Lakeland Linder Regional, Lakeland, FL April 4 - 11, 2006

AFNORTH CONR Combined Air & Space Operations Center Combat Plans Division Tyndall AFB Florida Major Christopher C. Morton Special Instructions Coordinator Colonel Morris 4 - 11 April 2006 Good Afternoon, I’m Major Chris Morton from Continental United States NORAD Region. Here with me today at Sun N Fun is Col Morris. We would like to thank everyone at the FAA Production studios for letting us talk to you today. My backround: Private in 86 Air Force Pilot Training in 92 F-15 Instructor Pilot Special Instructions Coordinator I n t e g r i t y - S e r v i c e - E x c e l l e n c e

Overview NORAD Mission Air Defense Identification Zone (ADIZ) Operations Temporary Flight Restrictions (TFRs) Interception Procedures Disaster Preparation and Relief Operations Review I would like to take a few minutes to talk to you about NORAD and our mission ADIZ Operations TFRs What to expect if you get intercepted

Continental US NORAD Region (CONR) Assets and Forces Command & Control Continental US NORAD Region (CONR) Tyndall AFB WADS (Sector) McChord AFB NEADS (Sector) Rome NY “Unknown Rider, Unknown Rider, at position 3215N 8515W, heading 270 at 6,500 feet, squawking 1200, this is Oakgrove on Guard, Authenticate WA.” How many people have heard something similar to this while monitoring Guard or 121.5? How many people know what to do when they hear this? How many people have no idea what I’m talking about? Hopefully, I will help you understand the role the military plays in maintaining Air Sovereignty of North America. Oakgrove is the Callsign for the Southeast Air Defense Sector or (SEADS) located at Tyndall AFB, FL and we monitor all aircraft within or approaching the Southeastern United States. The Weapons Controller at Oakgrove is attempting to identify the Unknown Aircraft or “Unknown Rider” via a Challenge and Response authentication procedure. Aircraft familiar with the authentication procedure will comply and be identified. Aircraft that are not familiar with the procedures or don’t have correct authentication will be investigated further. The Northeast Air Defense Sector or (NEADS) is located in Rhome, NY and their callsign is Huntress, the Western Air Defense Sector or (WADS) is located at McChord AFB, WA and their callsign is Big Foot. The southeast, northeast, western air defense sectors report to the Continental United States NORAD Region or (CONR). SEADS (Sector) Tyndall AFB

CONR NORAD Regions ANR CANR NORAD Cheyenne Mtn The Continental US NORAD Region (in green), the Canadian NORAD region (in red), and the Alaska NORAD Region (in black) make up NORAD. NORAD is located in Cheyenne Mountain Colorado and it’s Area of Operations includes all of North America and the approaches to it. NORAD Cheyenne Mtn 11

NORAD Mission The NORAD Agreement “…the primary missions of NORAD… aerospace warning for North America; and aerospace control for North America. … [to] include the capability to detect, identify, monitor, and if necessary, take appropriate actions (ranging from visual identification to destruction) against manned or unmanned air-breathing vehicles approaching North America.” In 1958, during the Cold War, Canada and the United states formed NORAD, a Bi-National Command, and therefore established the entity responsible for aerospace warning and airspace control for all of North America. Periodically, the Canadian Minister of Foreign Affairs and US Secretary of State revisit “The NORAD Agreement” and incorporate changes as threats evolve. According to “The NORAD agreement,” NORAD must be able to detect, identify, monitor, and if necessary take appropriate actions ranging from visual identification to destruction of manned and unmanned air breathing vehicles. In actuality, whether or not they breathe air is irrelevant - NORAD will defend against all threats we can engage in the defense of North America.

