Weapons
Safety Precautions
SAFETY PRECAUTIONS
MIDAIR COLLISIONS
If the proper interval is established and maintained throughout the individual patterns, the danger of a
midair collision is greatly reduced. However, it is mandatory that each pilot exercise extreme caution
and take particular care not to cut the aircraft ahead out of the pattern. One of the most likely places
for this to occur is where the pilot pulls off target and looks for his interval to commence his turn to
the abeam. If the pilot ahead has extended off target farther than normal and the pilot behind picks
up the wrong aircraft as his interval and commences his turn, an extremely dangerous situation
exists. There are now two pilots using the same aircraft as their interval. A similar danger can also
arise near the roll-in point. A simultaneous run (Simo run) is a short interval at the roll-in, usually
resulting from an early or deep roll-in on the part of one pilot. In order to help avoid dangerous
situations, these rules must be followed:
1.
Maintain proper pattern airspeed and altitude.
2.
Use proper voice procedures.
3.
When turning to the abeam position after a run, if you do not see your interval and you have not
heard him call his position, do not climb to pattern altitude. Remain 2,000 feet below the high
(20-degree and 30-degree) pattern or 1,000 feet below the low (10-degree) pattern, and ask
your interval for his “posit.”
4.
If you find you are too close to the aircraft ahead of you, make your pattern corrections when
coming off target. If you do extend off target, you must call “Extending.”
5.
Do not hesitate to sacrifice radio discipline when safety is involved. If at any time you are not
sure where your interval is, or you are not sure that the aircraft you have in sight ahead is really
your interval, do not hesitate to make a radio transmission. Always call a “Simo run” if you see
it.
6.
If you are in a run when someone calls “Simo run,” follow these procedures:
a.
Report the abort and gradually displace the aircraft laterally from the run-in line and fly to
clear airspace.
b.
Regain sight of all other aircraft.
c.
Reestablish flight sequence at lead’s discretion.
LOW PULLOUT
Going below the release altitude during the pullout from the dive can be the result of any one, or a
combination, of the following situations. Recall the breakaway cross on your head-up display. If a
1.5-second reaction time followed by a 1 g/second pull to a sustained 4 g’s would allow your aircraft
below 1,000 feet AGL, you will get a large “X” in the center of your display. If you see it, pull up
immediately. Do not depend on the cross as a cue; pull off when you are supposed to. The cross is
not generated in dives of less than 15 degrees.
EXCESSIVE AIRSPEED AT RELEASE POINT
Failure to monitor power settings, roll-in airspeeds, and dive angles can easily result in excessive
airspeeds at release altitude. Disregarding any of these variables not only creates a dangerous
situation because of a resultant low pullout, but detracts considerably from the pilot’s ability to bomb
effectively. Be a professional and strive to arrive at the release point on airspeed. Not only will your
runs be safer, but your hits will be more accurate.
(4-03) Original
Page 46
Previous Page
