Master FSG PDF

Flight Syllabus Guide
Maneuver Descriptions
Ver. 3.0
United States Marine Corps Harrier Force

VMAT - 203
March 2012
THIS PAGE INTENTIONALLY LEFT BLANK
TABLE OF CONTENTS
Stage Change Page
Course Training Standardization 1-1
Familiarization (FAM) 2-1
Forward Operating Base (FOB) 3-1
Field Carrier Landing Practice (FCLP) 4-1
Formation (FORM) 5-1
Advanced Aircraft Handling (AAH) 6-1
Tactical Formation (TACFORM) 7-1
Navigation (NAV) 8-1
Aerial Refueling (AAR) 9-1
Threat Counter Tactics (TCT) 10-1
Air-to-Surface (AS) 11-1
Low Altitude Training (LAT) 12-1
Mechanics (MECH) 13-1
Close Air Support (CAS) 14-1
Aerial Interdiction (AI) 15-1
Air-to-Air (AA) 16-1
Night Systems (NS) 17-1
NATOPS Evaluation (NATOPS) 18-1
AV-8B FSG Ver. 3.0 i

FSG CHANGE RECOMMENDATION
AV8-B FLIGHT SYLLABUS GUIDE DATE
To be filled in by originator and forwarded to Model Manager
FROM (Originator) UNIT
TO (Model Manager) UNIT

NAME OF STAGE REVISION DATE CHANGE DATE PAGE PARAGRAPH
RECOMMENDATION (BE SPECIFIC)
JUSTIFICATION Check if continued on back
SIGNATURE RANK TITLE
To be filled in by Model Manager (Return to Originator)
FROM DATE
TO
REFERENCE
(A) Your change recommendation dated
Your change recommendation is acknowledged. It will be held for action of the review conference planned for ____________________ to
be held at ____________________
Your change recommendation is reclassified PRIORITY and forwarded for approval to: __________________________ by my
DTG _________________________________
_____________________________________________/S/MODEL MANAGER
AV-8B FSG Ver. 3.0 ii

Course Training Standardization Program
I. TRAINING OFFICER’S GUIDANCE
1. This document has been structured to provide you with a comprehensive training
guide. The document is designed to show you where to locate information and
knowledge in the appropriate source for all the skills you will be required to
perform to complete the syllabus. This permits you to become familiar with all of
the communities publications while relying less on the training command “gouge.”
The Stage Heads have provided more information in this document in order to
improve upon the clarity and / or content provided in the current publications or
lectures. In addition, we inserted common mistakes so you can learn from these
errors. Stage Heads have also enclosed standardization direction in the
beginning of their stages to expound and solidify material covered in the stage
briefs.
2. Why do we tell you this? Several reasons:
1. This is the aircraft you will fly for the majority of your career. It is incumbent
upon you to master its systems and weapons now when you don’t have other
work-related tasking. In combat, you will have your and other lives depending
on your ability to manage aircraft systems and employ its weapons effectively.
2. You are a direct reflection of the FRS’s product when you arrive at a gun
squadron. We are aviation professionals, not hobbyists. You did well in the
training command or you would not be flying in single seat, TACAIR aviation.
Keep up your high degree of professionalism and remember your job here is
to learn your aircraft and fly.
3. A sound knowledge base from the FRS will provide a foundation for the fleet
to build upon. In addition, you won’t become a training burden on your new
squadron because you lack the prerequisite knowledge.
3. The flight training at the FRS is dynamic and fast-paced. You must be prepared
to become successful. Stages are sometimes shuffled to get you ready for
deployments so you will need to work through your class leaders and the
operations schedules section. Enjoy the training and get the most out of every
event. Eight months from now no one will ever tell you to study again.
Remember, combat is a deadly game…if you lose once you will never play
again.
II. Academic and Flight Training Standards
1. Academic testing. Replacement Pilots (RPs) will ensure that they have
completed the stage exam prior to the first simulator or flight event in stage.
Academic exams are your responsibility to accomplish. You can expect to be
scheduled for the exam one to two days after the completion of the last academic
AV-8B FSG Ver. 3.0 Course 1 - 1

lesson, depending on the size of the stage academics and the amount of review
time deemed necessary. If for any reason you are not available for the exam at
the scheduled time (emergency leave, sick-in-quarters), you must coordinate with
the Operations Department to take the exam prior to being scheduled for any
events. The following academic grading criteria will be used for all stage exams:
Grade Exam Value Comment

97-100 5.0
88-96.99 4.0
84-87.99 3.0
80-83.99 2.0
50-79.99 1.0 Requires remediation and re-exam.
Original grade weight will be used for
≤ 49.99 0.0 end of stage / course calculations.
Table 1 – Exam Grading
2. Flight. IPs assign grades based on their best judgment of student performance
in relation to the student’s peer group. They are not debatable.
3. Task grade. Task grades reflect student performance in specific mission

elements. The following criteria will be used for task grading on flight or
simulator events:
GRADE / PROF. LEVEL DESCRIPTION OF PERFORMANCE

Performance not observed or element not
NA Unknown
performed
Performance was unsafe or resulted in aircraft
0.0 Dangerous
damage
Performance indicates a lack of ability or
1.0 Unsatisfactory
knowledge (requires a refly at a minimum).
Performance is safe but indicates limited
2.0 Below Average proficiency. Makes errors of omission or
commission
Performance is essentially correct. Recognizes
3.0 Average
and corrects errors.
Performance is correct, efficient, skillful and
4.0 Above Average
without hesitation.
Table 2 – Task Grading
III. Incomplete events. Online Grading System (OGS) will assign an incomplete grade
sheet and completion grade sheet for their next event following an incompletion.
The IP will fill out the graded items upon debrief completion. OGS will prevent
duplicate task grading on the same syllabus event tasks.

IV. Overall mission grade. The overall mission grade reflects student performance on
all mission tasks accomplished. In no case should the overall grade be higher than
those tasks listed in learning objectives for each syllabus event. The overall grade
is not an average of specific element but an assessment of overall event
performance. Grades will be whole numbers and not fractions. Grading “on the line”
or “between numbers” is prohibited.
NET Task Grade Mission Grade

SOD or 4 BA SOD
3 BA BA or SOD (IP discretion)
2 BA BA
1 BA to 1 AA AVG
2 AA AA
Table 3 – Event Grading
V. SOD Events. Students will receive a SOD if the IP responsible for leading the event
determines the RP is unsafe or is grossly behind his peers in ability or knowledge of
a graded task. RPs will report directly to the Pilot Training Officer once he has been
informed of the grade. If a SOD is received on a night event, the RP will report to
the PTO once his crew rest has been accomplished. The ODO will be notified in
these situations so he can inform the morning duty. RPs will not fly any other
events until the matter has been discussed with the PTO or OPSO.
VI. End of Stage Marginal.
1. Students must achieve minimum course training standards required of each

specific stage. Stage grades will be calculated utilizing the following format:
Academic Stage Exam (0.20)

+ Flight / Simulator Grades (0.80)
= Stage Grade
2. RP’s stage grades will be compared to the previous academic year group
utilizing a Standard Deviation Formula. A student who is ONE standard deviation
below his peer group will be considered stage marginal (bottom 32%). End of
stage marginal is strictly an operational tool to identify learning difficulty within a
stage and will not constitute a SOD.

VII. Course Marginal. Student’s flight grades will be calculated utilizing the following
format:
End of Syllabus Grade
Stage Weighted Value

FAM 0.25
FOB 0.03
FCLP 0.05
FORM 0.03
AAH 0.04
TACFORM 0.04
NAV 0.04
AAR 0.01
TCT 0.05
AS 0.15
LAT 0.04
MECH 0.06
CAS 0.05
AI 0.01
AA 0.06
NS 0.04
NATOPS 0.05
TOTAL 1.00
Table 4 – Syllabus Grading
Weighted Values x Stage Grades = Stage Values

Summation of Stage Values = Syllabus Grade
VIII. Mid Course Calculations (minimum of 5 stages complete)
1. Adjusted Stage Weight = (Stage Weight / Cumulative weight of completed

stages). This value is applied into the above formula to derive course grade to
date.
2. RP’s stage grades will be compared to the previous academic year group
utilizing Standard Deviation Formula. A student who is overall TWO standard
deviations below their peer group during the syllabus will be considered Course
Marginal (bottom 5%). This can occur after completion of five stages or more.
Students who are Course Marginal at any point following the first five stages of
training will be recommended for a Progress Review Board at a minimum.

IX. Publications. You will receive a copy of this FSG, NATOPS, and NATOPS
Performance charts. In addition to this FSG binder you will also receive another
binder for additional “Curriculum Pilot Training Material.” This is intended to be the
start of your “Harrier Brain.” In it you will find additional information about the AV-8B
and its missions in the form of articles, publications, etc. The intent is for you to
populate this binder with all the collective “gouge” that you pick up starting here at
VMAT-203 and then continuing throughout the remainder of your Harrier flying
career. There are several copies of the AV-8B NATIP in the planning room and
briefing spaces. This will serve as your primary reference manual for a more in
depth, unclassified explanation of the AV-8B tactical systems. There are not enough
paper copies of this 1800 page document to provide one per pilot, so they must stay
in the planning room and briefing spaces. No kidnapping of the pubs is allowed.
The Air NTTP is a document that defines the USMC Harrier Force standards for the
conduct of tactical operations. We will train you to this standard. You will also
receive a VMAT-203 SOP, MCAS Cherry Point Air Ops Manual, and a MAG-14
SOP. All of the above mentioned documents and several more are also available to
you electronically in the “Technical Library” on the Learning Management System
resident at VMAT-203 and/or over the internet for out-of-squadron study at
https://ssl.av8b.com/.
X. General Instructions.
1. Flight Leadership. Students will not brief or lead any syllabus event with the
exception of FAM-1126 and SNTPS-1700 where they will be required to brief the
sortie. This restriction doesn’t prevent specific portions of mission (i.e., questions
of the day, system knowledge, threat briefs, etc.). If the RP is required to fly in
the lead position for a designated period (for example flying in the front seat of a
Lead flight to complete a VSTOL refresh), the student will not assume
administrative flight lead responsibilities while flying in that position. IPs are
responsible for all sortie conduct.
2. Course Flow. The training management flow (“dot board”) shows the required
prerequisites for each event. RPs will ensure they have met all prerequisites for
their events and inform the IP if they have not.
3. RP conduct while in training.
a. Leave Policy. Your time to train in VMAT-203 is dependent on your

continued availability. Therefore, annual leave should not be anticipated or
expected until completion of the entire syllabus. Do not make travel
arrangements based on a predicted completion date! If extenuating
circumstances exist, inform the Operations Officer as soon as possible. In
the event leave is unavoidable or if emergency leave is required, the request
must be approved by the Operations department and processed through
Marine On-Line on a case-by-case basis.
b. Snivels. The Operations department needs to know as soon as possible if
you will be unavailable for training at any time. This is done with the Snivel

Log located on the wall outside Operations. The Snivel Log will be “closed” for
late snivels 48 hours prior to the day requested. You will need to make a “no
fly” snivel for the day following any 24 hour duty. This does not preclude you
from receiving lectures or self-paced classroom instruction.
c. SIQ. You are responsible for keeping yourself physically fit for flight and to
remove yourself from flight status if you are ill. If you are unable to execute
the flight schedule because of illness, you must notify the ODO. Then go
immediately to sick call and get a “med down” chit. You will be required to get
a med up chit from the Flight Surgeon before returning to flight status. You
will not be scheduled until you are med up. Keep Schedules notified of your
status with a daily phone muster.
d. RP Duties. Students will be required to stand A-ODO, MAG Duty, SDO, and
Tower ODO at different times throughout training.
e. RP Tracking Responsibilities. In order to keep tracking through the
syllabus, students are required to update the operations “dot board” after
completion or incompletion of each event. The schedule writers put a
magnetic dot on the event scheduled. You must remove the dot and write the
date of completion in the appropriate spot. If you did not complete, simply
remove the dot. This will ensure that you will be scheduled for the appropriate
sortie the following day. In addition to updating the dot board, RPs are
required to fill out a NAVFLIR for every scheduled event, including sim
practices, completed or not. If incomplete, you must fill out a cancellation
NAVFLIR using the appropriate cancellation code. You will receive training
detailing the correct cancellation codes. The last post-flight task is to update
the daily flight schedule on the ODO desk. Include completion or
incompletion of your event and the reason if there was a cancellation. For
example: cancelled ops; cancelled maintenance; or cancelled weather. If you
should fail to accomplish any one of these three tasks, we will not be able to
accurately manage training and it will reflect on how quickly you move
through training. If you fail more than once, expect to be given additional
duties, which can dramatically increase your time to train.

FAM Stage
Name: Basic Mission Planning
Purpose: Plan each flight or simulator to an Air NTTP standard and have a DSU
or AMU loaded.
Description of Procedures:
1. Mission planning and briefing requirements are covered in the VMAT-203 SOP and
AV-8B Air NTTP. Mission planning will be conducted to this standard starting from
an SOP AV-8 mission file (i.e. - NKTSOP.av8m) located in the AV-8 Data folder.
Each element of the mission will be built from one of the files in the AV-8 Data folder
and modified as necessary for the planned sortie. Once the mission is completed
the mission file will be saved on one of 2 class USB memory sticks. On the memory
stick create a personal folder with your name or callsign. It is recommended that
you save each sub-file of the mission plan, except the stored waypoints file (.av8p),
with the event code and the date of the mission (i.e. 105_17JUL06). Remember that
there are four different file extensions in JMPS: .av8m (mission); .av8p (stored
points); .av8o (overlays); and .jrt (route file). The stored points file typically won’t
change unless you go on det somewhere other than Cherry Point or Yuma / El
Centro. You will not have to change this file, only attach it to the mission file prior to
writing to the DSU or AMU. Also remember that cards can be saved to your
personal folder via a right click on the card in the AV-8 UPC.
2. Do not make the error of recycling a previous mission. To ensure that all Air NTTP
standards are maintained all new missions should be started from the SOP files and
then modified with the deviations from Air NTTP noted as necessary. If you attempt
to recycle a previous mission you will forget what changes from Air NTTP have been
made leading to confusion, mission errors, and non-standardization.
3. Once a mission file is saved, the required cards and any color maps can be printed.
The standard for the required cards are defined in the Air NTTP based upon mission
type. These cards will be cut to 5 x 8 inches. You should have a printed
communication card and the waypoints for the area in case the DSU or AMU does
not transfer.
4. When the aircraft are assigned, the correct aircraft DSU or AMU will be loaded.
5. Have a 1: 250,000-area map of the R5306A with all obstructions, noise sensitive
areas, target areas and sub areas listed.
6. Weather and sun position for the flight will be required for briefing. You should also
look at the wind aloft field to have an idea of how it will affect the area work and
landing pattern.
7. Fuel planning for the FAM stage will be in accordance with the Air NTTP and the
below guidance. Tiger fuel as it is listed in the Air NTTP does not really apply to the
FAM stage. Joker fuel is defined as “the fuel state at which the flight will terminate
the tactical portion of the mission and rejoin to assume an administrative profile for
the planned recovery.” To translate that to the FAM stage, Joker will be the fuel
state at which RTB will be commenced using the planned recovery to complete all
AV-8B FSG Ver. 3.0 FAM 2 - 1

required landings. Bingo is an emergency fuel situation that requires a climb to
intercept a maximum range Bingo profile. Use the following fuel planning guidance
to determine how much fuel you need to plan for your Joker.
Approach or landing type Fuel required

TACAN Z (from IAF) 500 Lbs
GCA 800 Lbs
FNSL 600 Lbs
AVNSL 600 Lbs
SVNSL 700 Lbs
CL 500 Lbs
RVL 700 Lbs
Decel / VL 800 Lbs
Pressup 300 Lbs
These fuel states are estimated based upon performing a STO or CTO from a full
stop. If a roll and go or touch and go is performed to get airborne for the landing
then approximately 100 Lbs of fuel can be subtracted from the required fuel.
8. Ensure you have a HI-8 VTR tape (preferably metal) rewound for all flight events.
9. Failure to accomplish this will result in an unsatisfactory event.
Common Errors:
1. DSU or AMU not loaded.

2. Kneeboard cards incomplete or inaccurate.
3. Unprepared Briefing board.
4. No Overlays.
5. No GPS library.
Corrections for Errors:
1. Review FSG for event description and Master Flight Schedule.

2. Allow time prior to brief for Mission Planning.
Source Documents: VMAT-203 SOP, NATOPS

Name: Flight Brief Preparation
Purpose: Ensures the necessary elements are present for an effective brief.
1. Requirements for the brief are covered in the NATOPS, Air NTTP, and VMAT 203
SOP and in the FSG. The flight schedule contains the NATOPS Question of the
Day (NQD), and the Emergency Question of the Day (EQD) and mission number for
your working area. Write these and all other pertinent information on the board
before the brief. Log-in to the computer and call up that day’s sortie.
2. Ensure you read all the requirements and briefing items for the flight and be prepare
to discuss these items with IP. Failure to do this will result in an unsatisfactory
event!
3. Make sure the appropriate publications (Air NTTP, NATIP, NATOPS, Performance
Charts, and Range Manuals) are on hand and that there are markers available. If
the flight will include several crews, be sure to select a briefing space large enough
to accommodate.
Common Errors:
1. No charts.
2. Incomplete smart packs.
3. Lack of knowledge.
4. Incorrect Admin 1 card information.
5. No Hi-8 8mm VRS tape.
1. Be thoroughly familiar with all briefing items.

2. Follow the Air NTTP precisely for planning.
Source Documents: VMAT-203 SOP, Air NTTP

Name: Flight Briefing
Purpose: To effectively communicate the plan for the mission to other flight
members.
1. In the FAM stage, you will be responsible for briefing an event (FAM-1126). This will
ensure that you have a large depth of knowledge on normal and emergency
procedures and can methodically orient, plan and communicate all aspects of a
flight. The intent is not to have you become flight leads in the FAM stage; that can
take a year or more of training. But by briefing the event, you will learn to think
through in precise detail how you are going to execute the assigned mission and
what contingencies that need to be consider that may affect the mission.
2. You should review the Air NTTP for specifics on how to brief a particular mission
type. Although it is very tactical in nature, the Briefing and Debriefing chapter of the
TOPGUN Manual also provides very good guidance on briefing techniques and can
be adapted to any mission type with a bit of forethought.
3. Rehearse the brief, exactly as you intend to give it, several times to determine areas
that are unclear or inefficient. It helps to have an objective “practice” audience for
this who is not familiar with your mission planning. You have to remember that your
goal is to communicate all the details of your planning that are critical to successful
execution of the mission to the other flight members who may not have the luxury of
having participated in the mission planning and therefore do not have any
background knowledge of the mission or the plan.
4. Use SOPs where they exist to expedite the briefing process; they were created for a
reason. Be careful, however, that you do not try to force an SOP into a situation
where it does not fit. SOPs are standards that work for a majority of situation but if a
circumstance requires a deviation from an SOP for operational effectiveness or
safety, note the deviation and brief it in detail to ensure all participating aircrew
understand the deviation, its necessity, and how it will be executed.
5. If you have any additional questions on briefing flow or techniques, ask an IP.
Common Errors:
1. Unprepared for brief.

