¶ Introduction
The purpose of this SOP is to give 93rd pilots a common operating standard for flying the F-16C in DCS multiplayer training and operations. It is intended to help the squadron fly challenging missions with high success, good mutual support, disciplined communication, and useful debriefs while preserving the fun and accessibility of DCS.
This document is a framework, not an administrative burden. Flight leads and instructors may adjust procedures when DCS limitations, pilot proficiency, mission conditions, fun & enjoyment, or training objectives require it.
¶ Purpose - The Point Off It All
The aim of this SOP is to enable the 93rd to undertake challenging and dynamic missions, while still achieving a high success rate, since flying in DCS World is meant to be enjoyable, and the accomplishment of a complicated mission leads to greater entertainment and sense of achievement, without compromising fun.
We are only as good as our weakest pilot.
¶ Operating Philosophy
The 93rd standard is based on the following principles:
- Fly the jet first.
- Protect the flight before prosecuting the objective.
- Maintain mutual support.
- Be predictable to the pilots flying with you.
- During critical phases of flight communicate clearly, briefly, and only when the call adds value.
- Don’t forget to have fun
¶ Acronyms Used
| CO | Commanding Officer of the 93rd TFS. |
| OPSO | Operations Officer of the 93rd TFS. |
| SC | Standard Contract |
| SOP | Standard Operating Procedure |
| XO | Executive Officer of the 93rd TFS |
¶ Section 1 – Normal Operations Procedures
¶ The Standard Contract
Where any information in this section of the SOP is missing, or if any information contradicts the Standard Contract, follow the Standard Contract to the best of the situation and current ability.
Please Review the 93rd Standard Contract
¶ Standard Flight Composition
A standard 93rd flight consists of four aircraft:
| Position | Role | Abbreviation |
|---|---|---|
| 1 | Flight Lead | FL |
| 2 | Flight Wingman | FW |
| 3 | Element Lead | EL |
| 4 | Element Wingman | EW |
A two-ship is a single element. A four-ship is two elements: the lead element and the second element. Where “element” is used ambigiously, in terms of the element taking an action, assume second element unless called out.
¶ Flight Lead
The Flight Lead is responsible for:
- Sortie brief.
- Safe conduct of the flight.
- Formation and tactical contracts.
- Navigation, timing, fuel plan, and recovery plan.
- Commit, abort, reattack, tanker, and RTB decisions unless delegated.
- Managing task saturation across the flight.
- Ensuring the flight flies within the ability of its members.
- Conducting or assigning the debrief.
Flight Lead should be either the most current and capable pilot available for the sortie objective, or a 1st LT+ in need of FL currency, not necessarily the highest-ranking pilot present.
¶ Flight Wingman
The Flight Wingman is responsible for:
- Maintaining assigned position and visual lookout.
- Executing the Standard Crew Contract.
- Supporting the Flight Lead without duplicating unnecessary calls.
- Reporting critical SA changes, threats, visual loss, fuel issues, systems failures, and tactical problems.
- Speaking up early when confused, task saturated, blind, unable, defensive, damaged, or fuel limited.
Guests or pilots less current in the F-16 should normally fly as the Flight Wingman unless another assignment better supports the training objective.
¶ Element Lead
The Element Lead is responsible for:
- Executing the second element’s part of the plan.
- Maintaining element mutual support.
- Executing the element radar/sensor contract.
- Managing targeting, sorting, and employment inside the element when delegated.
- Backing up the Flight Lead’s tactical picture.
- Assuming Flight Lead responsibilities if Flight Lead is incapacitated or disconnected.
¶ Element Wingman
The Element Wingman is responsible for:
- Maintaining assigned position on Element Lead.
- Visual lookout around the second element.
- Executing assigned radar, sensor, and weapons responsibilities.
- Reporting critical SA changes to Element Lead.
- Preserving element deconfliction and mutual support.
¶ Ground Operations
¶ Startup
When starting up the jet, there are couple of things to do operationally as you’re configuring:
- Rearm your jet and set the tail number to last 3 digits from your jet’s serial number in the roster.
- Set your jet’s anti-collision light to your position # in the flight.
- Set
COM 2to your callsign’s standard channel, and verify the frequency matches the comm plan in the mass briefing materials, or the CSG8 standard comm plan if no operation specific comm plan was provided. - Perform a radio check on
COM 2:"#, radio check on {Radio Freq}"
Two, radio check on thirty point five
- Once you feel you are ready for taxi, on
COM 2call out:#, green jet
Two, green jet
¶ Taxi
Start of Taxi
When flight is ready to begin taxi FL will call out Rolling, Nose Wheel ON. At this time ensure that your NWS is on and functional before proceeding to full taxi power.
Taxi Interval
The minimum taxi interval is 150ft in trail. The recommended taxi interval is 200ft.
Fig. 200ft following distance
Stopping a Viper from 25kts requires about 150ft with full brakes when at MTOW. It is advisable to leave a distance of 200ft between taxiing aircraft to avoid collisions. The correct sight picture for taxi should place the leading aircraft’s wheels slightly above your glide slope datum marks, with the wings overlayed on the heading tape.
Taxi Speed Limit
The F-16C Viper has speed limits of 25kts when going straight and 15kts during turns greater than 45 degrees.
Speed is monitored via the INS page on the DED. List > 6
Taxi Safety Considerations
It takes about 800ft for a fully loaded F-16 to slow down from 25kts to 15kts while coasting at idle.
To estimate when the aircraft will reach 15kts while coasting from 25kts, set the throttle to idle when the spot the turn should begin lines up with the heading tape marks on the HUD. When leading flights on taxi, aim reduce speed only while coasting as the following aircraft may have to brake hard, and the Viper’s brakes are not very efficient. It is not unheard of for a flight to crash into each other when everyone slams on their brakes. If braking is needed, try to never apply greater than 50% pressure.
¶ Takeoff and Departure
A TOLD Calculator is provided here: Viper TOLD Calculator
¶ Takeoff Considerations and Restrictions
Crosswind Limitations
| Takeoff Aspect | Crosswind Component Limit |
|---|---|
| 4-Ship Takeoff | 3kts |
| 2-Ship Takeoff 30Sec Interval | 5kts |
| 2-Ship Takeoff 60Sec Interval | 7kts |
| 1-Ship Asymmetric Load | 20kts |
| 1-Ship Maximum CW Limit | 25kts |
Runway Limitations
If the computed MIL power takeoff roll distance exceeds 50% of the runway, AB takeoff shall be selected
Trim Considerations
Takeoff Trim should be set before rolling. The 93rd will strive to make symmetrical loadouts for Stations 3,4,6,7 (Wing pylons), however most loadouts are slightly asymmetrical due to the inclusion of the TGB, HTS, or both. As we also carry a 301 air to air loadout (3 AIM-120s and 1 AIM-9), the pylon the AIM-9 is on, is determined by which pods the jet is carrying. Standard takeoff trim is generally 0.1 to 0.25 tics in the direction of the only pod or heaviest pod carried on the jet. In all cases the trim needle should appear to be over the center, or touching the edge of the center trim mark on the roll trim dial:
Formation Takeoff Linup and Runup
In VFR conditions and calm winds, or in favorable headwinds with limited crosswind components, flights will line up in the 3-in-the-slot formation:
For formation takeoff:
- Flight Lead calls
Brakes. Flight holds their toebrakes. - Flight Lead calls
Run it up. - Lead and wingman smoothly advance throttles until engine RPM stabilizes at approximately 90 percent RPM.
