MID-AIR COLLISION AVOIDANCE GUIDE (MACA)

MID-AIR
COLLISION AVOIDANCE GUIDE
(MACA)
Kadena Air Base, Japan
“HOME OF THE SHOGUNS”
OPR: 18TH WING/SEF
JUN 2007
COORDINATED WITH 18 OSS/OSA

INTRODUCTION
Midair collisions have been associated with flying ever since the first aircraft. In the past, many pilots primarily used
the “Big Sky” theory as their primary method of collision avoidance. However, advances in technology and crowding
of all airspace have made that “Big Sky” pretty small indeed. This transformation is certainly true of the airspace
around Kadena Air Base (AB).
Okinawa, labeled the “Keystone of the Pacific,” is a vital hub for United States military aviation in the Western Pacific.
Three major airports within 11 NM miles of each other are based on Okinawa. In-addition, there are three satellite
airports that surround the major island of Okinawa. Military and civilian aircraft operate from all airports with the
majority of the civilian traffic operating out of Japan’s fourth busiest airport, Naha International. Okinawa Approach
Control, located on Kadena AB, is the controlling agency for Kadena AB, Naha International, Futenma Marine Corps
Air Station, and Kume-Jima airports.
The 18th Wing publishes this pamphlet to familiarize local and transient aircrew with the aviation environment around
Kadena and to alert everyone to areas of potential conflict in the airspace over Okinawa. If you have any questions or
comments, please contact 18 WG/SEF, DSN 634-2577.
JOSHUA J. SPEAR, Capt, USAF
Flight Safety Officer, 18th Wing
2

TABLE OF CONTENTS
POINTS OF CONTACT ...............................................................................................................................................4
AREAS OF POTENTIAL CONFLICTS...................................................................................................................5
Air Traffic System Conflicts ....................................................................................................................................5
Warning Area Conflicts ...........................................................................................................................................8
Terrain......................................................................................................................................................................8
GENERAL AIRFIELD INFORMATION ................................................................................................................9
Airfield Description..................................................................................................................................................9
Primary Aircraft Information .................................................................................................................................10
Kadena Bird Activity .............................................................................................................................................11
AIRSPACE.................................................................................................................................................................12
Okinawa Approach Control ...................................................................................................................................12
Okinawa Class Bravo Airspace..............................................................................................................................12
Aero Club Operating Areas....................................................................................................................................13
VFR Reporting Points ............................................................................................................................................15
Helicopter Activity.................................................................................................................................................15
Warning and Restricted Airspace...........................................................................................................................16
VFR / IFR PROCEDURES.......................................................................................................................................16
VFR Arrival Procedures.........................................................................................................................................16
IFR Arrival Procedures ..........................................................................................................................................17
IFR Departure Procedures......................................................................................................................................18
Reduced Same Runway Separation........................................................................................................................19
FACTORS CONTRIBUTING TO MID-AIR COLLISIONS ...............................................................................20
Communication Problems ......................................................................................................................................20
Factors Affecting Vision ........................................................................................................................................20
Collision Avoidance Tips.......................................................................................................................................21
ANNEX A 353 SOG
Kadena MC-130 VFR Low Level Flying and Standard VFR Departures..............................................................22
Kadena Standard MC-130 Recoveries ..................................................................................................................24
Airdrop Activity.....................................................................................................................................................25
Helicopter Air Refueling........................................................................................................................................26
3

POINTS OF CONTACT
Kadena AB, JAPAN
DSN 634-XXXX
Commercial 81-611-734-XXXX
or Operator 81-098-938-1111
18 WG/CC 634-1801 BASE OPS 634-3118
18 WG/CV 634-1802 WEATHER FLIGHT 634-4515
18 WG/SE 634-1811 FLIGHT SURGEON 630-4305
18 WG/PA 634-4502 RAPCON 634-1075
18 OG/CC 634-1803 SAFETY (FLIGHT) 634-2577
18 OG/OGV 634-4567 SOF (18 WG FIGHTER) 634-1810
18 OSS/OSA 634-3410 TOWER 634-1440
18 OSS/OSOSF 634-4597 TRANSIENT ALERT 634-1286
18 OSS/OSX 634-4927 AIRFIELD OPS FLT CC 634-3410
18th Wing
Associate Units
44 FS 634-1831/1836 1 SOS (C-130) 634-8476
67 FS 634-1871/6707 17 SOS (C-130) 630-9155
33 RQS 634- 6206/6208 82 RS (RC-135) 634-6044
909 ARS 634-9008/8077 733 AMSS (AMC Transient) 634-1841
961 AACS 634-8109/8107 AERO CLUB (Cessna) 634-5758
MARINE WING LIAISON
KADENA (MWLK, F/A-18,
AV-8)
CFAO (P-3)
632-7148
632-7151
Director, Naha Area Control Center (ACC) (098) 858-8201 Ext 300
Chief Controller, Naha ACC (098) 858-8201 Ext 362
Airspace Management Officer, Naha ACC (098) 858-820l Ext 364 or DSN 637-7465
Operations and Planning Officer (098) 858-8201 Ext 365
Naha Tower Chief Controller (098) 857-1101 Ext 700
USAF-JASDF Liaison Officer 634-7417/7433
4