2. Spending too much time discussing administrative items that should be standard
knowledge for all participating aircrew.
3. Not briefing or insufficiently briefing critical aspects of the mission.
4. Inefficient brief that takes longer than the allotted time.
1. Use the planning guides in the Air NTTP to help you plan your mission. The brief
will naturally evolve from a solid plan.

2. Know the content of the SOPs that support AV-8B operations and apply them
appropriately.
3. Target no more than 20 minutes for briefing the administrative portion of the event.
4. Chronologically think through all aspects of the mission and determine the “fuzzy”
areas (new skills, very complicated skills / procedures, etc.) that will require more
detailed explanation in the brief. Also, do not forget to “what-if” your plan and think
through contingencies so you have a plan for them and so that you can effectively
brief how the flight should deal with them.
5. Rehearse the brief.
6. Assuming the brief is efficient, keep track of time while giving it to ensure you adhere
to the amount allotted. If during rehearsal you cannot get your brief into the allotted
time, it is either because the mission is incredibly complex and requires more than
one hour to brief or, more likely especially in the FAM stage, you are not being
efficient with your time… keep rehearsing and fine tuning the brief.
7. Leave time prior to “walk time” for questions and to take care of post-brief tasks.
Source Documents: Air NTTP, TOPGUN Manual

Name: Post Brief Tasks
Purpose: Prior to walking the IP will need to gather information such as aircraft
assignment, weather, ODO out-brief.
1. Walk 45 minutes prior to T/O. More time will be required if dry suits are required for
weather considerations.
2. Once an aircraft is assigned, load a DSU or AMU and calculate performance
numbers. An ORM worksheet and ODO out-brief is required prior to walk.
3. The Aircraft Discrepancy Book (ADB) is in maintenance control and will be screened
by both the IP and you prior to the flight. The “A” sheet is in front and will document
the servicing of the aircraft. Take note of fuel, oil, water, and ordnance sign-offs.
Make sure the plane captain in charge of the "turn around" and the maintenance
controller have signed the “A sheet.” The pilot in command will sign and date the "A
sheet.”
4. Approaching the jet, take note of the general condition of the surrounding area
(FOD) and the aircraft itself. Look for evenly serviced outriggers, and properly
serviced main strut and nose strut. The aircraft should sit slightly nose high (6°) if all
struts are properly serviced. There should not be any red gear or pins on the
aircraft. There may be chains and tie-downs on the jet. Remove the chains and the
intake blanks on walk-around.
Common Errors:
1. Walking late.
2. No ODO out-brief.
3. Forgetting to load a DSU or AMU.
4. Not knowing what to look for in the ADB.
5. Forgetting to sign the “A sheet.”
6. Walking to the wrong jet.
1. Know your aircraft side number when you leave MC.

2. Be mindful of the time from brief to walk to engine start.
Source Documents: VMAT-203 SOP, Air NTTP

Name: Exterior Inspection and Before Entering Cockpit Checklist
Purpose: Define the procedures and checks that must be completed on the exterior
of the aircraft and prior to climbing into the cockpit.
1. Procedures are in accordance with NATOPS.
Common Errors:
1. Forgetting to check ignition isolation switch.

2. Forgetting to seat the DSU or AMU properly.
3. Ensure the cannon plug is secured to the maintenance panel.
4. Not checking the oil lights.
5. Not pre-flighting the top of the jet.
6. Not pre-flighting the ejection seat.
1. Utilize the same routine every time you climb into the aircraft.
Source Documents: NATOPS

Name: DSU or AMU Installation / Removal
Purpose: Describe the procedures for inserting and removing the DSU or AMU from
the AV-8B without damaging the aircraft.

2. When conducting flight operations co-located with the squadron, the plane captain
will typically install the DSU or AMU for you while you are conducting your pre-flight
inspection on the exterior of the aircraft. If you are on a cross country or operating
away from plane captains, you will have to install the DSU or AMU yourself. With
the canopy open, reach back over the starboard side of the ejection seat and
release the DSU or AMU latch to allow the mount to rotate forward for easy insertion
of the DSU or AMU.
3. After inserting the DSU or AMU rotate the mount back up to the vertical position and
ensure that the latch is engaged to lock it in position. With the canopy closed the
DSU or AMU mount cannot be rotated from the horizontal to vertical position or back
without impacting and possibly damaging the canopy, so ensure it is in the up and
locked position prior to closing the canopy.
Common Errors:
1. N/A
1. N/A

Name: VRS Installation, Setup and Removal
Purpose: Define the procedures for VRS tape setup and removal.
1. Procedures are in accordance with NATOPS. All aircraft have AFC-422

incorporated so refer to those procedures.
2. There are two methods by which to record HUD or AMPCD data from your flight:
a. The easiest way to record mission data is to select LOCAL / REC on the
recorder. This will force the VRS to record the selected source until REC is
deselected.
b. By selecting STDBY / REMOTE on the recorder, the recording control is
transferred to the miscellaneous panel (center pedestal under the standby
instruments). This requires additional steps to record mission data but also
provides greater flexibility, redundancy and moves the control of the system to
the center of the cockpit instead of the back right corner (probably under your
nav bag). Using this method will require you to select the RUN position on the
miscellaneous panel to initiate recording of the selected source. It also provides
you mission computer back-up for recording based upon A/G or A/A master
mode selection.
3. Regardless of which method is used to record mission data, you must unthread the
tape prior to engine shutdown to be able to extract it after the flight. In LOCAL
control simply move the mode selector knob from REC to UNTHRD. In REMOTE
control, select the VSTOL or NAV master mode and then select VRS AUTO on the
miscellaneous panel. Next select LOCAL and then UNTHRD on the recorder.
Common Errors:
1. Forgetting to set the VRS up to record based upon the briefed plan.
2. Forgetting to turn VRS off and unthread tape prior to engine shutdown.
1. Just like everything else in the aircraft, pick a method for controlling the VRS record
functions and then stick with it. This will build solid habit patterns so that you learn
not to forget the VRS setup.
2. Prior to shutdown extract your tape and put it on your kneeboard. This will ensure
that you do not inadvertently shutdown with it still threaded. If you forget to do this,
signal the plane captain that you want an APU start. Once the APU is on-line you
should be able to manipulate the controls as described to extract the tape.

Name: Ejection Seat Preflight
Purpose: To check the ejection seat prior to entering cockpit.
1. Procedures in accordance with NATOPS.

2. Sometimes the manufactured hole in the seat cushion that allows you to see the
emergency oxygen bottle pressure window becomes deformed due to wear and tear
on the cushion. When this occurs it may be impossible to see the pressure window
through the hole. If necessary, you can lift the seat cushion up to check the
pressure gauge. Ensure that when you re-seat the cushion the flap of material in the
front center of the cushion is tucked in aft of the ejection handle so it will not interfere
with your ability to grab the handle in an ejection situation.
3. When preflight inspecting the seat and when climbing into the cockpit, avoid
stepping on the seat. The AN/URT-33 or AN/URT-140 emergency locator beacon is
installed on the top, front of the seat pan and can be damaged if stepped on. If you
cannot get into the cockpit without stepping on the seat, ensure you step on the back
of the seat just forward of the backrest to prevent damage to the beacon.
Common Errors:
1. Incomplete preflight of the ejection seat.
1. Follow NATOPS procedures for the seat preflight… your life depends on it.

Name: After Entering Cockpit Checks
Purpose: To prepare the cockpit switches and aircraft equipment for engine start.
1. NATOPS “After Entering Cockpit”
Common Errors:
1. Not strapping into ejection seat.

2. Forgetting to hook up all communication connections.
3. Incorrect switch positions such as:
a. Exterior Lights Master: In the OFF position.
b. Nozzles: Deflected.
c. DP and MC Switches in OFF.
d. Brake Accumulator: Less than 1000 psi.
e. ACNIP in manual vice UFC.
f. Generator not ON.
4. Unable to identify the correct switch positions.
5. Radio settings too low to hear or guard selected.
6. ICS volume too low.
7. UFC Brightness too low.
8. Confusing the boost pump and dump switches.
9. Not ensuring VRS tape is installed.
10. Not wearing gloves.
11. Forgetting checking the DECS enable switch.
12. Leaving the ECS in RAM.
1. Practice the checklist in the simulator.

Name: Visual Signals
Purpose: To communicate visually with the plane captain and other ground or flight
personnel.

2. A few additional signals the plane captain may give you that are not depicted in
NATOPS are:
Signal Meaning Response

Cupped hand palm down
Check anti-collision light
held over cupped hand
switch on and external
palm up with both hands Anti-collision lights are off
lights master switch in
rotated in opposite
NORM position
directions.
Cupped hand held over
OBOGS not functioning Check OXY switch on
nose and mouth
One finger – turn on
Index and forefinger of
hover light
right hand pointed at eyes
Approach, hover and Two finger – turn on
followed by one, two or
AUX lights check approach light
three finger indicated with
Three finger – turn on
left hand
AUX light
Both hands held out to
the sides, away from the
waist with the thumbs and Turn position lights on / Turn the position lights on
fingers opened and off or off as appropriate
closed in a pinching
motion
Hand held at chest level
away from the torso
Anti-skid check Perform anti-skid check
making pinching motion
with thumb and forefinger
Common Errors:
1. N/A
1. N/A

Name: Pre-start Checks
Purpose: To prepare the cockpit switches and aircraft equipment for engine start.
1. NATOPS “Pre-Start”
Common Errors:
1. Forgetting to turn on DECS power switch and/or not placing the fuel shutoff handle
down.
2. Placing Fuel Indicator Select Switch in FEED or WING position.
3. Not closing canopy completely.
4. Not resetting BINGO bug to briefed quantity.
5. Not ensuring the generator switch is in the on position.
6. Not knowing what type of throttle is in aircraft.
1. Ensure left and right fuel indications are correct by placing the fuel quantity switch to
total or internal.
2. Write down the briefed fuel states for BINGO bug settings, set the bug initially to the
TIGER fuel.
3. Check warning and caution lights prior to start and ensure only the appropriate lights
are illuminated.
4. Pull back firmly on canopy bow handles and ensure alignment marks are straight.

Name: TAV-8B Intercom System Check
Purpose: To check intra-cockpit communication capability in the TAV-8 prior to

proceeding with cockpit checks.

2. After turning the battery on, the voice warning will go through a check of all cautions
and warnings and will finish with “CAUTION, CAUTION.” After that, initiate an ICS
check with the rear cockpit by selecting the sensor select (castle) switch left and
state, “ICS NORMAL.” The rear cockpit pilot will respond with, “LOUD AND
CLEAR.” Then select sensor select switch to the right and state, “OVER-RIDE.”
The rear cockpit pilot will respond with, “LOUD AND CLEAR.” Finally select the
center, small round button on the throttle communication switch and state,
“THROTTLE.” The rear cockpit pilot will respond with, “LOUD AND CLEAR.”
Common Errors:
1. Not having all communication connections on the helmet, mask, regulator and
aircraft connected causing you to not be able to transmit and/or receive.
2. Having the ICS volume turned down so low that you cannot hear the response from
the other pilot.
1. Check all connections prior to turning on the battery.

2. Set ICS volume knob to full loud prior to initiating the check. During the check, it can
be adjusted to a comfortable level.

Name: Starting Engine Checks
Purpose: To start the aircraft engine.
1. NATOPS “Starting Engine.”
Common Errors:
1. Holding start switch to ON position.

2. Forgetting to check warning and caution lights after start and not holding the switch
to the test position long enough for the LIDS caution light to illuminate.
3. Selecting Idle prior to indication of RPM on engine display panel.
4. Forgetting to turn on the AMPCD, HUD or radios.
5. Not ensuring STAB trim is 4° nose down and nozzles to 10°.
6. Not ensuring the Start switch turns off.
7. Not ensuring engine IGVs and RPM within limits.
1. Follow NATOPS procedures listed on your checklist.

Name: Primary Displays Selection
Purpose: To establish default HUD and AMPCD displays for primary mission
events.
1. These are suggested defaults and should be set once all checks are complete.
EVENT HUD MODE LEFT AMPCD RIGHT AMPCD

ENGINE PAGE (DAY)
TAKE-OFF VSTOL EHSD-DCNTR
HUD OR HUD/FLIR (NIGHT)
AS REQUIRED – HUD IF
IMC CONDITIONS VSTOL EHSD-DCNTR OTHER SENSORS OR
DISPLAYS NOT REQUIRED
EN ROUTE / RTF (NA) NAV EHSD-DCNTR ECM OR FLIR
HOLDING NAV EHSD-DCNTR AS REQUIRED

EHSD-CNTR
(adjust scale to
INSTRUMENT
show approach
APPROACH / LANDING VSTOL AS REQUIRED
/ landing
PATTERN
reference, i.e.
TACAN / Wypt)
TARGET AREA (NA) A/G EHSD-CNTR DMT/FLIR
NOTE
TAV-8 aircraft will have the EHSI displayed when not manipulating the DDI.
Common Errors:
1. Getting lost in the display and or HOTAS.
1. Review HOTAS and displays for Night Attack aircraft.
Source Documents: N/A

Name: UFC and ODU Operations
Purpose: To utilize the UFC and ODU to input and manipulate mission systems
data.

2. The UFC and ODU are critical for the pilot to mission computer interface. You will
find as you go through normal procedures and weapon system programming that the
instances requiring their utilization are almost innumerable. For the FAM stage,
studying NATOPS will give you sufficient reference to their usage that you can
conduct normal procedures. In the more advanced stages of the syllabus, additional
information concerning their usage will be provided by NATOPS, the AV-8B NATIP,
and the Air NTTP.
Common Errors:
1. N/A
1. N/A

Name: Radio Communication System Programming
Purpose: To identify the multiple methods of operating the radios based upon
system status and aircraft variant or OFP.

2. The TAV-8 only has the ARC-182. All the AV-8Bs have the ARC-210. In VMAT-203
the primary method of operating the radios is with control assigned to the UFC. The
difference between the two radio types in UFC is transparent when operating in fixed
frequency (FF) mode. This information is overwritten with each DSU or AMU
transfer.
3. If system degradation causes the UFC to become inoperative, radio operation
control can be regained by using the ACNIP and the RSC for either the ARC-182 or
the ARC-210. The procedures for programming and using the manual mode for
either radio type are described in NATOPS. You should study and become familiar
enough with the procedures that you can execute them without aid of reference to
regain communication control. The important point to note is that the method for
assigning a new frequency to the RSC is backwards. In the TAV-8 with the ARC-
182 you make a change to the RSC and then select the radio to which you are going
to assign it. With the ARC-210 you select the radio first and then make the
frequency / channel change.
Common Errors:
1. Not being familiar with procedures for manual radio operation.
1. Review NATOPS.

Name: Data Transfer
Purpose: To transfer mission planning information to the mission computer.
Common Errors:
1. N/A
1. N/A

Name: Ground Alignment
Purpose: To align the INS prior to flight.

2. There are no longer any ASN-130 gyros available so only study the procedures for
the ASN-139.
3. Although NATOPS states you can select NAV anytime after the QUAL number
decreases below 3.0, it is recommended to not select NAV or IFA until you have an
OK and a QUAL number of 0.6 or less.
4. Remember anytime the parking brake is released during the alignment the INS goes
into align hold. Always check the alignment progress prior to releasing the parking
brake; you should not release the parking brake while the INS is showing ATT NOT
OK.
5. Normally, the aircraft will remember its location after shutdown from the previous
flight. Assuming that everyone is doing post-flight position updates after flying in
NAV, you will simply have to confirm the location prior to selecting GND ALIGN.
However, if the aircraft has been moved from the shutdown parking location or if the
mission computer has been reloaded prior to your flight the aircraft position will
initialize to N 00 00.000 W 000 00.000 requiring you to input the aircraft’s position
labeled on the deck to the right of the aircraft parking spot.
6. Remember every fifth flight must be flown in NAV instead of IFA. Also, any flight
that has poor GPS quality (i.e. degraded GPS signal/system or with crypto not
loaded) should be flown in NAV.
Common Errors:
1. Not starting an alignment with the proper aircraft location.

2. Not staying aware of alignment status and prematurely interrupting the alignment
prior to achieving OK status.
3. Forgetting to fly the jet in NAV on the fifth flight.
1. Check and correct aircraft position on the DATA / A/C page prior to initiating
alignment.
2. Check alignment status on EHSD prior to taxiing.
3. Check the ADB to determine which flight you are on and whether you need to fly in
NAV instead of IFA.

Name: Before Taxi Checks
Purpose: The before taxiing checklist will turn on the aircraft systems and check the
aircraft for proper operation and identify any discrepancies.
Common Errors:
1. Not starting INS alignment after start and / or not checking that qual time is
displayed on EHSD.
2. Forgetting to un-box the TRUE heading default.
3. Letting the RPM decay below sub-idle during manual fuel check.
4. Forgetting to signal plane captain for finger checks.
5. Not ensuring the skid light is out prior to moving rudder pedals.
6. Not checking STORES and SMSFF pages prior to AUTO BIT.
7. Stopping the SAAHS and AUTO BIT by selecting another display which will
terminate the BIT.
8. Not checking the INS alignment for a “Qual OK” prior to disengaging parking brake.
9. Manipulating switches below the canopy rails on final checks.
10. Having the nozzles at an angle less than 10° and trying to initiate a flaps BIT.
11. Leaving the position lights on after final checks (They should be secured during day /
VFR conditions).
12. Incorrect VREST data.
1. Keep manual fuel check quick and do not allow the RPM to approach sub-idle limits.
2. You can only manipulate the UFC, AMPCD, HUD and ODU during the final checks
keeping your hands in view to the plane captain at all times.

Name: Anti-Skid Check
Purpose: To define procedures for checking the anti-skid system prior to taxiing.

2. The anti-skid check is normally done just prior to taxiing. It is signaled to the plane
captain by making a pinching motion with the thumb and forefinger.
Common Errors:
1. N/A
1. N/A

Name: Brakes and NWS Checks
Purpose: To check the function of the brakes and NWS system prior to leaving the
line.