- Flight Lead calls
And, Rollingand releases brakes immediately on “rolling”. - Both aircraft steer to maintain equal clearance from centerline and runway boundary.
- Wingman maintains safe wingtip clearance on lead.
- At 70 kt, Flight Lead calls
Continueand both aircraft disable nose wheel steering.
If the wingman cannot maintain position at or after 70 kt, the wingman shall make a directive call:
| Call | Lead action |
|---|---|
Push it up |
Lead advances throttle, including temporary afterburner during a MIL takeoff if required. |
Pull it back |
Lead reduces throttle no lower than approximately 97 percent RPM in MIL or 10 percent nozzle open in afterburner. |
Abort, abort, abort |
Both aircraft abort if below abort threshold and conditions permit. |
Once the aircraft has achieved a positive vertical rate, the FL will make a slight clearing turn to the left, and the FW will make a clearing turn to the right to reduce the effect of wake turbulence before procedding to the rejoin.
Formation Takeoff Interval
Correct formation takeoff interval should place the nose of the wingman’s jet on the vector coming off of the leading edge of lead’s aircraft. The wingman should not be able to see the left wingtip of lead.
Mil Power Takeoffs
Mil Power takeoffs should only be attempted on runways where the computed takeoff roll is less than 50% of the total runway length. In a Mil power takeoff, 10kts before computed Vr, start to apply back pressure on the stick. At Vr, lift the gun cross to between 8 - 12 degrees nose up on the pitch ladder. Wait for positive rate and a radar altitude of 25ft before raising the gear. At higher weight, it may be required to ride in the ground effect until sufficient airspeed is built up to climb.
When the gear comes up in the F-16, the trailing edge flaps also retract. For MTOW or high density alitude takeoffs, ensure climb rate is stabilized and the loss of lift is anticipated.
Ensure gear is retracted by 300kts.
Afterburner Takeoff
Leads should aim for 20% nozzle open position as their power setting on takeoff. Wingmen should remain in afterburner at all times, but vary their power setting to maintain the correct interval to lead. Back pressure should be appled 15kts below Vr. At Vr, lift the gun cross to 12 degrees nose up on the pitch ladder. Wait for positive rate and a radar altitude of 25ft before raising the gear.
Ensure gear retraction is started at or around 230-240kts. 300kts happens very quickly in an afterburner takeoff.
Maintain afterburner power until 300kts.
Ensure gear is retracted by 300kts.
Takeoff Emergencies
If either the lead or wingman feels the takeoff is unstable or there is an emergency, the member will call Abort, Abort, Abort and apply full brakes / speedbrakes. Both lead and wingman will steer their aircraft as close to the runway boundaries as possible.
Note that above 120kts, all aircraft should continue with takeoff regardless of any emergency, unless a specific V1 speed has been calculated.
Full Formation Takeoff Radio Schedule
| Aircraft | Phase | Message |
|---|---|---|
| 1 | At threshold, cleared for takeoff | Line Up |
| 2,3,4 | # |
|
| 1 | Lined Up | Ready |
| 2 | Ready to takeoff | # |
| 1 | Ready to takeoff | Run it up |
| 1 | 90% Throttle / stable | Rolling |
| 1 | 70kts | Continue |
| 2 | # or Push it up or Pull it back or Abort Abort Abort |
|
| 1 | V1 | V1 |
| 1 | VR | Rotate |
| 1 | Positive Rate, Gear Retracting | Runway ## clear |
¶ Enroute
¶ Power Settings
Current contract power settings are found in the Standard Crew Contract.
In general, leads should aim to fly between 650-800FTIT in cruise, and 850FTIT or mil in a climb. Leads will call out their power settings when they set them, and all leads should strive to correct their power settings at the following checkpoints:
- Passing 5000ft
- Passing 10000ft
- Passing 15000ft
- Passing 20000ft
- When entering a hold
- When leveling off
On descent, leads should aim for an idle descent, with a selected power setting at or below 650FTIT if they do not wish to accelerate.
Remember, that when climbing and descending through 10000ft to 20000ft, outside air temperature decreasing will lower your turbine temperature.
Leads should also always fly at 350kts at or below 5000ft when departing an airfield.
¶ Blind Procedures
When any member is blind, they should call out on interflight:
[CALLSIGN]BLIND,[ALTITUDE]
After calling blind, the blind member should check away 45 degrees from the last known location of the flight. After checking away, check the HSD for the flight’s location. If the flight’s location is not available on datalink, the flight lead and the wingman should work together to establish visual contact. After contact is established by one member, the visual member should vector the blind member to rejoin behind the flight until the blind member has re-established visual contact.
¶ Recovery and Landing
Recovery is the transition from operational flight back to the ground. It begins when either a terminal maneuvering area (TMA) while under air traffic control, or below 10,000ft or within 10NM of the destination field. Recovery is considered a critical phase of flight and all chatter should stop. The procedures in this section cover the standard recoveries the 93rd will use; specific airfields or SPINS may dictate variations.
¶ Recovery Priorities
Jets should be recovered in the following order:
- Damaged aircraft
- Fuel-critical aircraft
- Any other abnormal condition
- Remaining aircraft
Aircrafts of lower priority should remain clear of higher priority aircraft and not impede the time it takes the higher priority aircraft to land. Recoveries are not held simply because a higher priority aircraft is in the TMA, however lower priority aircraft/flights should not land if the entire flight would not be at least 3000ft down runway after landing of a priority aircraft landing.
¶ Overhead Break
On approach to the airfield, Lead should determine right or left overhead break, and arrange the formation accordingly. e.g. for a left overhead break, the formation should be right echelon.
Typically, the break is done away from a nearby city, or if no setlements, the airport ramp, or as defined by a SPINS document or ATC. Otherwise, left-hand pattern is default. Flight lead will get established (runway heading, atleast 300kt, atleast 500ft AGL) at the Initial Point between 3-5nm DME from runway threshold. Flight Leads should position the flight such that they intercept the IP no more than 45 degrees off runway heading.
Standard initial configuration:
| Parameter | Standard |
|---|---|
| Initial distance | 3 to 5 NM from runway threshold |
| Initial altitude | 1,500 ft AGL |
| Initial speed | 350 kt |
| Intercept angle | No more than 45 degrees off runway heading when practical |
Flight Lead may select another altitude or speed between 500 and 2,500 ft AGL and 350 kt to Mach 0.99 if conditions require or at their discretion.
Note that although 350kt@1500ft is the written standard, there is nothing preventing you from selecting any speed and angels between 350kt-M0.99 and 500ft-2500ft.
Unless ATC specifies otherwise, Flight Lead must determine where to begin their break by using the runway as reference. In a two-ship, Lead should break halfway down the runway. In a four-ship, Lead will break at the runway threshold.
Lead will report their break:
1, in the break
The following aircraft will conduct their breaks at five-second intervals and report accordingly.
[Your #]in the break
During the break:
- Reduce power down to at least 70% RPM, clean jets generally idle.
- Extend speedbrakes as required.
- Pull approximately 1 percent of airspeed in G as a starting gouge. Example: 350 kt = 3.5 G.
- Configure on downwind.
- Achieve 11 degrees AOA at the end of your downwind leg.
- Call gear down/base-to-final as required.
The pilot should be striving for a sight picture that places their missile rail just below the start of the touchdown zone. Once achieved, the pilot will announce:
Your#Gear down, base-to-final
In the turn-to-final, the pilot will pitch to a flight path vector between 5-10 degrees nose-down. The pilot will strive to achieve runway heading rollout at roughly 300ft AGL.
