Weapons
Returning From The Target
POSTFLIGHT PROCEDURES
In addition to the usual walkaround, check for any weapon-specific problems that may have occurred
airborne. Inspect the pylons, bomb rack(s) and wing undersurfaces for evidence of wing-to-bomb
collision. Check the tail surfaces, especially leading edges, for evidence of damage from loose
particles.
HIGH ANGLE-OFF-TAIL RENDEZVOUS
The lead will be established in an appropriate airspace at 300 KIAS with the division in echelon
formation. Lead will call his speed and angels. He will then pass the breakup & rendezvous signal
and then immediately proceed into a climbing 30 degrees AOB turn (using approx. 90-92% RPM)
while decelerating to 250 KIAS. Lead will level off 3000' above his initial altitude, call “1 level at 14”
(for example) and continue to maintain 250 KIAS and 30 degrees AOB until the rendezvous is
complete. The lead will never roll wings level, the division will never be in trail formation.
The wingmen will break on 8-second intervals using MRT and 60-70 degrees AOB initially. They will
maintain lead’s initial altitude until they break. Dash 2 will expeditiously climb to 500’ below lead’s
new altitude and call (i.e., “2 level 13.5”) while striving for closure through airspeed control and by
flying inside of lead’s radius. Dash 3 should eventually call “3 level 13” and then Dash 4 with “4 level
12.5” (“Level” calls may be made once the wingman is within 100' of his assigned altitude
with less than a 1000 FPM rate of climb or descent.) Lead has ultimate responsibility to ensure
that no wingmen loiter below their assigned altitude for a length of time that may cause a mid-air
potential.
After Dash 4 makes his “level” call, and with lead in sight, Dash 2 will respond, “2 has one in sight”.
Dash 3 and Dash 4 will respond in kind until they have all the aircraft in front of them in sight. If the
wingman does not see anyone immediately, he will turn 180 degrees from the initial break heading
(using 60-70 deg AOB) while continuing to look for any member of the division. Wingmen will call
“blind” if still unable to see another aircraft after completing the 180-degree turn. Underrun proce-
dures for high closure are not necessary unless the underrun occurs at lead’s altitude. If in their
own altitude block, wingmen with too much closure can simply fall in-trail of or fly outside of lead’s
radius, get closure under control, and then maneuver back inside of lead’s radius of turn.
Wingmen must realize that they will be starting outside of lead’s turn radius. When gaining sight of
lead, they will see high angles-off-tail. The priorities in order are {#1} maintain altitude sanctuary (+/-
100' limitation with NO EXCEPTIONS), {#2} obtain sight of lead, {#3} maneuver inside of lead’s turn
radius, {#4} make appropriate lead and lag maneuvers to obtain rendezvous bearing and fuselage
alignment on lead (as in a TACAN rendezvous), and {#5} obtain sight of all wingmen in front of you
so that you may step up and join as the wingmen in front of you step up and join (providing you have
fuselage alignment and bearing line solved). These 5 events may not occur sequentially, but they
are your priorities in order nonetheless.
Only on the WEP-06X will the IP introduce forced cockpit loading. Forced cockpit loading may
consist of such tasks as changing the HSI scale, changing the LAW, changing the selected waypoint,
or any other task the IP may choose to impose. The IP may impose up to 2 tasks during the
rendezvous. Obviously, the task loading imposed should be a task that requires minimal time inside
the cockpit (i.e., a bad choice would be to enter a waypoint sequence string).
SNA’s must realize that the priorities listed above are the primary concern. Only with good basic air-
work and proper rendezvous procedures under control should the student attempt the non-critical
mission tasks. The new motto is: “Aviate, Navigate, Communicate, System Manage.” SNA’s must
also keep in mind that it may take several “looks” inside the cockpit to complete the cockpit exercise.
(4-03) Original
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