ALL MATERIAL CONTAINED WITHIN THIS BRIEF IS TESTABLE ATTENTION ALL MATERIAL CONTAINED WITHIN THIS BRIEF IS TESTABLE

MCAS Cherry Point Course Rules Brief 121024 NOT FOR OFFICAL USE

Course Rules Brief Requirement All pilots and NFOs shall receive an MCAS Cherry Point course rules brief prior to conducting flight operations from MCAS Cherry Point. Pilots and NFOs assigned to MCAS Cherry Point shall receive an initial course rules brief and annually thereafter when participating in Instrument Ground School. NOT FOR OFFICAL USE

Points of Contact Airfield Operations Officer (252) 466-6327 Air Traffic Control Facility Officer (252) 466-4664 Points of Contact NOT FOR OFFICAL USE

Overview Airfield Layout Taxi / Ground Procedures Departure Procedures Traffic Patterns VFR Entry / Exit Routes SVFR Requirements Noise Abatement Planned Ejection Ordnance Jettison NORDO Procedures Fueling / Fuel Dumping Hot Brakes Arrival Procedures Radar Services Special Use Airspace NOT FOR OFFICAL USE

Airfield Layout

14L Airfield Layout 23R E-28 N 34 54.3 W 076 53.4 29’ MSL 8000’ x 200’(15,525’) 75X 05R 32L

Runway Information Runway 32L / 14R Length / Width 8399 x 200 Magnetic Hdg 325 / 145 TZE Rwy 32L – 17’ Runway 32R / 14L Length / Width 8984 x 200 TZE Rwy 14L – 19’ Runway 32 is the primary calm wind runway Runway 5L / 23R Length / Width 7553 x 200 Magnetic Hdg 055 / 235 TZE Rwy 23R – 19’ Runway 5R / 23L Length / Width 8188 x 200 TZE Rwy 5R – 23’ NOT FOR OFFICAL USE

Airfield Diagram

Taxiway Information NOT FOR OFFICAL USE

Airfield Diagram

Arm / De-arm Located at Echo taxiway Assume heading of 120-135°

Rotary Wing Ground Traffic Taxiway Usage November taxiway, preferred use is for outbound taxiing aircraft. Mike taxiway, preferred use is for inbound taxiing aircraft and fuel pit transitioning. Hotel taxiway, used for outbound aircraft, inbound aircraft, and pit transitioning. Golf taxiway, preferred use is for F/W transition to November taxiway. India taxiway, preferred use is for R/W pit transitioning into pits 4/5 and outbound taxiing aircraft. Juliet taxiway, preferred use is for R/W transitioning to/from runway 14L landing area and pit transitioning.

Rotary Wing Taxi Routes Inbound Outbound 14L

Ground Procedures If VFR, flight following is preferred Clearance required NET 15 min prior to departure VFR to R5306: Contact Departure Control prior to taxi with mission number for squawk Do not transit through pits unless cleared NOT FOR OFFICAL USE

ATIS (UHF 244.875 / VHF 127.475) Report current ATIS code on initial contact Advise if ATIS is unreadable NOT FOR OFFICAL USE

Frequencies Clearance Delivery 316.125 or 125.95 Request all IFR clearances from Clearance Delivery. If requesting to work in the W-122 area, call CD for a point A/B clearance and advise if VFR or IFR and give delay time in area. Contact CD for: - Tower En-route; if practice approaches involved, give delay time and intentions upon return. DD-175 required if landing at another airport. - OTP, Neuse ATCAA, GCA/TACAN pattern. NOT FOR OFFICAL USE

Frequencies Ground Control 239.025 or 128.625 Tower 340.2 or 121.3 Base Ops: 305.7 or 126.2 Cherry Point METRO: 343.5 Guard (Emergency) 243.0 or 121.5 NOT FOR OFFICAL USE

Ground Procedures Ensure your flight is joined and in the appropriate warm-up area prior to calling Tower for departure. Calling while part of your flight is still on your line delays other aircraft waiting for departure. Make any special departure requests to Tower. Remain on the Tower frequency until clear of the Class D airspace or instructed to change. Off-duty runways are available for VFR departures.