¶ Straight-In Approach
Used when overhead break is not appropriate (weather, damage, ATC directed). Flight will arrive in trail formation with sufficient spacing to allow sequential landings.
If desired and all flight members are comfortable, consider approaching in pairs with elements spaced instead of individual fighters.
Flight Lead determines the trail spacing and configuration point. A reasonable profile:
| Distance from threshold | Altitude AGL | Configuration |
|---|---|---|
| 10nm | 3000ft | Clean, 250kt |
| 5nm | 1500ft | Gear down, 11° AOA |
| 3nm | 1000ft | On glideslope, 11° AOA |
Real-world spacing requirements, minimum touchdown spacing for similar aircraft (F-16 to F-16) is 3,000ft. Standard practice is 6,000ft (1nm) trail at threshold to give roughly 20 seconds between touchdowns. Wingmen manage their own spacing using throttle, S-turns, and speedbrakes.
Although there is no hard requirement to follow trail spacing, be wary of wake turbulence on short final if landing in a shorter interval.
Each member calls gear down on final:
Your#, gear down, [distance] mile final
¶ Instrument Approach (ILS / TACAN)
Used in IMC, low ceilings, or when night/weather makes the overhead unsafe. Flight will break up prior to the approach and recover as single-ships at briefed intervals.
Flight Lead determines breakup point and intervals based on weather and field. Standard breakup is 10-15nm from the FAF on radar vectors or in the holding pattern, with one-minute intervals between aircraft to ensure radar separation in IMC.
The most natural breakup point is in procedure’s published hold, if it exists, with aircraft leaving either as directed by ATC or consecutively after each orbit.
ILS approach profile:
- Intercept localizer at platform altitude (briefed, typically 2000-3000ft AGL)
- Glideslope intercept inside the FAF
- 11° AOA from glideslope intercept
- Decision height per approach plate; missed approach if no visual at DH
TACAN approach profile:
- Cross IAF at platform altitude
- Descend per approach plate step-down fixes
- MDA per approach plate; missed approach if no visual at MAP
Each member calls established and reports the runway in sight:
Your#, established ILS [runway]
Your#, runway in sight
If unable to land due to weather at minimums, execute the published missed approach and coordinate with controlling agency for next attempt or divert.
¶ Flying ILS Approaches
See T.O. 93F-16CM-1 § ILS Approach Procedures for details on how to fly an ILS approach in the F-16CM.
¶ Go-Around and Missed Approach
Initiate a go-around immediately if any of the following are true:
- Not configured for landing by 500ft AGL
- AOA not stable at 11° by 300ft AGL
- Not on intended runway alignment by 300ft AGL
- Runway not clear of preceding traffic unassociated with your flight
- Wake turbulence concerns from preceding aircraft
Go-around procedure:
- Mil power, positive pitch attitude (10 degrees nose-up minimum)
- Verify positive climb rate
- Gear up
- Climb straight ahead to pattern altitude
- Announce on tower freq:
[Callsign], going around
For missed approach off an instrument approach, fly the published missed approach procedure unless ATC vectors otherwise. Coordinate next intentions: another approach, hold, or divert.
¶ Crosswind Landing
The Viper has a published crosswind component limit of 25kt for normal landing. Above this, divert or land on a different runway.
Technique:
- Crab into the wind on final to maintain centerline track, holding 11° AOA
- Just before touchdown, transition from crab to wing-low slip: lower the upwind wing to align fuselage with the runway centerline, opposite rudder to control yaw
- Touch down upwind main first, then downwind main, then nose
- After touchdown, aileron into the wind to keep upwind wing down
- Maintain centerline with rudder/NWS; do not allow weathervaning
Avoid touching down in a crab. The Viper’s narrow gear track makes crabbed touchdowns prone to side-load damage and runway departures.
¶ Heavy Weight Landing
Heavy gross weight landings (unused ordnance, full tanks, etc) maintain the same target AOA but result in higher airspeeds. The F-16 AOA system is calibrated such that 11° AOA produces the correct approach speed regardless of weight: light aircraft will see roughly 160kt at 11° AOA, while heavy aircraft will see 170-180kt or higher.
A useful gouge for verifying AOA against airspeed: approach speed ≈ 140kt + 4kt per 1,000lb of fuel.
Considerations specific to heavy landings:
- Plan for longer rollout distance due to higher touchdown speed
- Touchdown attitude is flatter; do not aerobrake aggressively at high gross weight
- Use full speedbrake and idle thrust on rollout
- Wheel braking earlier and harder than normal landing
¶ Separated from Flight Before Recovery
If a member becomes separated from the flight during egress or RTB and cannot rejoin:
- Call separation on intraflight:
[Your #], separated, [position relative to flight or steerpoint] - FL acknowledges and decides whether to wait, rejoin, or proceed to recovery
- Separated member proceeds to homeplate or briefed alternate using own navigation
- If unable to navigate (INS failure, unfamiliar with field), coordinate with AWACS or another flight member for vectors
If the flight has already broken up for instrument recovery, separated members slot into the recovery sequence at a safe interval and coordinate with controlling agency.
¶ Night
¶ Other
¶ Section 2 – Combat Flight Operations
¶ The Standard Contract
Where any information in this section of the SOP is missing, or if any information contradicts the Standard Contract, follow the Standard Contract to the best of the situation and current ability.
Please Review the 93rd Standard Contract
¶ Flight Briefing
The Flight Lead is responsible for briefing every mission prior to step. The checklist below shall be covered in order. Items not applicable to a given mission may be called as N/A.
| # | Item | Description |
|---|---|---|
| 1 | Mission Type | State the mission category (OCA, DCA, SEAD/DEAD, CAS, Strike, Escort, etc.) and the role this flight is filling within the larger ATO. |
| 2 | Callsign | Flight callsign. |
| 3 | Loadout | Per-aircraft stores configuration (if unique). Call out any asymmetric loadouts and which jet is carrying which pod (TGP, HTS). |
| 4 | Radios / Encryption | COM 1 (UHF) and COM 2 (VHF) preset assignments, primary and backup frequencies, and any frequency changes that are expected to occur during the mission. |
| 5 | IFF / Laser / DL Codes | Mode 3 codes, laser code assignments per aircraft, and Link 16 / IDM datalink configuration including STN and team assignments (as required). |
| 6 | HARM Codes | HTS class table assignments and any non-standard HARM table modifications. Note priority threats per the threat brief. |
| 7 | Bingo / Joker | Fuel state at which the flight will egress (Bingo) and the warning state preceding it (Joker). Should account for divert distance and reserve. |
| 8 | Yardstick | Call out the lead/wing TACANs for AA TACAN if Yardstick will be in use. Can be ommitted for day missions. |
| 9 | Takeoff & Rejoin Plan | Element vs single-ship takeoff, interval, departure heading, rejoin altitude and airspeed, and formation to be assumed post-rejoin. |
| 10 | Bullseye Location | Bullseye name and in vicinity of (IVO) location per the ATO. |
| 11 | Divert Field | Primary and alternate divert airfields with TACAN/ICLS as applicable. |
| 12 | AWACS Callsign | Controlling agency callsign(s) and frequency. Note check-in procedure and authentication requirements if any. |
| 13 | Contracts / Brevity | Any deviations from the Standard Contract for this mission. |
| 14 | GAMEPLAN | The tactical execution plan, briefed in the order below. |
| Mission Objective | Acceptance criteria for considering the flight’s individual mission successful. What must be accomplished. | |
| Waypoint / Route Overview | Key waypoints, route of flight, altitudes, and timing. Mark IPs, push points, and target areas. | |
| Tanking Plan | Tanker callsign, track, altitude, frequency, and pre/post-strike tanking schedule. Include offload plan if known. | |
| Expected FENCE Location | Where the flight will FENCE IN inbound and FENCE OUT outbound. | |
| Anticipated Air Threats | Known and expected red air composition, basing, and likely CAP locations. Note threat A/A weapons and tactics. | |
| Air Target Sorting | Sort plan for targeting red air (e.g. lead-trail, azimuth, range), shot doctrine, and abort criteria (brief as Standard if applicable). | |
| Ground Threats | Known and suspected SAM/AAA threats with rings drawn on the kneeboard. Note priority for HARM/SEAD prosecution. | |
| Contingency Plan | Actions for loss of comm, loss of datalink, lost wingman, downed aircraft, and weapons failure. | |
| Egress | Egress route, formation, altitude, and rejoin plan. Includes post-strike actions and any required BDA reporting. | |
| 15 | Miscellaneous | Anything not covered above: weather, NOTAMs, range restrictions, ROE refresher, deconfliction with other ATO packages, etc. |
¶ Crew Resource Management (CRM)
¶ Task Prioritization
Prioritizing both personal and flight tasks in the right order is crucial to ensure the mission’s success, as mis-prioritization can lead to mission-ending consequences. It is important to have a clear understanding of the relative importance of each task, and communicate any conflicts or problems that might arise. All flight members should feel empowered to reject any directive that interferes with critical tasks, by simply saying <Callsign> Unable.
