,
especially in emergencies.
-
(1) The pathfinder is responsible
for issuing instructions and information relative to all known
traffic conditions.
(2) At least one component
of a standard traffic pattern (final approach) will be used by
the pilot, consistent with instructions issued by the pathfinder.
(3) Pilots have the final
authority on whether to accept clearances issued by a controller
or not.
A pathfinder controller uses
the following formats and sequences for ground-to-air radio communication.
a. He sets up his initial call-up sequence to an aircraft as follows:
-
(1) Identification of the
aircraft being called.
(2) The words, THIS IS.
(3) Identification of the
calling unit.
(4) The type of message to
follow (when this will assist the pilot).
(5) The word OVER. TANGO TWO
SIERRA TWO SIX (T2S26), THIS IS CHARLIE THREE DELTA THREE SIX
(C3D36) (short pause), OVER.
-
(1) Identification of aircraft
initiating the call-up.
(2) The words, THIS IS.
(3) Identification of the
pathfinder control unit.
(4) The word OVER. SIERRA
TWO SIX, THIS IS DELTA THREE SIX, OVER.
SIERRA TWO SIX, WIND CALM,
CLEAR TO LAND.,OVER.
d. He may shorten the transmissions
when no confusion is likely to occur. He may use just the last
three numbers (or letters) of an aircraft's identification once
communication is established with aircraft. SIERRA TWO SIX, WIND
CALM, CLEAR TO LAND,OVER.
e. He may omit THIS IS from
his reply. SIERRA TWO SIX, DELTA THREE SIX, OVER.
f. He may omit the facility
identification after communication is established. SIERRA TWO
SIX, TURN TO HEADING ZERO FOUR FIVE, OVER.
g. He may transmit a message
immediately after call-up (without waiting for aircraft reply)
when it is short and receipt is ensured. SIERRA TWO SIX, EXTEND
DOWNWIND, OVER.
h. He may omit OVER if the
message obviously requires a reply. SIERRA TWO SIX, WHAT IS YOUR
LOCATION?
i. He may emphasize appropriate
numbers, letters, or words to distinguish between similar aircraft
identifications.
j. He does not transmit to
an aircraft during the final approach, touchdown, landing roll
(touchdown), takeoff (lift-off), initial climb, or turn away from
the field. It is very important that the pilot give his undivided
attention to flying the aircraft at these times. However, any
observed condition or known information that may affect the safety
of the aircraft is transmitted immediately. Under no circumstances
is information pertaining to hazardous runway, field, weather,
or traffic conditions withheld from the pilot of an approaching
aircraft.
A pathfinder controller verbalizes
numbers when transmitting by number units or digits.
a. He transmits ceiling heights
and flight altitudes using either way.
CEILING FIVE HUNDRED (one
unit); or CEILING FIVE ZERO ZERO (digits for emphasis).
ALTITUDE
ONE THOUSAND THREE HUNDRED (two units) or ALTITUDE ONE THREE ZERO
ZERO (digits).
b. When expressing time, he
uses the word TIME followed by the number.
| 0115 HOURS | TIME, ZERO ONE ONE FIVE. |
| 1315 HOURS | TIME, ONE THREE ONE FIVE. |
c. When transmitting elevation
numbers, he uses the words FIELD ELEVATION and the number.
| Elevation | Radio Communication |
| 17 (feet) | FIELD ELEVATION SEVENTEEN. |
| 50 (feet) | FIELD ELEVATION FIFTY. |
d. When transmitting wind
speed, he uses the word WIND followed by compass direction and
velocity (knots).
WIND TWO SEVEN ZERO AT FIVE.
e. When giving the heading,
he uses the word HEADING followed by compass numbers (degrees);
he omits the word DEGREES.
HEADING ONE TWO ZERO.
HEADING ZERO ZERO FIVE.
HEADING THREE SIX ZERO. (Indicates
north [direction] heading.)
A pathfinder controller uses
set phrases to control aircraft. Familiarity with the terminology
and phrase style is essential.
a. Instruction Examples.
-
(1) To issue takeoff (lift-off,
departure) clearance when a delay is not desired.
SIERRA TWO SIX CLEARED FOR
IMMEDIATE TAKEOFF (DEPARTURE), OVER.
(2) To issue takeoff (lift-off)
clearance when aircraft is delaying on the runway.