2. When ready to taxi, signal the plane captain to pull the chocks. Once the chocks are
pulled and the plane captain or line personnel are out from under the aircraft select
the anti-skid switch to NWS and rotate the nozzles aft to zero degrees.
3. Follow the plane captain’s signals for the execution of the checks. First will be the
brake check. When signaled, reduce the brake pressure to allow the aircraft to roll
forward. After about 2-3 feet the plane captain will signal you to stop. Smoothly
apply brake pressure to stop the aircraft.
4. When signaled, continue taxiing and follow the signals to check the NWS. The
plane captain will point to his/her nose with one and hand and point at the ground in
alternating directions with the other hand to signal you to check the NWS in both
directions.
Common Errors:
1. Selecting NWS prior to having the chocks pulled.

2. Not selecting nozzles aft prior to taxiing out of the parking spot.
3. “Slamming on” the brakes during the brake check.
4. Not following plane captain’s signals.
1. Never have hot NWS when maintenance personnel are under or in close proximity
to the aircraft.
2. When the plane captain signals for the brake check, smoothly apply the brakes to
show that they are working. It is not necessary for you to abruptly depress the
pedals and slam on the brakes to check them.

Name: Taxiing
Purpose: To move the aircraft safely from the line area to the warm-up area or hold
short position.
1. In addition to the NATOPS “Taxiing” discussion and checklist, read the MCAS Air
Operations Manual for local taxiing SOPs. When pulling out of the line on initial taxi,
nozzles will be at 0°. This technique diminishes the potential for FOD when
sweeping other aircraft with the exhaust. Hot NWS is used for taxiing out of the line.
Do not put anything on the glare shield such as Charts, approach plates or
kneeboards. This will scratch the windscreen and there is an increased chance of
FODing the engine.
2. Strictly adhere to plane captain’s signals until released via his salute. Once
established on “B” taxiway or clear of other aircraft return the nozzles to 10° for the
remainder of the taxi. Minimum interval for taxi is 1000’, more if required for FOD
avoidance.
3. RPS checks can be conducted on “B” taxiway on the way to the warm-up area.
Common Errors:
1. Not being FOD conscious during taxiing.

2. Not having nozzles aft when taxiing in the line or close to other aircraft (ensure
nozzles at 10° all other times).
3. Less than 1000’ taxi interval.
4. Excessive speed on taxi.
5. Trying to turn using differential braking.
6. Constantly pressing and releasing the NWS button.
7. Applying excessive brake pressure resulting in jerking movement.
8. Forgetting to set the parking brake and turn off the NWS (anti-skid switch – on) when
stopped.
9. Forgetting to do RPS check or performing with insufficient ground speed.
10. Not following the plane captain’s taxi instructions.
1. Always be aware of where your jet exhaust is pointed.

2. Think FOD is everywhere and ensure trim 4° nose down to keep the front RCS duct
closed.
3. At idle power the AV-8B can develop excessive ground speed during taxi. Utilize
periodic brake pressure to slow the aircraft but do not keep a constant pressure (i.e.
dragging the brakes). This will cause hot brakes. If taxi speed and distance require,
and there is low risk of self or wingman FOD, utilize 30-40° of nozzles to control
speed.

4. If using the NWS stick button, keep the button depressed until NWS is no longer
required.
5. Apply smooth and even brake pressure; the brakes are quite sensitive and below 8
KGS you have no anti-skid protection.
6. Always set the parking brake and turn the anti-skid ON (light out) when stopped with
personnel near the aircraft.
Source Documents: NATOPS, MCAS Air Ops Manual, VMAT-203 SOP

Name: CWAIVER Checks
Purpose: To prepare the aircraft for tactical flight operations and to identify mission
essential systems problems.
1. Procedures are in accordance with Air NTTP and NATOPS.

2. In the FAM stage a majority of the CWAIVER checks don’t apply to your mission or
to the TAV-8. This does not relieve you of the requirement to perform them. As you
are performing them, if a particular step is not applicable then state the check and
that it does not apply. When you leave the FAM stage you will begin to use more
steps of the check.
3. Note that the CWAIVER checks listed in the Air NTTP are much more detailed than
those listed in NATOPS. This is due to the Air NTTP being more tactically oriented
than the NATOPS. It is recommended that you use the more detailed checks listed
in the Air NTTP as you advance in the syllabus to the more tactical stages. This will
more thoroughly prepare the aircraft for tactical operations.
Common Errors:
1. Forgetting to perform part or all of the CWAIVER checks.
1. N/A
Source Documents: NATOPS, Air NTTP

Name: Pre-positioning Checks
Purpose: The Pre-positioning Checks should be conducted to set up the aircraft

systems in order to accomplish the sortie mission.
Common Errors:
1. Forgetting C-WAIVER / takeoff checks.

2. Not verifying waypoint information and NSEQ string.
3. Not setting up Waypoint, TACAN, and Course-line for after takeoff resulting in no
directional steering once airborne.
4. Not setting default cards.
5. Forgetting to select “Hot Mic” prior to takeoff checks.
1. Select “Hot Mic.”

2. Always stop at the warm-up area or hold short and perform your checks; do not rush
through your checks.
3. Set yourself up for success by reviewing your takeoff type, turnout and have a game
plan for the aircraft once airborne. Set up your EHSD waypoints and TACAN on the
ground to provide situational awareness and steering reference once airborne.

Name: AMPCD VRST Displays
Purpose: To compute the aircraft take-off, cruise and landing performance data.

2. One point of confusion for VRST computations is the entry of basic aircraft weight v.
operational weight. The aircraft ODU says BAW for VRST computations but per
NATOPS what should actually be entered is the operational weight (OWT). Both of
these weights can be found on the aircraft performance sheet posted in the planning
room, ODO and Maintenance Control desks. Don’t use the wrong weight or the
VRST computer will compute that you have more performance than you actually do
because the BAW is less than the OWT.
Common Errors:
1. Not having correct aircraft and engine performance numbers when computing the
VRST data.
2. Not calculating or checking the aircraft gross weight (GWT)
3. Inputting the BAW instead of the operational weight of the aircraft (OWT).
4. Not computing abort data.
5. Not inputting correct BDI and not checking DI for cruise and bingo computations.
6. Not inputting correct wind data for OPCR and OBNG computations.
1. Input correct data into the VRST computer and then double check them… garbage
in = garbage out and in this case the garbage can kill you.

Name: Configuration Checks (One-Finger Checks)
Purpose: The configuration checklist, referred to as the “One-Finger Checks”, will be

performed while in the warm-up area or the hold short to configure the
aircraft for the planned takeoff.

2. Conduct the “One-Finger Checks” once you arrive in the warm-up area and each
subsequent time you position for take-off. Ensure T / O checklist is complete; do not
use the placards in the aircraft because they are incorrect.
3. RP: “SEAT(S) IS ARMED, NRAS IS SET XX, PITCH CARATS ARE SET XX, STO
STOP IS SET XX, TRIM IS 0, 0, 2° NOSE DOWN. FLAPS, STOL (AUTO), GOOD
DROOP LIGHT (OFF). WARNING AND CAUTION LIGHTS ARE OUT.”
4. RP: “UP AND READY”
5. Once positioned on the runway, and ready for Two- / Five-Finger Checks
6. RP: “ONE FINGER”
Common Errors:
1. Forgetting to select NAV or IFA on the INS or not allowing the INS to align to an
appropriate “Qual” number.
2. Incomplete or interrupted during checks (ex. forgetting to set the trim).
3. Placing the STO STOP in the incorrect position.
4. Not verifying rudder and aileron trim set to zero.
1. Follow the takeoff checklist prior to every takeoff and do not pay it “lip service”
(CHECK THE INSTRUMENTS)
Source Documents: NATOPS, VMAT-203 SOP

Name: Engine, Water System and Flight Control Checks (Two- / Five-Finger
Checks)
Purpose: The engine, water system and flight control checks (Two- / Five-Finger
checks) allow the pilot to evaluate engine performance, flap programming
and nozzle movement, as well as arming the water system, if required.

2. Call tower for takeoff. Once clearance has been received, and the IP has cleared
you for run-up, box ACCEL and perform ACCEL checks. Check and report accel
time and IGV position to the IP. If water is required, select water to T/O and reset
engine RPM.
3. Set 50° nozzles or to STO stop and check flaps remain at 25° (Auto Flap T/O) or
program to 62° (STOL Flap T/O) check and report to the IP heads-down flap
indications, heads-up flap indications, heads-up nozzle indications, EDP nozzle
indication, and duct pressure. Select nozzles to 10°, 30°, or 82° as appropriate and
confirm heads-up. Select EHSD on your AMPCD. Report “2 FINGERS” to the IP.
With clearance from the IP engage the NWS button, release the brakes and select
full power check your lineup then verify top end RPM, report “TOP END” to the IP.
The whole sequence should sound like this.
a. IP: “CLEAR FOR TWO-FINGER CHECKS.”
b. RP: “NOZZLES AFT, BOX ACCEL. POWER IS COMING UP; IGV’S ARE
COMING DOWN, SET 60% RPM.”
c. RP: “IGV’S ARE XX DEGREES, TIME IS XX SECONDS.”
d. If water required, water switch to T/O and reset engine RPM to 60%
e. RP: ”WATER TO T / O” or “WATER NOT REQUIRED”
f. Rotate nozzles to the STO stop / 50°.
g. RP: “62°, 62°, 60°, 60°, DUCTS XX).” (working from left to right)
h. Rotate nozzles to 10° / 30° / 82°.
i. RP: “(HOVERSTOP) 2 / 5 FINGERS”
j. IP: “CLEARED TO LAUNCH (lift).”
k. RP: “ON THE BUTTON, OFF THE BRAKES, POWERS IN THE CORNER.”
l. RP: “GOOD TOP END RPM.”
4. The AV-8B does not require a throttle “slam.” Remember that the JPTL is turned off
with just 35# pressure at the top of the PLA. Smoothly moving the throttle to full
power is the preferred method for all takeoffs.
5. If a “wet” takeoff is required, the run-up is conducted dry as before however after
reporting the IGV angle and accel time to the IP select the water switch to T/O and
reset the accel RPM. Then proceed with the nozzles and flaps check. Once the
run-ups are complete you will report “5 FINGERS.”

6. Precisely set the RPM to 60% ± 0.5% prior to proceeding with the remainder of the
checks. If the RPM is not at 60% it will make your check of the IGVs and duct
pressure invalid.
7. Rehearse the acceleration checks prior to actually performing them in the aircraft,
especially the portion with the nozzles and flaps deflected down. If this check is
performed on an asphalt surface and you have any appreciable delay with the
check, probably due to unfamiliarity or improper execution of the procedures, you
will melt the asphalt.
Common Errors:
1. Not being aligned with the runway with the nosewheel centered prior to run-ups.
2. Forgetting to box the accel option on the AMPCD engine page.
3. Initiating acceleration checks with water switch armed.
4. Not allowing the engine RPM to accelerate to the required RPM.
5. Not checking engine performance numbers (IGV angle and accel time).
6. Not ensuring water switch is in the proper position.
7. Too slow with nozzle / flap check.
8. Not returning the nozzles to the proper position for takeoff (10°, 30° or 82°).
1. Perform procedures as per the NATOPS.

2. Do not slam the throttle in the corner like you did in the training command; smoothly
move the throttle until reaching the stop.
3. Perform the checklist over “Hot Mic.”
4. Center the nose-wheel prior to run-ups in order to track straight down the runway
once the power is in the corner.

Name: CTO
Purpose: The conventional takeoff or CTO can be used when configuration or

environmental conditions preclude use of any other takeoff type (i.e.,
crosswinds or asymmetric loadings). The CTO is restricted to gross
weights that will not cause the wheel / tire limitation speed of 180 KCAS to
be exceeded on the takeoff roll.

2. The following techniques are provided for further clarification. Flaps will be set to
AUTO. Call tower for takeoff. Once tower clearance has been received, the IP will
give clearance for the run-up. Box ACCEL and perform the ACCEL checks taking
note that the flaps remain at 25° during the nozzles check.
3. Aerodynamic control of the rudder will begin to take effect at 50-60 KCAS. Apply a
small amount of back stick as the nose “gets lighter” at approximately 120 KCAS
(put the witch’s hat on the horizon). The aircraft will break ground with a slight
amount of aft-stick at approximately 135 KCAS. Shortly after clearing ground effect,
the nose will want to continue rotating up so anticipate adding forward stick pressure
to hold the witch’s hat at the pitch carets (approximately 6° above the horizon). Set
a positive rate-of-climb. When safely airborne, place the gear handle up and
nozzles aft. Prior to 250 KCAS, check all gear up (gear lights and light in handle
should be out) and nozzles aft. Select the NAV HUD Master Mode and the
appropriate display on the AMPCD. Accelerate to 300 KCAS and comply with the
departure procedures.
Common Errors:
1. Tripping the limiters on initial power addition.

2. Nose-wheel not centered straight down the runway prior to run-ups leading to
aircraft lurching to the side of the runway.
3. Surprised by thrust of AV-8 and acceleration speed.
4. Trying to lift the aircraft off the ground below 135 KCAS.
5. Over-rotating the takeoff attitude once airborne.
6. Forgetting takeoff type by trying to use nozzles on a CTO.
7. Late to raise the landing gear.
8. Excessive ground speed prior to liftoff (180 KGS max).
9. Forgetting to place nozzles aft once airborne.
1. Talk yourself through the procedures, if required.

2. Keep airspeed in your scan.
3. Expect that the nose will pitch up if not corrected on lift-off.

Name: STOL Flaps STO
Purpose: The STO can be used for the widest variety of aircraft configurations,
weights and runway conditions provided that crosswinds remain within
specified limits. Nozzle Rotation Airspeed (NRAS) and nozzle angle
calculation can be performed using the NATOPS performance charts,
Mission Planning System (JMPS / OPSTA) or mission computer VREST
function.

2. The following techniques are provided for further clarification. Set computed NRAS,
PC to 14° and STO-stop to 60°. Flaps should be in STOL. Call tower for takeoff.
Perform the engine accel checks and initiate takeoff roll. At NRAS, rotate the
nozzles to the STO-stop and allow the aircraft to un-stick while guarding the stick.
Maintain wings level, center the vane, then smoothly set takeoff attitude (“Witch’s
Hat” symbol at pitch carets). Smoothly begin to nozzle out. A good nozzle rate
should bring the velocity vector down to the vicinity of the “witch’s hat.” AOA must
not exceed 15°. This is indicated by the “witch’s hat” being significantly higher than
the velocity vector. Maintain a positive rate-of-climb by referencing the velocity
vector above the horizon bars.
3. Use the velocity vector as a performance indicator, to help maintain a positive rate-
of-climb and ensure that nozzle rate is commensurate with power margin. If settling
on a STO – DO NOT PULL THE NOSE UP! Instead, put the nozzle lever back to
the STO stop until the aircraft is again climbing.
4. Nozzle out to 25°, raise the gear, select AUTO flaps, and complete nozzle out. Prior
to 250 KCAS, check all gear up (gear lights and light in handle should be out). Clear
the STO-stop, check nozzles aft and select the NAV HUD Master Mode. Accelerate
to 300 KCAS and comply with departure instructions.
5. The 15 sec light may illuminate during the takeoff roll / accelerating transition. The
aim should be to get wing-borne as soon as excess power allows. Selecting the
gear up / nozzles aft will reduce the engine speed / temperature and the 15 sec light
will extinguish. However, if excess performance and pilot workload permit, a power
reduction may be appropriate to extinguish the 15 sec light once the nozzles are set
to 25°. Remember, the only reason to reduce power prior to the 15 sec light flashing
is to preserve engine life; so don’t do it unless you have time and performance
available.
Common Errors:
1. Tripping the limiters.

2. Late nozzle rotation.
3. Confusion between throttle and nozzle lever at NRAS.
4. Trying to set attitude prior to takeoff (pulling aircraft off the deck).
5. Over-rotation on STO.

6. Letting nose tuck on STO.
7. Improper nozzle out rate for performance.
8. Incomplete clean up after takeoff.
9. Fast on climb out.
10. Nozzle out to less than 25° with flaps in STOL.
11. Over controlling the nose when centering the vane.
1. Do not slam the throttle.

2. Once power is in the corner, positively place your hand on the nozzle lever and keep
it there.
3. Talk yourself through the procedures.
4. 3-Point STO technique = Level the wings, center the vane, set the attitude.
5. Keep some pressure on the “other” rudder pedal to help minimize the amount of
rudder application used to center the vane.
Source Documents: Video: STO from Inside the Cockpit, NATOPS,

VMAT-203 SOP

Name: VTO / Hover / VL (Press-up)
Purpose: These procedures describe how to transition the AV-8B from a stationary
position on a pad to a stable hover position and complete a vertical
landing. Once established in a hover the vertical landing procedures listed
here will be applied, the only change may be how you arrived into the
hover.
1. NATOPS “Vertical Takeoff”; NATOPS “The Hover”; NATOPS “Vertical Landing”

contains the specific procedures, the following techniques are provided for further
clarification. Request position on a pad. Ensure there is sufficient performance in
accordance with the VMAT-203 SOP. Check the windsock near the pad and line up
into the wind when cleared for position.
2. Complete the takeoff checklist (use 0, 0, - 1 trim for TAV-8B). STOL flaps and check
the aileron droop. Report “1 FINGER COMPLETE” to the IP or LSI and request
“PRESS-UP” at the pad – “MARS-9XX, PRESS-UP, SOUTH PAD” with the tower.
Once clearance for takeoff / press-up has been received from the tower and IP,
perform accel checks. Report “2 FINGERS (or 5 FINGERS if wet), HOVERSTOP” to
the IP or LSI. The IP or LSI will acknowledge and announce “CLEARED TO LIFT.”
Add full power while maintaining wings level, proper nose attitude, and heading.
The primary scan is now out to the front of the aircraft and through the HUD to
ensure top end RPM and water flow (if required) and that the wings remain level.
Once airborne, your scan should shift to the side to ensure no fore or aft drift. Do
not release the brakes until airborne. Passing 30-40’, reduce power slightly to arrive
in a 50’ hover. If the aircraft climbs above 60’, gradually arrest the climb, stabilize at
the altitude, and then reduce power slightly to acquire a 50’ hover.
3. Pilot workload can be reduced by scanning, trimming, and relaxing. Establish a
scan pattern from forward of the aircraft to about the 90° position, either left or right.
Drifting and altitude deviations can be more readily perceived with a proper scan.
While in the hover, attempt to fly formation on an object. Pick an object far enough
away so that you can see the “whole world”, and not fixate on a point so far under
the aircraft that the horizon is not in view. Keep scanning. Remember, if you are
squared away in one axis of the hover, you are probably drifting in the other.
4. A vertical landing should be started from a stabilized hover. Check that the aircraft
is pointed directly into the wind (centered vane). If the winds are shifting, choose a
heading and hold – do not chase the vane. When cleared to land by the IP or LSI,
and when you are comfortable, reduce power slightly (1-2% RPM) to establish a
ROD. To maintain the desired ROD, a small power addition may be required.
Continue to descend, controlling ROD with power. Maintain a constant ROD all the
way to touchdown. At touchdown, throttle to idle, apply brakes, nozzles aft, water
switch off, trim 4° nose down, and clear the pad if necessary. Allow the engine a
“cooling off” period as per NATOPS prior to any further press-ups.
5. Key to success: TRIM, SCAN, RELAX!