Always remember, if you or your wingman don’t return to the airfield, you have failed your mission regardless of objective completion.
¶ Critical Tasks
Critical tasks are tasks that cannot be ignored without mission-ending consequences. If a non-critical task becomes a higher priority than a critical task, then a mission termination or reset may be appropriate. As a minimum reaction, re-prioritize all critical tasks to the mis-prioritized task when able.
The following tasks, in order of importance, are considered critical tasks:
- Terrain Avoidance (The ground has a Pk of almost 100%)
- Mid-Air avoidance of other flight members
- Mid-Air avoidance of other aircraft
- Maintain positive control of the aircraft
- Monitor and maintain sufficient fuel
- Threat awareness/detection/defense
All other tasks, including mission tasks, are -not- considered critical tasks.
¶ Non-Critical Tasks
¶ Formation Tasks
Formation tasks are tasks of medium priority that involve coordinating and maintaining proper position, coordination, and shared situational awareness (SA) within a flight, with the aim of ensuring smooth and correct execution of all mission tasks following the successful completion of critical tasks. These tasks are important as they contribute to the overall success of the mission by helping to prevent errors and increase coordination between flight members.
Formation tasks, in order of importance, include:
- Maintaining a correct picture or other assigned situation awareness responsibilities
- Maintaining the correct position in a formation
- Responding to ad-hoc information requests from leads
- Completing standard required check-ins such as fuel and weapon status
¶ Mission Tasks
Mission tasks are the lowest priority of tasks and involve executing flight assigned mission objectives, such as patroling air space or striking a target. Any and all tasks related to the specific execution of an objective in an ATO are considered mission tasks.
For example, these include:
- Targeting with your FLIR
- Executing any step of the BVR timeline
- Managing stores
- Configuring any flight system
¶ Task Sorting
During an operation, flight members need to be aware of their critical, formation, and mission tasks. Critical tasks should be completed first, followed by formation tasks, and then mission tasks. If a flight member has an unsatisfied task, they should check all tasks in that category and ensure that higher priority tasks are completed before the unsatisfied task.
For instance, if a pilot notices they are not deconflicted with another aircraft, they are not fulfilling the critical task of avoiding mid-air collisions. However, before taking action to avoid the collision, they need to make sure their maneuver won’t compromise terrain avoidance and deconfliction with other flight members. After avoiding the collision, they should ensure they have control of the aircraft, enough fuel, and maintain situational awareness before resuming their mission.
After they have ensured their critical tasks are completed, then they can move on to formation tasks or mission tasks if all formation tasks are asserted to be satisfied.
Remember, all critical tasks, and most formation tasks are not completed once, and must be constantly scanned for during a mission. Flight members should be encouraged to maintain constance awareness of terrain, other aircraft nearby, and their fuel levels. Without a constant scan of these critical factors, a pilot will not continue to satisfy their critical tasks.
¶ Flight Composition
A standard flight is composed of four aircraft:
- Flight Lead (1)
- Flight Wingman (2)
- Element Lead (3)
- Element Wingman (4)
Flight Lead (FL)
The FL is the most experienced and senrior member in the flight.
Flight Wingman (FW)
The FW is typically the member least current in the F-16, not necessarily least experienced. Guests from other squadrons should typically fly as a FW unless they have qualed recently in the jet, in which case they should fly as a EW, if another more appropriate in-squadron member could fly as FW.
Element Lead
The EL is the second most experienced member in the flight. They are responsible for leading the flight and assuming the FL’s responsibilities if FL is incapacitated
Element Wingman
The EW is the third most experienced member in the flight. Currency in the F-16 may be a useful metric to determine if a member should be EL or EW if they have not flown the jet in a while.
¶ Element Operations
An element is the smallest unit of organization in the Air Force, and for the purposes of CSG-8 consists of exactly two aircraft. For now, we will ignore any separation in duties of the Lead Element and Second Element, and explain how an element should work by itself.
Element Lead (FL or EL)
The lead of an element is responsible for the execution of the radar sanitization plan of the element, and for maintaining the ‘big picture’ mission awareness, as well as maneuvering the element to place it in an advantageous position against any threats. The EL should be participating on common frequencies and making expected callouts.
In normal circumstances, the FL is responsible for the commit decision, but the EL is responsible for targeting within the element, executing the sort and employment plan, and providing instructions on whether to re-commit or abort after the attack.
Element Wingman (FW or EW)
The wingman of an element is responsble for visual lookout around the element and ensure the element is clear of immediate threats.The element wingman will also be responsible for executing their responsibilities of the radar sanitization plan, and employing weapons per the mission plan.
As the lead is focused on navigation, tactics, and communications, the wingman should focus on listening, visual lookout, and informing lead if the wingman believes the lead has missed critical information (a contact on scope, they’ve deviated from course, etc)
¶ Radio Communications
The radio is a shared, finite resource during the vul period. Every unnecessary transmission costs another flight member the chance to make a critical one. The principles in this section define when and how members of the flight communicate over the radio from FENCE-in to FENCE-out. Outside the vul period (admin transit, RTB, post-FENCE-out), comms can be more relaxed, though the underlying call type definitions still apply.
¶ Call Types
All tactical radio communication takes one of three forms: Directive, Informative, or Interrogative.
| Type | Description |
|---|---|
| Directive | A short, attention-grabbing, SA-draining call to a single entity to break off from their mission tasking and perform an action immediately, usually for the need of survival or other critical task. |
| Informative | A lower priority, SA-building call to one or more entities, where SA is provided, shared, or confirmed between entities. |
| Interrogative | A request for specific information from one entity to another. |
Example Directive: Two, Break West, NOW. You Are Engaged. SA-5 090.
Example Informative: Two, Dirt SA-5, 090.
Example Interrogative: Two, do you have dirt SA-5 at your 090?
¶ Acknowledgment Rules
The response to a transmission depends on what kind of transmission it was. Wingmen do not acknowledge every call.
¶ Directive Calls. Respond with action, not voice.