SIERRA TWO SIX, TAKE OFF (DEPART)
IMMEDIATELY OR TAXI OFF THE RUNWAY, OVER.
(3) To authorize a requested
straight-in approach after landing instructions have been issued.
SIERRA TWO SIX, STRAIGHT -
IN APPROACH (to landing strip or LZ) APPROVED, OVER
(4) To authorize a right-hand
traffic pattern.
SIERRA TWO SIX, RIGHT TRAFFIC
APPROVED, OVER.
(5) To issue the landing sequence.
SIERRA TWO SIX, YOU ARE NUMBER
THREE TO LAND; FOLLOW THREE EIGHT FIVE (aircraft identification
number) ON DOWNWIND, OVER.
(6) To instruct an aircraft
to extend downwind leg to obtain necessary aircraft separation.
SIERRA TWO SIX, EXTEND DOWNWIND
FOR TRAFFIC SPACING, OVER.
(7) To advise an aircraft
of information not included in landing instructions but important
to aircraft safety.
SIERRA TWO SIX, BE ADVISED
WE ARE RECEIVING AUTOMATIC FIRE FROM THE EAST OVER.
(8) To try to establish communication
with and learn the identification of an aircraft in his area.
UH-ONE, TWO MILES WEST OF
BLUE STRIP, STATE CALL SIGN, OVER.
(9) To instruct aircraft to
circle the LZ orlanding strip.
SIERRA TWO SIX, MAINTAIN LEFT
(RIGHT) CLOSED TRAFFIC, OVER.
(10) To issue a clearance
to land.
SIERRA TWO SIX, CLEAR TO LAND,
OVER.
(11) To instruct an aircraft
on final landing approach that clearance has been cancelled.
SIERRA TWO SIX, CONDUCT GO-AROUND,
OVER.
(12) To inform an aircraft
to continue its approach to the landing area.
SIERRA TWO SIX, CONTINUE APPROACH,
OVER.
(13) To inform pilot of observed
aircraft condition upon request or when necessary.
SIERRA TWO SIX, LANDING GEAR
APPEARS DOWN AND IN PLACE, OVER.
(14) To describe vehicles,
equipment, or personnel in the movement area in a manner that
will assist pilots in recognizing them.
SIERRA TWO SIX, AIRCRAFT TO
LEFT OF RUNWAY, OVER. SIERRA TWO SIX, VEHICLES ON TAXIWAY, OVER.
(15) To describe military
traffic as appropriate.
SIERRA TWO SIX, BE ADVISED
HELICOPTER ON DEPARTURE END, OVER. SIERRA TWO SIX, BE ADVISED
CH-FOUR SEVEN (CH-47) ON RIGHT SIDE OF RUNWAY, OVER.
(16) To describe the relative
positions of traffic using the clock direction-and-distance method.
SIERRA TWO SIX, U-SIX, YOUR
THREE O'CLOCK, FIVE HUNDRED METERS, OVER.
-
(1) Abort. Do not complete
landing or takeoff (lift-off).
(2) Acknowledge. Was
message received and understood?
(3) Affirmative. Yes.
(4) Be advised. Indicates
additional information is forthcoming, such as an unusual condition
or hazard to flight.
(4) Be advised. Indicates
additional information is forthcoming, such as an unusual condition
or hazard to flight.
(5) Break. Indicates
the separation of back-to-back transmissions to two separate aircraft;
or indicates the separation of the text (message) from other portions
of a transmission.
(6) Conduct go-around.
Do not land, circle the landing area, and begin another approach.
(7) Correction. An
error has been made in transmission; the correct lata is forthcoming.
(8) Execute. Drop personnel
or equipment.
(9) Form your own approach.
Authorizes pilot to enter traffic pattern at his discretion.
(Most suitable for aircraft with a slingload or or flights of
aircraft.)
(10) Go ahead. Instructions
to proceed with message.
(11) I say again. Prefaces
a message repeated by request.
(12) Last calling station.
Identity of station attempting to establish communication
unknown.
(13) MAYDAY. Emergency,
clear airways.
(14) Negative. No.
(15) No drop. Do not
drop personnel or equipment.
(16) Out. Transmission
ends and no response required.
(17) Over. End of transmission;
response is expected.
(18) Read back. Repeat
message.
(19) Report. Pilot
contacts control facility when reaching a designated location,
for example, REPORT ONE MILE OUT.
