Military Tower
In general, Military Airfields work a little different to the airports that you might be familiar with. They have a control tower and a radar station that you might call approach. However, the radar airspace is not nearly as high as the approach airspace you are familiar with. But first we will look at the Tower position.
Reference Documentation
Just like a DFS TWR, the military TWR is in control of a CTRCharts and allMaps groundfor movements.German However,Military itairfield cannotand issue IFR clearances. Instead IFR clearances are requested at the responsible DFS station via telephone. First, the DFS station transmits the clearance to the military TWR that reads it back. Then the military TWR transmits the clearance to the pilot, who reads it back to the TWR. In real life the military TWR first calls the military Radar who then calls the DFS station, but I think weAirspace can skipbe this step ;)
IFR clearances are similar to those you are used to. They simply contain the point that the aircraft is cleared to, "first fix" (A fix somewherefound on the flightMil plan), the SID/OID, a squawk and instructions whom to contact when airborne. They may contain a flight level but that is often left blank for convenience. Military Aircraft usually aren't instructed to follow a SID but an OIDAIP (operational instrument departure) which is similar to a SID. They are usually named with the last two letters of the ICAO code of the airport and a number (e.g. NL19, pronounced November-Lima-one-niner). You can find these on Navigraph and in the AIP. However, if the SIDs have names or if the aircraft is flying according to a civil aviation flight plan (fixes and airways) then you should assign a SID if available (like ETOU).www.milais.org)
Furthermore, military airfields rarely have multiple taxiways and if they do, they have standardized taxi routes. Therefore, you do not need to name taxiways when giving the taxi clearance. You also have to ask the DFS radar station for a departure release before issuing a takeoff clearance due to the low radar airspace.
Another
Weather specialtyInformation
Airfield Militarycolor TWRs is that the wind is given during line up and take off. This is because especially formation flights have a lower crosswind limits for formation takeoffs and the pilots need to know before line up if they can depart as a formation or if they need to depart individually.states
As opposed to normal TWRs, military TWRs do not offer an ATIS. Instead, the weather information is given as a color code. Additionally, the QNH and the active runway have to be communicated to the pilot. The color codes and the respective weather are listed below. In case the visibility and cloud ceiling color do not match, the color corresponding to the worst weather of the two is published.
- Blu+: cloud ceiling (more than half of the sky is covered) below 20000ft. (not BKN or OVC below 20000ft)
- Blu: visibility 8000m, cloud ceiling at least 2500ft
- WHT: visibility 5000m, cloud ceiling at least 1500ft
- GRN: visibility 3700m, cloud ceiling at least 700ft
- YLO1: visibility 1600m, cloud ceiling at least 500ft
- YLO2: visibility 1600m, cloud ceiling at least 1600ft
- AMB: visibility 800m, cloud ceiling at least 800ft
- Red: visibility less than 800m, clould ceiling less than 200ft or VV//
- Black: Runway closed for other reason than weather
White is still considered sufficient for VMC operations while Green requires IFR procedures.
Formation Flights
Formation flights shall be controlled/cleared as a single aircraft unless the formation leader requests otherwise.
Radio communication flow is strictly between the formation leader and the controller.
The controller should expect a radio roll call from all wingmen before being contacted by the leader. (i.e: NATO11 check... 12... 13... 14. Laage Tower NATO11)
Should a call be addressed to a specific wingman, the controller must use the aircraft callsign including the sequence number. (i.e: NATO13 Laage Tower squawk stand-by)
The responsibility for landing interval between elements of a formation flight rests with the pilots in the formation.
Pilots may transmit codewords when airborne to confirm the visual and radar contact within the formation. These codewords are:
- SHINING Wingman claims a radar lock on the leader
- BUDDY SPIKE (SPOT) Leader confirm the radar lock (via ECM)
- TIED ON Remaining locked on the leader
- IN VISUAL TRAIL Keeping visual
- HOLDING HANDS Aircraft are joined up.
TAXI
Taxi clearance
Taxi clearance shall be obtained prior to taxiing. Formation leaders may obtain taxi clearance for their entire flight. A clearance to taxi to the runway authorizes the aircraft to cross all taxiways that the taxi route intersects except the assigned takeoff
runway. Pilots shall read back all hold/hold short instructions received during taxi.
Furthermore, military airfields rarely have multiple taxiways and if they do, they have standardized taxi routes. Therefore, you do not need to name taxiways when giving the taxi clearance. You also have to ask the DFS radar station for a departure release before issuing a takeoff clearance due to the low radar airspace.
Overtaking
No taxiing aircraft shall overtake or pass another aircraft except with tower approval.
Taxi speed
All aircraft shall be taxied at a safe rate of speed and under positive control of the pilot at all times.
Alert Scramble (QRA)
Quick Reaction Alert (QRA) is a state of readiness and responsiveness maintained by air forces and other military bodies worldwide. Its purpose is to deter, detect, and counter threats promptly.
When the order to take-off (scramble) is triggered, the alert aircraft (single or in pair) have a minimum delay to take-off. Therefore, they shall be prioritized over all other traffic.
TAKE-OFF
ATC Clearance
Aircraft departing on IFR flight plans must be provided with their ATC clearance on Tower control. Departing pilots shall read back clearances differing from the filed flight plan. Standar procedure is to give the aircraft an taxi instruction before the IFR clearence.