Departure Procedures RW 32R and 23L Takeoff Position - Long position: Runway numbers Short position: Nose wheel on the seam of asphalt and concrete RW 5L and 14R - Long position: First yellow arrow (displaced threshold) - Short position: Nose wheel on the seam of asphalt and concrete NOT FOR OFFICAL USE

Departure Procedures All tactical jet aircraft will depart from the concrete portion of the center-mat with the exception of multiple ship AV8 departures VFR Departures - Maintain 500’ or less until clear of VFR traffic pattern - Avoid rifle range, Crash Crew, radar site, industrial complex, staff or officer housing NOT FOR OFFICAL USE

Traffic Patterns Pattern alt is 1000’, standard left traffic - 32L is right traffic Overhead - Arrive at the initial at 2100’ - Descend to 1500’ inside initial for break - 1000’ on downwind NOT FOR OFFICAL USE

Speed < 250 unless required Traffic Patterns 6 NM NKT 061/6 Tower calls break Expect approach end 5R midfield 6 NM 6 NM Speed < 250 unless required

Traffic Patterns VFR Straight in - Notify Approach outside 20 nm - Arrive 5 nm inbound at 1000’ - Report gear at 3 nm Runway Selection - 32L is instrument/calm wind runway - 5R will not be duty unless >10 kt sustained winds Delta pattern = 2000’ NOT FOR OFFICAL USE

R/W PATTERN vs. F/W PATTERN Helicopter tower pattern altitude is 500’. Helo operations, when duty RWY 14, are at the Tower Supervisors discretion. Patterns for RWY 23 and RWY 14 are wider to avoid over flying CFR and rifle range. First choice place for helicopter tower pattern operations is on an off-duty runway. If the crosswind prevents that from happening and they have to be conducted on the duty runway, the following slides show the downwind pattern de-conflicting with fixed wing traffic:

Traffic Patterns

Traffic Patterns

Traffic Patterns

Traffic Patterns

Off-Duty Runway Helicopter Pattern Characteristics Helicopter will land and depart away from the centermat. Base shall be turned prior to the 3000 foot remaining board (to keep away from the centermat traffic). Left or right downwind will be at the discretion of the Tower Supervisor. Be advised on our off-duty runways and the departing runway our E-28 arresting gear will be in battery.

Off-Duty RWY Helicopter Pattern Example

VFR Entry/Exit Routes 3 VFR Helicopter Arrival / Departure Routes (Beard Creek, Great Lake, Clubfoot Creek) Max Airspeed 150 KIAS Inbound Altitude 500’ MSL Outbound Altitude 700’MSL 2 way radio communications shall be established prior to entering Class D Entry should be made via Local VFR entry/exit routes unless otherwise coordinated with ATC NOT FOR OFFICAL USE

VFR Entry/Exit Routes

*Report Clear of Delta Surface Area (CDSA) VFR Entry/Exit Routes Beard Creek Route Outbound: To Golf Course (NKT 354/2.5) Then to Beard Creek (NKT 012/6.2)* Inbound: Report Beard Creek Inbound for instructions into CDSA and traffic pattern *Report Clear of Delta Surface Area (CDSA) NOT FOR OFFICAL USE

VFR Entry/Exit Routes

VFR Entry/Exit Routes

VFR Entry/Exit Routes

*Report Clear of Delta Surface Area (CDSA) VFR Entry/Exit Routes Great Lake Route Outbound: To Slocum Creek Bridge (NKT 280/2.1) Then to Great Lake (NKT 273/7.0)* Inbound: The Inbound is the Opposite *Report Clear of Delta Surface Area (CDSA) NOT FOR OFFICAL USE

VFR Entry/Exit Routes

VFR Entry/Exit Routes

VFR Entry/Exit Routes

*Report Clear of Delta Surface Area (CDSA) VFR Entry/Exit Routes Clubfoot Creek Route Outbound: To Hancock Island (NKT 085/1.8) Then to Clubfoot Creek (NKT 098/5.2)* Inbound: The Inbound is the Opposite *Report Clear of Delta Surface Area (CDSA) NOT FOR OFFICAL USE