TRADITIONAL DETERABLE COMPLEX LESS DETERABLE North America’s Threats Continuously Evolving COLD WAR THREATS TRADITIONAL DETERABLE The traditional cold war threat to North America was the Former Soviet Union flying over the pole to attack with conventional and nuclear cruise missiles. This threat was deterable and originated from beyond our borders. A Conventional Threat – an enemy fighter or bomber with their nations flag painted on the side Today’s threats are more complex and don’t necessary originate from outside our borders. September 11th highlighted the evolving threat. Instead of just looking at aircraft approaching our borders we also need to provide surveillance on aircraft operating within our borders. An Assymetric Threat – a high-jacked aircraft TODAY’S THREATS COMPLEX LESS DETERABLE

No immediate threats apparent to CONUS CONUS POSTURE Pre 9-11 NORAD CONR sensors/fighters postured “outward” against airborne threats … no monitoring of interior flights … IAW US law and mission direction No immediate threats apparent to CONUS Airline hijackings were a law enforcement issue … the responsibility of FAA DoD assistance to FAA (through NORAD) required SECDEF approval (CJCSI 3610.01) This is a brief synopsis of NORAD’s posture prior to 9-11. Our radars were optimized to identify traffic approaching NA from outside our borders. No apparent threats to US Response to hijackings were responsibility of FAA DoD intervention required Secretary of Defense approval

CONUS POSTURE 0800 EST, 11 Sep 01 7 Alert Sites – 14 Alert Aircraft These dots represent fighter aircraft alert sites prior to and on the morning of September 11, 2001. 7 Alert Sites – 14 Alert Aircraft

CONUS POSTURE 18 Hours Later This was our alert posture later that same day. Yellow dots represent fighter bases, magenta represents tanker sites, and blue represents naval assets. 60+ Sites … 400+ Aircraft … Ships (Carriers, Aegis, DD)

Current Posture Represents Typical Current Forces This slide represents our current status of forces. As you can see we are somewhere in between the two previous postures and this force structure is tailored based upon the potential threat. FIGHTER TANKER

SENSORS JSS/ARSR 4 JOINT SURVEILLANCE SYSTEM ARSR 4 Radars Search Range 250nm IFF Range 235nm (2/3/3c/4) In addition to the aircraft we have on alert to control the airspace as required, we have radars to provide surveillance and help identify air traffic. The Joint Surveillance System provides us the coverage required along the borders. As you can see this radar has excellent range and Identify Friend or Foe (or IFF) capabilities.

IMPROVING C2 Air Surveillance Radar Systems Added Internal Radars Here were the radar systems we had prior to September 11. Post September 11 we have tied into additional FAA internal radar sites to complete the radar picture to quickly identify a threat originating from within the country. ARSR Aerostat

IMPROVING C2 Ground-to-Air & Air-to-Ground Communications To accomplish the mission, we need good radio coverage to be able to communicate with potential TFR violators, the “unknown riders” or unknowns approaching the US and especially our fighter aircraft performing intercepts. Here are the radios we had in place prior to September 11. As you can see, we have added numerous radio sites to ensure we have adequate radio coverage. I’ve shown you NORAD’s structure, the aircraft, the radars, and the radio equipment we have at our disposal to accomplish our mission, so lets look at some recent data. JSS GATR SITE ADDED INTERIOR SITE ADDED TEMP SITE

Entire Continental United States 640 Tracks CONUS Activity Sep 2004 – Jan 2005 Entire Continental United States 640 Tracks - Unknowns (“Unknown Rider”) - TFR Violators - FAA Request for Assistance - Suspect Tracks Resulted in 377 Scrambles The following slides cover a 5 month period from Sep 2004 to Jan 2005 In the entire Continental United States we had 640 Tracks Tracks are defined as: Unknowns—someone approaching the US that has not complied with the Part 99 rules requiring a IFR or Defense VFR flight plan Temporary Flight Restriction Violators FAA request for assistance Aircraft that are suspected of carrying drugs There were 377 scrambles to investigate these 640 tracks

Southeast Sector Southeast Sector Activity Sep 2004 – Jan 2005 Air Defense Identification Zone (ADIZ) ADIZ Southeast Sector 217 of 640 Tracks – 34% 129 of 377 Scrambles – 34% We had roughly 1/3 of those tracks in the Southeast Sector We also had roughly 1/3 of the scrambles in our sector This slide has a good depiction of the Air Defense Identification Zone or ADIZ. To operate within this area you need to be in compliance with FAR Part 99 which requires you to be on an IFR or Defense VFR flight plan. The purpose of this is to identify all air traffic prior to it penetrating sovereign US airspace. The majority of the tracks in SEADS originate in the ADIZ And the relatively small Bahamian corridor (between Miami and Bahamas) alone accounts for 1/3 of our scrambles.