Common Errors:
1. Trying to VTO at 50° nozzles.

2. Nozzling out to 10° after run-up checks.
3. Brake slide on run-ups.
4. Incorrect nose trim on the VTO.
5. Over-controlling the power during a press-up.
6. Over-controlling flight controls in hover.
7. Chasing the vane with light and variable winds.
8. NOT SCANNING OUTSIDE!
9. Drifting to land.
10. Scanning out only one side of the cockpit.
11. Not enough rate-of-descent to land.
12. Excessive rate-of-descent to land.
13. Late Idle.
14. Drifting forward after touchdown.
1. Trim, Scan, Relax.

2. Do your checklists slowly and deliberately.
3. Hold the brakes on run-ups. If you start to slide, reduce power, set nozzles to 50°,
and reset power.
4. After liftoff, place the outside of your hand on the rail next to the throttle and make
small power corrections.
5. Pick an object to keep the nose pointed at and do not chase the vane with light
winds.
6. Look to the sides to see forward and aft drift – DO NOT STARE AT THE HUD.
7. Touchdown = Idle, Brake, Nozzles aft, water switch off.
Source Documents: Video: Press-up from both inside and outside the cockpit,
NATOPS, VMAT-203 SOP

Name: VTO Accelerating Transition (VTO-Accel)
Purpose: The VTO acceleration is used to transition the aircraft from a completely
stopped position on the runway or pad climbing straight up and changing
from jet-borne to wing-borne flight.

2. The VTO portion is the same as with the press-up procedures but instead of
remaining in a hover you will transition to forward flight. The acceleration can be
done in two ways, either into the true wind or crosswind. The into-wind acceleration
will keep the true wind, and therefore the relative wind, directly in front of the
aircraft’s nose. In the crosswind acceleration you fly specific ground track while
using the rudder to keep the relative wind on the nose (zero sideslip). In order to
establish the proper ground track, you must first point in our desired acceleration line
and then begin to nozzle out, while keeping sideslip under control.
3. The following techniques are provided for further clarification. Complete the takeoff
checklist, (use 0, 0, - 1 for TAV-8B), STOL flaps, and check the aileron droop.
a. RP: “1 FINGER COMPLETE.”
b. IP / LSI: “Request takeoff.”
c. RP: “MARS-9XX, VTO, SOUTH PAD, DOWNWIND” or “MARS-9XX, VTO,
SOUTHPAD TO RETURN.”
d. Tower: “MARS-9XX cleared for take-off.”
e. Conduct accel checks, when complete…
f. RP: “2 FINGERS HOVERSTOP” or “5 FINGERS HOVERTOP” (if wet).
g. IP / LSI: “ROGER HOVERSTOP CLEARED TO LIFT.”
h. VTO into the true wind.
i. At 50 feet initiate the appropriate accelerating transition.
4. The accelerating transition will be performed using one of two methods depending
upon the amount of crosswind present.
a. Continuous Crosswind Accel: When the difference between the desired

acceleration track and the true wind is less than 30° a continuous acceleration
may be used as described in NATOPS. Passing 50’, set accel attitude (14° PC)
and begin to nozzle out while leaving the throttle at full power. Center the vane
prior to 30 KCAS, and continue nozzle out while maintaining a climbing flight
path, in the same manner as defined in the STO procedures.
b. Non-Continuous Crosswind Accel: When the difference between the desired
acceleration track and the true wind is greater than 30° with a wind velocity of 5
knots or greater a non-continuous acceleration will be used as described in
NATOPS. The maximum allowable difference between the acceleration track
and the true wind for RPs is 45°. A difference greater than this requires a
change in the acceleration track. The difference in this method is that as the
aircraft reaches 50 feet power is reduced to stabilize in the hover after which a

pedal turn is initiated to the desired acceleration track. The pedal turn is
stopped, full power is selected and then the accelerating transition is
commenced. Center the vane prior to 30 KCAS, and continue nozzle out while
maintaining a climbing flight path, in the same manner as defined in the STO
procedures.
5. Regardless of which method is used it is critical to have the vane centered prior to
30 KCAS because above this speed any yawing moment may cause an
unrecoverable rolling moment. Your rudder pedals will instantly remind you that you
are not “zeroing” out sideslip by shaking the appropriate rudder pedal that must be
pressed to reduce sideslip. The accel must be performed wings level until reaching
120 KCAS because any rolling moment below this airspeed may cause
uncontrollable AOA or sideslip buildup.
6. Initially, the amount of crab to the acceleration line will be largest with slow airspeed.
As the airspeed increases the relative wind component will align towards the
acceleration track as the effects of the true wind proportionally decreases so the
amount of crab required will decrease.
Common Errors:
1. See press-up errors for errors during the VTO.

2. Drifting forward or aft after takeoff because you are not scanning out the sides.
3. Once acceleration line has been set, either crabbing too much or too little and not
following your desired ground track during transition.
4. Not setting the takeoff attitude / heading.
5. Improper acceleration (nozzle rate).
1. Continue to trim, scan and relax.

2. Scan left and right to notice forward or aft drift.
3. Maintain the vane centered throughout accelerating transition.
4. Just like on a STO accelerating transition, keep the wings level, center the vane and
then start nozzling out while you set the attitude.
Source Documents: Video: VTO/ACCEL from both inside and outside the
cockpit, NATOPS, VMAT-203 SOP

Name: RVTO
Purpose: An RVTO may be performed in those instances when a VTO is desired

but the takeoff surface is deemed unsuitable.

2. The RVTO requires approximately 100’ of ground roll and should be made as nearly
into the wind as possible. The RVTO can be performed up to hover weight as
calculated in the performance data. The VREST page does not provide the hover
weight calculation, so VTO weight should be used as a conservative measure.
3. With clearance from the tower and your IP initiate the accel checks. The significant
difference concerning the “one-finger” checks is the placement of the STO Stop to
70° and returning the nozzles to 30° for the takeoff roll. The remainder of the T/O is
the same as a STO except that the nozzle rotation is at 110% RPM instead of at an
NRAS. RPM is indicated by three legs of the performance hex in the HUD.
4. As the airspeed is very slow, a good three-step STO technique is vital for
performance margin and aerodynamics.
Common Errors:

2. Not calculating VTO the performance.
3. Forgetting to set STO stop to 70° and not returning the nozzles to 30° after run-ups.
4. Late nozzle rotation (excess of 110%, 3-legs of the hex).
5. Confusion between throttle and nozzle lever.
6. Trying to set attitude prior to takeoff (pulling aircraft off the deck).
7. Over-rotation.
8. Improper nozzle rate for performance.
1. Do not slam the throttle.

2. Once power is in the corner, positively place your hand on the nozzle lever and keep
it there.
3. Talk yourself through the procedures.
4. 3-Point STO technique = Level the wings, center the vane, set the attitude.
5. Use the velocity vector to judge performance margin.
Source Documents: Video: RVTO, NATOPS

Name: After Takeoff Checks
Purpose: To transition the aircraft from the takeoff to wing borne flight and execute a
VFR or IFR climb out.

2. It is important to develop a consistent habit for this stage. The nozzle out is
interrupted at 25° to put the gear up and select flaps to AUTO. Once those two
actions are taken care of, continue the nozzle out and complete the remainder of the
checklist.
3. With the check list complete, check these additional items. Check that duct pressure
is 0-3 psi. Check that your APU, if in STBY, has not shut down by exceeding 325
KCAS. If the EHSD or MAP was selected at the conclusion of the “2 or 5 fingers”
checks it will be easy to start heading in the right direction for the working area or the
first point of navigation. Take one last look at the VSTOL master mode, making sure
the Flaps are up and the Nozzles are 0°. Make the selection of NAV master mode
the final step of the After Takeoff Checklist. This final step should be conducted only
when all other steps are complete and can serve as a reminder of your clean aircraft
status.
Common Errors:
1. Nozzling past 25° when in STOL flaps.

2. Not nozzling out fully.
3. Forgetting the STO Stop.
4. Over-speeding the Gear.
1. Be meticulous in this checklist.

2. Develop your game plan by “chair flying” the takeoff; expect events to happen
quickly after takeoff.

Name: VMC Climb
Purpose: To fly the aircraft from the takeoff to an appropriate cruising altitude in the
most fuel-efficient manner possible.
1. Aircraft performance will vary widely from aircraft to aircraft and from day to day; the
following should give you some techniques for the climb.
2. After cleaning up the aircraft, accelerate to 300 KCAS. The intent is to capture a full
power 300 KCAS climb. This will require controlling the airspeed with the nose by
beginning the pull-up well ahead of 300kt. It is not uncommon for it to require 20 to
35° nose up to maintain this profile. A look at the NATOPS performance charts, they
show that an AV-8B will climb to FL 180 in 90 seconds covering only 9 NM. Ensure
you abide by local course rules and are clear of the VFR traffic pattern before
initiating your climb.
3. One technique is to begin the level off at climb angle x 100. Example: +20° climb =
2000’ lead. To level off, pull the power back to approximately 60 PPM fuel flow and
allow the nose to fall through to the horizon. If the level-off was initiated late it may
require AOB or a bunt to hit the assigned altitude. As level-off altitude is captured be
sure to reset cruise power setting.
4. During the climb contact departure and gain entrance into the area. It is also
important to begin a turn to the first point of navigation. If the intent is to level off
below 10k MSL, the climb will be at 300 KCAS using the same techniques as above,
however, full power might be too much and a reduced power climb should be used.
Common Errors:
1. Excessive climb attitude during initial takeoff.

2. Excessive airspeed in the climb.
3. Blowing level off altitude or using negative G attempting to not miss it.
4. Flying the aircraft into clouds on a VFR flight plan.
5. Leaving power at full when leveling off and not checking and setting VRST / CRS
maximum range profile.
6. Waiting too long to talk to controlling agency
7. Not adhering to VFR cruising altitudes.
8. Not navigating to the first point.
1. AVIATE: NAVIGATE: COMMUNICATE.

2. Use nose attitude to control airspeed in VFR climb.
3. Think ahead and lead the level-off appropriately, 25° nose high with only 1000 feet
of altitude to level-off will not work.

4. Use the same procedures for level off every time (velocity vector on horizon bars,
fuel flow to 50-60 ppm, navigate to appropriate waypoint, check and set VRST / CRS
data, then communicate).
Source Documents: NATOPS, VMAT 203 SOP

Name: Handling Drills
Purpose: The handling drills are intended to provide a basic understanding of how
the aircraft handles with power, flap, landing gear, nozzle angle, and trim
changes.
1. The instructor pilot will first demonstrate an energy maintaining turn using 360 KCAS
and full power. Note the rate-of-turn and that airspeed is maintained. If rate-of-turn
is increased by increasing AOA or “G” note that buffet will increase and that airspeed
will be decreasing. You will then have the opportunity to examine flight
characteristics.
2. Between 10,000 to 12,000’ MSL inside the R5306A examine turn performance with
AUTO flaps and Cruise flaps by conducting level turns. Ensure you have 360 KCAS
and utilize full power. Note the energy sustaining “light buffet” turn.
3. Descend to 5000 to 7000’ MSL.
4. Slow the aircraft below 250 KCAS.
5. Lower the landing gear and select the V/STOL HUD Master Mode
6. Note the in-transit yellow lights followed by the green down and locked indications.
7. Select 25° nozzles
8. Note the AOA change.
9. Select STOL flaps
10. Note the green STO light on.
11. Slow the aircraft to 10 units AOA and stabilize at altitude
12. Practice some mild level turns.
13. Select 50° nozzles and again slow to 10 units AOA
a. As you decelerate through 165 KCAS the flaps will program to 62° and droop will
occur, causing a nose-down pitch that may require a large back-stick input and
additional power to overcome.
b. Initially, AOA will decrease to 2-4 units and you will have to keep power reduced
to slow to 10 units AOA.
c. Anticipate adding power to stabilize at 10 units AOA.
d. Note the DROOP advisory light on and the flap indicators.
e. Practice level and descending turns to get a good feel for how the aircraft will
handle in the landing pattern.
14. When complete – Add full power.

15. Establish a positive rate-of-climb.
16. Raise the landing gear.
17. Nozzle out to 25°.
18. Select AUTO flaps.
19. Nozzle out to 0° and ensure all landing gear lights are out.
20. Reselect the NAV HUD Master Mode.

Common Errors:
1. Flying out of the working area.

2. Rough application of angle of bank.
3. Rough velocity vector control on turns.
4. Trying to pull into mild or heavy buffet and bleeding airspeed during hard turns.
1. Use the EHSD and waypoints to keep the aircraft in the working area.
2. Always relax back stick pressure prior to rolling into an angle of bank.
3. Do not snap on the “G.”
4. Reference the AOA in the HUD for optimum turn performance.

Name: Approach to Stall, Clean and Dirty
Purpose: The purpose of the approach to stall is to introduce wing-rock, buffet, AOA
control and recovery procedures.
1. Intentional Stalls are prohibited in the TAV-8B.

2. Select VSTOL HUD Master Mode.
a. Clean:
i. At an intermediate altitude (10,000-12,000’), select cruise flaps and idle
power.
ii. Maintain level flight to slow the aircraft down to approximately 17-18 units
AOA.
iii. At the onset of wing-rock or buffet (this may happen prior to 17-18 units)
initiate recovery by first breaking the AOA with forward stick, and then apply
full power while monitoring sideslip. It is imperative that forward stick be
initiated first because going full power from idle will tend to make the nose
pitch up exacerbating your AOA problems. The goal is to get the AOA to 10-
12 units and recover back to the original altitude with minimum altitude lost.
WARNING
When slowing to 17-18 units AOA, smoothly increase

AOA above 14 units; do not “snap on” AOA or
“snatch” the stick. Flight in the TAV-8B below 120
KCAS in a nose high condition is prohibited by
NATOPS.
iv. Select Flaps – AUTO.
b. Dirty:
i. At an intermediate altitude (10,000-12,000’), slow the aircraft below 250
KCAS, lower the landing gear and establish 10 units AOA, flaps – AUTO,
nozzles – AFT, and level flight.
ii. Adjust flight as necessary to slow to 15 units AOA.
iii. At 15 AOA or onset of wing-rock / buffet initiate recovery by first breaking the
AOA with forward stick, and then applying full power while monitoring sideslip.
iv. With AOA back at 10-12 units, raise the landing gear and recover to the
original altitude with minimum altitude lost. Ensure all gear lights out.

Common Errors:
1. Not reducing the AOA with both stick and throttle.

2. Rough application of back-stick pressure.
1. Do not “snatch” the stick

2. To reduce high AOA always unload the back-stick pressure, and expect a nose up
pitch with the application of full power.

Name: SAAHS-Off Flight and Landings
Purpose: To give experience and confidence in flying and safely recovering the AV-
8B during emergency situations where the Stability Augmentation System
(SAS) of the Stability Augmentation and Altitude Hold System (SAAHS) is
degraded or not functioning.

2. It should be remembered that this is an emergency and that the landing pattern
should be slightly longer and the approaches should be slightly flatter than the
normal patterns. This will allow you to better trim the aircraft, minimize the dynamics
of the approach and landing, and avoid excessive rates of descent.
3. Any discussion on the skills and procedures for safe recovery of an aircraft that has
degraded or failed SAAHS must begin with an understanding of the aircraft’s
inherent stability in the various regimes of flight:
a. Pitch: The airplane is neutral to unstable in pitch in the VSTOL regime. As the
airspeed decreases below approximately 120 KCAS, during a decel with the
nozzles down, you must begin to program the stick forward and trim nose down
to counter the increasing nose-up pitch tendency. There is a “neutral point”
around 100-110 KCAS where the airplane will tend to maintain its attitude.
Forward extending stores, water, and engine thrust (adding power) can further
increase the instability. In ground effect on roll-on landings and during the decel,
approaching the hover, and while executing the vertical landing, the AV-8B II+
and TAV-8B’s nose often tends to drop unless this is anticipated.
b. Yaw and Roll: The jet is increasingly stable in yaw and roll at speeds above 60
– 70 KCAS as the airflow over the vertical stabilizer contributes a strong counter-
force to yaw and aerodynamic flight controls regain effectiveness. The jet,
however, is near neutral stability in yaw and roll between 50 – 60 KCAS and
unstable below 50 KCAS. In addition to honoring the one-half lateral stick
limitation, you must control yaw at all times using the wind vane, rudder pedal
shakers, and VSTOL ball (HUD sideslip indicator) because appreciable yaw
between 30 – 90 KCAS can lead to loss of control due to sideslip-induced roll.
4. VSTOL roll stability:

a. The VSTOL rolling moment = Q x A x B (airspeed x angle of attack x sideslip).
As with any algebraic equation, if any two of the terms of the equation have a
large value, then even a small value for the third will create a large rolling
moment (which leads to a departure and other resultant bad things). If airspeed
and AOA are high (i.e. 100 KCAS and 15 units), then only a small amount of
sideslip will produce a large rolling moment. A high AOA and large amount of
sideslip will also produce a large rolling moment at a low airspeed.