VFR Entry/Exit Routes

VFR Entry/Exit Routes

VFR Entry/Exit Routes

SVFR Requirements SVFR operations are authorized for fixed wing aircraft. SVFR operations are authorized for rotary wing aircraft. Minimum ceiling /visibility authorized for SVFR operations is 500/1 NM and aircraft must be able to remain clear of clouds within the Class D surface area. NOT FOR OFFICAL USE

SVFR Requirements SVFR Clearance from ATC required All 3 VFR Helicopter routes are authorized for SVFR flight: Beard Creek Great Lake Clubfoot Creek Pilot shall initiate request for SVFR flight and pilots shall report both reporting points either inbound or outbound. During SVFR only 1 aircraft is authorized within the CDSA. NOT FOR OFFICAL USE

Noise Abatement Overheads, T&G’s, and low approaches 0700-2300L High Powers - 0700-2200L Mon-Sat - 1300-2200L Sun - Do not exceed 80% in the line/warmup areas *High powers not authorized on RWY 5L or 14R except for departing aircraft NOT FOR OFFICAL USE

Noise Abatement Noise Sensitive Areas (<pattern alt) - MCAS industrial complex - Densely populated areas - Crash Crew - Rifle Range - Havelock - Minnesott Beach - Cedar Island Ferry Terminal & ferry NOT FOR OFFICAL USE

NOISE ABATEMENT

NOISE ABATEMENT

If ejection is necessary, and sufficient time/control exists: Planned Ejection If ejection is necessary, and sufficient time/control exists: Proceed to BT-11, NKT 078/22 Fly heading of 065 deg NOT FOR OFFICAL USE

Ordnance Jettison The primary authorized ordnance jettison area in the Cherry Point operating area is BT-9, NKT 057/28.5 NM. NOT FOR OFFICAL USE

NORDO Procedures (Fixed Wing) If able to maintain VFR, pilots of NORDO aircraft shall squawk 7600 and approach the airfield via the initial for what is believed to be the duty runway ATC shall consider NORDO aircraft as intending to land when joining the traffic pattern. Pilots shall rock wings from the numbers to the midfield break point and enter the downwind for landing (continuously observing the Tower for Aldis Lamp signals). Rock wings from numbers to midfield - Enter downwind - Green Light = Cleared - No light, wave-off and re-enter downwind If unable to maintain VFR, pilots of NORDO aircraft shall follow the procedures in the DoD Flight Information Handbook. ATC shall consider NORDO aircraft as aircraft in distress and provide landing priority. NOT FOR OFFICAL USE

NORDO Procedures (Helo/Tilt) If able to maintain VFR, pilots of NORDO aircraft shall squawk 7600 and set navigation lights to flashing bright. Proceed to Beard Creek (NKT 012/6.2), then proceed inbound maintaining 300 feet or below to land on the UAS runway painted on Foxtrot Taxiway and look for light gun signals from the tower. During the hours of darkness, maintain a close watch for other traffic. Perform the same procedures as for daylight but use all available aircraft lighting to attract the attention of the tower. If unable to maintain VFR, pilots of NORDO aircraft shall follow the procedures in the DoD Flight Information Handbook. ATC shall consider NORDO aircraft as aircraft in distress and provide landing priority. NOT FOR OFFICAL USE

Fueling / Fuel Dumping Refueling -Shall not be done when lightning observed within 5 nm of airfield -Hot pits not permitted with flares Fuel Dumping -None below 6000’ AGL -If necessary, avoid populated areas NOT FOR OFFICAL USE

Hot Brakes If suspected hot brakes, aircraft will taxi clear of: Active runway Other aircraft Fuel trucks/fuel pits The control tower will issue taxi instructions so aircraft shall be parked in such a manner that the wheel axle points away from the adjacent runways and taxiways in use NOT FOR OFFICAL USE

Arrival Procedures NOT FOR OFFICAL USE

Inbound to Cherry Point When you call Tower, state type of landing and if requesting a pad. This will aid in sequencing. Tower traffic patterns are left for all runways except runway 32. Downwind turns for runway 5 are at the center-mat or when Tower instructs. Aircraft are not authorized to overfly the following: -Base industrial complex -Fuel pits -Flight lines -Hospital -Rifle Range -Crash Fire Rescue NOT FOR OFFICAL USE