A directive call demands an immediate action. The correct response is to perform the action. Follow the standard aviate, navigate, communicate priority: fly the jet first, get it pointed where it needs to go, then talk if needed. A verbal acknowledgment before executing delays the action and clogs the net.
Once the action is underway and the aircraft is stable, a single-number ack is appropriate if the receiver judges the caller needs confirmation that the directive was received and is being complied with.
“Two, break right!” → Break right. Once established in the break,
Two.if confirmation is warranted.“Two, check 270.” → Turn to 270.
Two.once established on heading.“Two, push it up.” → Advance throttle to match closure. No verbal ack required; lead will see the closure rate change.
If the directive cannot be complied with, respond verbally with Unable and a brief reason if time permits.
“Two, target the western group.” →
Two, unable, no joy on the western group.
¶ Informative Calls. Acknowledge only if acknowledgment is required for SA.
An informative call shares information. Most informative calls do not require a verbal response. Silence indicates received and understood. Acknowledge only when:
- The call was directed specifically at you and the originator needs to know you heard it (
Two, you have a contact at your six o'clock). - The call assigned you a target or task (
Two, you take the trailer). - The call requires a status response (
Two, fuel state?).
In those cases, a single-word ack with your number is sufficient: Two. Do not repeat the original transmission’s content back to lead.
¶ Interrogative Calls. Respond directly with the answer.
“Two, do you have the lead group on radar?” →
Two, contact lead group, BRA 045/30, 22 thousand.“Two, state?” →
Two, 7.2.
¶ Flight-Wide Response Cadence.
When a call requires a response from multiple members in turn (radio checks, fence polls, state checks, frequency change check-ins), each member responds on a fixed cadence based on their position number. Members do not wait for the previous number to respond before keying.
- Two responds immediately after the call.
- Three responds after a one-beat pause.
- Four responds after a two-beat pause.
A beat is roughly the time it takes to say “one.” The cadence is fixed regardless of whether the previous number actually transmitted. If Two is dead, off-comms, or otherwise silent, Three still goes at the one-beat mark. If Three is also out, Four still goes at the two-beat mark.
“Plasma, state.”
Two.(immediate)
Three.(one beat)
Four.(two beats)
This prevents the flight from stalling when a member fails to respond, and keeps the poll predictable for the caller. The caller can identify a missing member by the gap in the expected cadence rather than waiting indefinitely.
¶ Routine Polls and Check-ins. Respond in turn.
For non-tactical group polls (radio checks, fence checks, fuel checks initiated as a flight-wide poll), each member responds in turn by number, with no preamble:
“Plasma, check.”
Two.
Three.
Four.
If a member is unable to respond (no comms, dead, etc.), the next number waits a beat and continues. The flight lead is responsible for noting any missed responses.
¶ Radio Pops (Single-Click Acknowledgment).
A radio pop is a brief keying of the mic without speaking, used as a minimum-bandwidth acknowledgment. The 93rd uses radio pops in the following situations:
- Acknowledging an informative call where lead needs confirmation that the call was received but full voice ack would clog the net.
- Acknowledging a directive call when the action is being executed and adding voice would delay the action.
- Confirming presence on a frequency after a freq change when a full check-in is not warranted.
Radio pops are not appropriate for:
- Routine polls and check-ins (use voice and number).
- Interrogative calls (the question requires an actual answer).
- Any situation where the originator needs to know which specific member acknowledged. A pop is anonymous; if lead asks “Two, copy?” they need to hear
Two, not a pop.
When using radio pops, key the mic for less than half a second. Multiple sequential pops from different members are acceptable as a flight-wide ack to a non-poll informative call.
¶ Who Speaks, By Flight Position
In a 2-ship:
- Lead (1). Speaks freely. Responsible for tactical direction, navigation calls, AWACS coordination, and SA-building informatives. When in doubt, lead over-communicates.
- Wingman (2). Speaks by exception. Reports threats not already called, contacts not on lead’s scope, or critical SA degradations (visual loss, system failures, fuel below briefed state, RWR spikes not yet identified by lead).
In a 4-ship:
- Flight Lead (1). Same as 2-ship lead, plus coordination between elements.
- Flight Wingman (2). Speaks by exception or doctrine only. Defers to FL on any call FL would normally make.
- Element Lead (3). Speaks after FL, on the same cadence, providing element-specific updates (range, sort status, weapons employment).
- Element Wingman (4). Speaks by exception or doctrine only. Same standard as Dash 2.
¶ Do Not Repeat Information
If a piece of information has been transmitted on the net, do not transmit it again unless explicitly requested or unless verification is required. Repeating creates noise and lowers the signal-to-noise ratio for everyone listening.
Lead: “Tomahawk, single group, BRA 040/30, 22 thousand, hot.”
Two: ❌
Two, contact 040 for 30, 22 thousand.(unnecessary full read-back)Two: ✅
Two, contact same.(or remain silent)
Exception: verification. If a wingman is unsure of what they heard, a full or partial read-back is the correct response. A read-back signals to lead that the original transmission was unclear and gives lead the opportunity to confirm or correct. Lead should treat any read-back as an indicator that their own transmission was not crisp.
Lead: “Tomahawk, single group, BRA 040/30, 22 thousand, hot.” (stepped on by another transmission)
Two:
Two, confirm 040 for 30, 22 thousand?Lead:
Affirm.(or correction if misheard)
The same applies to threat warnings. The first member to call a SAM launch, missile in the air, or threat spike has reported it for the entire flight. Subsequent members do not need to call the same threat unless they are reporting a different threat or verifying ambiguous information.
¶ Cadence Post-Commit
Once the flight has committed to an intercept or attack, leads should establish a transmission cadence. Standard cadence is approximately every 10 to 15 seconds, cued by 5 NM of closure. Element leads update after flight lead. AWACS and wingmen speak by exception.
Players should not interrupt this cadence except for:
- Directive calls in response to imminent threats (
Two, break!). - Critical SA changes (lost lock, lost visual, weapons employment).
- Required calls per the briefed gameplan (FOX calls, sort confirmations).
¶ Plain English Is Always Acceptable
Brevity exists to compress meaning. If you cannot remember the brevity term, say what you mean in plain English. A clear plain-English call beats a confused or wrong brevity call. If a brevity term is used and another flight member doesn’t understand it, ask.
¶ FENCE Procedures
FENCE is a mnemonic for the configuration check performed when entering and exiting hostile airspace. The acronym stands for Fire control, Emitters, Navigation, Communication, and ECM. Fence in transitions the aircraft from administrative transit configuration to combat configuration. Fence out transitions back.
The 93rd standard fence procedure is below. Items marked as required depend on the mission, threat picture, and ROE briefed by the flight lead. The procedure should be completed at the briefed FENCE-in location and reported on the radio.