AREAS OF POTENTIAL CONFLICT
Air Traffic System Conflicts
There are several recurring conflicts inherent to the air traffic system, for which ATC depends on procedures to assure
separation (See Figures 1 and 2). These include:
1. The Naha VORTAC 010 radial and any visual downwind or base turn for RWY 05. Commercial aircraft
inbound for Naha RWY 18 will pass within 3 NMs of Bolo Point at 1,000’ MSL feet, so controllers will always rely on
altitude to assure separation: 1,500’ MSL for VFR aircraft, and 2,000’MSL for IFR aircraft executing a visual
approach who are not yet established on a 5 NM final.
2. The Naha 010 radial and the standard radar climbout for RWY 23. Heading 360 within 2 DME of the RWY 23
departure end makes an almost perfect reciprocal course for the Naha 18 final approach course. Failure for the
controller to issue traffic advisories on aircraft established on final, and the pilot to climb as quickly as possible
through 2,000’ MSL after crossing the departure end, could lead to unsafe proximity between aircraft.
3. Any instrument approach to RWY 05L/05R. Northbound departures from Naha RWY 36, arrivals to Naha
RWY 18 (both at 1,000’ MSL or below), and F-4s/T-4s in the Naha overhead pattern (1,500’ MSL) all fly courses
intersecting the instrument final approach courses to Kadena RWY 05L and 05R. Arrival will typically wait until any
departure or arrival traffic has been reported in-sight by the pilot, before shipping an aircraft to Tower, but they usually
cannot see primary radar targets or altitude information on aircraft in the Naha overhead pattern.
4. The Futenma north VFR downwind and visual operations in the south Kadena downwind. Aircraft executing
any visual maneuvers south of RWY 05R should remain within 3 DME of Kadena, and never lower than 2,500’ MSL
without approval from ATC. Futenma Tower’s conventional pattern altitude is 1,500’ MSL and descending lower
than 2,000’ MSL outside 3 DME without coordination by Kadena Tower could lead to unsafe proximity between
aircraft.
5

Figure 1. Naha Runway 36 Arrival/Departure Flow.
Airliners inbound from Mainland Japan
Airliners En route to Mainland
Japan continue climb to FL 290
“The Slot”
Approximately 15-18
Nautical Miles from Kadena
Aircraft Altitudes: 2,000’ – 12,000’
Naha departures will cross
Kadena and Futenma
arrival corridor at 1,000’
Fighters recovering VFR
will be at or above 2,500’
“The Slot”
Kadena and Futenma inbounds will cross Naha
departure corridor at 2,000’
Dog leg to final varies from 15-25 miles
from Naha Int Airport
6

Figure 2. Naha Runway 18 Arrival/Departure Flow.
Airliners inbound from Mainland Japan
Naha arrivals will cross
Kadena and Futenma
final at 1,000’
Kadena and Futenma inbounds will cross Naha
arrival corridor at 2,000’
Airliners En route to Mainland
Japan continue climb to FL 290
Airliners departing Naha
climb initially to 2,000’
7

Warning Area Conflicts
1. The southwestern tip of W-173. Naha RWY 36 arrivals from the northeast will enter Okinawa Approach’s
airspace at FL200, five miles north and fifty miles northeast of the Kadena VORTAC (See Figure 1 and 3). A course
direct to the airfield could present conflict with a descending Naha arrival, before Approach can legally issue vectors
and altitudes outside the warning area; leaving the southwestern tip of W-173 on a southwesterly heading eliminates
the most common possibility for conflict.
2. W-178/A while Naha RWY 18 is active (See Figures 2 and 3). The Naha 010 radial almost perfectly bisects
the warning airspace, meaning that arrivals to Naha RWY 18 from the northeast will probably intercept the radial
inbound, and rely on separation by altitude from a hot W-178/A and its participating aircraft. Aircraft canceling IFR
and entering W-178/A should reconfirm the altitude to which they can use W-178/A, prior to entering the airspace and
contacting range controllers.
3. W-174 (See Figure 3). F-4s and T-4s sometimes use West Point (KAD 260/49 or NHC 270/40) to recover to
Naha, which on a direct course will bring them within 2 NMs of W-174’s southern border descending to somewhere
between FL160 and 10,000’ MSL. Leaving W-174 on a northeasterly heading eliminates the most common
possibility for conflict.
Figure 3. Warning Area Conflicts.
50 DME
W178A SFC-13k
13k’
W178
W176
Naha 010 R
W173
W174A
W174
20 DME DME
30 30 DME DME
Terrain
Mt. Onna, 1,410’ MSL, is located approximately 8 NMs northeast of Kadena RWY 23L/R approach end. The
conventional pattern is flown at 1,300’ MSL. If extended on right downwind to RWY 23L/R at Kadena, pilots should
be aware of the associated terrain:
• Mt. Onna - 025/10 NM-1,410 feet.
• Mountain peaks - 050/32.5 NM-1,634 feet.
• Antenna - 205/11.4 NM-766 feet.
8

