Military Operations

New York ARTCC

Military Operations

Rev. 5 — Revised: 2025-02-17

Introduction

Purpose

Military aircraft are often involved in specialized training and high performance or close proximity operations that are not encountered with civilian aircraft, and pose unique challenges to controllers. As a result, military operations maintain their own procedures to govern these operations, and employ specialized phraseology not found in civilian air traffic control. The purpose of this document is to provide controllers with information and procedures to be used when controlling aircraft involved in military operations. The guidance herein is to be used as specified for controllers across all facilities within ZNY. The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.

Distribution

This order is distributed to all New York ARTCC personnel.

Procedural Deviations

Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.

General

Military procedures involve specialized terminology that will be used throughout this document. This list contains all common military aviation terms for ATC that are used here.

• ADIZ - Air Defense Identification Zone
• ALERT TREE - Strategic Air Command base structure of angled ramps for rapid departure to one runway. Described in Marching Order section.
• ANGELS - Altitude in thousands (Angels 4-2 = FL420)
• ATCAA - Air Traffic Control Assigned Airspace, pronounced "ATKA". Airspace defined by vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic. Typically only found in Class A airspace.
• BINGO - Minimum fuel situation. Non-emergency, but requires rapid return to base
• BREAK - Military VFR arrival procedure, described below
• CHERUBS - Altitude in hundreds, for use under 1,000 feet
• CLEAN UP - Gear and flaps raised to flight status
• DIRTY UP - Gear and flaps lowered to landing status
• DIVISION - Two sections of formation aircraft
• FLIGHT - Group of aircraft operating in coordination and proximity
• I-P - Initial Point, the final pre-maneuver point of a military maneuver
• MARCHING ORDER - Announcement term indicating aircraft has been activated and launched per an Emergency War Order.
• MARSA - Military Assumes Responsibility for Separation of Aircraft. Absolves civil ATC of responsibility for separation when accepted/declared.
• MITO - Minimum Interval Take-Off, a procedure for rapid departure of multiple heavy military aircraft.
• MOA - Military Operating Area, pronounced "M-O-A". Airspace established outside of Class A airspace area to separate or segregate certain non-hazardous military activities from IFR traffic and to identify for VFR traffic where these activities are conducted.
• PARROT - Transponder / Identification Friend or Foe (IFF)
• PROWORD - Procedure Word, a procedural abbreviation (most of the actions in this glossary are prowords)
• RECYCLE - Instruction to turn transponder off and back on to reset
• RESTRICTED AREA (RA) - Airspace designated under 14 CFR Part 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction.
• SCRAMBLE - Request/notification term for immediate from-the-ramp departure of military fighter aircraft for national defense intercept.
• SECTION - Lead and Wingman aircraft: basic formation unit
• SPILL IN - Unauthorized penetration of Special Use Airspace.
• SPILL OUT - Un-coordinated accidental departure from Special Use Airspace by an operating unit.
• STATE - Fuel state in thousands of pounds fuel: State 2.2 is 2200 pounds, State .5 is 500 pounds.
• STRANGLE - Instruction to squawk standby: "Strangle parrot"
• SUBSET - Transponder code of first two assigned digits with the last two as zeros. Example: Assigned 4322, Subset 4300.
• SWEET COMMS - Positive radio contact with an air traffic control station
• SWEET LOCK - Signal capture on VOR/NDB/VORTAC/TACAN signal
• SUA - Special Use Airspace, described below (MOA/ATCAA/RA/WA)
• TALLY - Visual contact, may be a response to a traffic advisory/warning
• WARNING AREA (WA) - A warning area is airspace of defined dimensions extending from 3 nautical miles outward from the coast of the United States, that contains activity hazardous to nonparticipating aircraft. The purpose of warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic and/or international waters. Typically seen as WA123 in flight plans.
• WHISKEY ALERT - ATC notification term to indicate a SPILL IN condition to operating units within an SUA.

Several special transponder codes exist for military operations. These may be requested by pilots and approved or assigned at controller discretion.

4000 Military VFR/MARSA. may be issued to military aircraft conducting operations with military special use airspace or operating VFR.

4001-4077 Military IFR Operations.

