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Introduction

This is just a quick reference guide to help VATSIM ATC (primarily in the USA) know a little more about VATSIM Military / Special Operations, what we do, things that we may need / request that are different than civilian operations, etc.
Military operations, as in the real world, are a small percentage of operations, but they carry some unique differences and traits that can add a cool dimension to our overall aviation ecosystem
Knowing what to expect when there are military operations at your field / in your airspace ahead of time can reduce stress and improve everyone’s simulation

01 Oct 2024

Military operations add realism to our environment and can add some fun too!

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Topics

Types of Operations VATSIM Military Organizations Perform
Callsigns
Flight Plans
High Performance Aircraft
Military / Special Use Airspace / MARSA
TACAN
Overhead Approach / Simulated Flameout / Carrier Break
Differences from Civilian ATC

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Types of Operations VATSIM Military Organizations Perform

The ones most often used are bolded
Sometimes we patrol/guard restricted airspace, including Temporary Flight Restriction (TFR) airspace. We will typically fly either at one altitude, or may ask for a block altitude within the TFR airspace.
Did you know… ATC can request an intercept or scramble by an approved Special Operations Pilot when they are unable to contact an aircraft within their airspace or at the request of the pilot, should all pilots agree.

Occasionally there may actually be fighters on a military ramp just for this purpose (see flight plan comments)
So… For a little fun…. Say a military fighter is sitting on the ramp and you have a NORDO aircraft. In addition to calling a Supervisor, you can ask the military to scramble and intercept the NORDO aircraft. For even more fun, it looks pretty awesome on the radar scope when a fighter is trailing your NORDO aircraft and (of course if the Supervisor terminates the connection) the NORDO aircraft suddenly disappears from radar…. “Splash One!” ☺

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War games	Scramble / Intercept of other aircraft
Air to air refueling	Using special use airspace
Carrier operations	Search and Rescue operations
Flying low level military routes	Firefighting operations
Flying escort missions	Launch and Recovery of Space Vehicles
Executing air combat maneuvers	Air displays (airshows) (Flying Displays, Races)

Reference: VATSIM Special Operations Policy

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Callsigns

Tactical callsigns

Typically associated with a unit (Wing, Squadron)
Callsigns are limited (by FAA computer limitations) to 7 characters. So true callsign words that would exceed that are shortened when filed. For example, KILLER11 may be shortened to KILLR11.
Military does not use group form in callsigns (e.g., it’s “Demon One Four”, not “Demon Fourteen”

Standard branch callsign prefixes (ref. 7110.65 Table 2-3-6)

Standard military mission callsigns/prefixes (ref. 7110.65 Table 2-3-7)

01 Oct 2024

Don’t worry, if you see us flying AF1, we know how to do it correctly and professionally…

US Air Force	US Coast Guard	US Army	US Marine Corps	US Navy
A	C	R	VM	VV

USAF Air Mobility Command	Special Air Mission	USAF Aerial Refueler	Air Force One
RCH (“Reach”)	SAM or S	SHELL, TEXCO, OPEC	AF1

Callsign	Spoken As
A4321	Air Force Four Three Two One
C1234	Coast Guard One Two Three Four
VV34567	Navy Three Four Five Six Seven

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Flight Plans

Our flight plans include information to confirm that we’re really part of a legitimate Virtual Special Operations (VSO) organization, and may include requests.

For example, vUSAF flight plan comments should include “vUSAF.us Axxxx”. The vUSAF.us is the URL for the vUSAF website, and the Axxxx is the pilot ID. Shortcut directly to the vUSAF roster

In our flight plan, we may indicate that we plan to delay at a point or inside airspace. For example, if you see a flight plan route of� CLOUDx CLOUD BEAK /D0030 CME PIO�it means when we get to the BEAK MOA, we plan on operating inside that airspace for 00 hours and 30 minutes
Flight plan comments may indicate that we want to activate special use airspace, are defending special use / restricted airspace, or are sitting ready alert to scramble.