Bahamian Corridor - “Unknown” Activity Sep 2004 – Jan 2005 ADIZ Bahamian Corridor Sep 04 – Jan 05 As you can see in this expanded view, the proximity of the Bahamas to the ADIZ presents some unique challenges for identifying traffic. For this 5 month period SEADS had 36% of its unknowns in this small chunk of airspace. SEADS is able to identify some “unknowns” prior to scrambling fighters, but if we are not able to, we will scramble fighters to intercept and identify the traffic. …some traffic is identified after the fighters are airborne …and the rest are unfortunate enough to be identified after they have been intercepted. (Every pilot should strive to go their entire flying career and staying out of this group of aviators) When I was learning how to fly the F-15 at Tyndall AFB in 1996, I was often reminded that my training was expensive. The instructors said the cost off my training in the F-15 was approximately $10,000 per hour. I’m not sure if that is the actual cost or not, but the point is flying fighters is not cheap. So the bottom line is…scrambles are expensive, especially the ones that could be prevented by complying with the rules! 36% of SEADS Unknowns Unknowns - 40 Scrambles - 13 ID’ed via ATC - 37 Intercepted - 03 $260,000.00

Air Defense Identification “Zone” - ADIZ Reporting Requirement Timeline 15 min from ADIZ *** provide estimate for ADIZ *** obtain discrete transponder code Speed 100 kts – 25 nm 140 kts – 35 nm 180 kts – 45 nm Freeport Miami AIFSS – 126.9 Miami Ctr – 134.2 The “Rules” concerning operating within the ADIZ are in CFR Part 99. This part is not easy to find. It is located HERE: But you can find the reader’s digest version in the Aim in the back of Chapter 5 (Air Traffic Procedures) Bottomline…You need a Defense VFR or IFR flight plan on file and You need to provide ATC with an estimate of ADIZ entry time 15 minutes prior to entry This slide is part of a handout put together by the ATC folks at MIA center and the take away’s are: Multiple stations to contact flight service Reporting point varies with speed of aircraft C-310 versus C-172 Bimini Miami AIFSS – xmit 122.1 – rec 116.2 (vor) Andros Miami AIFSS – 118.4 Miami Ctr – 125.7/134.8 DIE Miami AIFSS – 126.7

How can you help? Pilot Compliance CFR 99 File and activate flight plan - IAW CFR 99.11 Ensure transponder is operational - IAW CFR 99.12 Ensure two-way radio is functioning - IAW CFR 99.9 Provide position report – IAW CFR 99.19 (a) Report to aeronautical facility (US) before ADIZ penetration (b) No appropriate reporting point – report at least 15 minutes before ADIZ penetration (c) Departure airport too close to ADIZ to comply with para (a/b) – report immediately after takeoff – (*** obtain a code immediately prior to takeoff) NOTE: -- Contact Miami flt service via freq at Bimini, Freeport, and Andros, or obtain flight following from Miami Center. -- Remain on freq until you have an assigned code. Here are some of the things you can do …or teach if you are an instructor, …or talk to your instructors if you are a manager of a flight school Read Rules?? Following these Part 99 rules will help reduce the number of scrambles of NORAD assets to identify aircraft in the ADIZ. So you have followed all the rules and …