GENERAL AIRFIELD INFORMATION
Airfield Description
Kadena AB is located on the west coast of the southern end of the main island of Okinawa. The base is 11 NM
north-northeast of Naha International Airport and 4 NM north of Futenma MCAS, which have overlapping Class D
Airspace (Figure 4). Pilots and controllers must be vigilant of the potential conflicts that exist due to the close
proximity of the airports. Kadena Class Delta Airspace (Formerly known as ATA) Operating Rules and
Pilot/Equipment Requirements:
1. Pilot Certification. No specific certification required.
2. Equipment. Unless otherwise authorized by ATC, an operable two-way radio is required.
3. Arrival or Through Flight Entry Requirements.
Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and
thereafter maintain those communications while in the Class D airspace. Pilots of arriving aircraft should contact the
control tower on the publicized frequency and give their position, altitude, destination, and any request(s). Radio
contact should be initiated far enough from the Class D airspace boundary to preclude entering the Class D airspace
before two-way radio communications are established.
NOTE−
1. If the controller responds to a radio call with, “[aircraft call-sign] standby,” radio communications have been
established and the pilot can enter the Class D airspace.
2. If workload or traffic conditions prevent immediate entry into Class D airspace, the controller will inform the pilot
to remain outside the Class D airspace until conditions permit entry.
Fig. 4. Class D Airspace.
BOLO POINT
KIN
KADENA
(KAD)
GUSHIKAWA
KADENA
FUTENMA
(NF0)
NAHA
(NHC)
NAHA
FUTENMA
Naha Class D: Surface up to
but not including 2,000’ AGL
(2,010’ MSL)
Futenma Class D: Surface up
to but not including 2,000’ AGL
(2,250’ MSL)
Kadena Class D: Surface up
to but not including 3,000’
AGL (3,140’ MSL)
9

The airfield consists of two parallel asphalt and concrete runways, designated RWY 05/23 left and right (Figure 5).
RWY 05R/23L is 12,100 feet long and 200 feet wide. The primary instrument runway, 5L/23R, is 12,100 feet long
and 300 feet wide. NAVAIDs include VORTAC and ILS. Precision approaches include ILS to RWY 05L/23R, and
PARs to all runways. Non-precision approaches include VOR, TACAN, and ASR approaches to all runways.
Fig. 5. Airfield Diagram
The base is surrounded by the densely populated Naha - Okinawa City metropolitan area. The airfield is a joint-use
facility that accommodates Air Force F-15s, C-130s, KC/EC-135s, E-3s, C-9s, H-60s, Navy P-3s, C-12s, Marine Corp
FA-18s, AV-8s, UH-1s, AH-1, CH-46s, H-53s, and Aero Club C-172s. Kadena AB also hosts numerous transients to
include C-17s, C-5s, KC-10s, MD-11s, B747s, C-500, LJ-35s, B-190s, C-12s, E-2s.
Primary Aircraft Information
F-15s fly in the Kadena pattern from 150-350
knots at 1,300' to 3,000' MSL. Often formation
flights will be flying in trail (2-4 aircraft). If you
are instructed to follow a flight of F-15s, make
sure that you have the last aircraft in the trail in
sight.
HH-60s approach the airfield from the north and
south at 800’ MSL. They may cross all of the
runways en-route to their landing site. Outside
Airport Traffic Areas (Class Delta), HH-60s
conduct night operations at 500’ MSL and
below using infrared lighting only.
Heavy KC 135s, AWACS, MC-130s and Cessna aircraft may stay in the IFR and VFR traffic
patterns for extended periods. These types of aircraft have limited cockpit visibility and
maneuverability. Circling Approach, VFR Rectangular, and Instrument Patterns are the most
common types of approaches.
10

