DIVISION AIR TO GROUND TACTICS AND PROCEDURESS
If "SIMO RUN" is called while in a dive run, the IP shall:
1. Call "ABORT" on the UHF and abort the dive run by lateral displacement from the run-in
Regain sight of all other aircraft.
Reestablish flight sequence at lead's discretion.
Every crew would like to get a bull's-eye on every run, but unfortunately, some have become so
engrossed in achieving hits that they have flown into the ground by fixating on the target and
disregarding their release altitude. This is especially a problem with forward firing ordnance
where it is easy to "follow" the projectile's flight path. Last-second corrections usually result in
both a false sight picture and a loss of altitude. NFOs have traditionally played a large part in
preventing mishaps due to pilot target fixation. Safety requires a continual scan of the altimeter
in the low altitude environment. Aborting a dangerous dive run is the responsibility of each
member of an attack aircrew.
Lame Duck Pattern
The "lame duck" pattern is an administrative holding pattern for aircraft with problems that do
not require an emergency divert but rather prevent the aircraft from continuing with the weapons
The lame duck pattern will be briefed by the lead and is normally 1500 feet above the WEPS
pattern altitude. Aircraft in the "lame duck" pattern will orbit in the direction of the WEPS
pattern. Should the target area weather, not permit orbiting above the pattern, the lame aircraft
will maintain the proper interval and fly the pattern normally except for the roll-in. The aircraft
will maintain pattern altitude. When at the roll-in point, the aircraft will rock its wings and stay
at pattern altitude. When the rest of the flight has finished dive runs, an off target rendezvous is
conducted. The NORDO (or Lame) aircraft will join the division last, inside lead's turn, and will
then be positioned as -2 for the return.
The Lame Duck Pattern will be used for any minor emergency (i.e., immediate divert not
required), overstress, airsickness, NORDO, etc.
Exceeding "G" Limits
Overstressing the aircraft in the weapons pattern is usually the result of snapping on G, instead of
applying it smoothly when beginning the pullout after release. An overstress is determined by
the G pulled relative to the aircraft weight. See the NATOPS manual for limitations. If an
overstress occurs, the aircrew will notify the flight lead, and proceed to the "lame duck" pattern.
DIVISION AIR TO GROUND TACTICS AND PROCEDURES 8-19