How can you help? Be Prepared Unknown Rider Calls on GUARD (UHF 243.0 & VHF 121.5) “Unknown Rider, Unknown Rider, (Position ref NAVID) with amplifying information (Heading, Alt, Speed, M3)” if able Is this me? If a possibility that it’s you – answer the radio call (authenticate is N/A) If it’s not you – Oakgrove will let you know By identifying yourself you may prevent a scramble If it is you expect the following questions Who you are – point of origin, destination, where filed, to be followed with course of action if any at all If intercepted Fighter (F-16 only) may attempt to establish contact via radio on 121.5 - Contact appropriate ATC facility immediately Watch for ICAO visual signals, Annex 2, Rules of the Air Immediate compliance with fighter aircraft instructions is mandatory You still hear the “Unknown Rider” calls on Guard (Emerg Frequency 121.5) If you think it may be you…Ask Oakgrove on 121.5 If it is not you, they will let you know If it is you and you establish communication with Oakgrove expect a few questions If it is you and you don’t hear the Guard calls on 121.5, then the next thing you will see is a fighter (most likely off your left wing) identifying your aircraft. The pilot (if in an F-16) may attempt to contact you on 121.5 If nothing heard on 121.5, attempt to contact ATC Watch for ICAO visual signals, which I will talk about in a minute, but 1st I would like to talk about the 2nd most common reasons for scrambles or intercepts.

Southeast Sector TFR Violations Sep 2004 – Jan 2005 103 TFR Violators President’s Campaign Schedule Presidential Visits for Disaster Relief Social Security Reform Briefings Short Notice TFRs Entering a Temporary Flight Restriction area may also give your passengers a chance to see a fighter up close and personal. Following the Rules and obtaining a full briefing from flight service prior to flying is key to avoiding Temporary Flight Restrictions. Using flight following while flying VFR will also help in avoiding these areas. I was flying from Panama City, FL to Craig Field in Jacksonville to visit my parents shortly after September 11 and when I checked in with Jax approach he said “maintain 090deg till you cross the river, then proceed direct Craig” and I asked if that was to remain clear of the TFR for the Jaguars football game. He responded that I had just earned extra credit. But in reality, I had just read the NOTAMS on duats prior to departure. In my opinion, the dust hasn’t settled on TFR and the size, frequency, and events that are covered by them still varies and above all else, these areas tend to pop up when you least expect them.

TFR Avoidance Mission Planning To deal with the unpredictability of TFRs and prevent inadvertently flying into a Temporary Flight Restriction, there are a few things you should remember to do. Mission Planning Full Briefing Flight Following I put this slide in to illustrate the point that a picture is worth a thousand words This is a depiction of a Miami TFR on the aeroplanner website. There are many other websites that offer this service and they will clearly show you if the airfield you are trying to fly to is within the TFR or not. (For example, Homestead Regional is within the circle, but Dade Collier is not) This is another area pilots could potentially find themselves being intercepted and escorted out of the area or escorted to landing. Again pilots should strive to avoid this experience, but if it does happen, we will talk about being prepared to handle it.in a minute. Numerous websites have current TFRs displayed graphically Recommend contacting ATC facility – query TFR status (TFR may be extended beyond NOTAM) FSS brief – request a full brief which will include current TFR NOTAMS

Threat to High Value Asset FAA Request for Assistance Air Defense Scrambles / CAP Diverts Why Do We Scramble? ADIZ Violations TFR Violations Threat to High Value Asset FAA Request for Assistance Airline Request for Assistance CBP Request (Suspect) AIR SOVEREIGNTY In addition to ADIZ violations and TFR Violations, there are other reasons to scramble fighter aircraft and perform intercepts. Some of the other reasons we scramble include: Threat to Infrastructure FAA or Airline Request (FAA 1200 in Class B, Airline ACARS) Customs Border Patrol request on aircraft suspected of smuggling drugs All of these reasons lead back to our mission of Air Sovereignty over North America

Closure controlled inside 1nm No closer than required for Fighter Procedures Operations | ONE Contact by 3nm Lock by 1nm Closure controlled inside 1nm No closer than required for mission accomplishment Fighters will deconflict with ATC Min Distance = It Depends Once the fighters are scrambled or diverted from their Air Patrol (i.e. already airborne), these are the items the fighter pilot is accomplishing during an intercept. Typically, the fighters will have a radar lock long before they get inside of 10nm on the aircraft being intercepted The fighters are on an IFR flight plan and maintain constant contact with ATC. They also maintain constant contact with Oakgrove on their second radio. How close the fighter gets, depends on what his mission is but realize what may seem very close to you is probably not that close for him.