b. Normally, near the ground, changes in airspeed and sideslip are easily noticed
because of visual cues; however, AOA can increase rapidly with no obvious
indications. AOA will increase rapidly with sink rate, but more dangerously, it will
increase instantly with roll if any sideslip is present. The result is an almost
instantaneous loss of control. If any factor can be kept to zero, then the product
of the equation is zero. The key to avoiding roll due to sideslip during VSTOL
flight is to keep sideslip at zero. This is why we keep the nose into the relative
wind on all VSTOL evolutions and NEVER fly a crosswind approach using the
wing-down top-rudder method.
5. SAAHS-off VSTOL (RVL and Decel / VL):

a. Most of the system malfunctions that cause the SAAHS to become degraded or
fail will also require you to do an RVL or VL to land the aircraft therefore we must
understand the capabilities of our primary flight control in the semi-jetborne and
jetborne environment, the reaction control system:
i. The reaction controls are relatively weak compared to aerodynamic controls

in conventional flight. Reaction controls are an “acceleration demand” control
which means that their thrust displaces the aircraft in the desired direction at
a slowly increasing rate. Aerodynamic controls, on the other hand, are more
powerful “rate demand” controls which cause a more dramatic and immediate
displacement of the aircraft (assumes that there is sufficient wind across the
control surfaces – starts at approximately 60 KCAS and increases with
airspeed.)
ii. This is why holding the nose of the aircraft at the desired attitude is so
important. If the nose movement is not controlled, it can accelerate at a rate
at which the reaction control system cannot overcome. This happened in an
AV-8A mishap where the pilot “dumped” the nose from a hover to do a bow at
an airshow and built up a rate that was unrecoverable. The TAV-8B in a
hover at lower fuel weights (approximately 2000 pounds and below), uses
approximately two-thirds of the available RCS power to hold the nose up
because the CG is slightly forward of the center of thrust. Care must be taken
so momentum, gravity, and pitch rate do not overtake the reaction control
effectiveness.
iii. There is only a finite amount of control effectiveness available from the
reaction control system. A simultaneous demand from all axes results in a
reduced amount of power from each RCS and, therefore, a relatively
diminished reaction control capability. Flying the aircraft in balanced flight
(wings-level and into the relative wind) will help reduce the overall bleed
demand and provide more available pitch and roll control power /
effectiveness.
b. The key to a successful SAAHS-off VSTOL landing is anticipation, smooth

airwork, and proper trimming of the aircraft. A different pilot technique is required
because you essentially have to do the job of the SAS by immediately correcting
any excursions from balanced flight that may build up a rolling moment and

prevent a safe landing. SAAHS-off VSTOL should be done into the wind to keep
sideslip at zero and maintain balanced flight. In addition to reducing the
opportunity for a rolling moment to build, this reduces the number of variables
you must account for and thereby reducing your work load.
c. When performing a SAAHS-off landing, you should lower the landing gear early
and trim it for level flight (either for a straight-in or in the landing pattern). You
should then fly a slightly longer pattern to allow more straight away to trim and
ensure the approach is into the relative wind. You should fly a slightly flatter
approach (avoiding unnoticed AOA buildup with increased rates of descent) and
look for normal cues for the proper position to select hover stop. Hover stop
should be selected so braking stop and excessive nose up profiles are not
required to stop the aircraft over the landing spot. This would dramatically
increase pilot workload. If this condition occurs, a wave off should be initiated
and the approach tried again. Bottom line on the decel: think “vanilla”,
immediately correct deviations from balanced flight, trim the aircraft, keep the
vane centered, and be smooth.
d. During the decel and in the hover until landing, the vane must be kept into the
wind at all times. This may be a challenge because the nose will want to wander
and you will need to actively control the aircraft to keep it centered. Any
deviations in roll or yaw must immediately be countered so rates that exceed
control power / effectiveness are not exceeded (remember the finite capability of
the accelerating reaction controls).
e. As with all VSTOL, on SAAHS-off VSTOL you must fly the aircraft all the way to
the deck. Deviations cannot be allowed to go unchecked and the rate of descent
must be kept under control. If there are winds approaching or exceeding 15
knots, a power addition in close must be anticipated so a controlled descent can
be made and a power bounce can be avoided. This is especially important with
the fast decel solenoid being disconnected.
f. The selection of an RVL or VL is a factor of several considerations. The first of
these considerations starts with the type of landing NATOPS recommends for the
aircraft malfunction. Other considerations include winds, runway length,
condition, and surface, type of malfunction(s), available performance, and others.
For example, on a calm day a SAAHS-off RVL (there will rarely be a time when a
5-6 degree RVL is required – 3 degree should be sufficient in most cases) should
be easily controllable. However, with a significant crosswind, a vertical landing
may be a better choice as long as the additional power requirement is anticipated
and performance margin is available.
Common Errors:
1. Over-controlling aircraft, especially in roll and yaw.

2. Not trimming, which can lead to over-controlling the aircraft.
3. Not scanning vane / sideslip indicator and allowing excessive sideslip buildup.
4. Losing track of other flight parameters (airspeed, altitude, AOA, etc.) while focusing
on roll and yaw control.

1. A good rule of thumb for roll control in SAAHS-off flight is only input half of the stick
deflection that you think you need and then evaluate. There is no such easy gouge
for the rudder; you must expeditiously input whatever is required to maintain zero
sideslip. Typically rudder input will need to be made during turns (the approach turn
can quickly become exciting), sustained crosswinds or in gusty wind conditions. Be
careful to continually scan the vane or sideslip indicator while you have a rudder
input in, especially below 50 KCAS, because the aircraft’s instability will typically
require an input in the opposite direction to negate the sideslip caused by the first
correction. You will typically not input a rudder correction and leave it in. Think of it
as having to “dance on the rudders.”
2. Trim the aircraft to steady state flight; this will significantly reduce your workload.
3. Keep your scan moving through all the other flight parameters to ensure you do not
drop critical information while you are wrestling with the jet.
Source Documents: NATOPS, VSTOL Pilot’s Book of Corporate Knowledge

Name: VFR Overhead
Purpose: The VFR entry will be used to recover the aircraft during VMC.
1. Check out of the working area and contact the controlling agency for VFR monitors
to the overhead. Ensure you fly an appropriate VFR altitude, and cruise airspeed; if
below 10k MSL remain at 250 KCAS. The descent profile is conducted at 230
KCAS, AUTO flaps, and idle power.
2. At Cherry Point, approach control will typically give you an initial descent to 4000
feet and then hand you off to arrival control for final sequencing. If given pilot’s
discretion for altitude, use the VRST / BNGO displays DCRG to determine when to
start your descent. A visual indication that you are approximately at your descent
range is to designate the airfield WYPT and when the designation diamond reaches
approximately 6° depressed it is about time to start your descent. Remember this is
just a rule of thumb, so you will need to take into account the fact that you are not
descending to the airfield, but to the initial and then finally the break altitude. It will,
however, prevent you from descending late, requiring an excessively steep / high
rate of descent dive into the airfield (remember the “minute to live” rule).
3. Utilize the EHSD steering to help obtain a “visual” of the airfield. Report “FIELD IN
SIGHT” to the Arrival controller, de-colonize IFF mode 3C and contact the tower with
position and intentions. Comply with the local course rules to the runway initial.
Arrive in the overhead at 350 KCAS for the break.
4. Execute the break in a level turn by simultaneously rolling and retarding the throttle
to idle as you extend the speed brake. With the AOB set, initiate a 4-G level turn
until you intercept 10 units AOA to downwind. Continue your turn to the reciprocal
runway heading, roll out then descend to pattern altitude. Once below 250 KCAS
and established on downwind, lower the landing gear, select V/STOL HUD Master
Mode, RADALT in the HUD, select 25° nozzles, select STOL flaps, (if required,) and
complete the landing checklist. Decelerate to 8-10 units AOA and adjust the
heading to arrive with the correct abeam distance for the type of landing to be
performed.
5. One potentially dangerous handling characteristic of the AV-8B can be experienced
out of the break on the downwind. Loss of horizontal stabilator effectiveness when
the flaps program down greater than 25° can cause a nose down pitching moment
that must be arrested with RCS pressure from the forward RCS duct. This effect is
most pronounced in the TAV-8 due to the heavier nose. The problem develops
when the flaps are allowed to program with the throttle back at idle, providing very
little pressure to the RCS. A typical scenario that induces this is a weak pull in the
break that does not decelerate the aircraft quickly so on the downwind the pilot is
fast abeam with the throttle still back at idle while selecting gear down, nozzles to
60° and flaps to STOL. At the 180 position the pilot starts the approach turn descent
and as the aircraft finally decelerates through the 165 KCAS the flaps program from
25° to 62° near instantly causing a strong nose down pitching moment. Because the
aircraft is fast, the pilot still has the throttle back at idle trying to get on-speed with

little RCS pressure to stop the nose. This coupled with already being in a
descending approach turn can put the aircraft in an extreme nose low attitude with a
high rate of descent and very little altitude to recover. The fix for this problem is to
add power prior to the flaps programming to energize the RCS system so you have
control power to stop the nose down pitch.
Common Errors:
1. Excessive airspeed below 10,000’.

2. When returning to the initial, not flying a precise VFR cruising altitude.
3. Forgetting to de-colonize mode 3C in pattern and / or forgetting to select the
RADALT HUD altitude in pattern.
4. Weak pull to downwind resulting in a pattern that is too wide abeam and fast.
5. Descending in the break.
6. Allowing flaps to program at idle power or close to the ground.
1. Be precise with altitude and airspeed control.

2. Pull 4 “G’s” to 10 units AOA in break.
3. Keep turn in for 180° to reciprocal runway heading.
4. Scan the velocity vector in the turn.
Source Documents: Course Rules Brief, NATOPS, MCAS Air Ops Manual

Name: VFR Straight-in
Purpose: To recover the aircraft to airfield under VMC flying directly from the
working area to the duty runway. The straight-in will be used when
appropriate, directed by approach or during emergencies when aircraft
controllability is questionable.
1. Check out of the working area and contact the controlling agency for VFR monitors
for the VFR straight-in. Ensure you fly an appropriate VFR altitude, 250 KCAS
below 10,000’ MSL and utilize the EHSD steering to help obtain a “visual” of the
airfield. Report “FIELD IN SIGHT” to the arrival controller. De-colonize IFF mode
3C and contact the tower with position and intention to fly the VFR straight-in.
2. The tower will normally direct you to report three miles with the gear. Comply with
the local course rules and set up for the straight-in by using the EHSD course line
dialed in for the duty runway on the TACAN or waypoint for airfield. Within 10 NM of
the field or prior to the initial for the straight-in, slow the aircraft below 250 KCAS and
lower the landing gear. Select the V/STOL HUD master mode. At the initial for the
straight-in (1000’ MSL, 5 DME from Cherry Point) select nozzles and flaps as
appropriate, and complete the landing checklist. From the initial, proceed directly to
the duty runway maintaining altitude until intercepting a 3° glide slope to the
intended point of landing. A 3° glide slope can be established by placing the
intended point of landing at your 3° nose down location in your HUD. Once the
intended point of landing is in the desired position, place the velocity vector at 3°. By
3 NM ensure aircraft is configured for the intended landing and report “MARS-9XX, 3
MILES, GEAR DOWN.”
Common Errors:
1. Not complying or unfamiliar with the course rules.

2. Excessive airspeed.
3. Poor altitude control.
4. Forgetting to de-colonize mode 3C and / or RADALT in the HUD.
5. Incomplete landing checklist.
6. Descending at the initial leading to a low, flat approach.
7. Leaving the nozzles at 25°: FAST all the way.
1. Disciplined airspeed and altitude control.

2. Fly your own GCA using the waypoint and Course line.
3. Use the velocity vector and HUD pitch ladders to set up 3° glide slope.
Source Documents: Cherry Point Course Rule Brief, MCAS Air Ops Manual

Name: Landing Pattern
Purpose: To describe the procedures for flying the landing pattern.
1. NATOPS explains the general procedures required to accomplish the four major
methods of landing the AV-8B. These are the slow landing (FNSL / VNSL),
conventional landing (CL), rolling vertical landing (RVL), and vertical landing (VL).
Where the NATOPS is very general in its description of the various landing
procedures, this section will go into great detail. Most notable in their absence are
pattern numbers and associated groove lengths. The following is a list of terms and
some general considerations.
2. Abeam: The abeam position is defined as the position where the aircraft is abeam
the intended point of landing on the downwind leg of the pattern. For SLs, the
intended point of landing should be past the arresting gear. For CLs, the intended
point of landing is the approach end numbers. For RVLs, the intended point of
landing will be briefed by the instructor. It will be abeam either an appropriate
distance remaining board (i.e., 3-board, 4-board etc.), or a taxi / runway intersection,
(i.e., abeam “A” taxiway). For VLs, the desired pad is the intended point of landing.
In order to develop a good sight picture for the proper abeam distance, utilize your
AMPCD – EHSD by having the home field waypoint selected and the runway course
line dialed in. In the lower left corner of the EHSD a delta-course line will be
displayed, which is your aircraft’s actual distance from the course line. Use the
following abeam distances:
a. STOL flap landings: 0.8 -1.0 NM abeam
b. AUTO flap slow landings: 1.0- 1.2 NM abeam
c. CL landings: 1.3 -1.5 NM abeam distance
3. Timing from abeam (for Winds):

a. > 20 KNOTS - Delay 5 sec past abeam
b. 11-19 KNOTS - Delay 10 sec past abeam
c. 10 KNOTS - Delay 15 sec past abeam
4. Groove: The groove is defined as the wings-Ievel portion of the approach to landing.
Groove length varies for different landings and is determined by the timing off the
abeam position. Timing off the abeam must be adjusted to compensate for the
headwind component down the duty runway.
5. Start: The start is the beginning of the groove. At this position, the aircraft should
have the approach turn completed and the aircraft should be wings-Ievel tracking
down the extended runway centerline. If there is any crosswind present, a wings
level crabbed approach should be flown.
6. Key: The key is only used on a decelerating approach - RVL or VL. The Key is the
position where the pilot selects the final nozzle angle (hover stop or thereabouts)
and sets the decel attitude. This position is dependent on aircraft ground speed,
altitude, winds (headwind / tailwind) and type of landing.

7. Touchdown point: The first landing of each sortie shall be beyond the arresting gear
to ensure it is not rigged. If the first landing must be a conventional landing, confirm
with tower that the gear is de-rigged and land at the approach end.
8. Power nozzle braking (PNB): All landings except RVLs / VLs will require selecting
98° nozzles after touchdown and assessing groundspeed.
9. Landing rollout to position for takeoff: If you have just completed a landing and
desire to position for takeoff, request “POSITION FOR TAKEOFF” from the tower
during the final portion of your rollout. If the tower directs you to “TAXI TO AND
HOLD SHORT”, read back the clearance and stop well clear of any aircraft
preparing to launch. Also ensure that your tail is clear of the landing rollout. If
cleared into position, note the windsock position and taxi onto the runway centerline
in the short or long, as directed. Once stopped, either in position or holding short,
you may begin the takeoff checklist. When takeoff checks are complete, report
“ONE FINGER COMPLETE” to the IP and proceed as noted previously for STO /
CTO.
10. Pattern: The pattern altitude at MCAS Cherry Point is 1000’ AGL. Ideally we would
prefer to fly a 600’ AGL pattern which would allow a constant 3° glideslope from the
180 position to landing, but this is not an option at Cherry Point. Since our target
altitude at the 90° position is between 500’ and 600’ AGL, it will require us to fly a
steeper 5° glide slope from the 180° to the 90° position, then the 3° glide slope from
the 90° to the point of intended landing. All landings performed in the “1000’ pattern”
will require this same steep descent to arrive at the 90°. From the 90° use the
altitude gates to aid you in arriving at the proper groove altitude. Due to the
differences in desired end states, slow landings and conventional landings will use
one set of gates and rolling vertical landings and vertical landings will use another
set of gates.
11. Landing gates:
a. Slow landing / CL gates: The desired end state for the various slow and
conventional landings is to rollout with a groove length between 3800-4200’,
(approx 0.7 NM), and a 3° glide slope to your point of intended landing. With the
trigonometry already done for you, that works out to a gate of 200-225’ AGL for
your rollout altitude. Backing up from there, between 350-450’ AGL at the 45°,
and 500-600’ AGL at the 90°. These gates allow some flexibility and prevent too
much concentration on hitting an exact number.
b. RVL and VL gates: Even though the groove lengths of these two landings are
slightly different, use the same altitude gates to get there. For the RVL and the
VL, the groove length, or “Key” is approximately 3500’ at 325’ AGL. Backing up
to the “45°” and the “90°” on a 3° glide slope, we should find ourselves at 350-
450’ AGL and 500-600’ AGL respectively.
12. Water usage: Water usage will be in accordance with current squadron SOP.
Water checks should be performed at 60° nozzles with water switch in T/O position
and water flow confirmed by “W “ in the HUD or flow indication on EDP and
decrease in total water quantity.

Common Errors:
1. Not committing the pattern numbers to memory.

2. Incomplete landing checklist.
3. Not turning or timing off your intended point of landing.
4. Too wide abeam.
5. Poor heading control on downwind.
6. Poor altitude control.
7. Fast at the abeam position leading to a poor approach to landing.
8. Long in the groove.
9. Missed radio calls.
10. Forgetting the nozzles at 25° from the 180.
1. Commit each landing type altitude and gates to memory.

2. Utilize the time displayed in the HUD to allow for appropriate timing from the abeam
position to the 180°.
3. Set yourself up for success by getting the aircraft configured and trimmed up by the
abeam position.
4. Use the EHSD delta Course line to control abeam distance.
5. Listen up on the radio and pay attention to crosswinds.
6. Get to a good start.

Name: Landing Checklist
Purpose: The landing checklist will be completed prior to every landing to ensure
the aircraft is configured for landing.

2. It should sound like this:
a. “GEAR – DOWN”
b. “FLAPS - STOL (AUTO)”
c. “STO STOP IS CLEARED”
d. “DUCT PRESSURE CHECKS GOOD”
e. “BRAKE PRESSURE CHECKS GOOD”
f. “WARNING AND CAUTION LIGHTS ARE OUT” (or what lights you see)
g. “WATER IS NOT REQUIRED” or “CHECK PERFORMED AND ARMED TO LND”
h. “LANDING LIGHT IS ON”
Common Errors:
1. Missed items on checklist.

2. Interrupted by radio or ICS and not finishing.
3. Trying to select STOL flaps without nozzles greater than 25°.
4. Not clearing the STO-Stop.
5. Excessive airspeed on water check.
6. Forgetting to select the correct position for the water switch.
7. Not checking all warning and caution lights prior to landing.
8. Not checking the RCS duct pressure.
1. Perform procedures IAW NATOPS.

2. Do not pay “lip service” to any landing checklist item, read the actual quantity that
you are looking for and ensure it is within the correct parameters. Never assume!
Pilots have made unintentional gear up landings in this aircraft, don’t be the next.
3. Always physically check the water switch in the correct position.
4. If interrupted on checklist or missed an item – START THE CHECKLIST OVER.

Name: Wave-off
Purpose: A wave-off may be required due to a fouled landing area, an

unsatisfactory approach or insufficient power.

2. The following procedures apply to all wave-offs:
a. Add full power (if not already selected)
b. Ensure positive rate of climb, then initiate accelerating transition
c. Maintain a centered vane
d. When safely climbing away, reduce power as necessary and call "WAVING
OFF."
e. Do not exceed 15 units AOA.
3. Under extreme circumstances, such as water failure or loss of thrust, a positive rate
of climb may not initially be possible with full power alone. In this situation, a level or
possibly descending flight path may be required to achieve wing borne flight prior to
establishing a positive rate of climb. It is important to understand the relationship
between aircraft attitude and nozzle angle. Increasing nose attitude without a
continued reduction in nozzle angle will result in further deceleration. Again, in these
circumstances, the goal is to achieve wing borne flight as soon as possible.
4. Wave-off procedures should not be confused with missed approached procedures
that are listed later in this chapter.
Common Errors:
1. Not adding full power or maintaining positive rate-of-climb.