For example:

“Activate BEAK and TALON MOAs”, “Activate R5107”
“Defending TFR 3/1234”
“Alert/Scramble”

If you don’t happen to see it, no worries, we’ll ask

Sometimes you’ll see that there’s more than one of us (e.g., “Flight of 2”)

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High Performance Aircraft

Jet fighters, surveillance aircraft, etc. are engineered for maximum performance, often including extraordinary speed. As such, though most of the time, they can meet all normal restrictions, it is sometimes impractical, and occasionally/rarely unsafe, to do some things that are “normal” in the “normal” civilian aviation ecosystem. Examples include:

Leveling off at, say, 2,000 feet, 3,000 feet, etc., on an instrument departure
Maintaining 250 knots below 10,000 feet

On very rare occasion, military aircraft may not always be able to observe the 250 knots below 10,000 feet restriction. This may be due to safety/performance limitations, or military low-level training routes, operations in Special Use Airspace, etc. In many cases, LOAs may be in place to routinely allow operations above 250 knots below 10,000 feet.
Often, high performance military pilots will request an “unrestricted climb”. Normally, that means (unless already provided for in ATC SOPs) coordination with TRACON and/or Center for an unrestricted climb to the top of the TRACON controller’s airspace (e.g., “maintain one four thousand”), or sometimes even all the way to cruise if Departure coordinates with Center. ATC can coordinate unrestricted climbs at their own discretion, even if not requested by the military pilot (and that’s really cool and appreciated!)

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Military / Special Use Airspace, MARSA

The military makes extensive use of Special Use Airspace (SUA), which is something that is not often considered in civilian aviation (ATC and pilots alike). On VATSIM, 99% of the time, restricted airspace is “cold” (not active). Most ARTCCs don’t simulate TFRs. But it’s part of the real aviation world, and the military uses and defends such airspace (very occasionally on VATSIM, but it happens).
In the US, special use airspace is described pretty well in the FAA Aeronautical Information Manual. A couple of key points to remember:

Civilian aircraft cannot fly through prohibited or active (“hot”) restricted areas (including TFRs). The military may defend these areas.
Military Operating Areas (MOA) consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever a MOA is being used, nonparticipating IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipating IFR traffic.

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Military / Special Use Airspace, MARSA

MARSA (Military authority assumes responsibility for separation of aircraft)�(Ref. 7110.65 2-1-11)

Typically used by military aircraft inside special use airspace
Military aircraft notify ATC that they are invoking MARSA (it’s a notification, not a request; ATC does not need to approve)
Any time military aircraft are flying in formation, only one pilot should be squawking Mode C. Sometimes you have to gently remind them, otherwise you’ll hear CACAs in your sleep for the next week…. ☺ This most often happens when an aircraft that’s squawking Mode C enters formation with a tanker; the pilot, who needed to be squawking before joining on the tanker, forgets to turn Mode C off….

OK, so what does it look like when military operations are occurring in a MOA?

Aircraft will depart and head toward the MOA
Military aircraft will advise entering SUA (and normally invoke MARSA when there’s more than one aircraft participating). When entering the SUA, controllers terminate radar service (“roger, report prior to exiting the airspace, radar services terminated, frequency change approved”).
Once the military aircraft invoke MARSA, you no longer have a responsibility to separate those aircraft. However, you still have a responsibility to separate civilian aircraft from the military aircraft. That normally means keeping civilian aircraft out of SUA, but in the case of aerial refueling inside an MOA, where the operations are very controlled, at slow speeds, in a defined refueling track, civilian aircraft could operate through the MOA, and ATC must provide IFR separation (in other words, in such circumstances, you don’t have to route the civilian aircraft around the whole MOA, but in practice, notwithstanding the minimum separation minima required by 7110.65, keep them at least 5-10 miles away and/or at least 2000 feet vertically separated from the refueling operation).
When aircraft are departing the SUA, they will (normally) advise at least 5 minutes prior to departing the SUA. When military aircraft exit the SUA, they should (but often forget to) report leaving SUA and terminating MARSA. Radar controllers would then normally radar contact the aircraft/formation and resume providing separation services.