Signals Initiated by Intercepting Aircraft In the Event of Interception ICAO Annex 2 – Rules of the Air Signals Initiated by Intercepting Aircraft Intercepting A/C Meaning Intercepted A/C Meaning Rocking Aircraft & Flashing Navigational Lighting – and Following Understood will comply Rocking Aircraft & Flashing Navigational Lighting – after acknowledgement, slow level turn to desired heading Intercepted follow me Abrupt break-away from intercept aircraft – climbing turn of 90 degrees w/o crossing line of flight of intercepted A/C You may proceed Rocking the Aircraft Understood will comply If you or the aircraft you are flying in is intercepted: These are the possible signals you may see from the fighter, again these are from Chapter 5 of AIM. 1st Step is fighter to establish contact via rocking wings as fighter flies by Intercepted aircraft should acknowledge by rocking wings and following (the wing rock should be the biggest wing rock you can safely perform prior to following the fighter. That’s because the 2nd fighter is still behind you watching for your acknowledgement) 2nd Step (hopefully) will be a Series 2 Signal or breakaway climbing turn to 90 away from your flight path. (This means you are free to go for now…he still got your tail number…so) Again rock your wings if you understand If the fighter desires you land at a nearby airfield he will drop his gear and over fly the runway in use Lowering your gear (or steady landing light in fixed gear aircraft) will acknowledge and says you will comply Lowering landing gear, showing steady landing lights and overflying runway in use Land at this aerodrome Lowering landing gear, showing steady landing lights and following the intercepting aircraft – proceed to land Understood will comply

Signals Initiated by Intercepted Aircraft In the Event of Interception ICAO Annex 2 – Rules of the Air Signals Initiated by Intercepted Aircraft Intercepted A/C Meaning Intercepting A/C Meaning If desired that intercepted A/C follow to alternate – Intercepting A/C raises its gear Understood follow me Raising landing gear/flashing landing lights while passing over runway in use – continuing to circle runway in use Aerodrome designated is inadequate If decide to release intercepted A/C – Intercepting A/C uses Series 2 signals (You may proceed) Understood you may proceed This slide shows the signals you may initiate to communicate with the fighter If the field selected is inadequate, then raise gear and circle the runway You will see fighter raise his gear and proceed to the next field, OR You will see the fighter give the “You may Proceed” signal If you cannot comply with a fighter request (i.e. the runway is too short), you should “regularly” switch all available lights on and off (the landing lights would be the most prominent) The fighter will acknowledge by rocking its wings If you are in distress or have an emergency, Irregular flashing of all available lights will communicate this You will probably receive the “You may Proceed” signal If all this seems complicated, You can make it easier on yourself if you have a working radio and contact ATC, they should provide you a squawk and vector away from the area. If you don’t have a radio you will need to use the signals. DON’T FORGET TO FLY YOUR AIRPLANE!!! Regular switching on and off of all available lights but in such a manner as to be distinct from flashing lights Cannot comply Rocking the Aircraft Understood Irregular flashing of all available lights Series 2 (You may proceed) signals prescribed for intercepting aircraft In distress Understood

AFNORTH CONR Air Operations Center Katrina | Rita | Wilma Civil Support During the Katrina response, DOD – both National Guard and active duty forces – demonstrated that along with the Coast Guard it was one of the only Federal departments that possessed real operational capabilities to translate Presidential decisions into prompt, effective action on the ground. During the Katrina response, DOD – both National Guard and active duty forces – demonstrated that along with the Coast Guard it was one of the only, Federal departments that possessed real operational capabilities to translate Presidential decisions into prompt, effective action on the ground. The Federal Response to Hurricane Katrina: Lessons Learned February 2006

General Guidelines SPIN-UP AOC up upon AFNORTH or 1st AF/CC direction National crisis National disasters FEMA or State determines Temporary Flight Restriction (TFR) location for disaster operations and submits requests to FAA 91.137 (A) 1 TFR, only disaster relief aircraft are allowed to fly inside the TFR. 91.137 (A) 2 TFR, VFR airport traffic, IFR traffic, Law Enforcement flights and accredited media flights are allowed inside the TFR. Customs P-3 / AWACS: airborne for TFR check-in and aircraft traffic advisories inside the TFR if necessary Joint Forces Air Component Commander (JFACC) Is Airspace Control Authority for Title 10 Assets Joint Operations Area Identified Title 32, State Gov, LEA, Civilian Support aircraft are encouraged to participate National Airspace System (NAS) – FAA Airspace Control Authority FAA Approves NOTAMS