.
Kadena Bird Activity
A wide variety of bird species populate the area around Kadena AB. The most common are plovers, cattle egrets, and
pratincoles (Ref KAB 91-212, Bird Aircraft Strike Hazard (BASH) Plan).
Plovers
Plovers, similar in size to swallows, are present year round. They occur in flocks of 50-300, and are usually found on
wet pavement areas. These birds spend most of their time on the ground, and are usually only a hazard when
encountered in large flocks.
Cattle Egrets
Cattle egrets, similar in size to a small goose, are present during April/May and September/October migratory seasons.
Although they generally only stay at Kadena for 3-4 days, cattle egrets flocks in excess of 200 occasionally occur in
close proximity to the runways. Cattle egrets are easily scared into flight and often transit across the runways.
Pratincoles and Swallows
These birds eat insects in flight. Pratincoles in particular are very common at Kadena and are usually encountered
during taxi and/or takeoff.
Pilots shall report the presence of any of these birds to the Kadena Tower.
11

AIRSPACE
Okinawa Approach Control
Okinawa Approach Control provides air traffic control services within a 50 NM radius of Kadena AB, from the
surface up to and including 20,000’ MSL (Figure 6). Air traffic control services are also provided within a 30 NM
radius of Kume-Jima Island, up to and including 5,000’ MSL; however, be advised that this area is controlled via
non-radar operational procedures. Services are provided to five airports within its assigned airspace. The three
primary airports include Kadena AB, Futenma MCAS, and Naha International. Two secondary airports are located on
Kume-Jima and Aguni-Jima islands.
ATC separation standards can be found in the Federal Aviation Administration Order 7110.65. Pilots should increase
separation when dealing with heavy jets and formation flights. While under VFR or IFR and accepting a visual
approach or visual separation, pilots are responsible for maintaining their own wake turbulence separation behind
heavy jet aircraft. ATC will not apply Visual separation between military and civilian airline traffic.
Fig. 6. Okinawa Approach Control Airspace.
FL 200
,
5,000 Ft
30 NM
KX
KAD
50 NM
Okinawa Class Bravo Airspace (Figure 7); formerly known as Terminal Control Area (TCA) Operating Rules and
Equipment Requirements for VFR/IFR Operations within Class B:
Regardless of weather conditions, an ATC clearance is required prior to operating within Class B airspace. Pilots
should not request a clearance to operate within Class B airspace unless the requirements of 14 CFR Section 91.215
and 14 CFR Section 91.131 are met.
Included among these requirements are:
1. Unless otherwise authorized by ATC, aircraft must be equipped with an operable two-way radio capable of
communicating with ATC on appropriate frequencies for that Class B airspace. Unless otherwise authorized by ATC,
each person operating a large turbine engine-powered airplane to or from a primary airport shall operate at or above
the designated floors while within the lateral limits of Class B airspace.
2. Unless otherwise authorized by ATC, each aircraft must be equipped as follows:
(a) For IFR operations, an operable VOR or TACAN receiver; and
(b) For all operations, a two-way radio capable of communications with ATC on appropriate frequencies for that area;
and
(c) Unless otherwise authorized by ATC, an operable radar beacon transponder with automatic altitude reporting
equipment.
VFR aircraft requesting IFR handling shall make request with ATC and maintain VFR conditions until issued an IFR
clearance.
12

Fig. 7. Okinawa Class B Airspace.
Okinawa Class B Airspace
015R
050R
315R
NHC 30 DME
NAHA VORTAC
Ch 112 NHC
116.5
B1 Surface – 10, 000 feet
B2 1,000 – 10, 000 feet
B3 2,000 – 10, 000 feet
NHC 30 DME
B4 4,000 – 10, 000 feet
200R
173R
Aero Club Operating Areas
Kadena has an active Aero Club operating light Cessna aircraft. Figure 8 on the next page depicts the Aero Club
training areas; Nago Bay and White Beach. Figure 9 depicts the VFR reporting points used by ATC.
NOTE: Lateral limits depicted in red. Expect to see the majority of aero club aircraft in the local traffic pattern at or
below 2500’ MSL.
13