7777 Military aircraft on active intercept, only when assigned by ATC.

Military Assumes Responsibility for Separation of Aircraft is a procedure to be used only with military aircraft, and indicates delegation for the safe separation of participating aircraft from civil Air Traffic Control to a military facility or to the military aircraft themselves. Military aircraft may request MARSA via flight plans for air refueling, formation flying, and training, or may request it by voice from the controller for those situations and for intercept/escort activities when applicable. Military aircraft must declare (self-initiated) or accept (controller-prompted) MARSA with other aircraft before engaging in formation, refueling, escort, or Special Use Airspace operations. ATC must ensure standard separation until pilots declare/accept MARSA. ATC shall advise termination of MARSA when flights depart and close warning areas using normal separation or break away from refueling/formation maneuvers into normal separation.

Military Departure Procedures

An unrestricted climb departure is a procedure originally designed for high performance intercept aircraft, allowing them to rapidly gain altitude for speed and fuel efficiency. Aircraft approved for unrestricted climb departures will climb nearly or actually vertical to their initial altitude (which may be their cruise altitude) and either pitch forward to runway heading or continue pitching over upside down to a downwind heading before rolling upright. Unrestricted climb procedures may be approved if the following requirements are met:

• No conflict with ongoing IFR or VFR operations
• Coordination with and approval from overlying control positions whose airspace the aircraft will enter on climb

Unrestricted climb clearances are delivered upon request and approval like departure headings. However, tower controllers shall instruct aircraft climbing unrestricted out of their airspace to contact departure control once airborne in the initial takeoff clearance as below:
McGuire Tower, COSMIC 1 short of runway 24 ready to go, request unrestricted climb Angels 1-5.
COSMIC 1, McGuire Tower, unrestricted climb to 15,000 approved, Contact McGuire Approach 124.15 airborne. Wind 250 at 12, Runway 24 cleared for takeoff.

Unrestricted to Angels 1-5, departure airborne, Runway 24 cleared for takeoff, COSMIC 1.

The Spiral Up departure is a USAF Tactical Approach/Departure (TAD) procedure for egress from an airstrip in hostile conditions. This is facilitated by performing a rapid spiraling ascent directly from the runway, mostly within the confines of the airport's boundaries, up to a safe initial altitude. Spiral Up procedures may be approved if the following requirements are met:

• Visual Meteorological Conditions (not necessarily VFR flight plan)
• No conflict with ongoing IFR or VFR operations
• Lack of other prohibiting factors determined by ATC

Spiral Up departures are treated as with flying an unrestricted climb, but may include specific egress altitude and direction information as necessary
Example:
McGuire Tower, COSMIC 1 short of runway 24 ready to go, request Spiral Up.
COSMIC 1, McGuire Tower, Spiral Up approved, level off heading 030 and 5,000, Contact McGuire Approach 124.15 airborne. Wind 250 at 12, Runway 24 cleared for takeoff.
Spiral Up to 030 and 5,000, departure airborne, Runway 24 cleared for takeoff, COSMIC 1.

Controllers should ensure prior to Spiral Up approval that adequate separation with any traffic in their departure path will be maintained throughout the typically rapid maneuver. Upon being cleared to takeoff, the aircraft will conduct a generally short field takeoff and rapidly begin a tight spiral while climbing, eventually leveling out at initial altitude and heading if assigned. Aircraft may be directed to contact a departure frequency either on the runway (in the takeoff clearance as above), in the spiral, or upon leveling off. However, if aircraft are instructed to switch in the spiral, departure controllers should expect a delay due to the work-intensive nature of the maneuver.

Military Arrival Procedures

The Overhead is a Navy pattern arrival procedure for VFR conditions. It involves several components that mimic civilian pattern procedure for towered airports, but happen at different times with different information. Each will be described step by step.

Entry and Break

Entering aircraft will approach straight in parallel to the landing runway at approximately 800 feet and 250 knots, and call:
McGuire Tower, COSMIC 1 at the initial inbound for the overhead runway 18.
COSMIC 1, McGuire Tower, enter the break.

The 'Break' itself happens at the departure end of the runway: the aircraft will extend spoilers and conduct a high angle turn to enter downwind at approximately 600 feet and ~150 knots (speed may be higher depending on aircraft type).

Abeam and Landing

Once level and passing abeam downwind, the aircraft will call with their type, intentions, and fuel state.
McGuire Tower, COSMIC 1, F-18 abeam to land, state 1.1.

