EXCEEDING G LIMITS
Overstressing the aircraft in the weapons pattern is usually the result of snapping on g, instead of apply-
ing it smoothly when beginning the pullout after release. You do not need to use more than 4 to 4-1/2 g
to make a normal pullout. If you do happen to apply too much g, you must be able to determine whether
it is an overstress. See the NATOPS manual for limitations. If you overstress your aircraft, discontinue
your runs, notify the flight lead, and go to the lame duck pattern (discussed under lost communications).
The instructor will brief the student on the lame duck pattern for a non-NORDO scenario. Notify mainte-
nance of the overstress before shutting down so they can do a wipeout inspection.
Ensure that there is no rolling moment on all pullouts. A rolling pullout not only decreases the g that may
be safely applied, but also sharply lowers the bottom-out altitude reached during the pullout. To avoid
this, recover from a dive with a level pullup, stop the pull, roll, stop the roll, then pull again.
INADVERTENT WEAPON RELEASE
There have been many cases where short circuits or faulty switches have caused inadvertent firing or
ordnance drop. The danger is especially grave when you are carrying forward-firing ordnance, because
it can shoot well out of the restricted area. The danger of inadvertent release can be minimized by
adhering to switchology rules already given. Remember not to arm your master armament switch in a
forward-firing ordnance run until you are wings level in the dive and your interval has called off the target.
In the event that you lose your radio in the bombing pattern and have no other problems, enter the lame
duck pattern. The lame duck pattern is 2,000 ft above the high pattern or 1,000 ft above the off target
rendezvous pattern, depending on which pattern the flight is using. Orbit in the direction of the pattern.
Should the weather not permit orbiting above the pattern, maintain your interval and fly the pattern
normally except for the roll-in; stay at altitude. When you arrive at the roll-in, rock your wings and stay at
pattern altitude. When the rest of the flight has finished bombing, a rendezvous will be effected; normally
the NORDO aircraft joins last, inside lead's turn, and will be positioned as #2 for the return.
If you have a serious problem with your aircraft while you are NORDO, return to base or emergency
airfield as briefed. A wingman will be dispatched to assist you.
If you have aircraft problems that do not require immediate action but do require assistance, enter
the lame duck pattern, orbit opposite the direction of the flight and an instructor will join you. Use
standard HEFOE signals to inform the instructor of your difficulties.
LATE PATTERN ENTRY
The flight lead may permit an aircraft in the flight to enter the pattern late due to maintenance problems.
The late aircraft must contact the lead for a clearance into the target area and should enter the pattern
1,000 ft above pattern altitude and between the abeam and the roll-in position.