Fig. 8. Aero Club Training Areas
14

Fig. 9. VFR Reporting Points.
VFR Reporting Points
BOLO
POINT
R-326/5.5 NM
MOON
BEACH
NAGO
TORII
BEACH
R-240/2.4 NM
SEAWALL
R-239/1.5
GATE ONE
R-201/2 NM
HARBOR 1
R-208/2.3 NM
POINT
SIERRA
NAHA
WATER
TOWER
KADENA
GATE 3
R-075/1.5 NM
CHIBANA
R-085/2.4 NM
GUSHIKAWA
R-087/5.5 NM
WHITE
BEACH
Helicopter Activity
There is a significant amount of Air Force, Marine, and Japan Air Self-Defense Force (JASDF) helicopter activity in
the Okinawa area. Most helicopter arrivals/departures from Kadena AB occur at 800’ MSL and take the aircraft to
either Bolo Point or Gushikawa City. From these two points, helicopters travel north and south along the coastline.
Additionally, helicopters that are transitioning from Futenma to Kadena will often be instructed to hold over Gate 1
prior to being given clearance to cross the runways for landing at the Rescue Pad on Taxiway Charlie. This could
present a traffic conflict for aircraft established on right downwind for RWY 05R as they turn to base. Finally, Marine
helicopters will normally transition from Bolo Point to Futenma MCAS along the coastline. This transition is called
the ‘seawall transition.’ When Marine aircraft reports seawall, expect to see them at 300’ MSL immediately off the
approach end of RWY 05L/R along the seawall heading either North or South. This traffic (USMC & USAF) is
normally transiting the airspace to conduct training at the helicopter landing zones (HLZ) at Ie Shima (W-178), or in
the restricted areas adjacent to Camps Hansen and Schwab (R-177) as well at the Jungle Warfare Training Center
(R-201) in northeast Okinawa.
Fig.10. VFR Helicopter Routes.
VFR Helicopter Routes
- Gusikawa Three
- Futenma One
- Moon Beach
B-5
MB
NAGO
R177
SFC-3000
3000’
- Bolo Five
- Ishikawa Transition
G-3
ISHIKAWA
TRANSITION
Itinerate Traffic will normally
be at or below 800’.
F-1
HELOCOPTER
HELOCOPTER
ROUTES
ROUTES
15

Warning and Restricted Airspace
Approach Control will assist pilots with VFR traffic advisories within 50 NM of Kadena when requested by pilots
(traffic permitting) up to but not in warning and restricted airspace. ATC cannot approve or disapprove entry into or
exit from warning areas located within or adjacent to Approach Control airspace.
R-177 (depicted in Figure 10) is the only restricted airspace in the immediate area around Kadena. The R-177 remains
active 24 hours a day, 7 days a week up to and including 1,000’ MSL. Upon approval from Approach Control, the
ceiling on R-177 may be raised to 3,000’ MSL for special requirements. Aircraft planning to over-fly R-177 below
3,500’ MSL should check with ATC and request the status of the area.
VFR / IFR PROCEDURES
VFR Arrival Procedures
At Kadena, VFR traffic operations will not be conducted by conventional aircraft unless the reported ceiling is 1,800’
AGL or higher. Jet aircraft require a reported ceiling of 2,300’ AGL or higher. Even if the reported weather
conditions meet these criteria the tower controller will deny aircraft entry into the VFR pattern if they cannot maintain
visual contact with the aircraft.
Tower will issue traffic advisories to arriving aircraft to help locate aircraft already established in the pattern. Get
visual contact with that traffic as soon as possible and be prepared to take evasive action should the traffic overshoot
final on their approach. To avoid conflict with traffic departing from the parallel runway pilots executing closed
traffic are not to cross the departure end of the parallel runway without approval.
Aircraft making visual approaches from the North Downwind to RWY 05L/R will be advised by ATC to maintain
2,000’ MSL until 5 DME to avoid IFR arrivals into Naha and Kadena. The higher terrain northeast of Kadena often
causes cloud formations at traffic pattern altitudes. This causes a unique problem when landing on RWY 23L/R. In
some cases, this will prevent the pilot from seeing other traffic in Delta airspace and runway acquisition in time to
make a safe visual approach.
Many heavy aircraft near Kadena AB use Traffic Collision Avoidance System (TCAS). It is extremely important to be
aware of heavy aircraft in the Class D airspace around Kadena AB or on approach/departure from Naha IAP. Rapid
changes in heading or altitude by Fighter aircraft may cause a resolution advisory (RA) forcing the heavy aircraft to
take evasive action, whether it is warranted or not.
Fig. 11. Overhead Traffic Pattern
Kadena Class Delta
SFC-3000AGL
(SFC-3143)
Report 5 DME Initial to Runway 5R/23L.
North breaks authorized in emergencies only.
Initial Approach Altitude 1,800’ MSL.
Fighter Closed Traffic Altitude 1,800’ MSL.
Remain within 4.3 DME (5 SM) of airfield
Futenma Class Delta
SFC-2000AGL
(SFC-2250)
16