¶ FENCE In
¶ F – Fire Control
| Item | Setting | Notes |
|---|---|---|
| Master Arm | ARM | As Required |
| Master Mode | A/A or A/G as required. For A/G missions, recommend set A/G master mode and use MRM (missile override) for A/A sanitization during transit. Revert to A/G master mode in the target area. | |
| FCR | ON | Verify scan volume and azimuth slew per briefed mating plan |
| HTS | ON, threat tables loaded | If carrying HTS pod |
| TGP | Activate, slewed | If carrying TGP. Verify FLIR is live and not in standby |
| SMS | Release parameters set | Verify A-G fuze, drag, release mode for primary stores. Reminder to switch off CCIP if you need to slew your TGP. |
¶ E – Emitters
| Item | Setting | Notes |
|---|---|---|
| RWR | ON | Verify TWP and TWA panels powered |
¶ N – Navigation
| Item | Setting | Notes |
|---|---|---|
| Steerpoint | Set to relevant mission steerpoint | As required. |
| Bullseye | Verified on DED | DED LIST > MISC > BULL (0 - 8 ) |
| Datalink or Yardstick | Verified | Confirm flight members visible on HSD or good A/A TACAN |
| HSD | Configured | Range scale and declutter set per preference |
¶ C – Communication
| Item | Setting | Notes |
|---|---|---|
| COM 1 | Briefed tactical freq | UHF |
| COM 2 | Briefed intraflight freq | VHF |
¶ E – ECM
| Item | Setting | Notes |
|---|---|---|
| ECM Jammer | STBY or ON per ROE | As preferred. |
| CMDS RWR Switch | ON | |
| CMDS JMR Switch | ON | |
| CMDS Chaff/Flare | ON | |
| CMDS Mode | MAN or as briefed | |
| CMDS Program | Set per threat brief | As desired |
| Exterior Lights | COVERT-ALL or OFF | Master lights off for tactical signature reduction. Anti-collision per FL discretion |
¶ Final Items
| Item | Setting | Notes |
|---|---|---|
| Fuel State | Check | Note current state for the fence-in radio call |
| Caution Panel | No faults | Address any faults before proceeding into vul |
¶ Fence-In Radio Call
When complete, report on intraflight:
[Your #], fenced in, [Master Mode], [fuel state in thousands]
Example:
Two, fenced, seven point two
Lead is responsible for noting all members fenced in. If a member has not reported within a reasonable window after lead’s call, lead should query: Two, fence status?
¶ FENCE Out
FENCE out is performed at the briefed FENCE-out location, typically after egressing the threat ring and before AAR or RTB. It is generally the inverse of FENCE in: each item from the FENCE-in procedure is either reversed or set to its opposite state to transition the aircraft from combat configuration back to administrative.
Key items to reverse or change:
- Master Arm → SAFE
- Master Mode → NAV
- FCR / TGP / HTS → STBY or OFF as appropriate to residual threat
- Laser → OFF
- ECM Jammer → OFF
- Exterior Lights → ON
- Steerpoint → Set to tanker, divert, or homeplate
- Fuel State → Check against divert/tanker/homeplate fuel requirements
¶ FENCE-Out Radio Call
When complete, report on intraflight:
[Your #], fenced out, [fuel state in thousands]
¶ Mutual Support
In an element during combat, one fighter should be doing something, and another fighter should be supporting the other fighter in what they’re doing.
| Role Name | |
|---|---|
| Engaged Fighter (EF) | An engaged fighter is the fighter that is in a vulnerable or low SA position, either because they are turning in a WVR fight with an adversary, defending an air defense threat, or prosecuting a ground target. Their primary objective is to survive, with the secondary task of weapons employment. |
| Supporting Fighter (SF) | A supporting fighter is the fighter that is not vulnerable, or in some cases less vulnerable than the EF. Their role becomes maintaining high SA, communicating threats to the EF, maintaining deconfliction and other critical tasks, and maneuvering for a shot of oppurtunity on an adversary without themselves becoming engaged. |
¶ Support Roles
¶ Engaged Fighter
A fighter becomes the EF when:
- The adversary appears to be maneuvering against them
- The fighter passes an initial point for a ground attack
- The fighter has MUD from a likely hostile air defense system
- The fighter is the flight lead (default)
The EF has one main objective: Survive. successful weapons employment is a happy bonus, although it may be necessary for survival. In a WVR engagement, the EF should maneuver to ID and kill the adversary in the minimum time. Minimum time includes allowances and caveats that you may end up in a defensive position and need to enter a protracted rate or turn fight to stay alive. Do not throw away energy for an excessively greedy shot if failing that shot will lower your chance of survival.
If you are unable to create quick angles for a kill, the next best thing the EF can do is make the adversary fly predictably for the SF to take their shot of oppurtunity.
In an air to ground engagement, the EF is engaged as they are the fighter that will:
- Become SA drained as they padlock on their target and perform their weapons employment
- Fly into vulnerable airspace
- Fly near close terrain
In an A2G situation, while the EF should be performing mission tasks of configuring weapons systems and flying to the target, they should still be mentally prepared to stop all mission tasks and respond to SF’s directive calls immediately.
¶ Supporting Fighter
The SF is responsible for maintaining all critical and formation tasks of an element, especially building and maintaining a high level of SA. This will necessitate the SF offsetting themselves from the fight, maintaining necessary deconfliction with all fighters, and entering an observatory role until a shot of oppurtunity appears. In a WVR engagement, if a fight devolves into a furball it is solely the fault of the SF failing to maintain an altitude and course that keeps them spatially deconflicted.
In an air to ground engagement, the SF should be scanning the ground below and in front of the EF to call out any potential threats and to make directive calls for the EF if that becomes necessary. Just like in A2A, the SF needs to offset themselves from the EF’s flight path and maintain necessary deconfliction so they can clearly see the target area and the EF, in the same sector of their canopy preferably.
¶ Role Switching
¶ Self Switching
Any fighter can initiate a role switch if they feel they meet the conditions of becoming the EF by making the following call:
<Your #>, Engaged
After an engaged call is made, any fighter that has SA of where the engaged fighter is, and what is causing it to be engaged should respond with <#>, Supporting
¶ Other Switching
Any fighter can initiate a role switch if they feel that another member of their flight meets the conditions of becoming the EF by making the call:
<Their #>, <Your #>, You Are Engaged.
The call should also include a very short informative call of what they are engaged by:
| Reason | Call |
|---|---|
| SAM | SAM <System name if you know it> <Bearing> |
| Fighter | Tally <Qty> <Bearing> <Alt> |
The informative call can be followed with a directive call to either a) break away from the threat or b) create altitude deconfliction betweeen element members.
The fighter that is making the other switching call is de facto supporting and no supporting call is needed.
¶ Switching During A2G
Generally speaking, an element has the same target or set of targets in the same geographical area. As the EF becomes the EF when they enter their IP, the SF should call Supporting and maneuver to maintain themselves close to their expected IP while performing SF duties.
Once EF has their weapons off, and has left their vulnable phase of flight, the EF can establish visual deconfliction with the SF. Once the EF has visual deconfliction with SF, EF can call Supporting to intiate a role switch. Now, the SF becomes the EF and proceeds to intiate their strike.
Note that there are also pre-planned tactics where elements attack as one, and flight path vectors are designed to allow both members to perform the SF role nearly simultaneously.
¶ Intercepts
¶ Section 3 – Squadron Administration
¶ - Squadron Staff
¶ Commanding Officer (CO)
| Current Officer | Maj. Z. “D20” Shepard |
The CO is an O-4 or higher ranked individual responsible for the overall leadership and direction of the 93rd TFS.
Current responsibilities include:
- Setting training and readiness standards
- Managing training schedule
- Setting squadron policy
¶ Executive Officer (XO)
| Current Officer | Maj. Hex “UNO” |
The XO is an O-4 or higher ranked individual responsible for the day-to-day operations of the 93rd TFS.
Current responsibilities include:
- Management of 93rd TFS liveries
- Management of documentation
- Management of the roster and promotion chart
- Maintenance of checkride missions
¶ Operations Officer (OPSO)
| Current Officer | Kora “Kortana” L. |
The OPSO is an O-3 or higher ranked, non-moderating individual responsible for day-to-day record keeping of the 93rd, and ensuring that members are adhering to training standards.