(20) Roger. Transmission
received and understood
(21) Say Again. Request
repetition of a message.
(22) Standby. Pause
for a few seconds; or, prepare to drop personnel or equipment.
(23) State call sign. Requests
the aircraft's identify.
(24) State intentions.
Requests the aircraft's plans.
(25) State location. Requests
the aircraft's exact location.
(26) Unable to approve.
Pilot's request refused.
(27) Verify. Check
with originator.
(28) Words twice. Communication
difficult; transmit each phrase twice.
(29) WILCO. I understand
and will comply.
(30) You are unreadable
(broken, garbled). Transmission cannot be understood.
The safe landing of aircraft
requires control of the airspace around the site as well as the
area on the ground. Managing air traffic involves using traffic
patterns and maintaining separation of aircraft.
A traffic pattern is a means
of control used by the pathfinder to assist in airspace management
over his location, which is in and around a landing site, airfield,
LZ, or DZ (Figure 3-1). A traffic pattern normally extends out
to one mile from the final approach of the landing area in all
directions, depending on the type of aircraft or size of the facility.
a. In a normal (left) traffic
pattern, the aircraft makes all left turns, keeping airfield,
landing site, LZ, or DZ to the pilot's left. In a right traffic
pattern, the aircraft makes all right turns, keeping everything
to the pilot's right.
b. The traffic pattern is
used to control aircraft separation around a no-threat landing
site. Rotary-wing aircraft may enter the pattern from any direction
as long as safety requirements are met. (Refer to Chapter 4 for
fixed-wing procedures.) The altitude is determined by the height
of the obstacles or aircraft requirement, and maybe adjusted as
the situation dictates.
c. The altitude flown while in the traffic
pattern is normally between 1,000 and 1,200 feet, but may vary
depending on the nature and requirements of the mission.
An aircraft may enter the
traffic pattern from any point and from any direction within the
area surrounding the landing strip/zone, consistent with safety
requirements.
a. Entry into the traffic
pattern normally occurs in the first one third of the closest
leg at an angle no greater than 45 degrees.
b. A straight-in approach
maybe expeditious to a pilot as long as it is within safety requirements.
The criteria for a straight-in approach is that the aircraft is
within 30 degrees on either side of the land heading.
c. A circling approach is
when an aircraft approaches the location from any direction, overflys
the landing site, and circles to the direction of landing. Normally,
the pathfinder advises the pilot which direction to circle to
expedite the approach and to avoid other traffic in the same airspace.
This is the type approach often encountered by the pathfinder.
d. Departing aircraft normally
leave on the same heading as landing or as close to it as possible,
depending upon the wind direction. When the aircraft's destination
is not in the direction of departure, the aircraft may fly a portion
of the traffic pattern. The pathfinder's responsibility is to
ensure that arriving and departing traffic does not conflict.
e. Closed traffic is used
when an aircraft does not land on the first approach, or during
DZ operations when an aircraft is required to make more than one
pass over the DZ.
f. A go-around is used when
for some reason it is not desirable for the aircraft to land after
the pilot has reached the final approach leg of the traffic pattern.
There are five possible legs
to a traffic pattern; however, they are not all used every time.
The minimum pattern that can be flown is the final approach leg;
regardless of the type approach made, the final approach is always
flown.
a. Upwind Leg. flight
course parallel to the land heading in the direction of landing.
b. Crosswind Leg. A
flight course at a right angle to the land heading off its
upwind leg.
c. Downwind Leg. A
flight course parallel to the land heading in the direction opposite
of landing.
d. Base Leg. A
flight course at a right angle to the landing runway off its approach,
extending from the downwind leg to the intersection of the runway
centerline (extended).
e. Final Leg (Approach).
A flight course in
the direction of landing along the runway centerline, extending
from the base leg down to the runway.
The pathfinder controller
issues advisories in his area of responsibility for the safe operation
of aircraft. Such information may include temporary or permanent
conditions on the landing field.
a. Temporary conditions may
include construction work on or immediately adjacent to the movement
area; rough portions of the movement area; degraded braking conditions
caused by ice, snow, mud, slush, or water on the runway; or parked
aircraft on the movement area.
b. No two landing areas and
situations are identical. Each location presents its own problems
with respect to environmental conditions, peculiar weather, preferred
landing directions, and so forth.
-
(1) The final approach to
a particular runway may require a glide slope angle that is higher
than normal.
