¶ Introduction
The 93rd TFS squadron standard operating procedure is the main document that provides guidance on how members should plan, brief, execute, and debrief DCS multiplayer missions. It also outlines the administrative processes within the squadron. The operational standards section is provided as a guide for mission planning and execution, but they can be adjusted to maintain a fun and engaging experience. This document is intended to be a helpful framework, rather than an administrative burden on members.
However, it is expected that Captains and higher-ranking officers are familiar with this document and promote the procedures and techniques outlined in it, where appropriate.
¶ 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.
We are only as good as our weakest pilot.
¶ 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
¶ 1.1 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
¶ 1.2 Ground Operations
¶ 1.2.1 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 2toPreset 3, 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
¶ 1.2.2 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.
¶ 1.3 Takeoff and Departure
A TOLD Calculator is provided here: Viper TOLD Calculator
¶ 1.3.1 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:
During formation takeoff, the flight lead (FL) will initiate the run-up process by calling Brakes and then Run It Up. Both the lead (FL) and the wingman (FW) will perform the run-up together by smoothly advancing the throttle until engine RPM stabalizes at 90% RPM. FL will call Rolling and release the brakes immediately after completing the call. During takeoff, both FL and FW will steer to maintain equal clearance from the centerline and runway boundary, and the wingman will steer to maintain wingtip clearance to lead.
At 70kts, the FL will call Continue, and both members will disable nose wheel steering.
At 70kts, if the wingman is unable to maintain correct position with lead, they will make a directive call to lead:
"Push it up!" |
Lead will advance throttles, including temporarily into AB during a mil takeoff |
"Pull it back!" |
Lead will reduce throttles to no lower than 97% RPM in mil, or 10% Nozzle Open in AB |
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 |
¶ 1.4 Enroute
¶ 1.4.1 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.
¶ 1.4.2 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.
¶ 1.5 Recovery and Landing
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 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, 350kt, 1500ft 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.
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:
'Lead, in the break'
The following aircraft will conduct their breaks at five-second intervals and report accordingly.
Your#in the break
During the break, the pilot will reduce power to roughly 80% RPM, and extend airbrakes. The break should be conducted at no more than a G-force 1% your airspeed (3.5G at 350kt). Upon entering the downwind, the pilot will extend the gear and attain on-speed. If at a controlled airport, the pilot should recieve or request landing clearance if not yet granted.
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.
¶ 1.6 Night
¶ 1.7 Other
¶ Section 2 -- Combat Flight Operations
¶ 2.1 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
¶ 2.2 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.
¶ 1.1.3.1 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)
¶ 2.3 Radio Communications
¶ Directive and Informative Radio Calls
All tactical radio communication comes in 3 forms: Directive, Informative, or Interrogative.
| 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 (such as members flowing independently), where either SA is provided, shared, or confirmed between entities |
Example Directive: Two, Break West, NOW. You Are Engaged. SA-5 090.
Example Informative: Two, Dirt SA-5, 090
Example Interogative: Two, do you have dirt SA-5 at your 090?
¶ 2.4 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.
¶ 2.5 Intercepts
¶ Section 3 -- Squadron Administration
¶ 3.1 - Squadron Staff
¶ Commanding Officer (CO)
| Current Officer | Maj. Hex "UNO" |
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. Z. "D20" Shepard |
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
¶ 3.2 - Pilot Standards
¶ 3.2.1 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.
¶ 3.2.2 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.
¶ 3.2.3 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.