2. Trying to nozzle out to less than 25° prior to moving the flaps to AUTO.
3. Incorrect accelerating transition.
4. Incomplete clean up.
5. Over-speeding the landing gear.
1. Comply with procedures

Name: STOL Flap FNSL
Purpose: The fixed nozzle slow landing is the recommended slow landing technique
because it is easier to accomplish and less costly in fuel than the variable
nozzle slow landing.
1. Fixed nozzle slow landings: “Fixed-nozzle” landings get their name for the simple
fact that you put the nozzles in a fixed position and don’t move them until after
touchdown. With high temperature and pressure altitude and at heavy gross
weights, care must be exercised as wave-off capability may be degraded. (In those
instances, a variable nozzle landing may be preferred).
2. NATOPS “fixed nozzle slow landing (FNSL)” contains the specific procedures.
3. The following techniques are provided for further clarification.
4. On downwind select STOL flaps and complete the landing checklist. Approaching
the abeam position select 60° nozzles. Slowing through 165 KCAS the aircraft will
tend to “balloon” and pitch nose-down as the flaps program and ailerons droop.
Check for a “DROOP” light. Anticipate the power requirements as the aircraft slows
and the AOA increases toward 8-10 units. Make an abeam call to the tower –
“MARS-9XX, ABEAM, GEAR, SLOW.”
5. Turn off the 180° and maintain aircraft glide path with stick and 8-10 units AOA with
power. Target 500-600’ AGL at the 90°, 350-450’ AGL at the 45° and 200-225’ AGL
in the groove. This will require approximately 5° glide path from the 180 to the 90
and 3° from the 90 to the groove. Ensure a good lineup with the runway centerline
as you roll out of the final turn. In-close (30-50’ AGL), set the landing attitude
(“Witch’s Hat” on to 2° above the horizon). Once the attitude is set, power controls
the rate-of-descent, and a power adjustment will be required to maintain a proper
ROD (200-400 FPM).
6. The aircraft’s nose tends to fall through in close due to stabilator exhaust
impingement. At touchdown, select idle and PNB as required. Engage NWS when
tracking straight and with the rudder pedals exactly centered.
Common Errors:
1. Trying to set a nose attitude and fly AOA like the training command.
2. Missing checkpoint altitudes.
3. Overshooting or angling approach.
4. Over-controlling the power in close.
5. Improper landing attitude.
6. Excessive rate-of-descent on landing.
7. Improper crosswind landing technique.
1. Fly the glide slope with the nose.

2. Control AOA with power.
3. Make a correction for lineup at the 90°.
4. Set the landing attitude at 30-50’ AGL and hold the witch’s-hat on the horizon,
expect a nose down pitch in close. Also once the landing attitude is set, control rate-
of-descent with power.
Source Documents: Video: Fixed Nozzle Slow Landing from both inside and
outside the cockpit, NATOPS

Name: Auto Flaps VNSL
Purpose: The variable nozzle slow landings are used when a constant throttle
setting is required, (i.e., oil light, stuck throttle, high, hot and heavy, etc.).
AUTO Flap VNSLs are used when there is not enough power available for
a STOL Flap VNSL.
1. NATOPS “variable nozzle slow landing (VNSL) contains the specific procedures.
2. The following techniques are provided for further clarification. On downwind, ensure
the nozzles are no greater than 25° then select AUTO flaps and complete the
landing checklist. On downwind select 40-50° nozzles. Set desired power, and as
the AOA increases, anticipate the nozzle movement required to stabilize at 8-10
AOA.
3. It is important to achieve level flight at 8-10 units AOA and to reference the nozzle
angle required to maintain that condition. This nozzle angle will serve as an
effective reference angle from which all other adjustments are made. Make an
abeam call to tower – “MARS-9XX, ABEAM, GEAR, SLOW.” Adjust the nozzles to
fly 8-10 units AOA throughout the remainder of the pattern. If your AOA is low, a
slightly greater nozzle angle must be used – but be patient and monitor the AOA
trend. If the AOA is high, nozzle out slightly. Anticipate the nozzle movement. If
you wait until reaching 10 units AOA, your AOA will over shoot and your rate-of-
descent will increase. The stick controls the aircraft’s glide path and the nozzles are
now controlling AOA.
4. Off the 180 fly the velocity vector to the 5° pitch bar then wait for the AOA to settle.
The combination of AOB and descent to the 90 should require little nozzle
adjustment if you started from level flight stabilized at 8-10 AOA. Target 500-600’
AGL at the 90°, 350-450’ AGL at the 45° and 200-225’ AGL in the groove. Monitor
your AOA and runway lineup all the way.
5. As you roll wings level you will see a drop in your AOA. You can anticipate an
addition of nozzles to maintain 8-10 AOA as you roll into the groove. Passing 100’
AGL you are cleared to use the throttle. Control ROD with the power. If you are fast
at this point, you are better off increasing nozzle angle before you go to the power,
(especially if it is for an oil light).
6. At 30-50’ AGL set the landing attitude. Continue to fly the aircraft all the way to
touchdown. Remember, in order to land the jet with a 3° glide slope, you have to be
at 10 units AOA. If you are faster than that, when you set the attitude, the velocity
vector will rise and you will end up floating the landing. If you are slower than 10
units, when you set the landing attitude, you will have a higher rate-of-descent than
desired.
7. A common mistake is to get slow (>10 units AOA) from the 90° to 45° position, and
drop the velocity vector out of your scan. A low, slow condition is only compounded
by reducing nozzle angle since initially the AOA increases as the nozzles are moved
aft with no lowering of the nose. As a last resort, add power to reduce the AOA and
rate-of-descent.

Common Errors:
1. Missed checkpoint altitudes.

2. Over-controlling the nozzles.
3. Improper angle of bank resulting in an overshooting or angling approach.
6. Letting the nose drop on touchdown.
8. Incorrect power setting.
9. Forgetting to make the call “GOING TO THROTTLE” at 100’ AGL to the instructor.
10. Excessive speed when rolling into the groove.
1. Fly the glide-slope with the nose

2. Control AOA with the nozzles
3. Make small nozzle corrections and wait for the correction to take effect
4. Make a correction for lineup at the 90°
of-descent with power
Source Documents: Video: Variable Nozzle Slow Landing from both inside and

Name: STOL Flaps VNSL
Purpose: The STOL-flap VNSL should be used in two instances. One is when we
want to reduce our landing speed but we still want to maintain a constant
throttle setting. The other is if we are executing a STOL-flap FNSL
landing and we realize that we are going to be power limited. We would
then transition to a VNSL.
1. NATOPS “variable nozzle slow landing (VNSL)” contains the specific procedures.
2. The following techniques are provided for further clarification. The procedures and
pattern altitudes are the same as the AUTO Flap VNSL.
3. The tricky thing about a STOL flap VNSL is the issue of flap programming. Since
the flap switch is in STOL, the flaps can program all the way down to 62° as the
nozzles are moved from 25 to 50°. This is a good thing because they provide a
significant amount of lift. The problem faced is if you get slow and nozzle out past
50° the flaps start programming back up, effectively robbing precious lift and causing
AOA to rise precipitously. In order to help prevent this abide by the following
NATOPS limits. The minimum power setting for STOL flap VNSLs is 90%. This
minimum should prevent you from becoming too slow in the first place. It does not
imply that you should shoot for the minimum. The highest power setting allowable is
100%.
4. Of note, you will always have to do an AUTO flap VNSL for the oil light because 85%
RPM required by NATOPS is below the 90% minimum for a STOL flap VNSL.
Common Errors:
1. Missed checkpoint altitudes.

2. Over-controlling the nozzles.
3. Excessive nozzle movement below 50 nozzles causing the flaps to program up.
4. Overshooting or angling approach.
7. Letting the nose drop on touchdown.
9. Incorrect power setting.
10. Forgetting to call “GOING TO THROTTLE” at 100’ AGL to the instructor pilot.
11. Excessive speed when rolling into the groove.
1. Fly the glide-slope with the nose.

2. Control AOA with the nozzles.
3. Make small nozzle corrections and wait for the correction to take effect.
4. Make a correction for lineup at the 90°.

of-descent with power.
Source Documents: Video: Variable Nozzle Slow Landing from both inside and

Name: Power Nozzle Braking (PNB)
Purpose: To safely decelerate the aircraft from landing speed to taxi speed.

2. All landings except RVLs / VLs will require selecting 98° nozzles after touchdown
and assessing ground speed. If situation dictates, use PNB. PNB will be required
on all AUTO Flap landings.
3. Ensure trim is a minimum of 2° nose down before advancing the power to 70%.
4. Because the engine was at idle, it will take a few seconds for it to spool up. Do not
continue moving the throttle forward until you see 70% because the engine will
continue to accelerate past 70% causing you to possibly get airborne! A technique
is to place the throttle to approximately the 60% RPM position (you should have a
general idea of this throttle location from all your two-finger checks) and allow the
RPM to catch up and stabilize then advance it further to stabilize at 70%.
5. Do not use the brakes while performing PNB. If using PNB, at 60 KGS, reduce
power to idle, ensure the nozzles are out of braking stop and use brakes as needed.
6. If PNB is not required, the RP will indicate this to the IP, receive concurrence, and at
this time, place the nozzles back to hover stop. As the aircraft slows below 60 KGS,
decrease the nozzle angle to 60° and then match the nozzle angle to ground speed
(50° nozzles at 50 KGS, 40° nozzles at 40 KGS, etc.) down to 30 KGS at which point
nozzles can be placed to 10° if ground speed is under control.
7. If you are above 100 KGS passing the “3-board,” a roll and go shall be executed.
Common Errors:
1. Slow to select braking stop.

2. Not verifying full braking stop prior to advancing throttle.
3. Not trimming 2° nose down prior to advancing throttle.
4. Inappropriate power settings for ground speed.
5. Using wheel brakes during PNB.
6. Not terminating PNB at 60 KGS.
1. Be smooth and deliberate with PNB execution and procedures.

Name: Conventional Landing (CL)
Purpose: The CL is used primarily when our reaction control system is suspect due
to fire or other damage. Other than these instances the only reason to do
a CL is to practice in the event that we find ourselves in any of these
instances.
1. It requires a substantially greater distance to stop a CL than a SL or RVL due to the

fast approach speed and the brake design. The brakes were designed primarily for
V/STOL and are marginal for a CL without PNB. For this very reason it is not
recommended to commit to a CL where you do not plan on using PNB.
2. NATOPS “conventional landing (CL)” contains the specific procedures.
3. The following techniques are provided for further clarification. On downwind select
AUTO flaps and complete the landing checklist. Check your duct pressure and then
nozzle aft to 0°. Make the abeam call to tower – “MARS-9XX ABEAM, GEAR,
CONVENTIONAL, REQUEST OPTION.”
4. Use the stick to control the aircrafts glide path and power to control AOA (10 to 12
units). Target 500-600’ AGL at the 90°, 350-450’ AGL at the 45° and 200-225’ AGL
in the groove. Be aware that if you delay your turn from the abeam you will have to
bump up your altitudes.
5. As you roll out on final anticipate the decrease in AOA. This will require a slight
power reduction to remain on speed. Check to ensure that you are below that
maximum tire speed, 180 KGS. A 3° glide slope at typical CL approach speed will
yield a rate of descent at touchdown that approaches or exceeds the maximum
allowable by NATOPS. Therefore, on final, fly a 3° glide slope and flare to establish
a 2 to 2.5° glide slope on touchdown by increasing AOA from 10 units to 12 units in
close.
6. At touchdown, select idle and begin PNB. With the aircraft tracking straight and the
rudder pedals centered, engage NWS. Do not use wheel brakes while in braking
stop or you will blow the tires due to the ineffectiveness of the anti-skid system
during PNB.
Common Errors:
1. Too close abeam.

2. Fast at the 180°.
4. Overpowered in the approach turn.
5. Inadequate AOB resulting in an overshooting or wrapped up start.
6. Low and flat approach.
7. Over-controlling the power in close leading to a land long.
8. Forgetting to slow to 12 units on final.
9. Hard landing.
10. Late PNB / selecting HS vice BS.

11. Excessive power on PNB (getting airborne).
12. Not enough power on PNB.
13. Landing in STOL Flaps.
1. Get to a good start by flying the proper abeam distance and slowing the aircraft to 10
units AOA.
2. Note the winds and make a correction for lineup at the 90°.
3. Fly 3° glide slope, flare to achieve 2 to 2.5° glide slope prior to touchdown.
4. Set the landing attitude in close.
5. Ensure flaps in AUTO.
6. Delaying or slow onset of PNB.
Source Documents: Video: Conventional Landing from Both Outside and Inside
the Cockpit, NATOPS, VMAT-203 SOP

Name: Hover Stop Slow Landing (HSSL)
Purpose: The purpose of the HSSL is to give you a slower landing speed and
reduce landing rollout distance.

2. To amplify the NATOPS it is important to mention that removing your hand from the
throttle and moving the nozzles to hover stop requires well thought out and
deliberate actions.
3. At 10-20 feet above the runway select hover stop and the place your hand back on
the throttle and manipulate it to maintain a constant rate of descent all the way to
touch down. Immediately after selecting hover stop the aircraft will gain lift, but will
very quickly decelerate which will reduce wing lift. This must be compensated for
with engine lift (i.e. increasing throttle) to maintain a constant rate of descent.
4. Be methodical and continue to fly the jet to the deck.
Common Errors:
1. See STOL flaps FNSL for approach errors.

2. Selecting hover-stop too early with insufficient engine performance.
3. Adding too much power in close resulting in “floating” down the runway.
4. Pulling the nose up to land.
1. Keep the rate-of-descent constant once selecting the hover stop position.

Name: “Touch and Go” or “Roll and Go” Landings
Purpose: To get airborne after landing without coming to a stop.
1. There are three types of touch-and-go landings: the touch-and-go (no intent to
PNB), refused landing (PNB commenced) and the roll-and-go.
2. The touch-and-go (no intent to PNB) can be initiated on touchdown from a SL or CL.
On touchdown, smoothly apply full power. Allow the aircraft to break ground, ensure
wings level, center the vane, and set the takeoff attitude as you begin to nozzle-out,
or CTO as before. If idle is selected anytime after touchdown, execute roll-and-go
procedures.
3. Refused landing (PNB commenced) applies whenever the PNB procedures were
begun after landing. Cease PNB by selecting idle and moving the nozzles to 10°.
Advance the power to full. When RPM reaches 3-legs of PMI (110%), smoothly
increase the nozzle angle until aircraft becomes airborne (this typically occurs
between 25-50° nozzles). As the aircraft becomes airborne, ensure wings level,
center the vane, and set takeoff attitude while nozzling out. These procedures will
most likely be used on a CL, which failed the <100 KCAS check at the 3-Board.
4. A roll-and-go can be initiated from any roll-on landing. On touchdown, select idle
and ensure aircraft is tracking down the runway. Move the nozzles to 10°, and
select full power. When RPM reaches 3-legs of PMI (110%), smoothly increase the
nozzle angle until aircraft becomes airborne. As the aircraft becomes airborne,
ensure wings level, center the vane and set the takeoff attitude as you begin to
nozzle-out.
NOTE
On the touch-and-go especially, but also on the roll-and-

go’s, avoid tripping the limiters when selecting full power.
Common Errors:
1. Selecting IDLE on touch-and-go.

3. Confusion between nozzle and throttle levers.
4. Bringing in nozzles too quickly on roll and go resulting in nose tuck.
5. Incorrect procedures (i.e. roll and go during planned touch-and-go).
1. Think of hand movements on touchdown – Never rush.

2. Smoothly input nozzles until aircraft becomes airborne.
3. Make smooth deliberate hand movements.

4. Never slam the power in the corner.
5. If incorrect procedures performed, complete current landing.

Name: RVL
Purpose: The rolling vertical landing is a precision landing intended to be used at a

forward site, road, short or damaged airfield. The emphasis on the RVL is
a precision landing to a defined point on the airfield using a target glide
slope of 4-5° (VMAT -203), and 60 KGS.

3. RVLs are often the beginning of performance limited landings for a FAM flight.
Particular attention needs to be given to updating the performance numbers. Up to
an hour has passed since takeoff when you left the pattern with current ATIS
information. A lot can change in that time that could have a dramatic effect on your
performance numbers.
4. On downwind, select STOL flaps, complete the landing checklist, and fly 8-10 units
AOA. Approaching the abeam position, select 60° nozzles, make your abeam call to
tower – “MARS-9XX, ABEAM, GEAR, RVL.” Ensure you have sufficient
performance using the following NATOPS and SOP RVL capabilities:
SPEED VMAT-203 SOP LIMIT FOR

NATOPS RVL CAPABILITY
(KCAS) RP SOLO
55 VL + 2700 LBS
60 VL + 3100 LBS VL +2000 LBS
65 VL + 3500 LBS
5. Extend off the abeam to produce a groove length of 3500’. This will be your Key
position or the point at which altitude and nozzles are set for landing. This will be a
different sight picture than you are used to. Remember to begin your timing abeam
your intended point of landing, which will usually be a 3-board at Cherry Point or the
end of the carrier box at Bogue Field. The aircraft’s track over the ground will carry
you over the approach end at 325’ AGL and look as though you are flying too tight
and too high.
6. As you begin your descent off the 180° a combination of stick and power reduction
should be used to establish a 5° glide-slope and AOB as required to arrive at the 90°
position at 500-600’ AGL. At the 90° position, reset the glide-slope to 3°. As you
reach the 45 position your altitude should be 350-450’ AGL. At the 45° position you
can adjust your nozzles to 68-73° depending on winds. Continue your glide-slope
looking to “Key” on runway centerline 3500’ prior to the touchdown point at
approximately 325’ AGL. With the wings level and the vane centered set the landing
attitude. The intent is to maintain your 3° glide-slope to intercept a 4-5° glide-slope
to the intended point of landing.
7. If your groove length was correct, you should find your point of intended landing at 4-
5° in the HUD, at which time, start your final descent. If you are long in the groove,

you will have to shallow out your initial flight path and if you are tight you will have to
start down the 5° glide-slope right away. If you are long in the groove, do not
descend below 200’ AGL prior to intercepting a 4-5° glide-slope.
8. At your final descent point, holding your attitude constant, (“witch’s hat” on the
horizon), reduce power slightly to begin your 5° descent. Control rate of descent
with power and ground speed with your nozzle angle. Scan your lineup and ensure
AOA no greater than 15 units. Visually assess glide-slope with reference to the
HUD and intended point of landing.
9. AOA is a function of the angle between the witch’s hat and the glide slope. A 4-5°
glide slope with the witch’s hat on the horizon will typically yield AOA between 12-14
units. If late starting the final descent and high on the glide slope, a higher rate of
descent is required to correct this, but increasing the rate of descent without a
corresponding decrease in nose attitude (witch’s hat below the horizon) will cause
the AOA to overshoot the 15 unit NATOPS limit. If the nose attitude is decreased to
prevent the AOA from exceeding the limit the effective nozzle angle will be
decreased which will cause the aircraft to decrease its deceleration or even
accelerate causing a deviation from the target 60 KGS. It is recommended to not
allow a “high” situation to occur in the first place to prevent these compounding
problems. In close, just prior to touchdown if a “high” situation has developed, it is
unacceptable to drop the nose below the landing attitude while reducing power to
increase the rate of descent to fix the high without exceeding 15 units AOA because
this will cause an excessive rate on touchdown and could cause the aircraft to strike
the ground nosewheel first, damaging the aircraft. Your only options at this point are
to maintain the landing attitude and use power to fly the proper rate of descent /
AOA. This will cause a “land long” , but will not damage the aircraft. If the land long
will cause lack of runway remaining to become critical, execute a wave-off.
10. While on glide-slope keep the aircraft on runway centerline and maintain 60 KGS
ground speed. Optimum rate of descent for a 5° RVL is 500 FPM. If there is any
crosswind present, a wings level approach should be flown using smooth rudder to
assist the aircraft in its natural alignment just prior to touchdown. Note: When
rudder input is required to align the nose of the aircraft with the runway, a power
addition will normally be required since the aircraft is now flying an out of balance
condition. Failure to add power or to take out crab prior to touchdown can result in
an increased ROD causing the aircraft to “wheelbarrow” on rollout.
11. At touchdown, select idle, allow the aircraft to settle on the runway, and smoothly
apply brakes. When tracking straight down the centerline of the runway and with
rudder pedals centered, engage NWS. Selection of idle at touchdown is mandatory
to keep the aircraft from power bouncing. When comfortably tracking straight down
the runway, the nozzles should be reset to 10° and the water switch selected to OFF
(if armed).
Common Errors:
1. Timing to the 180° from the end of the runway vice abeam the intended point of
landing.
2. Too wide abeam.