(2) Unusual terrain features
near the airfield may, under certain wind conditions, create turbulence
that can be hazardous to aircraft operating nearby. Also, helicopters
operating nearby can create turbulence that maybe hazardous to
light aircraft.
(3) Prohibited areas, mountains,
or other obstacles directly in line with the end of the runway
may require abrupt turns immediately after takeoff (lift-off).
(4) Friendly artillery or
mortar fire within the control zone may require that the pathfinder
give the pilot information pertaining to the origin, range, direction,
and maximum ordinate of the firing. Air strikes within the control
zone, especially those involving high-performance aircraft, must
be included. Information pertaining to the enemy situation must
also be given to the pilot.
Spacing provides more Separation
between aircraft in the traffic pattern to alleviate traffic congestion.
There are basically two methods used to obtain the separation
required: the 360-degree turnout and the traffic pattern extension.
a. Instructions for the 360-degree
turnout (a 2-minute maneuver) may be issued at any point in the
traffic pattern except on the final approach. When a pilot receives
instructions to begin a 360-degree turnout, he turns away from
the center of the landing site, makes a wide circle, and reenters
the traffic pattern at about the same point from which he left
it (Figure 3-2). Subsequent turnouts maybe required if adequate
space is not obtained from the first one. An example of the radio
dialogue between the pathfinder and the pilot is as follows:
Pathfinder: DELTA THREE SIX,
BEGIN THREE SIX ZERO DEGREE TURNOUT FOR SPACING AND REPORT REENTRY.
Pilot: ROGER. (After turnout
is complete) LIMA ONE SIX, DELTA THREE SIX HAS REENTERED.
Pathfinder: DELTA THREE SIX,
ROGER, REPORT BASE.
Pilot: ROGER.
b. Extension of the traffic
pattern is limited to three legs: upwind, crosswind, and downwind
(Figure 3-3); however, only one leg may be extended at a time.
The base leg and final approach cannot be extended because they
run back into the traffic pattern itself. Instructions to extend
the traffic pattern will include the length of the extension;
it is normally twice the original length of that leg. Care is
taken not to extend the leg too far where you lose visual contact
with the aircraft.
3-11. FINAL LANDING INSTRUCTIONS
Final landing instructions
consist of a current wind reading (direction and velocity) and
clearance to land. Any change to the situation may be included
in the final landing instructions. Final landing instructions
should be issued as soon as the pilot reports from the designated
point, but not too early. As a rule, once an aircraft has been
cleared to land, that clearance cannot be rescinded except in
extreme situations. The optimum reporting points vary, depending
on the situation.
| Situation | Reporting Point |
| Aircraft in traffic pattern. | Base leg of traffic pattern. |
| Straight-in approach. | Final. |
| Aircraft authorized to form own approach. | Final. |
a. Flights of aircraft flying
in formation (other than in trail) and aircraft with a slingload
usually form their own approach.
b. In-flight emergencies have
top priority to land, followed by medical evacuation aircraft.
Next priority is given to multiple aircraft and slingloaded aircraft
in the event two or more missions arrive at the same time. All
other flights follow these.
When issuing taxiing instructions,
the pathfinder includes a route for the aircraft to follow in
the movement area plus instructions to hold at a specific point,
if necessary. However, movement of aircraft within loading, maintenance,
dispersal, or parking areas is the pilot's responsibility, although
he might be assisted by signalmen.
a. The controller holds a
taxiing aircraft short of an active runway by at least two airplane
lengths. This procedure ensures that landing aircraft have sufficient
clearance.
b. The controller issues concise
and easy-to-understand information.
SIERRA TWO SIX, TURN RIGHT
AT SIGNALMAN. TANGO THREE SIX TURN LEFT AT END OF RUNWAY, OVER.
3-13. MINIMUM AIRCRAFT
SEPARATION REQUIREMENTS
The following minimum separation
criteria should be followed during normal operations. Combat situations,
however, may dictate less separation.
a. Arriving Aircraft. The
preceding aircraft (A) has taxied off the landing strip before
the arriving aircraft (B) crosses the approach end on its final
glide (Figure 3-4, A).
b. Departing Aircraft.