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Extreme High Altitude Operations

On rare occasion, aircraft may operate ABOVE Class A airspace. As an example, the USAF U2 Dragon Lady can fly above FL700.
When aircraft leave Class A airspace vertically, they are simply radar terminated

For example: “DRAGN1, radar services terminated, monitor unicom”

Pilots, when desiring to descend into Class A airspace, should be contacting ATC in enough time for ATC to radar contact the aircraft and (re)issue a clearance.

For example: “DRAGN1, radar contact xx from the XXX VOR. Cleared to Beale AFB as filed, proceed on course.”

01 Oct 2024

Adapted (slightly) from material originally written by Daniel Hawton

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TACAN

A TACtical Air Navigation (TACAN) is essentially nothing more than a tactical version of a VOR with a DME. Ever hear of a VORTAC? That’s a VOR with a built-in TACAN. TACANs can only be used by military aircraft.
Like a VOR, TACANs emit radial information, as well as DME.
ATC can issue instructions just as if it were a VOR, including for TACAN approaches; you’d just use the word TACAN instead of VOR (e.g., “SCALP1, cleared TACAN Runway 33 Approach”)

01 Oct 2024

Adapted (slightly) from material originally written by Daniel Hawton

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Overhead Approach Maneuver (“Overhead Break”)

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Simulated Flameout (SFO) / Emergency Landing Pattern (ELP)

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Carrier Breaks

Carrier breaks are a type of overhead maneuver where an aircraft will approach the field established on final, passing 3 DME at 1,200 feet AGL at a speed of 250-300 knots. After 3 DME, they will descend to 800 feet AGL. Once the pass the departure end of the arrival runway and prior to 4 DME past, the aircraft will make a sharp turn to the left, dropping gear and flaps, until they reach downwind where they will descend to 600 feet and slow to approach speed. When parallel to the numbers of the arrival runway, they will hook inward to land.
Like Overhead Maneuvers, carrier breaks are a VFR operation. For an aircraft to conduct a carrier break, they must be flying VFR and have cancelled their IFR. Due to the nature of Aircraft Carrier operations, standard carrier breaks are to the left and it is strongly recommended to not divert from this unless deemed necessary for safety of flight.

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Credit: Daniel Hawton

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Carrier Breaks (Continued)

Example transcript:

Pilot> Anchorage, BORAT 12, Request carrier break.

ANC> BORAT 12, Anchorage. I have your request. Report IFR cancellation. Descend and maintain 5,000. Pilot> BORAT 12, cancel IFR. Descending to 5,000.

ANC> BORAT12, IFR cancellation received. Resume normal VFR altitudes. Proceed to the initial runway 7 Right. Pilot> BORAT12.

(When pilot is about 8-10 miles away from the runway) ANC> BORAT 12, contact Anchorage Tower 118.3. Pilot> 118.3, BORAT12.

Pilot> Tower, BORAT12, inbound carrier break runway 7R.

ANC LCL> BORAT12, Anchorage Tower, report the initial runway 7R. [[Optional:]] Expect a right break. Issue any traffic and sequencing information [[Expect to follow a Boeing 737 on a 7 mile final]]

Pilot> BORAT12.

Pilot> BORAT12, Initial.

ANC LCL> BORAT12, [[If not issued and not left:]]Right carrier break approved. [[Otherwise:]]Carrier break approved.

ANC LCL> BORAT 12, check wheel’s down, runway 7R, wind calm, cleared to land. BORAT12> 3 down and locked, cleared to land 7R, BORAT12.

01 Oct 2024

Credit: Daniel Hawton

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Differences from Civilian ATC

There are a whole bunch of differences in the 7110.65, but honestly since we are extremely small in number, there are only a small handful of “most often used/needed” differences, including

Remember that pilots of high performance aircraft would greatly appreciate an unrestricted climb, and on very rare occasion may not be able to adhere to a restriction of 250 knots below 10,000 feet
BEFORE TAKEOFF, inform departing IFR military turboprop/turbojet aircraft (except transport and cargo types) to change to departure control frequency. (ref. 7110.65 3-9-3)
Remember rules around “check wheels down” for landing aircraft at USA/USN facilities (ref. 7110.65 2-1-25)
Military not generally subject to gate hold / delay programs (ref. 7110.65 3-9-2 and/or via standard coordination between DoD and FAA)