3. Improper rate of descent off the 180° resulting in a high altitude at the 90° or 45°
position.
4. Descending below 200’ AGL prior to intercepting a 4-5° glide-slope to the intended
point of landing.
5. Forgetting to transition the nozzles to 68-73 at the 45°.
6. Chasing line up and letting your scan break down.
7. Late to start rate of descent to the intended point of landing and then reducing power
excessively resulting in high AOA.
8. Over-controlling the power to the intended point of landing.
9. Accepting line up off centerline or lateral drift.
11. Late idle.
12. Pulling the nose-up in close.
1. Keep your scan moving: AOA, centerline, glide slope / rate-of-descent,

groundspeed.
2. Utilize the HUD 5° pitch ladder to fly glide-slope. When the velocity vector reaches
5° down it will flash, therefore you will need to scan the intended point of landing
relative to the pitch ladder if you choose to fly a 5° glide-slope. If you keep the
intended point of landing at the 4-5° pitch ladder, you will fly a consistent glide slope.
If you see the intended point of landing move to the 3° location then you have too
much rate-of-descent. If the intended point of landing moves to the 6° location then
you do not have enough rate-of-descent.
3. If high and not in close, decrease pitch attitude slightly while decreasing power to
increase rate of descent to fix high without exceeding AOA limit.
4. Utilize a crabbed approach to maintain lineup and realize that your head is not the
center of the airplane, the center of the airplane is well behind the cockpit.
5. If a crab is required some natural alignment will occur in close, if the nose is still not
tracking down the runway, utilize rudder to take out the crab.
6. Do not accept excessive rate of descent / AOA to make your intended point of
landing
7. Do not accept drift on landing.
8. When rolling out on final do not continue rate-of-descent below 200’ AGL until
reaching a 4-5° glide slope to your intended point of landing.
Source Documents: Video: RVL from both inside and outside the cockpit,
NATOPS, VMAT-203 SOP

Name: Decel / VL
Purpose: The deceleration to a vertical landing is used to transition the aircraft from
wing-borne flight to jet-borne flight. The deceleration to the VL can be
performed in three different manners: Into the wind, Crosswind and with
Braking Stop.

2. Similar to the VTO / acceleration the deceleration to vertical landing can be done
either into the wind or crosswind. Additionally, the use of a nozzle angle greater
than 82° can be performed using the braking stop deceleration. Once established in
the hover, the vertical landing is identical to the landing performed during a press-up.
a. Into wind decel: Fly a pattern similar to an RVL, but fly the pattern relative to
the pad on which you are going to land. Fly a 10-12 unit AOA approach to
intercept the key at 3500’ prior to the pad at 325’ AGL. With the wings level,
select hover stop. (The key is where the VL descent point occurs – therefore, the
pad is 5° below the horizon if you are at 325’ AGL.) Note the nozzle angle (82
+/- 1), and check the flap angle (62). Report – “HOVERSTOP” to the IP or LSI.
Manage the power to maintain desired glide-slope and set the landing attitude
(witch’s hat on the horizon). From this point until 30 KCAS the wings must
remain level and AOA below 15 units. An engine performance check is required
for all decels at 60 KCAS; if insufficient power exists, wave-off. In order for this
check to be valid, the aircraft must be substantially level during the check. JPT
should indicate no more than 735° / 109% dry or 755° / 115.5% wet. This is most
easily seen with no reject selected in the VSTOL HUD as 2 sides of the PMI hex.
Aim the aircraft for a position 150’ AGL above the pad and slightly offset to one
side. This will allow you to keep sight and not FOD the pad in the cross. Control
closure to the pad by making small pitch adjustments. Use rudder to keep the
vane centered. A moderately large power addition can be expected as the
aircraft slows down through 40-50 KCAS due to loss of wing lift. If your closure is
under control the IP or LSI will report – “CLEARED TO CROSS.” Imagine a 45°
bearing line extending out from the pad. When your flight path intercepts this
bearing you should begin your cross by lowering your wing in the direction of the
pad. When stabilized over the pad the IP or LSI will report – “CLEARED TO 50.”
Reduce power to arrive in a 50’ AGL hover and complete the VL as described in
the press-up procedures. If during the decel your closure is excessive, you will
not receive a “CLEARED TO CROSS.” Continue to fly the aircraft to a position
abeam the center of the pad at 150’AGL . Once you have the aircraft under
control the IP / LSI will give you the clearance to cross.
b. Crosswind decel: The most difficult item to comprehend on a crosswind decel
is the fact that your ground track (momentum) will remain straight as long as your
vane is centered while approaching the pad. To do this, you must first get the
aircraft pointed at the pad and then center the vane as it becomes necessary.

This is the key to flying good crosswind decels. While at 60° nozzles
approaching the 3500’ key, ensure your aircraft’s ground track is going toward
the pad. It may not be in your HUD, so some interpolation may be necessary.
After going to hover-stop there is initially not much requirement for centering the
vane. The crab angle increases as your speed decreases, with the majority of
heading change taking place at less than 50 KCAS. The same V/STOL
aerodynamics which are applied on the accel apply here as well. This is a wings
level approach. Resist the urge to use bank angle to correct for any
misalignment in the approach until below 30 KCAS. To stop your aircraft over
the pad with a wind on the beam, you can slightly raise a wing in the direction of
your momentum while pulling nose up, if needed, but be sure the vane is
centered. With a tailwind the approach is very much like a normal decel, unless
you have a strong quartering tailwind. Once cleared over the pad complete the
VL as described above.
c. Braking stop decel: Fly a pattern as before to slightly closer key (approximately
500’ closer). At the key, select hover stop and continue decel as before. The
rate-of-closure to the pad will be greater than before, and an attitude adjustment
will be insufficient to stop the aircraft over the pad. When this is realized, lift the
nozzle lever over the hover stop and slide it part way into the braking position.
Return your hand to the throttle and maintain appropriate glide slope with power;
ensure not to exceed 15 units AOA until below 30 KCAS. If required, slide the
nozzles further into braking stop. Power requirements will be more pronounced
as airspeed will decrease more rapidly. With closure under control, ensure
adequate power to hold altitude. To move the nozzles back to the hover stop
use an open hand to slide the lever over the detent and visually confirm 82° in
the HUD. Continue your decel as described above.
Common Errors:
1. Flying too wide abeam and long in the groove.

2. Timing for the 180° position when abeam the end of the runway vice timing off the
pad.
3. Not offsetting to one side of the pad.
4. Early hover stop.
5. Forgetting the 60 knot check.
6. Becoming under powered and settling once selecting hover stop as wing lift
decreases.
7. Having too much rate-of-descent to the pad and flying a low flat approach.
8. Poor attitude control.
9. Pulling power while increasing nose attitude to stop closure, resulting in a settle and
rapidly rising AOA.
10. Overshooting the spot.
11. Letting wind push the aircraft away from the pad during crosswind decel.
12. Over-controlling the nozzle lever when moving the nozzles out of braking stop back
to hover stop.
13. Letting altitude drop from scan and descending below 150’ AGL prior to cross

14. Not scanning JPT and engine performance while in the hover.
15. Improper water switch position.
1. Start your timing for the 180° position when abeam the pad.
2. Set up a 3° glide-slope to arrive abeam the pad at 150’ AGL. This can be done by
referencing the velocity vector and placing it beyond the pad vice directly abeam the
pad, which will lead to a low approach.
3. When rolling out in the groove, check your ground speed to judge closure rate and
hover stop cue.
4. After selecting hover stop, scan velocity vector for glide-path and rate-of-descent,
airspeed for 60 knot check and groundspeed for closure rate. Keep the “witch’s hat”
on the horizon to keep attitude constant.
5. Anticipate an increase in power as wing lift decreases to zero.
6. Do not descend below 150’ AGL until cleared to 50’ by your IP or LSI.
7. Scan to the sides to recognize fore and aft drift.
8. If using braking stop, add power to maintain altitude and then smoothly slide the
nozzle lever forward until slightly past the hover stop detent, check HUD nozzle
angle and reset 80-82° nozzles.
9. Trim, scan, relax.
10. Minimize your variables: Try to keep attitude and vane constant. Do not make
corrections in more than one direction.
11. BS usage has a range of nozzle position. 98° is not always required.
Source Documents: Video: Decel / VL both inside and outside the cockpit,
NATOPS

Name: Box-Pattern
Purpose: The purpose of the box pattern is to develop your scan pattern and build
confidence in your abilities to hover the AV-8B - not an “air-show.”
1. Perform a VTO to a steady 50’ AGL hover as in the press-up procedures. Ensure
you stabilize in a hover before beginning the box-pattern. When ready, dip a wing
slightly towards the left to start a translation. When a small rate-of-movement has
started, level the wings. When you desire to stop, dip the opposite wing slightly.
When all lateral drift has stopped, level the wings again. Stabilize.
2. Raise the nose slightly to start an aft drift. When the desired rate is reached, lower
the nose to the original attitude. When you desire to stop, lower the nose slightly
until all aft drift has stopped. Stabilize.
3. Now translate sideways again this time to the right, to line up with the middle of the
pad, then stop and stabilize.
4. Dip the nose slightly to start a forward drift. Prior to reaching the center of the pad,
raise the nose slightly to stop all forward motion. As you stop, reset the correct
hover attitude and stabilize prior to commencing a VL.
5. Be precise when executing the box-pattern. Separate the maneuver into individual
tasks. Bleed usage during the box-pattern can cause an altitude loss; therefore,
adjust power as necessary to maintain 50’ AGL, and monitor engine performance
prior to and during the maneuver. Remember to reset the correct Hover attitude
once the desired rate of movement has been attained. This maneuver will require
you to scan your 3-9 line and straight ahead. If you do not scan both axes you will
not be able to execute a precise drift in any of the prescribed directions. Remember
that below 60 KCAS, the velocity vector is actually a vertical velocity indicator.
Therefore if the velocity vector is at 0° pitch you are neither climbing nor descending.
This should simplify your scan to the front.
Common Errors:
1. See Press-up procedures for common errors.

2. Overshooting desired hover position.
3. Not scanning out far enough to the side.
1. Scan outside.
2. Make a correction then reset the hover attitude and wait for the correction to take
effect, once your reach your desired position a re-correction will be required.
3. Scan all the way to the 3-9 line, not just the 11-1 position.

Name: Pedal Turn
Purpose: The purpose of the pedal turn is to develop your scan pattern and build
confidence in your abilities to hover the AV-8B - not an “air-show.”
1. Perform a VTO to a steady 50’ AGL hover as in the press-up procedures. Apply
rudder pressure in the desired direction of turn, and scan in the direction of turn.
When the desired nose movement is attained, release the rudder pressure.
2. After approximately 90° of turn, the wind may actually accelerate the nose
movement. Opposite rudder may be required to maintain a constant turn-rate.
3. Passing the 180° position, you may need some additional rudder in the desired
direction of turn, because the nose is now coming back into the wind. When within
approximately 30° of the original heading, apply opposite rudder to stop the nose.
4. Scan and fly the aircraft to remain over the center of the pad using AOB and pitch as
necessary for winds. Bleed use during the pedal-turn can cause an altitude loss, so
adjust power as necessary to maintain 50’AGL, and monitor engine performance
prior to and during the maneuver.
Common Errors:
1. See Press-up procedures for common errors.

2. Overshooting desired hover position.
3. Rotating around the cockpit instead of the center of the aircraft.
4. Not anticipating wind effects.
1. Scan outside.
2. Make a correction then reset the hover attitude and wait for the correction to take
effect, once your reach your desired position a re-correction will be required.

Name: Cruise Flaps Landings
Purpose: To recover the aircraft when a malfunction prevents the use of AUTO or
STOL flaps.
1. There are several malfunctions related to the flaps that may cause you to elect to
place them in the cruise position for a recovery. Due consideration must be given to
what that is going to do to your performance during the landing. You can expect that
during a cruise flap approach to landing that you will have a higher approach speed
for a given AOA and a higher throttle setting for a given nozzle angle. This is due to
the loss of flap programming (25° in AUTO or 62° in STOL) causing the wing to
create less lift which must be compensated for with either a higher approach speed
or more engine lift. In STOL flaps the wing stalls between 40-50 KCAS. In cruise
flaps stall occurs between 100-120 KCAS. Because of this, if you must do a cruise
flap landing you will want to perform either an RVL or a VL if you have sufficient
performance.
Common Errors:
1. Allowing AOA to exceed 15 units AOA in the landing configuration.

2. Settling during decel as airspeed goes below 100 KCAS and the wing stalls
1. Fly 10-12 units AOA throughout approach.

2. Anticipate power requirements as wing stalls earlier.

Name: Handling Aircraft Malfunctions and Emergency Procedures
Purpose: To successfully identify and correct or compensate for aircraft

malfunctions / failures.
1. Procedures are in accordance with NATOPS. The VMAT-203 SOP for Flight
Operations also describes the standard manner and procedures for dealing with an
emergency with both a single aircraft and a formation of aircraft in VMAT-203
2. The following additional guidance for handling an emergency or malfunctions is
provided:
a. Deal with immediate problem. This is typically the immediate action items
listed in NATOPS but you need to assess what is the biggest threat to yourself or
the aircraft and deal with that first. An example of this would be getting an OIL
caution light right after take-off. The immediate action from NATOPS requires
you to pull the power back to 85% maximum power but doing so will cause you to
settle back into the ground and crash.
b. Fly the aircraft. While diagnosing the problem and determining and
implementing immediate actions and emergency procedures you must still fly the
aircraft correctly. You cannot allow the basics like altitude, airspeed, AOA and
navigation fall out of your scan. Using our OIL light situation again, an example
of not correctly flying the aircraft would be after getting the indication right after
take-off, you climb to pattern altitude (good) and then maintain wings level as you
go through your immediate action items and call base to back you up. While all
of the procedures have been done correctly, you are now 5 miles upwind and
have extended the amount of time that you must be airborne with an impending
engine failure.
c. Identify the problem. The warning and caution lights and audio system of the
aircraft is very good at helping you determine when and what system has failed.
However, you still need to go through a deliberate process of identifying the
exact problem or problems if you have compound emergencies. If you do have
multiple malfunctions or failures the next step in identifying the problem is to
prioritize the malfunctions by severity. For example, a flap failure compounded
with a fire light requires prioritizing of the procedures because they conflict with
each other. The flap failure tells you to select 40° or greater while the fire light
procedures requires you to get the nozzles aft ASAP. The Harrier is an
incredible aircraft to fly but it is very intolerant of incorrect normal and emergency
procedures. Therefore, you must be sure you have correctly diagnosed what the
malfunction or failure is. “No fast hands in the cockpit.”
d. Determine corrective action / procedures. If the emergency is covered by an
immediate action then apply the appropriate procedures. If it is not an immediate
action item and time is available, open your NATOPS pocket checklist or have
you wingman do it, and read through the procedures to correct the problem.
Regardless, of whether the emergency is covered with an immediate action item
or not, call base and have the ODO review the procedures with you in a

challenge and response, including those that you have already performed to
ensure that you have not forgotten anything.
e. Implement correction. After you have identified the problem and determined
the proper procedures then deliberately and correctly perform the procedures.
f. Evaluate response / effectiveness. After performing the corrective actions your
job is not done until the aircraft is safely back in the chocks, shutdown. You must
continually evaluate the effects of your actions to ensure they were correct and
effective and that no further degradations have developed.
g. Apply common sense and systems knowledge. As the Harrier continues to
age, more and different system failures are developing that have not been seen
before and were never anticipated by the engineers that initially designed the
plane two decades ago. There is no substitute for strong systems knowledge.
This is what will allow you to safely recover the aircraft in the event that you do
experience a malfunction not covered by the emergency procedures sections in
NATOPS.
3. Common compound emergencies:

a. Fire light / flaps malfunction
b. Low fuel / landing gear malfunction
c. Oil light / electrical malfunctions
d. Compound electrical / avionics malfunctions
e. Stuck throttle or nozzles plus other malfunctions
f. NORDO plus other malfunctions
Common Errors:
1. Not flying aircraft

2. Not correctly diagnosing problem
3. Not familiar with systems and corrective procedures.
1. Remember, Aviate, Navigate, Communicate… always.

2. Know your systems and procedures.

Name: After Landing Checks
Purpose: The post-flight procedures will be performed when clear of the active
runway to prepare the aircraft for shutdown or hot refueling.
Common Errors:
1. Forgetting to safe the seat and canopy.

2. Failing to trim 4° nose down.
3. Forgetting to select cruise flaps during taxi back to line.
4. Forgetting to select 10° nozzles
5. Forgetting to call base once on deck.
6. Forgetting to record post-flight data.
1. Follow the checklist.