The preceding aircraft
has either crossed (A) the opposite end of the runway or turned
away (B) from the projected path of the departing (C) aircraft
before the latter begins its takeoff run (Figure 3-4, B).
c. Departing and Arriving
Aircraft. The departing
aircraft (A) has crossed the opposite end of the runway before
the arriving aircraft (B) crosses the approach end on it final
glide (Figure 3-4, C).
d. Departing, Preceding,
and Arriving Aircraft. The
preceding aircraft (A) and arriving aircraft (B) taxied off the
runway before the departing aircraft (C) begins takeoff run (Figure 3-4, D).
A rapid and efficient means
of communication between aircraft and ground stations is necessary
in air traffic control. Two-way radio is the best means since
information can be exchanged quickly and there is little doubt
as to the intent of the messages. All aircraft may not be equipped
with operational radios; therefore, a system of visual signals
has been established. The visual system also serves as a standby
or backup means of communication in case of radio failure in the
aircraft or at the control center, or if an aircraft desires to
land and does not have the control frequency (Table 3-1). Colored smoke signals may also be used, but their use must
be coordinated between the pathfinder and the aviation unit.
3-14. ELECTRONIC WARFARE
ENVIRONMENT
The pathfinder should anticipate
an active electronic warfare environment for all operations and
ensure that he is familiar with the proper counter-countermeasures
to be used. These include prowords that indicate a switch to an
alternate radio frequency, transmission authentication procedures,
brevity codes, and required reports to be initiated when enemy
interference is suspected. Proper radiotelephone procedures and
SOI are used during all operations.
a. To limit the possibility
of compromise, pathfinders reduce the electronic signature at
the LZ/DZ by depending on thorough mission planning and coordination
to develop control procedures that enable the mission to be executed
under radio listening silence. This is the goal of all pathfinder
missions.
b. When mission planning time
is limited, or tactical and or meteorological conditions present
a constantly changing influence on the operation, it is likely
that GTA communications will be required to resolve possible conflicts
between friendly airspace users and to advise of previously unknown
restrictive landing conditions (wind gusts, hazardous slopes,
obstacles, soft landing surfaces, or limitations in the number
of landing points available). Training and close liaison with
aviation aircrews enables the pathfinder to develop an understanding
of what information is pertinent to the situation. This reduces
transmission time to the minimum.
c. When an unknown influence
causes any variation in the mission plans, it is managed as an
exception to established procedures. The most questionable part
of the mission is the exact location of the landing site. A variety
of influences may necessitate its relocation. For instance, ground
fog may cause a delay unless the landing site is moved to a higher
elevation. Unless the proposed landing site is secured and has
been surveyed by either air or ground reconnaissance, its suitability
to provide an adequate number of landing points or an assembly
area for the ground unit is questionable.
d. If the mission is to reinforce
or to resupply a ground unit in contact, a change in the tactical
situation may also make the proposed location unsuitable. The
closer the proposed site is to the enemy activity, the more questionable
it is that any specific location will remain suitable to mission
requirements from the time of planning through execution.
e. Therefore, maintaining
radio silence within the LZ is important. Because of this, most
air movements require the establishment of a CCP to ensure a common
point from which the pathfinders and the aircraft can reference
their relative positions and provide each other time to adjust
to any additional changes.
f. The GTA net is strictly
for communications, but the pathfinder cannot assume that all
transmissions are from aircraft. A log of arrivals is kept in
the event an aircraft is overdue at a destination. The headquarters
in charge of flight plans contacts intermediate stop points to
identify the last known location and to aid in search-and-rescue
operations.
3-15. GROUND-TO-AIR TRANSMISSIONS
The list of possible situations
a pathfinder may encounter while using GTA is endless. However,
if he can master the following four most common ones, he will
be able to handle just about anything.
a. Situation 1--Known Aircraft
Location.
-
(1) Initial contact. Pilot
radios transmission at coordinated time and location.
-
(a) Pilot: ALPHA ONE LIMA
ONE SIX (A1L16), THIS IS ROMEO TWO BRAVO TWO SEVEN (R2B27), OVER.
(b) Pathfinder: ROMEO TWO
BRAVO TWO SEVEN, THIS IS ALPHA ONE LIMA ONE SIX, OVER.
(c) Pilot: THIS IS BRAVO TWO
SEVEN, CCP INBOUND,OVER.
(d) Pathfinder: THIS IS LIMA
ONE SIX, STATE TYPE, NUMBER, AND INTENTIONS, OVER.