At 1-2 miles from the landing runway, the aircraft will conduct another fairly high angle turn to final and descend to the glideslope (300-400 feet typically at 1NM). At 3/4NM, the aircraft will call final, and may confirm intentions and state again. If the aircraft rolls out on an approach that is too far out of correctable parameters, they will call waving off as in the second example, and rejoin the 600 foot close pattern.
McGuire Tower, COSMIC 1 short final to land runway 18, state 1.>
COSMIC 1, wind 190 at 7, runway 18 cleared to land.
IF WAVING OFF:
McGuire Tower, COSMIC 1 waving off.
COSMIC 1, roger.

Spin and Extend

As a controller, a break offers you two tools to aid in separating aircraft. The first is to instruct the pilot to 'spin it': to abort any current approach, fly overhead the field at 1200 feet and orbit no further than three miles away from the airfield abeam the runway. This is designed to aid in separation from traffic on the runway or otherwise in the way of an approach. The spin must be read back by aircraft on approach to acknowledge aborting the approach.
McGuire Tower, COSMIC 1 short final to land runway 18, state 1.
COSMIC 1, McGuire Tower, spin it, traffic departing the runway.
COSMIC 1, spinning.

The second tool is to ask the aircraft to extend, much like the standard VFR call, typically for spacing in trail of traffic in the pattern. This may be called in the same way, but is typically given on upwind/entry with military aircraft.

The Spiral Down approach is a USAF Tactical Approach/Departure (TAD) procedure for ingress to an airstrip in hostile conditions. This is facilitated by performing a rapid descent from high altitude, mostly within the confines of the airport's boundaries. Spiral Down procedures may be approved if the following requirements are met:

• Visual Meteorological Conditions (not necessarily VFR flight plan)
• No conflict with ongoing IFR or VFR operations
• Lack of other prohibiting factors determined by ATC

Spiral Down approaches are cleared in a similar way to any other approach:
McGuire Tower, COSMIC 1 inbound to land, request Spiral Down.
COSMIC 1, McGuire Tower, Spiral Down, runway 24.
Spiral Down runway 24, COSMIC 1.

The aircraft will overfly the field at any altitude (typically) up to 6'000. No specific heading is required for approach entry: aircraft will maintain runway direction reference by HSI and visual cues. Overhead midfield, the aircraft will begin a tight downward spiral towards the approach end of the runway, and will continue to spiral until outbound on the spiral passing approximately 400 feet, making a short base and final directly onto the runway. As a Spiral Down is a work-intensive maneuver, aircraft should be cleared to land upon entering overhead the field with the field in sight. Controllers should ensure prior to such clearance that adequate separation with any traffic on or near the runway will be maintained throughout the approach and landing, which can be rapid.

Special Use Airspace

A flight wishing to activate a Military Operating Area (MOA), Warning Area (WA), or Air Traffic Control Assigned Area (ATCAA) shall notify the controller as soon as practically possible. Requests for activation shall include names of all areas to be activated and times of use including closing time. Controllers shall make sure all IFR flights are clear of requested special airspace prior to activation, including airspace up to at least 1,000’ MSL above and below the requested altitudes. MOAs exist at and below 17,999’ MSL and ATCAAs exist at FL180 and above, while WAs may exist anywhere up from the surface; MOAs and WAs have specific maximum and minimum altitudes assigned by their owning authority. If the MOA altitude limits are below your Minimum IFR Altitude, refer to the lower altitude limits in clearance as “base altitudes” so as not to imply clearance below the MIA other than military procedures within the MOA.

ATC must coordinate clearing of SUA from civilian traffic and authorization from controllers responsible for the SUA prior to issuing clearances activating the SUA.

Elements of Special Airspace Clearance

• Name(s) of special airspace blocks to be activated
• Altitude blocks of special airspace to be activated
• Local altimeter setting for any airspace extending below FL180
• Time to expect further clearance if applicable, unless specifically requested in advance by the pilots
• Contact instructions for leaving the special airspace

Clearance Phraseology

COSMIC flight, cleared into the DUKE MOA, maintain 8,000 to 17,000, Bradford altimeter 29.94, come up this frequency one minute prior to exit.
Cleared DUKE Angels 8 to 1-7, come up one minute prior to exit, COSMIC01.
COSMIC01, readback correct, change to tactical frequency approved, monitor guard.

The controlling authority (usually flight leader) should advise upon entry to the area that the area is 'hot', or activated. The controlling authority should also advise upon re-contact that the special use airspace is cold.
When the aircraft call prior to leaving the airspace, radar identify them on the way out and clear them to their destinations: unless specifically indicated otherwise, military aircraft generally receive IFR clearances on return from their SUA.