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Conclusion

Military operations on VATSIM, as in the real world, are a small percentage of operations, but they carry some unique differences and traits that can add a cool dimension to our overall aviation ecosystem
VATSIM Virtual Special Operations pilots receive a significant amount of very rigorous training to be able to successfully simulate military operations, professionally

There is an extremely detailed training syllabus to earn military pilot certification on VATSIM
The washout rate is 95+%, so you should be seeing just the best of the best (when you are seeing a true VSO pilot/operation)

That said, there are training fields where initial student training and assessments are being done, so you may see some more “rough around the edges” in those situations. Examples include vUSAF training in C172, T6, etc. at KDLF, KRND. Those guys are new and can barely spell vUSAF yet… Those are the guys that may be in the 95% that wash out, or they may be in the 5% that make it…. Your patience is appreciated!

VATSIM Special Operations pilots very much want to fit into the overall ecosystem, want to operate tactically, precisely, professionally, have fun at the same time

01 Oct 2024

Military operations add realism to our environment and can add some fun too!

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BACKUP

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Revision Record

01 Oct 2024

Revision	Date	Author	Notes
0	01 Jan 2024	vCol Don Desfosse	Initial Release
1	01 Oct 2024	vBrig Gen Don Desfosse	Change reference from Unicom to Advisory

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Notes

References to FAA documents in this presentation are aligned with

FAA JO 7110.65AA, 20 Apr 2023
FAA AIM, 03 Nov 2022 (Change 3)

Suggestions for improvement? Please send any comments/suggestions and/or appreciation beers to Don Desfosse (ddesfosse at vusaf dot us)

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Additional References

vUSAF Aerospace Control Alert (ACA) Air Defense Training

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ATC PHRASEOLOGY FOR MILITARY

QUICK REFERENCE GUIDE

Author unknown - this will be changed when they let me know who they are :)

Modified slightly from original document

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Clearance, Ground, Departure

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Clearance

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Scenario	Military Plane Request	ATC Reply	Military Plane Readback
VFR Clearance	Clearance, Kilo 1-1, VFR departure to (DIRECTION OF FLIGHT) OR Clearance, Kilo 1-1, VFR departure via (procedural departure)	Clearance delivery identical to traditional VFR requirements for controlled airspace	Clearance readback identical to traditional VFR requirements for controlled airspace
IFR Clearance	Clearance, Kilo 1-1, IFR departure to (Dest/Airport) with (ATIS)	Clearance delivery identical to traditional IFR requirements for controlled airspace	Clearance readback identical to traditional IFR requirements for controlled airspace
MOA/Restricted Area Activation	Clearance, Kilo 1-1, Request Activation of EXAMPLE ONE MOA from Surface to FL180	Kilo 1-1, Acknowledged Note: This is a pure coordination activity with for Center/TRACON. This is usually an airborne request, not via Clearance	N/A
Marching Order/MITO (Uncommon)	Clearance, Kilo FLIGHT of # on the tree, IFR Clearance marching order	Kilo Flight, Clearance, (traditional departure route clearance), Level off at #,###, Departure (freq), squawk ####, last aircraft subset charlie	As filed, level at #,###, squawk ####, last aircraft subset charlie, Kilo flight, request MITO departure when ready

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Ground

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Scenario	Military Plane Request	ATC Reply	Military Plane Readback
Normal Taxi	Ground, Kilo 1-1, Ready to Taxi	Kilo 1-1, Ground, Taxi to Runway ## taxi via (Taxi Route)	Runway ##, Taxi Via (Taxi Route), Kilo 1-1
Expedited/Scramble Taxi	Ground, Kilo 1-1, Request Expedited taxi to Runway ##	Kilo 1-1, Ground, Expedited Taxi Runway ## Taxi Via (route), Cross runway ## (as needed) OR Kilo 1-1, Ground, Taxi Pilot’s discretion, all runway crossings authorized	Expedited Taxi runway ## via (taxi route), Kilo 1-1 OR Taxi my discretion, cross all runways, Kilo 1-1
Marching Order/MITO (Uncommon)	N/A (Carries over from clearance)	Kilo Flight, Ground, approved Runway #, advise when ready for departure (Note: MITO always occurs to the closest runway from parking)	N/A