Joint Air Operations Center | Information Broker Civil Support Operations “www.afnorth.tyndall.af.mil” Support Schedule

Airspace Control Order Falcon View Maps, ACO Text, TaskView (.aco) ACMID/ROA/AIR SECTOR 2 NORTH EAST/295915N0900107W/300202N0900207W /300327N0895825W/300327N0895601W/300009N0895615W/295915N0900107W// EFFLEVEL/000AMSL-1000AMSL// PERIOD/010001ZJAN/312359ZDEC// AMPN/SHAPE:POLYGON/TIME:One time/DURATION:1/TERMINATE:312359ZDEC /DESCRIPTION: FRAGO 11 BUILT IN SUPPORT OF 82D BDE, SPMAGTF LAND COMPONENT AND JFMCC MARITIME OERATIONS. /TRANSIT INSTRUCTION: ALL AIRCRAFT NOT SUPPORTING FRAGO 11 SHOULD MINIMIZE TRANSITING.//

Airspace Control Plan General Guidelines “A key element to successful joint air operations is having a single commander responsible for developing, executing, and managing an integrated plan for the orderly use of airspace within the joint force commander’s operations area.” Lance L. Smith Major General, USAF Commander, Air Force Doctrine Center A key element to successful joint air operations is having a single commander responsible for developing, executing, and managing an integrated plan for the orderly use of airspace within the joint force commander’s operations area.

Airspace Control Plan General Guidelines JOA Entry/Exit Procedures Ingress/ Egress at of the Entry/ Exit Points Offset 1/2 mile to right Between 1,000MSL up to but not including 2,000MSL Heading between 0-179 fly odd altitudes Heading between 180-359 fly even altitudes 2,000MSL Heading 170 @ 1,500’ ½ mile ½ mile Heading 350 @ 1,400’ X 1,000MSL Dolphin Entry Exit Pt

Airspace Control Plan General Guidelines AIRSPACE CONTROL POINTS - Flying Between Spider Points Offset 1/2 mile to right Heading between 0-179 Fly Between 500MSL up to but not including 750MSL Heading between 180-359 fly Between 750MSL up to but not including 1,000MSL Heading 350 @ 700’ ½ mile ½ mile Heading 350 @ 800’

Wilma S. FL JOA 15 Longitudinal minutes x 15 Latitudinal minutes CGRS

Wilma S. FL JOA Altitude Stratum VFR Flight Rules ACA is the FAA

Wilma S. FL JOA Spider Points

Air Tasking Order Fidelity of Air Operations Air Support Schedule Fidelity of Air Operations Title 10, Title 32, Federal, State, and Local Gov (city/county), oil companies, “Faith based Religious Groups”, Volunteers OPCON / TACON are not required for identifying assets Identifying a units assets does not grant anyone tasking authority Mission tasking/assignment by appropriate organization “Generally, management of the many is the same as management of the few. It is a matter of organization.” Sun TZU

Review Things to Remember NORAD mission ADIZ Operations Obtain a discrete transponder code from ATC Position report 15 minutes prior to entering the ADIZ Temporary Flight Restrictions (TFRs) Always check your NOTAMS and websites Use flight following if VFR Know Interception Procedures / Monitor 121.5 AOPA quick reference guide Disaster Relief Operations / Stay Clear, unless… Thank You for following the procedures I’ll wrap it up with a few reminders: I hope I have helped you understand NORAD’s mission, what we have available to us to accomplish that mission, and how we conduct operations to execute that mission. ADIZ TFRs Interception Procedures If you have a 2nd radio, use it! We monitor thousands of tracks daily in just the southeast sector and the majority of pilots are getting their mission done by following the rules. We would especially like to thank the GA pilots who are doing just that. In addition, SEADS would like to thank Obie Young and the FAA Production Studios for allowing us to help get the message out about our mission.

Air Defense Every pilot plays an important role!!! Questions?