Overhead Approach

Landing at Cherry Point Cherry Point uses reduced runway separation for Navy and Marine Corps aircraft (VFR). Separation between full stop aircraft for similar performance or the preceding aircraft is higher performance - 4000’ day/ 6000’ night. A low approach may be restricted to 529’ over an aircraft on roll out. Touch-and-go operations require use of the full runway with no other aircraft on it. A flight is cleared to land as one aircraft with the lead assuming responsibility for flight separation on final. If you are making a full stop, keep your speed up during the roll out. With the reduced runway separation, any aircraft that stops on the runway normally causes someone else to wave-off. NOT FOR OFFICAL USE

Landing at Cherry Point Runways 23R and 32L end at the centermat. If you need to roll across the end of the runway, ask early enough for Tower to coordinate with other traffic movement. If you cannot stop prior to the centermat and have not requested a long roll-out, Tower will assume an emergency exists and respond accordingly. Landing at Cherry Point

Landing at Cherry Point Mars 900 series will be given priority to the maximum extent possible. Airevac and Medevac will normally be given priority over other aircraft. Note: The AV8s inform Tower of their intentions when “abeam”. It would be beneficial if the intentions were made earlier in the pattern, enabling Tower to plan the pattern accurately. Note: CFR requests that AV8s with gear problems inform the Tower of whether or not the gear has been “blown” down.

CONTACT APPROACH TO A PAD

Contact Approach An approach wherein an aircraft -on an IFR flight plan -having an air traffic control authorization -operating clear of clouds with at least 1 mile flight visibility -a reasonable expectation of continuing to the destination airport in those conditions may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface. This approach will only be authorized when requested by the pilot and the reported ground visibility at the destination airport is at least 1 statute mile.

CONTACT APPROACH TO A PAD Without a waiver from FAA directives, the only way to transition from a precision approach to a VSTOL Pad in IFR conditions is for the pilot to specifically request a Contact Approach. A controller cannot initiate or clear an aircraft for a contact approach unless the pilot requests it. The pilot must have 1 mile flight visibility and visual reference to the ground.

CONTACT APPROACH TO A PAD The AOM allows for the pilot to declare his intentions to land on a pad after the completion of a PAR approach. The pilot shall, on initial contact with Cherry Point Approach or Arrival, request a PAR approach and identify the desired pad for landing. This request shall not be made with the final controller. Upon meeting contact approach weather requirements, the pilot shall request a contact approach. Pilots shall remain on assigned GCA frequency until instructed to contact tower.

R/W runway transition SOP Overall goal; keep helicopters on the north and west side of the field and away from the center mat area. Preferred landing area, runway 14L at the Juliet taxiway intersection. If unable to use 14L landing area, land on an off-duty runway, Foxtrot, Kilo, or the CALA and then transition to Juliet/14L area to your line. Or just land on Mike, Juliet, or November Taxiways.

Landing Sites and No Over Flight Areas

Radar Services Available Practice Approaches VFR Flight Following Tower Enroute Clearances NOT FOR OFFICAL USE

Instrument Approaches Precision Approaches PAR Rwy 32L, 14L, 5R, 23R ILS Rwy 23R, Non-Precision Approaches TACAN Rwy 14L, 5R, 32L (NKT TACAN Ch 75) Copter TACAN 23R (NOT AUTHORIZED FOR TILTROTOR A/C) Surveillance Approaches to runway 32L, 14L, 5R, 23R RNAV Rwy 23R, 5R, 32L Circle to land available on all non-precision approaches and ILS CHERRY POINT APPROACH CONTROL (E) 124.1 268.7 (abv 2600’) (E) 132.575 299.6 (at/blw 2600’) (W) 119.35 377.175 (N) 119.75 360.775 NOT FOR OFFICAL USE

UAS Operations All UAS operations are included on the daily flight schedule. During launch and recovery, Twy “F” and the North Pad will not be available to other aircraft. UAS operations will be conducted inside the CDSA and the Areas designated for transit to R5306 A & C. 72 hrs prior a NOTAM will be issued to include pertinent details to the UAS transit. 1 hr prior to launch a statement will be included on the ATIS.

