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

2. MCAS Cherry Point Course Rules Brief
121024
NOT FOR OFFICAL USE

3. 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

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

5. 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

6. Airfield Layout

7. 14L
Airfield Layout
23R
E-28
N W ’ MSL 8000’ x 200’(15,525’) X
05R
32L

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

9. Airfield Diagram

10. Taxiway Information
NOT FOR OFFICAL USE

11. Airfield Diagram

12. Arm / De-arm
Located at Echo taxiway
Assume heading of °

13. 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.

14. Rotary Wing Taxi Routes
Inbound
Outbound
14L

15. 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

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

17. 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

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

19. 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.

20. 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

21. 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

22. 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

23. 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

24. 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

25. 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:

26. Traffic Patterns

27. Traffic Patterns

28. Traffic Patterns

29. Traffic Patterns

30. 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.

31. Off-Duty RWY Helicopter Pattern Example

32. VFR Entry/Exit Routes 3 VFR Helicopter Arrival / Departure Routes
(Beard Creek, Great Lake, Clubfoot Creek)
Max Airspeed 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

33. VFR Entry/Exit Routes

34. *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

35. VFR Entry/Exit Routes

36. VFR Entry/Exit Routes

37. VFR Entry/Exit Routes

38. *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

39. VFR Entry/Exit Routes

40. VFR Entry/Exit Routes

41. VFR Entry/Exit Routes

42. *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

43. VFR Entry/Exit Routes

44. VFR Entry/Exit Routes

45. VFR Entry/Exit Routes

46. 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

47. 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

48. Noise Abatement Overheads, T&G’s, and low approaches 0700-2300L
High Powers
L Mon-Sat
L 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

49. 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

50. NOISE ABATEMENT

51. NOISE ABATEMENT

52. 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

53. 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

54. NORDO Procedures (Fixed Wing)
If able to maintain VFR, pilots of NORDO aircraft shall squawk 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

55. NORDO Procedures (Helo/Tilt)
If able to maintain VFR, pilots of NORDO aircraft shall squawk 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

56. 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

57. 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

58. Arrival Procedures
NOT FOR OFFICAL USE

59. 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

60. Overhead Approach

61. 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 ’ 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

62. 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

63. 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.

64. CONTACT APPROACH TO A PAD

65. 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.

66. 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.

67. 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.

68. 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.

69. Landing Sites and No Over Flight Areas

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

71. 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) (abv 2600’)
(E) (at/blw 2600’)
(W)
(N)
NOT FOR OFFICAL USE

72. 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.

73. 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.

74. Cherry Point Airspace

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

76. 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
048R/10DME B
R-5306A DITCH POINT
18S UD
083R/21DME C
CDSA NORTH HOLD POINT
18S UD
024R/4DME D
CDSA NORTH RETURN HOME (LOST LINK)
18S UD
007/4DME E
CDSA NORTH TALS LOITER POINT CLOCKWISE ONLY
18S UD
354R/2DME F
CDSA SOUTH TALS LOITER POINT CLOCKWISE ONLY
18S UD
191R/2DME G
CDSA SOUTH HOLD POINT & LOST LINK
18S UD
204R/4DME H
R-5306C HOLD POINT & LOST LINK
18S UD
233R/10DME I
R-5306C/D DITCH POINT
18S UD
221R/14DME

77. Cherry Point TRACON

78. Local Airspace

79. Approach

80. 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.

81. Operations All GCA patterns are right patterns except Runway 32.
Airspeed in the arrival pattern 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.

82. Standard Climb-out Procedures
WHEN OVERHEAD APPROACHES ARE AVAILABLE
“Climb and maintain 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.”

83. Standard Wave-off Procedures
3 MILES OR LESS ON FINAL
WHEN OVERHEAD APPROACHES ARE AVAILABLE
“Climb and maintain 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”

84. 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.”

85. 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

86. QUESTIONS?
NOT FOR OFFICAL USE