COSMIC flight, radar contact 15 miles northwest of Stonyfork, cleared to McGuire AFB via direct LVZ direct SBJ, maintain 13,000.

Also ensure that the MOA and ATCAA blocks that were in use are now actually cold. Once cold, other IFR aircraft are now free to use this airspace again.

Warning areas are treated the same as above, with one addition. Military flights going to warning areas may have special IFR flight routes to enter these areas, and will always enter warning areas at a specific entry point/fix listed on that flight plan. They will also exit the warning area at a specific point/fix (does not have to be the same one) and may request to proceed either IFR or VFR as necessary to continue their flight. Clearances remain much the same, but with the addition of entry/exit points as below with point MONEY:

COSMIC flight, cleared into Warning Area W-105 via MONEY, maintain Angels 1-3 to 4-3, come up this frequency at MONEY one minute prior to exit.
Cleared W-105 via MONEY, Angels 1-3 to 4-3, will call MONEY one minute prior, COSMIC01.

COSMIC01, readback correct, change to tactical frequency approved, monitor guard.

ATC should provide advisories and warnings to civil flights approaching or intending to penetrate 'hot' special airspace areas or restricted/prohibited areas, and encourage flights not to enter those areas. However, controllers are not responsible for protecting the integrity of special airspace and cannot prohibit flight through hot airspace. If a civil pilot intends to penetrate such airspace despite warnings, ATC should attempt to make the controlling/activating authority (usually the flight leader) aware of the imminent incursion. A common phrase to advise operating units of an airspace incursion (or spill-in) is "WHISKEY ALERT".

The above map shows all Alert, MOA, Restricted, and Warning areas within and adjoining New York Center's control area. The below table contains basic reference information for each area, including area name, minimum and maximum area altitudes, the military agency using the area, the primary FAA control position responsible for the area, and the typical purpose of each area.

AREA	MIN ALT	MAX ALT	USING AGENCY	PRIMARY CIVIL CONTROL	PURPOSE
A-220	SFC	4,500	JB MDL McGuire AFB	WRI RAPCON	HIGH PERF JET OPS ALERT
MOA DUKE	8,000	17,999	ZOB ARTCC	ZOB CENTER	USAF TRAINING, AIR REFUEL
R-5001	SFC	8,000	JB MDL Fort Dix	WRI RAPCON	ARTILLERY
R-5002	SFC	23,000	177FW NJANG McGuire AFB	ZNY CENTER	A/G GUNNERY
R-5206	SFC	5,000	USMA West Point	N90 TRACON LGA	ACADEMY USE
R-5801	SFC	4,000	USAMCOM Letterkenny Depot	MDT TRACON	MISSILE TEST
R-5802	200	22,000	PA ANG EAATS Ft. Indiantown Gap	MDT TRACON	PA ANG HELO TRAINING LIVE FIRE
R-5803	SFC	4,000	USAMCOM Letterkenny Depot	MDT TRACON	MISSILE TEST
R-6604	SFC	UNLIMITED	NASA WALLOPS FACSFAC VACAPES	ZDC CENTER	EASTERN MISSILE RANGE
W-72A	SFC SFC	1,999 (W75.30+) UNLIMITED (W75.30-)	FACSFAC VACAPES GIANTKILLER	GIANTKILLER ZDC CENTER	USN TRAINING
W-72B	SFC	UNLIMITED	FACSFAC VACAPES GIANTKILLER	GIANTKILLER ZDC CENTER	USN TRAINING
W-105A	SFC	50,000	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	A/G GUNNERY, ASW, FLT TEST
W-105B	SFC	18,000	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	A/G GUNNERY, ASW, FLT TEST
W-106A	SFC	3,000	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	AIR INTERCEPT TRAINING
W-106B	SFC	8,000	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	AIR INTERCEPT TRAINING
W-106C	SFC	10,000	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	AIR INTERCEPT TRAINING
W-106D	SFC	5,999	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	AIR INTERCEPT TRAINING
W-107A	SFC	UNLIMITED	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	A/G GUNNERY
W-107B	SFC	1,999	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	A/G GUNNERY
W-107C	SFC	17,999	FACSFAC VACAPES GIANTKILLER	ZNY CENTER	A/G GUNNERY
W-384	SFC 60,000 SFC	1,999 (W75.30+) UNLIMITED (W75.30+) UNLIMITED (W75.30-)	FACSFAC VACAPES GIANTKILLER	ZDC CENTER	USN TRAINING
W-387A	SFC	23,999	FACSFAC VACAPES GIANTKILLER	GIANTKILLER ZDC CENTER	USN TRAINING

Air Refueling

Altitude

At minimum, a block of three thousand feet should be approved for air refueling (e.g. FL240-FL260). Every attempt should be made to ensure the top and the bottom altitudes of the block are correct for the direction of flight.