Fig. 12. Rectangular Traffic Pattern
Kadena Class Delta
SFC-3000AGL
(SFC-3143)
Futenma Class Delta
SFC-2000AGL
(SFC-2250)
Rectangular Pattern Altitude: 1,300’ MSL.
Helicopter/Aero Club Pattern Altitude: 800’
MSL.
Remain within 4.3 DME (5 SM) of Airfield.
DO NOT displace downwind southeast of
Runway 5R/23L further than 1 NM to avoid
potential conflict with Futenma MCAS Class
D Airspace.
IFR Arrival Procedures
Okinawa Approach Control will assign a Mode 3 squawk for radar identification upon initial contact with IFR arrivals.
Pilots shall report with ATIS and Request on initial contact. NOTE: The earlier the initial contact, the easier it is to fit
that aircraft into the traffic flow. Pilots who intend to make both instrument and visual transitions at Kadena should
plan their flights to make the visual transitions at the end of their flight. Make requests for entry into the radar pattern
at least one VFR pattern prior so that the tower controller can coordinate for a hand off with little or no delay.
Fighter Aircraft: On initial contact with fighters, approach will verify number in flight, current ATIS, request for
approach and landing, and any special handling requirements unless stated by the pilot on initial contact. Requesting
radar identification at 55-60 DME will permit the controller time to identify the aircraft and carry out special requests,
i.e., formation split-ups or re-sequencing the arrival flow for an emergency. An early call and slowing to 250-280 kts
upon entering Okinawa Approach’s airspace (within 50nm of Kadena) will make all aspects of air traffic safer and
more flexible for requests. Fighter aircraft requesting nonstandard shall have last element squawk 5300 with altitude.
17

IFR Departure Procedures
Aircraft departing from Kadena will be assigned a Standard Instrument Departure (SID); either the MIKE 3 (Figure
13) or OVERWATER 3 SID (Figure 14). In-addition aircraft requesting local IFR pattern will be assigned Standard
Radar Climbout. Do not expect vectors immediately after take-off due to noise abatement procedures. Departures
from Kadena include a 2,000’ MSL restriction by 5 DME and a 4,000’ MSL or 6,000’ MSL restriction at 15 DME to
deconflict traffic from Naha International. Departures from Futenma MCAS include a 2,000’ MSL restriction until 15
DME. Departures from Naha will be issued a 1,000’ MSL restriction until 15 DME off RWY 36 and a 2,000’ MSL
restriction off RWY 18. These altitude restrictions will normally be canceled when no other traffic conflicts exist, or
altered to fit the present traffic situation. Special attention should be paid to reading back assigned altitudes, because
of multiple crossing arrival and departure corridors in the area (See Figure 1 and 2).
Figure 13. MIKE 3 DEPARTURE.
Figure 14. OVERWATER 3 DEPARTURE.
18

Reduced Same Runway Separation
Reduced runway separation applies to Kadena AB, per the HQ PACOM Joint Letter of Agreement on Reduced Same
Runway Separation at PACAF Bases, 1 Mar 01. The airfield operations flight commander and each flying unit
commander will ensure that all assigned military aircrews, transient military aircrews sponsored by an assigned unit,
and air traffic controllers understand the requirements for RSRS (Figures 15 and 16). RSRS standards do not apply (1)
when the landing or succeeding aircraft has declared an emergency; (2) when the landing aircraft will make a full stop
with the succeeding aircraft cleared for the option, low approach, stop-and-go or touch-and-go; (3) when braking
action reports of “fair” or less are in effect (Ref: Joint LOA, para e).
Figure 15. Daytime RSRS Standards.
PAIRINGS
Full Stop
behind
Touch Go
Full Stop
behind Low
Approach
Low
Approach
behind Low
Approach
Full Stop
behind Full
Stop
Low
Approach
behind Full
Stop
Touch Go
behind Touch
Go
Touch Go
behind Low
Approach
Same Fighter-Type 3,000’ 3,000’ 3,000’ 3,000’ 6,000’ 3,000’ 3,000’
Dissimilar Fighter-Type + + + 6,000’ 6,000’ + +
Same Non-Heavy, + + + 6,000’ + + +
Non-Fighter-Type
Same-Type Aircraft + + + 6,000’ + + +
Formations
Fighter-Type behind + + + 9,000’ + + +
Non-Heavy, Non-Fighter
Type
Non-Heavy, Non-Fighter
Type behind Fighter-Type
+ + + 9,000’ + + +
Figure 16. Nighttime RSRS Standards.
PAIRINGS
Full Stop
behind
Touch Go
Full Stop
behind Low
Approach
Low Approach
behind Low
Approach
Full Stop
behind
Full Stop
Low
Approach
behind Full
Stop
Touch Go
behind
Touch Go
Fighter-Type + + + 6,000’ 9,000’ + +
Same Non-Heavy, + + + 6,000’ + + +
Non-Fighter-Type
Same-Type Aircraft + + + 6,000’ + + +
Formations
Fighter-Type behind + + + 9,000’ + + +
Non-Heavy, Non-Fighter
Type
Non-Heavy, Non-Fighter
Type behind
Fighter-Type
+ + + 9,000’ + + +
+Note: Standard FAAO 7110.65 separation will be applied.
In addition, less than standard category separation or IFR separation (as applicable) will not be authorized when one or
more of the aircraft involved is:
a. A heavy jet.
b. Civil aircraft.
c. Military contract carrier.
d. Host-nation military aircraft.
e. Aircraft experiencing an emergency.
f. Aeromedical aircraft.
Kadena AB cannot conduct simultaneous IFR parallel-runway operations (FAAO 7110.65, 5-8-5.a).
Touch Go
behind Low
Approach
19