-
(e) Pilot: THIS IS BRAVO TWO
SEVEN, FOUR UH-SIXTIES (UH-60s),TROOP DROP-OFF AND SLINGLOAD FOR
YOUR SITE, OVER.
(f) Pathfinder: THIS IS LIMA
ONE SIX, ROGER, HEADING THREE TWO FIVE (325), THREE THOUSAND (3,000)
METERS. LAND THREE TWO FIVE, SIGNAL ON CALL, LAND ECHELON RIGHT
SLINGLOADAIRCRAFT USE NUMBER FOUR LANDING POINT CONTINUE APPROACH
FOR VISUAL CONTACT, OVER.
-
(a) HEADING THREE TWO FIVE,
(distance) THREE THOUSAND METERS, OVER.
(b) LAND THREE TWO FIVE, OVER.
-
(a) SIGNAL ON CALL (prepare
to establish positive visual contact).
(b) FOUR UH-SIXTIES (UH-60s)
IN ECHELON RIGHT (advises pilot of the size of landing site).
(c) SLINGLOAD POINT ON NUMBER
FOUR TOUCHDOWN POINT (night only).
(d) GSI SETTNG SEVEN (approach
angle from the glide slope indicator).
(e) FIELD ELEVATION, FOUR
TWO FIVE FEET (actual field elevation).
-
(a) Flight advisories include
the enemy situation (if a threat to the aircraft).
(b) Landing advisories include
surface conditions on the landing site (sand, mud, or blowing
snow), and GSI setting nine or above (steep approach).
(c) Departure advisories include
obstacles in path of aircraft leaving the site (obstacles above
the obstacle departure lights).
-
(a) Pathfinder: BRAVO TWO
SEVEN, THIS IS LIMA ONE SIX, I AM AT YOUR TWELVE O'CLOCK, FIVE
HUNDRED METERS, IDENTIFY SIGNAL, OVER.
(b) Pilot: THIS IS BRAVO TWO
SEVEN,I IDENTIFY GREEN SMOKE, OVER.
-
(c) Pathfinder: THIS IS LIMA
ONE SIX, VISUAL CONTACT (and once the pilot identifies the site),
WIND THREE TWO FIVE AT EIGHT, CLEAR TO LAND,OVER.
-
(6) Departure Instructions.
-
(a) Pilot: LIMA ONE SIX, THIS
IS BRAVO TWO SEVEN, READY FOR DEPARTURE, OVER.
(b) Pathfinder: THIS IS LIMA
ONE SIX, WIND THREE TWO FIVE AT EIGHT CLEAR TO DEPART STATE INTENTIONS,
REPORT CLEAR OF LANDING ZONE, OVER.
-
(c) Pilot: THIS IS BRAVO TWO
SEVEN, RIGHT BREAK AFTER DEPARTURE, OVER.
(d) Pathfinder: THIS IS LIMA
ONE SIX, ROGER, OVER.
(e) Pilot: THIS IS BRAVO TWO
SEVEN, CLEAR TO THE WEST, OVER.
(f) Pathfinder: THIS IS ALPHA
ONE LIMA ONE SIX, ROGER, OUT.
-
(1) Quite often, mutually
supporting helicopter operations are conducted to increase the
security of an LZ operation; for example, a team of observation
and attack helicopters maybe acting as a screen for the LZ. The
team may not contact the pathfinder because there is no intention
of landing and the utility or lift aircraft know of their location
because they communicate over internal UHF and or VHF radio nets.
The need could arise that aircraft not originally expected by
the pathfinder may require landing at the LZ. In this instance,
the initial contact requires a different response by the pathfinder.
(2) Because of possible conflict
with aircraft departing the landing site in the same direction,
it is necessary to track the inbound aircraft's course and to
include this unexpected arrival as an advisory to mission aircraft.
To accurately track the aircraft, the pathfinder uses a commonly
known point (in the direction of the aircraft) to control the
situation. This point can be a prominent terrain feature, a checkpoint,
or an aerial control point previously established by the ground
unit for maneuver control. This situation is identical to situation
1 except the heading and distance are not given.
-
(1) An in-flight emergency
occurs when an aircraft develops a mechanical problem that challenges
the pilot's ability to maintain control. Due to the pilot's preoccupation
with his immediate problem, the pathfinder assists by moving the
other air traffic away from the aircraft with the emergency, who
has priority. If the emergency develops before initial contact,
operational security requires a full information exchange as in
a standard transmission.