Separation

Prior to issuing air refueling (AR) track clearances, verify that all participating aircraft are MARSA with each other. Pilots may indicate MARSA through their flight plans; however, MARSA must be confirmed by voice with ATC if not indicated.

Communications

Once all aircraft have accepted MARSA, clear each aircraft or flight for the track and then change all the aircraft to the tanker frequency. The lead tanker shall monitor the controllers frequency at all times while refueling.

Standard USAF air refueling tracks are scattered across the United States, and include several that exist all or partially within New York Center and Oceanic airspace as above.

The aerial refueling track consists of the IP (initial point), CP (control point), and the EP (exit point). The IP is the first fix that begins the AR track. Once airborne, pilots may request to be cleared direct to this point in order to save time. The CP is where the actual rendezvous shall occur and where refueling begins. These points should be listed on the flight plans; however, if they are not specified, pick points along the requested AR that roughly correlates to the beginning and the end of the track. The CP can be any point along the AR, but is typically 20-30 NM after the IP.

Military aircraft will use IFR clearances to go from airfield to AR track and vice versa. These clearances will usually be given for both receiver and tanker as follows:
DUSTY01 heavy, cleared from McGuire AFB to McGuire AFB via direct SIE direct SWL AR9 SWL and the SIE4 arrival. Climb and maintain 8,000’, expect filed altitude 10 minutes after departure. Departure on 124.15, squawk 4412. If the tanker or receiver is early, they may request a delay at the CP as follows: DUSTY01 requesting delay at the control point, waiting for COSMIC flight.
DUSTY01, cleared to delay at the control point. The delaying aircraft should advise the callsign(s) of the aircraft they are waiting for. As the inbound aircraft approach, prompt the lead tanker to declare MARSA: DUSTY01, advise accepting MARSA with COSMIC. After the lead tanker accepts MARSA with the receiver aircraft/flight, clear the inbound aircraft for the AR track: COSMIC flight, cleared to conduct refueling along AR9 track, mantain block FL240 through FL260.>
Roger, cleared down track, FL240 to FL260, COSMIC01.>
COSMIC01, readback correct, frequency change approved. In general, the receivers will enter the lead tanker’s block at the lower altitude (FL240), refuel at the middle altitude (FL250), and then depart the block at the top altitude (FL260) when finished. Controllers must provide radar services to the lead tanker who will monitor the primary ATC frequency while refueling. Tankers in that flight and receivers should strangle parrot (squawk standby). When it is time for the receiver flight to break away, the lead tanker will relay to the controller all receiver requests including subsequent routes and destinations.

There are a few different ways to conduct receiver breakaway, the process of separating a receiver flight from the tanker flight. These two methods depend on how many receiver flights are in the track:

One Flight

To conduct breakaway with one receiver flight, instruct the lead tanker to send the receivers to the top or bottom of the block.

DUSTY01, have COSMIC flight come up this frequency on beacon code 4413 level at FL240 or FL260.

Once this occurs, radar identify the receiver, verify the altitude, and then issue a clearance away from the refueling flight. After the controller has ensured lateral separation, terminate MARSA specifically between that flight and the tanker (a standard flight will still internally have MARSA). Termination of MARSA indicates that ATC will provide all standard separation minima.

>COSMIC flight, MARSA terminated between you and DUSTY flight.

Multiple Flights

To conduct breakaway with multiple flights, instruct the lead tanker to send the receivers to their own separate altitudes within the block. If the block is large enough to accommodate all the aircraft with proper separation, then instruct the tanker to have each aircraft report level at a different altitude. DUSTY01, maintain FL250, have COSMIC flight come up this frequency on beacon code 4413 level at FL240 and HAMMR flight come up this frequency on beacon code 4414 level at FL260.

Once they all report level, issue clearances to destinations and advise MARSA terminated.