Current responsibilities include:
- Ensuring accuracy of the roster, attendance sheet, and promotion chart
- Updating attendance
- Reminding members if they are eligible for promotion or need to complete a check ride
- Assisting OCs with getting their IQT completed
- Assisting the XO with completeness and accuracy of documentation
¶ - Pilot Standards
¶ Minimum Qualifications
The minimum qualification required to fly in a mission will be the Initial Qualification Training (IQT) checkride. All new Officer Candidates will have thirty (30) days to pass the IQT or they will be removed from the active roster.
The intended qualification to lead an element will be the Mission Qualification Training or (MQT). All 1st lieutenants with the minimum required TIG for 2nd Lieutenant can attempt the MQT.
The intended qualification to lead a flight will be the Instructor Upgrade Checkride (IUC). All 2nd lieutenants with the minimum required TIG for Captain can attempt the MQT.
If a suitable amount of qualified individuals are not present for a mission, a lower rank may be tasked with greater responsibility.
¶ Minimum Participation
Members are required to fly in official Friday operations, in an F-16, with the squadron once every 60 days. Past 60 days your next operation must be in the F-16 flying with the squadron. Failure to communicate with squadron leadership during an absence longer than 90 will likely result in demotion for O-3 and above down to O-2 or removal from the roster past 90 days for O-2 and below.
¶ Leave of Absence
If you know you are going to be absent for longer than 30 days please drop a message in LOA Notifications. No reason is neccessary.
While on LOA, you do not need to mark your attendance for operations.
¶ Appendix — 93rd Pilot Comms Required Calls and Responses Reference
Legend
Speaker: FL Flight lead · EL Second element lead · W Wingman (#2 or #4) · F Flight / any member
Net: L Local · B Broadcast · L/B Either
Type: D Directive · I Informative
Ack: Y Required · N None · ! Execute/deconflict immediately, ack if able
Type and Ack are independent. A D call directs action or requires an answer. An I call reports status, position, state, contact, weapon employment, or intent. Informative calls normally do not require an acknowledgement unless the SOP requires an immediate response, deconfliction, or new direction.
¶ Stop, Safety, and Non-Compliance
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Weapons stop / fratricide risk | D | Cease fire, cease fire, cease fire |
Continue to deconflict weapons already in flight. | F | L/B | ! |
| End local engagement only | D | Terminate, [reason] |
Ends engagement, not sortie. | FL/EL | L | Y |
| Attack, pass, or event abort due to critical safety of flight issue | D | Abort, abort, abort |
F | L/B | ! | |
| Cannot comply | I | [Your #], unable, [reason] |
Reports non-compliance with a directive. Lead or directing aircraft should issue new direction if required. | F | L/B | N |
| Immediate collision or threat break | D | [Recipient], break [direction], now |
Collision, terrain, missile, gun, or flight-path conflict only. | F | L/B | ! |
| Emergency condition begins | I | [Callsign/#], emergency, [problem], [intentions if able] |
F | L/B | Y | |
| Lost situational awareness | I | [Callsign/#], tumbleweed, [position/altitude] |
F | L/B | Y |
¶ Radio, Check-In, and Requests
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Flight poll | D | [Flight/element], check |
Members respond Two, Three, Four in order. |
FL/EL | L | Y |
| Directive received, will comply | I | [Your #], wilco |
Do not use Roger to mean compliance. This is an acknowledgement, not a new directive. |
F | L/B | N |
| Directive not heard | D | [Your #], say again [item] |
Requests retransmission. | F | L/B | Y |
| Information uncertain | D | [Your #], confirm [item] |
Heard but may be wrong. Requests confirmation. | F | L/B | Y |
| Preplanned frequency change | D | Push [preset/frequency] |
Directs affected members to change frequency. | FL/EL | L/B | Y |
| External agency check-in | I | [Agency], [Callsign], check in, [position], [altitude], [status/request] |
Include only what the agency needs. If an actual request is included, treat the request portion as directive. | FL/EL | B | N |
| Request air picture | D | [Agency], [Callsign], picture |
Requests agency response. | FL/EL | B | Y |
| Request nearest adversary contact | D | [Agency], [Callsign], Bogey Dope |
Requests agency response. | F | B | Y |
| Request track identification | D | [Agency], [Callsign], declare [BRAA/BULL/track] |
Requests agency response. | FL/EL | B | Y |
¶ Ground, Taxi, Takeoff, and Departure
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Ready for taxi | I | [Your #], green jet |
Started, configured, checked in, ready to taxi. | F | L | N |
| Lead starts taxi | I | Rolling, Nose Wheel ON |
Advises the flight that lead is moving. | FL | L | N |
| Wingman/element starts taxi late | I | [Your #], rolling |
When delayed or when lead needs confirmation. | F | L | N |
| Flight or element lines up | D | Line up |
Affected members ack by position number when required. | FL/EL | L | Y |
| Formation takeoff run-up command | D | Brakes / Run it up |
Lead directs brakes held and run-up. | FL | L | Y |
| Formation takeoff run-up ready | I | [Your #], ready |
Wingman confirms ready for formation takeoff. | W | L | N |
| Formation takeoff start | D | And, Rolling |
Lead releases brakes on rolling; wingman rolls with lead. |
FL | L | N |
| Acceleration too slow | D | Push it up |
Wingman directs lead to increase power. | W | L | Y |
| Acceleration too fast | D | Pull it back |
Wingman directs lead to reduce power. | W | L | Y |
| Formation takeoff continue check | D | Continue |
Directs continuation after takeoff check/criteria. | FL | L | N |
| Takeoff abort | D | Abort, abort, abort |
Emergency, unsafe formation, runway conflict, or failure before SOP abort limits. | F | L/B | ! |
| Takeoff decision point | I | V1 |
After SOP abort threshold. | FL | L | N |
| Rotation | D | Rotate |
Formation takeoff. | FL | L | N |
| Airborne report to agency | I | [Callsign], airborne |
Only when departure procedures require. | FL | B | N |
| Runway clear | I | [Callsign], runway [number] clear |
Last aircraft or lead. | F/FL | B | N |
¶ A.4 Visual, Formation, and Deconfliction
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Lost sight of responsible friendly | I | [Your #], blind, [altitude] |
Call immediately. Visual aircraft or lead should provide deconfliction or new direction. | F | L | Y |
| Regained sight of friendly | I | [Your #], visual [aircraft/flight] |
F | L | N | |
| Lost sight of target/object | I | [Your # or Callsign], no joy [target/object] |
Enemy aircraft, ground target, runway, tanker, or visual reference. | F | L/B | N |
| Target/object sighted | I | [Your # or Callsign], tally [target/object] |
F | L/B | N | |
| Attention locked off formation | I | [Your #], padlocked |
Normal lookout/formation responsibility degraded. | F | L | N |
| Physically separated from flight | I | [Your #], separated, [position/altitude] |
Lead should provide rejoin/deconfliction if needed. | F | L | Y |
| Returned to briefed formation position | I | [Your #], saddled [direction of lead] |
After rejoin, tactical split, or deconfliction. | F | L | N |