FACTORS CONTRIBUTING TO MID-AIR COLLISIONS
Communication Problems
In order to avoid a mid-air collision, you need to be able to detect other aircraft in the crowded skyways. TCAS is not
in the AF vocabulary, so what can we do now to help ourselves out? Clear with your ears!!!
A breakdown in communication is a common factor in mishap studies. Here are some things to watch out for:
Similar Sounding Alphanumerics: There are often multiple aircraft operating on the same frequency with similar
callsigns. Don’t make the mistake of following someone else’s clearance.
Hearing Problems: Ensure that the controller heard, repeated, and understood what you said. If either party has any
doubts, it is important to initiate clarification or repeat the readback. Remember controllers monitor and simulcast
many frequencies at once and may not hear pilots the first time.
Phraseology: Use standard terminology prescribed in the Pilot/Controller Glossary in the AIM. Nonstandard phrases
lead to misunderstandings and radios full of pilots explaining what they really meant.
Blocked or Simultaneous Transmissions: Listen to the radio before talking. Don’t initiate a transmission if someone
else is about to read back controller instructions because you’ll both have to repeat yourselves.
Enunciation: English is the official language of aviation, but we’re in an international environment at Kadena.
Accents affect both speaking and listening. When you speak use a normal speaking voice and proper phraseology to
minimize the confusion of similar sounds.
Radio Discipline: Poor technique by pilots and controllers confuses and frustrates the ATC system. Maintain the
efficiency of each radio transmission.
Factors Affecting Vision
Sight is essential to avoiding other aircraft. Yet our eyes have limitations. Being aware of these limitations could
improve our ability to see and avoid. Here are some factors to watch out for:
Blind Spot: The human eye has a blind spot where light strikes the optic nerve. The location of the blind spot for most
people is about 30 degrees right of center. With both eyes unobstructed, the blind spots of each eye are cancelled out
by the peripheral vision of the other eye. However, put a windshield center post or other type obstruction between the
eyes and the brain cannot fill the void. Under certain conditions a Boeing 707 would be blocked out at a distance of
one mile and a Boeing 747 would disappear at a mile and a half.
Empty Space Myopia: At high altitudes, without objects to focus on (horizon, clouds, etc.), the eyes tend to focus at
the windscreen or just outside the cockpit. Shifting sight frequently to instrument panel, wingtips, and distant objects
will help overcome myopia.
Fixation: A tendency for fixation must be avoided. This can be accomplished by scanning in sectors, shifting gaze
vertically as well as horizontally, and practice focusing on objects of known or accurately estimable distances.
Contrast: Objects with contrast are very important to avoid another aircraft. The aircraft that contrasts with its
background is much easier to detect than one that blends in with its background, especially during low light
illumination. Sky conditions on many occasions make it much more difficult to detect another aircraft. If there is a
lack of contrast, the aircraft must come closer in order to be detected, thus creating the danger of an in-flight collision.
Today’s fighter aircraft are painted to provide enemy fighters poor contrasts making them very difficult to see in any
background.
Glare: This over stimulates the eyes and causes a loss of sensitivity, which reduces the ability of the eye to see objects
under normal light conditions. Glare may be produced from the light striking the windscreen or the instrument panel
at an angle. Blinding glare can be caused when the pilot looks directly into the sun, causing a temporary haze over the
visual field.
Hypoxia: This can affect the ability of the eyes to detect distant objects, especially at night. Due to the lack of oxygen
in the blood the eyes suffer a loss of acuity and have difficulty in focusing. The smoker must be especially aware of
this factor. The smoker’s blood is carrying carbon monoxide, which displaces some of the oxygen and makes the
effects of hypoxia take place sooner.
Scan: Using an organized scan pattern during your visual look out is paramount. You can see an aircraft at the
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greatest distance by looking directly at it (daytime). If you see it 7 miles away, you can avoid it, even head-on