UAS Altitudes and Hold Points CDSA Holding: North Hold: 2500’ at the 024R 4 DME South Hold: 2500’ at the 204R 4 DME North Loiter Point: 1000” at the 354R 2 DME South Loiter Point: 1000” at the 191R 2 DME Circling Altitudes: 2500’ at 4 DME Restricted Area Holding: R5306 A: 2700’ at the 048R 10 DME R5306 C: 2700’ at the 233R 10 DME Transition Altitude to the Restricted Areas will be 2700’ Once inside the Restricted Areas altitudes will be as scheduled.

Cherry Point Airspace

aIRSPACE 1968 ft orbit. CLOCKWISE ONLY N 1.45 NM 2.5 NM

R-5306A HOLD POINT & LOST LINK NKT TACAN RADIAL/DME NAME/POINT MGRS NKT TACAN RADIAL/ DME A R-5306A HOLD POINT & LOST LINK 18S UD 40470 78568 048R/10DME B R-5306A DITCH POINT 18S UD 66000 74999 083R/21DME C CDSA NORTH HOLD POINT 18S UD 30736 71979 024R/4DME D CDSA NORTH RETURN HOME (LOST LINK) 18S UD 28368 72023 007/4DME E CDSA NORTH TALS LOITER POINT CLOCKWISE ONLY 18S UD 27603 67688 354R/2DME F CDSA SOUTH TALS LOITER POINT CLOCKWISE ONLY 18S UD 28625 60324 191R/2DME G CDSA SOUTH HOLD POINT & LOST LINK 18S UD 26594 55579 204R/4DME H R-5306C HOLD POINT & LOST LINK 18S UD 15622 50127 233R/10DME I R-5306C/D DITCH POINT 18S UD 14017 40964 221R/14DME

Cherry Point TRACON

Local Airspace

Approach

Radar Procedures IFR arrivals monitor ATIS and advise Approach you have the appropriate ATIS code. Monitors to the overhead/straight in procedure are available, vectors may be given if a conflict occurs due to traffic or for sequence. Hung/external ordnance aircraft exiting restricted areas: Advise Approach on initial call. A GCA, TACAN, Visual, or Contact Approach are the only type of approaches authorized full stop only. Aircraft carrying ordnance shall not land on Runway 5R unless the cross wind component dictates and the pilot advises.

Operations All GCA patterns are right patterns except Runway 32. Airspeed in the arrival pattern - 250 knots maximum. Minimum vectoring altitude is 1600’. For Visual Approach - Must have 2100’ ceiling and 3 miles visibility for vectors to a Visual Approach. When the duty runway is other than runway 32. TACAN approaches can expect a waveoff if traffic becomes a factor to the duty runway.

Standard Climb-out Procedures WHEN OVERHEAD APPROACHES ARE AVAILABLE “Climb and maintain 1000. At the departure field boundary, climb and maintain 1600, fly runway heading.” WHEN OVERHEAD APPROACHES ARE NOT AVAILABLE “Climb and maintain 1600, fly runway heading.”

Standard Wave-off Procedures 3 MILES OR LESS ON FINAL WHEN OVERHEAD APPROACHES ARE AVAILABLE “Climb and maintain 1000. At the departure field boundary, climb and maintain 1600, fly runway heading.” WHEN OVERHEAD APPROACHES ARE NOT AVAILABLE “Climb and maintain 1600, fly runway heading.” or “Execute Missed Approach”

Standard Wave-off Procedures MORE THAN 3 MILES ON FINAL Rwy 32 - “Climb and maintain 1600, turn left heading 230.” Rwy 5 - “Climb and maintain 1600, turn right heading 140.” Rwy 14 - “Climb and maintain 1600, turn right heading 230.” Rwy 23 - “Climb and maintain 1600, turn right heading 320.”

Summary Airfield Layout Ordnance Jettison Taxi / Ground Procedures Departure Procedures Traffic Patterns VFR Entry / Exit Routes SVFR Requirements Noise Abatement Planned Ejection Ordnance Jettison NORDO Procedures Fueling / Fuel Dumping Hot Brakes Arrival Procedures Radar Services UAS Operations NOT FOR OFFICAL USE

QUESTIONS? NOT FOR OFFICAL USE