| Radar/tactical trail contact established | I | [Your #], tied [aircraft] |
When brief requires trail/radar contact. | W | L | N |
| Relevant sensor contact acquired | I | [Your #], contact [group/BRAA/BULL] |
F | L | N | |
| Relevant sensor contact lost | I | [Your #], faded [group/contact], [georef if available] |
When loss affects the plan. | F | L | N |
| Radar/IR lock lost | I | [Your #], lost lock [target/group] |
F | L | N | |
| Assigned sort lost | I | [Your #], lost sort |
Lead/EL should resolve or reassign sort if required. | F | L | Y |
| Sensor gimbal limit affects contract | I | [Your #], gimbal |
F | L | N | |
| Visual engaged role assumed | I | [Your #], engaged |
Announces engaged role. Flightmate should assume/support as briefed. | F | L | Y |
| Supporting role assumed | I | [Your #], supporting |
Confirms supporting role. | F | L | N |
| Assign engaged role to another member | D | [Their #], you are engaged, [reason] |
Caller becomes supporting unless lead directs otherwise. | FL/EL | L | Y |
¶ FENCE, Fuel, State, and Weapons Accountability
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| FENCE-in complete | I | [Your #], fenced, [master mode], [fuel] |
Abbreviated if briefed: [Your #], fenced, [fuel]. |
F | L | N |
| FENCE-out complete | I | [Your #], fenced out, [fuel] |
Before recovery or exit. | F | L | N |
| Fuel check response | I | [Your #], [fuel in thousands] |
Example: Three, six point eight. |
F | L | N |
| A/A weapons and fuel state | I | [Your # or Callsign], [ARH]-[SARH]-[IR] by [fuel] |
F-16: Two, two-zero-one by six point five. |
F | L/B | N |
| Joker fuel reached | I | [Your #], joker |
Prebriefed Joker fuel. | F | L | N |
| Bingo fuel reached | I | [Your #], bingo |
Default: egress, tanker, or recover. | F | L/B | N |
| Fuel trending low | I | [Your #], fuel yellow |
Plan becoming fuel-limited but controllable. | F | L | N |
| Fuel no longer supports plan | I | [Your #], fuel red |
Immediate decision required. | F | L/B | Y |
| Fuel emergency | I | [Your # or Callsign], fuel emergency, [fuel], [intentions] |
F | L/B | Y | |
| No usable ordnance for assigned task | I | [Your #], Winchester |
F | L/B | N | |
| No usable A/G ordnance except gun | I | [Your #], Beretta |
F | L/B | N | |
| No antiradiation missiles | I | [Your #], Arizona |
SEAD/DEAD. | F | L/B | N |
| Prebriefed low weapons state | I | [Your #], Shotgun [weapon/type if needed] |
F | L/B | N | |
| Damaged aircraft | I | [Your #], damaged, [system], [intentions] |
Lead should issue recovery/escort/tasking if required. | F | L/B | Y |
¶ Air-to-Air Tactical Calls
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Flight/element commit | D | [Callsign], commit [group/heading] |
FL/EL directive to commit unit to current air picture. | FL/EL | L/B | N |
| Target responsibility assigned | D | [Your #], target [group/contact] |
Directs member to assume target responsibility. | FL/EL | L | Y |
| Assigned group acquired | I | [Your #], targeted [group] |
Assumes responsibility for the group. | F | L/B | N |
| Sort responsibility met | I | [Your #], sorted [target/group] |
F | L | N | |
| AIM-120 / active radar missile | I | [Your # or Callsign], FOX 3, BULLS [georef bearing] for [georef range] |
F | B | N | |
| Multiple ARH shots | I | [Your # or Callsign], FOX 3 times [# of shots], BULLS [georef bearing] for [georef range] |
F | B | N | |
| AIM-9 / IR missile | I | [Your # or Callsign], FOX 2 |
Add target/position if ambiguous. | F | B | N |
| Active missile reaches active state | I | [Your #], pitbull [target/group] |
F | L | N | |
| Missile support terminated before active | I | [Your #], cheapshot [target/group] |
F | B | N | |
| Own/friendly missile defeated | I | [Your #], trashed [target/group] |
F | B | N | |
| Observed/assessed hit | I | [Your #], splash [target/group] |
F | B | N | |
| Airborne radar search RWR | I | [Your #], nails [direction/type if known] |
F | L | N | |
| Airborne radar spike/launch RWR | I | [Your #], spike [direction/type if known] |
Broadcast if it affects other flights/shared airspace. | F | L/B | N |
| No RWR indication when relevant | I | [Your #], naked/clean |
F | L | N | |
| Defensive maneuvering | I | [Your #], defending [direction/threat] |
F | L/B | N | |
| Defensive and unable to support | I | [Your #], defensive [direction/threat] |
Serves as a more specific unable when the pilot cannot perform expected contract while defending. |
F | L/B | N |
¶ Air-to-Ground, SEAD/DEAD, and Laser Calls
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| A/G attack run begins | I | [Your # or Callsign], in [heading/direction] |
F | L/B if JTAC | N | |
| A/G attack pass complete | I | [Your # or Callsign], off [direction], [dry/safe/effects if needed] |
F | L/B | N | |
| A/G attack aborted by pilot | I | [Your #], aborting, [reason] |
Reports own aborted attack. Use Abort, abort, abort for a directive safety abort affecting others. |
F | L/B | N |
| Non-missile A/G release | I | [Your #], [type] times [quantity] |
Bombs, rockets, glide weapons. | F | L/B | N |
| Maverick or short-range A/S missile | I | [Your #], rifle, [target descriptor] |
F | L/B | N | |
| Antiradiation missile | I | [Your #], magnum [system], BULLS [bearing] for [range] |
ARM employment. | F | L/B | N |
| Prebriefed emitter detected active | I | [Your #], [system] active, [location/direction] |
F | L/B | N | |
| Prebriefed emitter stops radiating | I | [Your #], [system] down, [location/direction] |
F | L/B | N | |
| SAM search indication | I | [Your #], dirt [direction/type] |
F | L | N | |
| SAM tracking indication | I | [Your #], mud [type], [direction], [range if able] |
F | L/B | N | |
| SAM launch indication | I | [Your #], singer [type], [direction] |
F | L/B | N | |
| Visual SAM launch | I | [Your #], SAM [direction/position] |
Immediate threat information; affected aircraft defend/deconflict as required. | F | L/B | ! |
| Start buddy lase | D | [Designator #], laser on |
Directs designator to start lasing. | F | L | Y |
| Laser firing | I | [Your #], lasing |
Buddy lase or contract. | F | L | N |
| Laser energy not acquired | I | [Your #], deadeye |
F | L | N | |
| Laser energy acquired | I | [Your #], spot |
F | L | N | |
| Stop lasing | D | [Your #], cease laser |
Directs designator to stop lasing. | F | L | Y |
| BDA / effects report | I | [Your # or Callsign], effects [short BDA] |
Example: Two, effects, one vehicle burning. |
F | L/B | N |
¶ Recovery, Landing
| Situation | Type | Call | Notes | Speaker | Net | Ack |
|---|---|---|---|---|---|---|
| Recovery FENCE-out | I | [Your #], fenced out, [fuel] |
F | L | N | |
| Entering overhead break | I | [Your # or Callsign], in the break |
F | L/B | N | |
| Gear down in overhead/closed pattern | I | [Your # or Callsign], gear down, base to final |
F | L/B | N | |
| Straight-in final | I | [Your # or Callsign], gear down, [distance] mile final |
F | L/B | N | |
| Instrument approach established | I | [Callsign], established [approach/runway] |
When under control or when deconfliction requires. Recommend adding distance modifier when uncontrolled. | F | B | N |
| Runway acquired | I | [Callsign], runway in sight |
F | B | N | |
| Go-around | I | [Your # or Callsign], going around |
F | B | N | |
| Missed approach | I | [Callsign], missed approach, [intentions] |
Instrument-style missed approach. | F | B | Y |