(2) After the emergency has
been declared by the pilot, the situation continues as follows.
-
(a) Pilot: ALPHA ONE LIMA
ONE SIX (A1L16), THIS IS CHARLIE ZERO WHISKEY ZERO TWO (C0W02),
IN-FLIGHT EMERGENCY (MAYDAY), OVER.
(b) Pathfinder: THIS IS LIMA
ONE SIX, WIND ZERO THREE FIVE AT SIX, CLEAR TO LAND, STATE INBOUND
HEADING, OVER.
(c) Pilot: THIS IS WHISKEY
ZERO TWO, HEADING TWO SIX ZERO, OVER.
(d) Pathfinder: ALL STATIONS,
THIS IS ALPHA ONE LIMA ONE SIX, BE ADVISED, IN-FLIGHT EMERGENCY
APPROACHING FROM THE EAST, REMAIN CLEAR OF LANDING SITE AND MAINTAIN
RADIO SILENCE UNTIL EMERGENCY HAS BEEN TERMINATED BREAK - WHISKEY
ZERO TWO, CAN I BE OF FURTHER ASSISTANCE, OVER.
(e) Pilot: THIS IS WHISKEY
ZERO TWO, NEGATIVE, OVER.
(f) Pathfinder: THIS IS LIMA
ONE SIX, ROGER, OVER.
-
(g) Pathfinder: ALL STATIONS,
THIS IS ALPHA ONE LIMA ONE SIX, EMERGENCY HAS TERMINATED, I CAN
ACCEPT TRAFFIC, OVER.
-
(1) During limited visibility,
adverse weather, in-flight emergencies, or when a map is not accessible,
pilots may become unsure of the location of the landing site and
they may not be at an easily identifiable land point. In such
cases, the pathfinder is able to assist the pilot by directing
him to either a known location or the landing site. At terrain
flight altitudes, the misorientation maybe as little as 200 meters
in some environments. The pathfinder may hear the aircraft but
cannot see it. Pilots whose aircraft have the proper equipment
may use FM homing techniques and may get a proper orientation
during the initial contact without requesting a long or short
count. For signal security, FM homing is one of the least desirable
methods for navigation because of the increased requirement for
the ground station to transmit. If the pilot can identify his
point in relation to a known point, the pathfinder can recommend
an inbound heading.
(2) In this example, an aircraft
at the CCP is unable to establish voice communication with the
pathfinder due to low altitude or radio interference. Knowing
the landing zone location, but unsure of the exact location of
the landing site, the pilot continues his flight closer to the
center of the zone.
-
(a) Pilot: ALPHA ONE LIMA
ONE SIX (A1L16), THIS IS CHARLIE TWO ECHO THREE FOUR (C2E34),
OVER.
(b) Pathfinder: CHARLIE TWO
ECHO THREE FOUR, THIS IS ALPHA ONE LIMA ONE SIX, OVER.
(c) Pilot: THIS IS ECHO THREE
FOUR, FOUR UH-ONEs INBOUND FOR LANDING, REQUEST NAVIGATIONAL ASSISTANCE,
OVER.
(d) Pathfinder: THIS IS LIMA
ONE SIX, DO YOU HAVE FM HOMING CAPABILITY?
(e) Pilot: THIS IS ECHO THREE
FOUR, AFFIRMATIVE, OVER.
(f) Pathfinder: THIS IS LIMA
ONE SIX, SHORT COUNT FOLLOWS (l-2-3-4-5-5-4-3-2-l), END SHORT
COUNT STATE INBOUND HEADING, OVER.
(g) Pilot: THIS IS ECHO THREE
FOUR, SAY AGAIN, OVER.
(h) Pathfinder: THIS IS LIMA
ONE SIX, ROGER, ORBIT PRESENT LOCATION, DESCRIBE PROMINENT TERRAIN
FEATURES, STATE LAST KNOWN LOCATION, HEADING, AND DISTANCE FLOWN,
OVER.
(i) Pilot: THIS IS ECHO THREE
FOUR, CCP HEADING THREE SIX ZERO, TWO THOUSAND METERS, I SEE A
THREE-ACRE POND WITH DAM ON THE SOUTH, ORIENTED EAST-WEST OVER.
-
(j) Pathfinder: THIS IS LIMA
ONE SIX, HEADING TWO NINE ZERO, EIGHT HUNDRED METERS (advisories
if any), OVER
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