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Local (for Departure)

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Scenario	Military Plane Request	ATC Reply	Military Plane Readback
Traditional Takeoff	Tower, Kilo 1-1, Holding Short Runway ##, Ready for Departure	Kilo 1-1, Tower, Change to Departure (frequency) airborne, Runway ##, winds ### at ## knots, cleared for takeoff	Runway ##, cleared for takeoff Kilo 1-1
Expedited/Scramble Takeoff	Tower, Kilo 1-1, Holding Short Runway ##, Ready for Departure, Request Unrestricted Climb	Kilo 1-1, Tower, Change to Departure (frequency) airborne, Runway ##, winds ### at ## knots, climb unrestricted to Flight Level ##, cleared for takeoff	Runway ##, cleared for takeoff unrestricted, Kilo 1-1
Marching Order/MITO Takeoff (Uncommon)	Tower, Kilo 1-1 flight ready for MITO (Next Plane 1-2) Kilo 1-2 lining up # (heading in single digit, eg “5”) (repeat as needed)	Kilo 1-1 flight, Tower, fly heading ###, contact departure airborne, runway ## cleared for takeoff Kilo 1-2, fly heading ### (e.g 050), cleared for takeoff (repeat as needed)	Heading ###, runway ## cleared for takeoff, Kilo 1-1 050, cleared for takeoff 1-2

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Departure

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Scenario	ATC Enquiry	Military Plane Reply	ATC Reply
Standard Departure	Kilo 1-1, Departure, Say altitude passing	Passing #,###, Kilo 1-1	Kilo 1-1, radar contact, (normal departure instructions)
Expedited/Scramble Departure	Kilo 1-1, Departure, Say altitude passing	Passing #,###, Kilo 1-1	Kilo 1-1, climb unrestricted #####, (other instructions as necessary)
Marching Order/MITO Departure (Uncommon)	Revert to traditional departure phraseology for flight of aircraft

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Airborne

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Airborne SUA Activation

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Scenario	Military Plane Enquiry	ATC Reply	Military Plane Readback
MOA, MTA, Warning, Alert, or Restricted Request	Center/Departure, Kilo 1-1, requests EXAMPLE ONE MOA from Surface to FL180	Kilo 1-1, Center/Departure, cleared to operate within the confines of the EXAMPLE ONE MOA, maintain Surface to 18,000, (area name) altimeter ##.##, advise 5 minutes prior to exit, change to tactical approved.	Cleared Angles # to #-#, advise 5 minutes prior to exit, Kilo 1-1
MOA, MTA, Warning, Alert, or Restricted Activation	Center/Departure, Kilo 1-1, show EXAMPLE ONE MOA as hot and active at this time	Kilo 1-1, Center/Departure, showing EXAMPLE ONE MOA as hot and active.	N/A
Exiting the MOA, MTA, Warning, Alert, or Restricted	Center/Departure, Kilo 1-1, ## Miles (direction) from the ___ VOR, FL###, EXAMPLE ONE MOA COLD, request (routing or direct to base)	Kilo 1-1, Center/departure, roger, EXAMPLE ONE MOA cold and inactive, (provide appropriate routing instructions for request and conditions)	Cleared to/via (route as instructed), Kilo 1-1

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SUA Traffic Advisories

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Scenario	ATC	Military Pilot	ATC
Unauthorized Target Entered the SUA	Kilo 1-1, Center, Whiskey Alert, bearing ###, range ## nm, altitude ###	Roger, spill in traffic, bearing ###, range ## nm, altitude ###, halting operations and performing soft intercept, Kilo 1-1	Kilo 1-1, roger
Unauthorized Target Leaving the SUA Area	Kilo 1-1, Center, spill out	Roger, resuming operations, Kilo 1-1	N/A

