Weapons
Safety Precautions
DIVE ANGLES STEEPER THAN OPTIMUM
Not only does a steeper dive angle result in a lower than normal pullout, but it usually causes a faster
run. The pilot thus introduces two variables into the bombing solution merely by being steep. Learn
to recognize steeper than optimum dive angles early in the run with the help of your HUD, and make
the appropriate correction when it won’t cost you too much valuable tracking time.
TARGET FIXATION
Every pilot 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 projectiles’ flight path. Last-second corrections usually result in both a false
sight picture and a loss of altitude. If the run is that bad, abort and go around to try again. Continu-
ally scan the altimeter; don’t become another statistic.
CORRECTING BY RELEASING LOW
We have told you several times not to correct for errors by releasing low. The primary reason is
safety. But there is another reason not to go low, a reason connected with the combat job you are
learning. That reason is fuse arming delay, which involves a time delay set into the fuse to allow
safe separation of the bomb from the aircraft. A bomb with a timed fuse must fall for a set length of
time before the fuse is armed. Consequently, going low for release may not give sufficient time for
your weapon to arm and you are in the position of trying to drop scrap iron on somebody instead of
high explosive. With live ordnance, you will also have a fragmentation pattern to avoid. Do not go
low.
PITOT STATIC MALFUNCTION
You have two altitude readings on your HUD, barometric and radar. If the radar altimeter readout
does not appear below 5,000 ft AGL, something is wrong. (You may simply not have the radar
altimeter turned on.) If the barometric altitude does not display, then there is a failure of some sort,
either in the HUD or in its inputs. If only the HUD or one of its transducers has failed, you have the
option of continuing with the flight using your cockpit altitude readout or standby altimeter. A failure
may affect more than just the HUD; if you have reason to suspect that something is wrong with the
pitot static system itself, investigate at a safe altitude.
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. 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.
ROLLING PULLOUTS
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.
(4-03) Original
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