Just like a DFS Tower, the military Tower is in control of a CTR and all ground movements. However, it cannot issue IFR clearances. Instead IFR clearances are requested at the responsible DFS station via telephone. First, the DFS station transmits the clearance to the military Towerthat reads it back. Then the military Towertransmits the clearance to the pilot, who reads it back to the Tower. In real life the military Towerfirst calls the military Radar who then calls the DFS station, but I think we can skip this step ;)
IFR clearances are similar to those you are used to. They simply contain the point that the aircraft is cleared to, "first fix" (A fix somewhere on the flight plan), the SID/OID, a squawk and instructions whom to contact when airborne. They may contain a flight level but that is often left blank for convenience. Military Aircraft usually aren't instructed to follow a SID but an OID (operational instrument departure) which is similar to a SID. They are usually named with the last two letters of the ICAO code of the airport and a number (e.g. NL19, pronounced November-Lima-one-niner). You can find these on Navigraph and in the AIP. However, if the SIDs have names or if the aircraft is flying according to a civil aviation flight plan (fixes and airways) then you should assign a SID if available (like ETOU or ETNL).
Takeoff Clearance
Another specialty of Military TWRs is that the wind is given during line up and take off. This is because especially formation flights have a lower crosswind limits for formation takeoffs and the pilots need to know before line up if they can depart as a formation or if they need to depart individually.
Frequency Changes
Military aircraft may recive an radio handoff to the next radar station with the takeoff clearence.
Departures and Arrivals
- IFR Aircraft departing IFR will be transferred to Approach controller as soon as possible or allready on the runway.
- VFR Aircraft departing VFR will proceed through the published trajectories to the CTR exit point or leave the CTR to the top.
Most Military airports have special VFR Arrival and departure routes published in the VFR Charts. These VFR Jet arrivals and VFR Jet departures are used for military Jets. The Jet arrival normaly consists of one mandatory reporting point outside the CTR and its respected Initial point in front of the runway.
e.g. Jets will enter Laage CTR via an Entry at 1700 ft and up to 300 kt.
It’s important to remember that Jets on the VFR Jet arrival will normaly overfly the airport to make an Overhead Approach Maneuver and then join the final as published in the chart!
Visual Jet Arrival and Departure routes in Laage (ETNL)
Circuit and Landing
Aircraft engaged in the airfield circuit must be in radio communication with the ATC Tower controller.
Before landing, when turning on base or when on final, a pilot must declare his landing gear is down and locked by the expression:
“GEAR DOWN AND LOCKED”.
When a Pilot forgets to declare the expression mentioned above, the ATC must request confirmation by using the expression: “Confirm gear down and locked?” or “Check gear down and locked”
Overhead Approach Maneuver (Break arrival)
A break arrival, also known as an overhead break or Overhead Approach, is a specific landing procedure used by military aircraft during their approach to an airfield.
It can be performed by single-ship or aircraft in formation, by fighter jets, training or transport aircraft. As the aircraft approaches the airfield, it performs a low pass down the runway.
After the low pass, the pilot executes a 180-degree turn (known as the “break”) to reverse direction. During this phase, the speed is reduced and gear is lowered to be in landing configuration.
The aircraft then comes back around and aligns with the runway for the final approach and landing.
It is important to note that once an aircraft engages the break, the pilot becomes responsible for his own circuit procedure and must get in touch with the ATC Tower as an individual.
“NATO23 break... NATO23 downwind gear down and locked...NATO23 finale etc...”
Example
Below you find an example IFR flight from initial call to handoff to the military radar. We assume the pilot has filed a flight plan which he should do.
| Station | IFR from startup to departure |
| GAF123 | ETNT_TWR, GAF123, Moin |
| ETNT_TWR | GAF123, ETNT_TWR, Moin |
| GAF123 | GAF123, request taxi |
| ETNT_TWR | GAF123, taxi to holding point runway 26, QNH 1013 |
| GAF123 | GAF123, taxi to holding point runway 26, QNH 1013 |
| During Taxi ETNT_TWR calls |
|
| Moin | |
| ETNT_TWR | Moin, ETNT_TWR, request clearance for GAF123 |
| GAF123 is cleared to Schleswig via EMPIT, squawk 2116 | |
| ETNT_TWR | GAF123 is cleared to Schleswig via EMPIT, squawk 2116 |
| correct | |
| Back on frequency | |
| ETNT_TWR | GAF123 report ready to copy clearance |
| GAF123 | GAF123, ready |
| ETNT_TWR | GAF123, cleared to Schleswig via NT126 left turn EMPIT, squawk 2116, when airborn contact ETNT_APP on xxx.xxx |
| GAF123 | GAF123, cleared to Schleswig via NT126 left turn EMPIT, squawk 2116, when airborn contact ETNT_APP on xxx.xxx |
| ETNT_TWR | GAF123, readback correct |
| Pilot reaches runway and performs pre-departure checks. After pre-departure checks | |
| GAF123 | GAF123, ready |
| ETNT_TWR | GAF123, line up runway 26, wind 25005kts |
| GAF123 | GAF123, line up runway 26 |
| Meanwhile on the phone... | |
| Moin | |
| ETNT_TWR | Moin, request departure release for GAF123 |
| GAF123 released to climb FL70 | |
| ETNT_TWR | GAF123 released to climb FL70 |
| Back on frequency | |
| ETNT_TWR | GAF123, climb FL70, wind 25005kts, runway 26 cleared for takeoff |
| GAF123 | GAF123 climb FL70, wind 25005kts, runway 26 cleared for takeoff |
| After take off | |
| ETNT_TWR | GAF123 contact Wittmund Radar on 123.125 |
| GAF123 | GAF123 contact Wittmund Radar on 123.125 |
After this the Radar will identify the aircraft before handing the aircraft over to the responsible DFS station.