MILPORT IFR/RAD

- CIND -> Chief Intercept Director
- MAC -> Air Traffic Control
- TAC -> Tactical Figher Control

(Military) Air Traffic Control:

- military IFR guidance to/from aerodromes
- guidance in civil airspace (for example crossing airways)
- coordination with civil ATC (for example ACC)
- management of military training areas (TRA/TSA)
- civil APP for Sion airport during military operation hours
- monitoring test flights for: military traffic, Swiss, Pilatus

Tactical Fighter Control (different names used for the tactical work)

tasks include well-known ATC duties but in addition:
- knowledge of the exact procedures for each exercise (BLK!)
- aircraft / radar and weapon knowledge
- conduct of SAF training missions... means bring aircraft from airbase into the TRA/TSA - lead the exercise - bring them back
- lead live / hot missions

FC: Fighter Control
TFC: Tactical Figher Control
GCI: Ground Controlled Interceptor
IND: Intercept Director
WD: Weapons Director

- CAD (Chief Air Defense) represents the AOC inside ADDC
- IDO (Identification Operator)
- TM (Track Monitor)
- AMO (Application Manager Operator)

there must be at least 1 suitable alternate (= METEO, CFR, RWY fully useable (crash barrier, arresting cable etc.))

military airbases and additionally GEN and ZUR (if no military airbase awailable)

- departure for local school circuits (IF00)
- departure to get on TOP to continue VFR
- departure to another airbase
- departure for a mission inside a TRA/TSA

equipment and sufficient radar coverage

DUB, EMM, LOC, PAY

MEI, SIO

- airbase to ADDC: 2 minutes (SIO, MEI, LOC)
- airbase to ADDC: 4 minutes (PAY, EMM, DUB)

radio check on radar frequency

- pilot requests taxi clearance (for a mission in TSA)
- TWR issues taxi and IFR clearance (standard altimeter setting)
- TWR calls RADAR for release
- RADAR coordinates with ADDC (cleared FL, frequency)
- RADAR communicates data (FL, SSR code) and release to TWR
- TWR issues take-off clearance and instruct traffic to contact RADAR
- pilot will do a radio check on radar frequency before taking off

- "follow me" (RWY controller) leads aircraft from stand to holding point
- TWR issues line up on RWY
- RWY controller checks RWY
- when runway vacated, RWY controller reports "RWY clear"
- TWR issues take off clearance

only single departure, every aircraft has to report airborne or aborting take off

= "quick reaction alert"

Whenever ADDC wants the fighters to depart, it sends an electronic message (= "scramble order") to the airbase concerend.

Provide as little delay as possible.

1. Call Sign
2. Runway in use
3. Flight Size
4. ADDC Radio Channel

1. TWR gives information to position in charge of IFR departure coordination
2. This position shall then request an IFR outbound clearance from ADDC stating details mentioned above

1. Scramble Order (USO) type "ACTIVE AIR" (VFR+IFR)
2. ARR IFR MIL
3. ARR IFR CIV (where applicable)
4. DEP IFR CIV with Calculated Take Off Time (inform ADDC about slot)
5. Scramble Order (USO) type "EXERCISE" (VFR+IFR)
6. Scramble Order (USO) type "DAILY OPS" (VFR+IFR)
7. DEP IFR MIL
8. DEP IFR CIV without CTOT

No, regardless of priority regulation, separation minima shall be respected at all times.

- QUEBEC
- SIERRA
- PAPA
- EINA
- MIL ILS
- MIL IGS
- IGS
- RADAR TRAIL (glide path < 5°)
- RADAR TRAIL MINIMUM (glide path > 5°)

Radar vectoring

Approach by Surveillance Radar Equipment (SRE) or FLORAKO and Precision Approach Radar (PAR)

Radar vectoring

Approach by SRE providing azimuth control and information about minimum altitudes for each nautical mile from touchdown.

Radar vectoring

Approach by SRE or FLORAKO and PAR butwith higher approach speed, followed by visual circling.

Radar monitoring

Approach monitored by SRE, can be followed by any other final APP procedure except PAPA & QUEBEC (> 5°)

Radar vectoring followed by monitoring

low drag approach = reducing speed during app and setting gear down 3 to 4 NM final earliest)

Approach by SRE followed by a pilot interpreted final approach (precision approach)

Radar vectoring followed by monitoring

Approach by SRE or FLORAKO followed by a pilot interpreted final approach (non-precision approach)

own navigation or radar vectoring or radar monitoring

Approach by SRE or FLORAKO (monitoring or vectoring) or by own navigation, followed by a pilot interpreted final approach (non-precision approach)

Radar vectoring and/or Radar monitoring

Procedure used by military aircraft equipped with onboard radar, which is utilized to maintain safe separation from the preceding aircraft (leader).

RADAR TRAIL -> glide path < 5°; leader and trailer guided by the same PAR operator

RADAR TRAIL MINIMUM -> glide path > 5°; trailer guided by a separate PAR operator; required for the use of the lower QUEBEC minima and all approaches of more than 5° glide path

SIERRA -> azimuth control only, providing information about minimum altitudes

QUEBEC + PAPA -> also altitude, PAPA used for higher approach speeds, followed by visual circling

MIL ILS -> only SRE can be used, precision approach followed

MIL IGS -> SRE or FLORAKO can be used, non-precision approach followed