at Mach 1 closure. But, if the aircraft is only 10 degrees to the side and you’re looking straight ahead, your eyes can’t
pick it up until about one tenth the distance (0.7 miles). In this case, if you’re on a collision course, it’s too late.
Collision Avoidance Tips
1. Know where the high-density traffic areas are.
2. Fly as high as practical.
3. Obtain an IFR clearance or participate in flight following whenever possible.
4. Clear constantly for other aircraft, both visually and over the radio.
5. Use landing lights at lower altitudes, especially near airports.
6. Always use your Mode C transponder and cross check its accuracy with ATC whenever possible.
7. Fly at the appropriate hemispheric altitudes and don’t let your altimeter wander.
8. Keep your windscreen clean and clear.
9. Learn proper task management in the air. A cockpit can get very busy. Learn the proper methods to help you
reduce the workload and deal with time crunches.
10. Understand the limitations of your eyes and use proper visual scanning techniques.
11. AVOID COMPLACENCY! There is no guarantee that everyone is flying by the rules. Don’t let someone
else’s stupidity kill you.
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ANNEX A 353 SOG
KADENA MC-130 VFR LOW LEVEL FLYING AND STANDARD VFR DEPARTURES
The MC-130s assigned to the 353rd Special Operations Group regularly fly VFR low level through out the Ryuku
Islands. The routes are flown single ship and formation at 2,000’ MSL and below into the various objects list below
(airdrops, tactical approaches and helicopter air refueling). The low level traffic monitors Okinawa Approach, Naha
Center, Range Control and Northern Training Area frequencies as appropriate for their route of flight.
Figure 17. IKEI DEPARTURES
RWY 05: Maintain at or below 1,000’ MSL until outside 10 DME. At 5 DME, proceed directly to Ikei Island. Advise
ATC when passing 10 DME from Kadena VORTAC.
RWY 23: Maintain at or below 1,000’ MSL. Turn left within 2 DME to a downwind and proceed to Gushikawa (KAD
085/006). After Gushikawa, proceed direct to Ikei Island. Advise ATC when passing 10 DME from Kadena
VORTAC.
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Figure 18. SESOKO DEPARTURES
RWY 05: Climb runway heading to 1,500’ MSL, at 5 DME turn direct Sesoko. If weather precludes climb to 1,500
MSL, advise ATC prior to departure and request IFR clearance. Proceed to Sesoko maintaining 1,500’ MSL. Advise
ATC when passing 10 DME from Kadena VORTAC.
RWY 23: Climb to 1,500’ MSL and turn right within 2 DME direct to Moon Beach; if weather precludes climb to
1,500’ MSL, advise ATC prior to departure. After Moon Beach, proceed to Sesoko maintaining 1,500’ MSL. Advise
ATC when passing 10 DME from Kadena VORTAC.
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KADENA STANDARD MC-130 RECOVERIES
Figure 19.
STRAIGHT – IN VFR RECOVERIES
BOLO TO 3 MILE FINAL RECOVERY
Figure 20.
MC-130s typically fly at night, 1,000’ AGL and below and will request all runway lighting to be turned OFF for their
recoveries to facilitate NVG training. This is approved on a non-interference basis only.
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AIRDROP ACTIVITY
Parachute jumping and equipment air drops occur at Ie Island (Approx 20 NM North of RODN) and at White Beach
water drop zone (Approx 10 NM East of ROTM). The drop zones can be approached from various directions.
IE SHIME DROP ZONE (W178)
Ie Shima DZ is approached from the northeast from two locations. One run-in begins just south of Izena Shima and
the other from halfway between Izena Shima and Kouri Shima. The Ie Shima DZ can also be approached from the
southwest starting about 10 NM ENE of Bolo Point. Airdrops are conducted at altitudes from 500’ AGL to 10,000’
MSL. (NOTE: Landings at the Coral LZ on Ie Shima are often conducted in conjunction with airdrop operations)
Figure 21.
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WHITE BEACH DROP ZONE
White Beach DZ (Depicted by the triangle below) can be approached from any direction with run in heading from 230
degrees to 360 degrees depending on the wind. Airdrops are conducted at Altitudes from 1,000’ to 4,000’ MSL.
Figure 22
HELICOPTER AIR REFUELING
Helicopter aerial refueling in the local area occurs between 1,000’ and 8,000’ MSL (2,000’ MSL being the standard),
depending on weather. The primary tracks are SHOOTER and SHARK depending on helicopter training profile. This
is a VFR maneuver and track space is not allocated in AP. Collision avoidance with civilian and military aircraft is
strictly based on visual detection.
Figure 23.
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