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Class A Entry and Routing

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Scenario	ATC	Military Pilot	ATC
On intercept for TOI	Kilo 1-1, Center, Cleared into the Class A airspace heading ### with Due Regard	Roger, spill in traffic, bearing ###, range ## nm, altitude ###, halting operations and performing soft intercept, Kilo 1-1	Kilo 1-1, roger
Entry into Class A		Kilo 1-1, Center, Kilo 1 - 1, request vectors/route to LOCATION/VOR with Due Regard	Kilo 1-1, Cleared into the Class A DIRECT/VECTORS/ETC with Due Regard

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Intercept Terms

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Term	Definition	Example
BRA	Bearing, Range, Altitude	360, 1-5 miles, 1-0 thousand
TOI	Target of Interest
Bogey Dope	Bearing, Range, Speed, Altitude	360, 1-5 miles, 200 kt, 1-0 thousand

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Arrival, Landing

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TRACON Arrivals

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Scenario
Arrival as a Flight	No different than any normal approach request
Single Plane Arrival	No different than any normal approach request

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Local (for Arrival)

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Scenario	Military Plane	ATC	Military Plane
Overhead Break �(Fighters only, requires VFR Conditions or SVFR)	Tower, Kilo 1-1 request overhead break	Kilo 1-1, break approved report (break/initial), (left/right) break at (numbers/midfield)	Kilo 1-1, break approved, (left/right) break report (break/initial).
	Tower, Kilo 1-1, (break/initial)	Kilo 1-1, wind ### at ## knots, check wheels down, runway ## cleared to land	Kilo 1-1, wheels down, runway ## cleared to land
Precision Landing	No different than a normal precision landing except our speed is higher
Non-Precision Landing	No different than a normal precision landing except our speed is higher

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Selected Slides from

vUSAF Aerospace Control Alert (ACA) Air Defense Training

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Key Terms

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Term	Definition	Example
BRA	Bearing Range Altitude	123 for 40, 2000
BRAA	Bearing Range Altitude Aspect	123 for 40, 2000, Cold
Aspect
Flanking	Bandit is showing his side to you.
Hot	Bandit has nose pointed in your direction.
Cold	Bandit has his tail pointed in your direction.

Bogey Dope	A request for bearing and range to bogey and as available, heading, speed, and altitude (note: Most VATSIM ATC won’t know what this is, so may be better to ask for BRA)
TOI	Target of Interest
Bullseye	A pre-defined point which is used as a reference for radio calls indicating a position	KLSV
Combat Air Patrol	Patrol over defended area for the purpose of intercepting/destroying hostile aircraft before they reach their target
Due Regard	A phase of flight wherein an aircraft commander of a State-operated aircraft assumes responsibility to separate his/her aircraft from all other aircraft (often utilized when an aircraft has a tactical necessity to deviate from regulations to accomplish a mission, but must assume responsibility for safety of the operation)

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Interacting with ATC

You may include remarks in your flight plan that indicates you are available for scramble/intercept

e.g.: vUSAF.us Axxxx / Alert aircraft available for scramble and intercept

You may send a chat message to ATC notifying them that you are available for scramble/intercept

e.g.: vUSAF.us Axxxx / Alert aircraft available for NORDO scramble and intercept, or intercept of any aircraft that requests intercept
But they are busy. Do not be a pest. One notification to the highest ATC in the area (e.g., Center) is sufficient. Hopefully, particularly when multiple controllers are online, they’ll share that information (though it’s not a guarantee, especially if they are busy).
ATC may not be aware that this is authorized, may not be as familiar with the procedures and may be nervous about using it, may have too much traffic to work an intercept, or may simply choose not to do it for any reason. That’s OK. It’s their prerogative. Do not push ATC.

ATC will make the request for scramble.
Upon launch, ATC should (hopefully) coordinate (as necessary) an unrestricted climb and proceed to TOI (with BRA information) (otherwise, just ask for it)

Most VATSIM ATC is unfamiliar with scramble procedures and terms like BRA, so you may have to guide them through it.

ATC should handle Supervisor/Administrator comms, but the Supervisor/Administrator may contact you with questions, to confirm timing, etc.

For maximum enjoyment, time and workload permitting, the Supervisor/Administrator will allow you to conduct your intercept, take pictures, etc. before they terminate the connection of the NORDO aircraft

01 Oct 2024