Name: Hot Brake / De-Arming Inspection
Purpose: To check the aircraft for hot brakes and to safe ordnance prior to returning
to the line.
1. At Cherry Point the hot brake check and de-arming of free-fall or captive carry
ordnance will be conducted at the water tower adjacent to “B” taxiway.
2. Follow the plane captain’s signals in to parking. As you pull into the line area, select
nozzles to 0°. Once stopped, set the parking brake and select cold nose wheel
steering (anti-skid ON, SKID light out). After you have confirmed that the parking
brake is on and NWS is cold, signal the plane captain to chock the aircraft. You will
have to keep your hands up while the plane captain goes under the aircraft to chock
it and to check the brakes just like in final checks.
3. If the aircraft needs to be de-armed [in the FAM stage you might fly with ITERs
(bomb racks) on the aircraft that need to be “safed” prior to taxiing into the fuel pits
or the flight line] the plane captain will then pass control of the aircraft over to an
Ordnance supervisor who will signal you to show your hands while one of the
Ordnance Marines goes under the wings to safe the ITERs.
4. After de-arming control will be returned to the plane captain who will once again
signal you to show your hands while the chocks are pulled. You will then be directed
to taxi either to the fuel pits or the line.
WARNING
The potential for injury to one of the maintenance Marines is high during the de-
arming, hot brake check and watering evolutions if positive control of the aircraft
control surfaces and awareness to ground personnel location is not maintained.
There have been mishaps and quite a few near-misses due to a communication
break down and lack of awareness with Marines in close proximity to the aircraft.
You, as a Marine officer, must look after the safety of our Marines. If there is any
doubt about whether it is safe to move a control surface or the location of any of the
personnel around your aircraft, stop the evolution and get the plane captain’s
attention to clarify.
Common Errors:
1. Forgetting to select 0° nozzles prior to pulling into the line area.

2. Not selecting cold NWS prior to clearing the plane captain to go under the aircraft.
3. Forgetting to have ITERs safed prior to refueling or pulling into the line.

1. Follow your checklists.
Source Documents: VMAT-203 SOP

Name: Hot Refueling Procedures
Purpose: Hot refueling is performed to refuel the aircraft with the engine running.
1. Hot refueling will decrease the turn-around requirement for the maintenance
department and provide the aircraft for training quickly to another pilot. During hot
refueling, many of the post-flight shutdown procedures can be performed so that all
that will be required is to taxi back to the line and shutdown.
2. Procedures are in accordance with NATOPS and the Cherry Point Air Operations
Manual.
3. After refueling if you are flying a pit turn, you must return to the line to go through
“final checks” again before taking off for your second sortie.
Common Errors:
1. Not performing or incomplete Hot Refueling checklist

2. Not monitoring fuel quantity, resulting in an asymmetric situation.
3. Forgetting to get “final checked” on a pit turn.
1. Monitor fuel during fueling.

2. You will always return to the line after going through the pits; either to shut down or
for final checks.
Source Documents: NATOPS, MCAS Air Ops Manual

Name: Postflight Data Retrieval
Purpose: To record flight information to turn in to Maintenance.

2. If the flight was flown in NAV you must update the INS and record the performance
data for Maintenance. If the GPS is providing high quality data (no system
degradations – DSEL, BIT codes or crypto not loaded), a GPS update is the easiest
to perform. If you cannot perform a GPS update due to system failure or
degradation then you must perform an overfly update using the LAT / LONG painted
on the deck adjacent to the parking spot.
3. After recording the sortie JPT, reset the JPT by pushing “JPT” on push button 10
(top right corner of AMPCD).
Common Errors:
1. Forgetting to perform an INS update when one is required.

2. Forgetting to record the bearing and distance of the error prior to accepting it.
3. Forgetting to check and record the BOA codes.
1. Follow your checklists.

Name: Instrument Flight Planning
Purpose: To prepare for an IFR flight.

2. You must create a navigation plan on JMPS for your flight plan. When performing
terminal area delays (approaches) at an airfield other than your destination, create a
delay at that location on your route that will equate to the amount of fuel needed for
the approach (use 600 lbs for a TACAN penetration approach, 800 lbs for a PAR
and 500 lbs off an en route descent to the final portion of an approach). The same
technique should be used if any holding is planned.
3. You must have a DD-175 for all simulator and flight events. For flight events, let
your IP review and approve your DD-175 a few minutes prior to your brief so you
can fax the approved copy to Base Ops and Weather prior to the brief for your DD-
175-1 and filing. If you have any questions on how to fill out the DD-175 refer to
General Planning. The AV-8B uses an equipment code of HAR/I.
4. You must have the following publications for any instrument flight or simulator:
a. U.S. IFR Supplement
b. Flight Information Handbook
c. High altitude IFR charts
d. Approach plates for your destination, intermediate approach airfields and
alternates
5. Review your route and be familiar with the en route NAVAIDS and fixes. Also study
your approach plates and be intimately familiar with the approaches and SIDs for
your destination, intermediate airfields and alternates.
Common Errors:
1. Not having the proper publications or a navigation plan.

2. Missing or incorrect DD-175.
3. Not incorporating delays into plan.
1. Have all required publications and planning.

2. Chair fly your plan and ensure you have not omitted anything significant and that you
are familiar with the route and approaches.
Source Documents: NATOPS, Air NTTP, General Planning

Name: Instrument Takeoff and Climb Profile
Purpose: To perform a takeoff and departure climb in actual instrument conditions.

2. If fuel is critical, obtain the clearance and a weather update while on the APU.
Ensure the cockpit is properly configured, with the correct TACAN station, squawk,
and INS point selected. Prior to takeoff into instrument conditions, ensure the APU
is on-line and the standby instruments are operating correctly. Execute the briefed
takeoff and ensure all post-takeoff checks are completed. Concentrate on the HUD
instrument display prior to going IMC. Comply with the ATC clearance.
3. All climbs will be flown at 300 KCAS and maximum thrust (combat deselected) when
VMC. If IMC is expected, a reduced power setting should be used to avoid
disorienting flight attitudes. 10-15° nose-up is acceptable during IMC (power may
need to be reduced to maintain 300 KCAS). Maintain 300 KCAS until intercepting
the appropriate climb Mach - 0.75 Mach (AV-8B) / 0.78 Mach (TAV-8B) for a clean
aircraft. If leveling off at an intermediate altitude less than 10,000 feet, use an
appropriate power setting / climb angle. Lead level-offs by an appropriate margin to
prevent breaking assigned altitudes. Breaking an assigned altitude may result in a
flight violation. Ensure that 10,000’ and 18,000’ checks are completed.
Common Errors:
1. Excessive airspeed on climb-out.

2. Using power and not attitude to control airspeed on climb-out.
3. Exceeding 15° nose up in actual instrument conditions.
4. Not intercepting the appropriate climb Mach.
1. Make sure to set the appropriate power setting based on the conditions.
2. Set the correct power and then control airspeed with the nose.
3. If you have to exceed 15° then reduce power.
4. Make sure to intercept the correct Mach
Source Documents: INST Lesson, NATOPS

Name: Intermediate Level-offs
Purpose: To be able to level off at the appropriate altitude.
1. Intermediate level-offs are inevitable. At intermediate level-off altitudes, you should

pull the power back to maintain Max range cruise (approximately 6.5 units AOA for
the AV-8B and 5.5 units AOA for the TAV-8B) which will require approximately 50
PPM for fuel flow. When climbing from an intermediate altitude, apply full power,
accelerate to 300 KCAS / or appropriate climb Mach prior to establishing a climb. If
the remaining altitude is small (less than 1 minute to complete), it is recommended
that a full-power climb be initiated at the current KCAS / Mach. Above FL 300, it is
imperative that you accelerate to the appropriate climb Mach prior to beginning the
climb or you will not be able to maintain 500 FPM rate-of-climb.
Common Errors:
1. Blowing through assigned altitude.

2. Leveling off prior to assigned altitude.
3. Not reducing power during level-offs.
1. Start level off IAW procedures for VFR / VMC Climb
Source Documents: INST Lesson

Name: "Partial Panel" Instrument Procedures
Purpose: To safely control the aircraft in IMC with loss of primary attitude
instruments.

2. Cross-check all standby instruments to ensure they are erect and accurate, and
establish the appropriate scan. If the AMPCD is still working, the HUD may be
called up on the either AMPCD and flown as the primary reference. If only one
AMPCD is operational, switch periodically to the EHSD display for current aircraft
position. If the HUD and both AMPCDs have failed (e.g., generator failure), then a
good standby-instrument scan must be established coupled with a no gyro
approach.
Common Errors:
1. Not putting the HUD display in the AMPCD.

2. Not establishing the appropriate scan.
3. Erratic basic air-work.
1. Select the HUD display in the AMPCD.

2. Establish a good standby-instrument scan.
3. Ensure smooth airwork.

Name: Unusual Attitude Recovery Procedures
Purpose: In order to develop solid instrument flying skills and good "SA" in order to
correct for and avoid unusual attitudes.
1. Unusual attitudes may be entered due to pilot disorientation, vertigo, excessive task-
loading, or unusual maneuvering while IMC. Develop solid instrument flying skills
and good “SA” in order to avoid Unusual Attitudes or correct them early. While the
HUD is the primary flight instrument, it is sometimes difficult to immediately
determine aircraft attitude and bank angle. The HUD horizon bars give reference to
the nearest horizon by “pointing” to that horizon. Sometimes pilots must use a
combination of HUD and head-down scan in order to determine the aircraft’s attitude
and bank angle. To recover from an unusual attitude:
a. Check altitude: If at low altitude, you may be forced to make an immediate
recovery- vs. -ejection decision.
b. Check attitude: Ensure that inverted nose-high is not confused with inverted
nose-low.
2. Nose-High: If airspeed is 200-300 KCAS, leave the throttle as set. If 100-200 KCAS,
add full power. Lower the nose to the horizon using a pushover, overbank, or nose-
slice technique. Negative G pushovers may be vertigo inducing. If less than 100
KCAS, execute OCF procedures.
3. Nose-Low: Roll the shortest direction to wings-level and apply G (no greater than
15o AOA) until reaching the nibble of buffet. If airspeed passes 300 KCAS, reduce
the throttle to idle and extend the speed brake. Check altitude above terrain and
obstructions in the area.
4. Upon Recovery: Climb to safe altitude, determine the cause of the unusual attitude,
and advise controlling agencies and your wingman of your altitude, position, and
intentions.
NOTE
Unusual attitudes will only be performed in the simulator.
Common Errors:
1. Not recognizing correct attitude (nose-up or nose-down).

2. Not executing the correct procedure based on attitude.
3. Losing excessive altitude on recovery.

1. Use a combination of HUD and head-down scan in order to determine the aircraft's
attitude and bank angle.
2. Execute the correct procedures.

Name: Holding Procedures
Purpose: To correctly enter holding at the correct airspeed and use the proper entry
procedure.
1. Three minutes prior to entering holding, adjust power to arrive at the holding fix with
maximum endurance airspeed (230 KCAS maximum). Either request maneuvering
airspace from ATC or enter holding as published. Consider your turn radius,
approximately 1 percent of your ground speed expressed in nautical miles, when
turning onto the holding radial.
Common Errors:
1. Not entering holding at the correct airspeed.

2. Not using the proper entry procedure.
1. Make sure to slow to maximum endurance airspeed not to exceed 230 KCAS at
least 3 min prior.
2. Make sure to enter holding using the correct procedure as indicated on the High
Altitude Approach Plates.
Source Documents: INST Lesson, FLIP publications

Name: IFR Penetration Procedures
Purpose: The IFR penetration procedures will be applied whenever working VFR on
top or if recovering to your destination by radar vectors, TACAN, or GCA.

2. En route descents should be accomplished at idle RPM and 230 KCAS if single, or
250 KCAS, 30 PPM (for wingman) if in section. TACAN approaches are flown at
250 KCAS with AUTO flaps. To ensure that the aircraft systems and cockpit
temperature are adjusted for descent from altitude, complete “SWIFTA” checks prior
to commencing a descent or approach penetration. Be sure to place APU in
standby mode once inside the start envelope if IMC is expected.
NOTE
Remember that a cold aircraft at altitude will fog up when

descending to warm, humid conditions at the destination
airfield. Prevent this with use of DEFOG as listed in the
SWIFTA check.
3. The optimum profile is achieved by remaining at altitude as long as possible. With

this in mind, and realizing that ATC will often direct your descents, the goal should
be to begin your descent at a point in space that will allow you to fly a maximum-
range descent profile and arrive at another point in space (IAF or VFR initial point)
without leveling off early or adding power.
4. To determine the correct FPA and / or descent point, use the following data: 1°
equals 1000' at 10 miles; a 230-knot idle descent gives a 6 to 7° FPA; therefore, an
idle, 230-knot descent will lose 6-7000 feet in 10 miles.
5. Example - You are currently level at FL 330, and you want to descend to arrive at
BENGY at 15,000’. There are 3 situations to discuss:
a. Unrestricted - Knowing that you need to lose 18,000 feet, you should use an idle,
230-knot descent as described above. This will take approximately 30 NM
(assuming a 6° FPA).
b. ATC directs you to start your descent at 45 NM prior to BENGY. Knowing that
this is earlier than your optimum descent point, you should use a 4° FPA, 230-
knot descent using minimum throttle necessary.
c. ATC directs you to maintain altitude until 20 NM prior to BENGY. You should
use an idle descent with an FPA of approximately 10° and we don’t care what
airspeed, as long as you are not supersonic.
Common Errors:
1. Not setting the correct power setting.

2. Poor airspeed control.

3. Getting to the assigned altitude early and having to add power.
4. Not getting down to the assigned altitude by the appropriate time.
5. Not doing the penetration checklist.
6. Starting APU outside start envelope.
1. Make sure to calculate an appropriate descent rate in order to arrive at your

assigned altitude and the correct time.
2. Know the APU starting envelope.

Name: TACAN Approach Procedures
Purpose: The TACAN approach is performed for IFR recoveries.
1. Use the EHSD course steering switch in conjunction with the AMPCD to give a plan
view of aircraft position. (Don't forget - you must have TCN or TO/S boxed to get the
"course line" to appear). Enter the IAF as a TACAN offset. If holding is required,
slow to 230 KCAS 3 minutes prior to reaching the holding fix. 9 Units AOA should
be used as a maximum endurance setting if experiencing a long holding delay.
Shoot the approach at 250 KCAS. Lower the landing gear approximately 5 NM prior
to the FAF. With the gear down, maintain 8-10 units AOA. At 1-2 NM prior to the
FAF, set 25° nozzles, select STOL flaps and complete the landing checklist. Report
the FAF with the gear. Maintain 8-10 units AOA on the approach. Target airspeed
of 170-175 KCAS will keep the aircraft from experiencing any “droop” from the flap
system. If landing off the approach, at circling minimums or as briefed, transition to
60° nozzles, and maintain 8-10 units AOA. TAV-8B aircraft have a noticeable nose
down attitude when the flaps program at 165 KCAS with the throttle at idle. Mid
throttle position will ensure you have the RCS energized to compensate for the nose
drop. Readjust power to maintain the velocity vector on the intended point of
landing, trim the aircraft, and check lineup.
Common Errors:
1. Flying the approach off the offset or INS waypoint instead of the TACAN.
2. Forgetting SWIFTA Checklist.
3. Overshooting the initial approach fix.
4. Chasing radials and poor altitude / airspeed control.
5. Not enough rate-of-descent to make altitudes.
6. Forgetting landing checklist.
7. Forgetting to select V/STOL HUD Master Mode.
8. Not resetting the LAW.
1. Always fly the approach using the TACAN channel and back up with waypoint.
2. Use the course line and delta-course line to avoid overshooting radials.
3. Study the approach prior to execution.
4. Check winds aloft on AMPCD-DATA-A/C page.
5. Whenever lowering the landing gear select V/STOL.
6. Set your LAW up for platform check and then reset to HAA.
Source Documents: INST Lesson, FAM Lesson

Name: RADAR Approach Procedures (PAR, ASR)
Purpose: Radar controlled approaches are used for IFR recoveries.

2. The approach configuration is AUTO flaps and 250 KCAS while on the downwind /
base leg, using standard-rate turns (approximately 30° AOB). Lower the landing
gear when directed by the controller or no later than base leg. Leave the flaps in
AUTO, maintain 8-10 units AOA, and use standard-rate turns (approximately 20°
AOB). At 1-2 miles prior to the glide-slope, select 25° nozzles, STOL flaps and
complete the landing checklist. Intercept the glide-slope and follow controller's
instructions until reaching decision height, using 1/2 SRT (approximately 10° AOB).
If landing, at decision height, or as briefed, transition to 60° nozzles, and maintain 8-
10 units AOA, readjust power, trim the aircraft, and check line up.
3. You may request a practice minimum-fuel PAR and a "30 SECONDS TO GLIDE-
SLOPE INTERCEPT" call. At 30 seconds prior to intercepting the glide-slope, the
RP will lower the landing gear, select 25 nozzles, STOL flaps, and complete the
landing checklist. The remainder of the approach will be flown at 8-10 units AOA.
NOTE
If leading a section on PAR fly no slower than 8 units AOA

and choose an airspeed that will preclude aileron droop.
Common Errors:
1. Poor airspeed / altitude control.

2. Forgetting to select 25 nozzles and STOL flaps.
3. Forgetting to select V/STOL HUD master mode.
4. Missed radio calls.
5. Lowering landing gear above 250 KCAS.
1. Always back-up the approach using the TACAN, waypoint and course-line.
2. Study the approach prior to execution.
3. Check winds aloft on AMPCD-DATA-A/C pg.
4. Whenever lowering the landing gear select V/STOL.
5. Set your LAW up for platform check and then reset to DH.
Source Documents: NATOPS, INST Lesson,

FAM Lesson, FLIP publications

Name: Missed Approach Procedures
Purpose: A missed approach will be executed when unable to transition safely to a

landing from any approach.
1. At the missed approach point, with 25° nozzles or less, smoothly add 10-15% power,
establish a positive rate-of-climb, and raise the gear. Select AUTO flaps and
complete the nozzle-out. If greater than 25° nozzles, full power will be used, set the
climb attitude, nozzle out to 25°, raise the landing gear, select AUTO flaps and
complete the nozzle-out.
Common Errors:
1. Adding full power with nozzles less than 25° and over-speeding the landing gear.
2. Not adding full power with nozzle angle greater than 25° and settling or going low.
3. Trying to nozzle out to less than 25° prior to moving the flaps to AUTO.
4. Incomplete clean up.
1. Comply with procedures.

2. Always nozzle out to 25°, check flaps to AUTO and raise the landing gear.
3. Complete the nozzle out to 0 and confirm 0 reading in the HUD or engine display
panel.
Source Documents: INST Brief

Name: Airways Navigation
Purpose: To fly jet routes between destinations.
1. Study your route before you attempt to fly it. Review the meaning of the symbols
and labels in the legend of the chart.
2. With the HAR/I equipment code you are not limited to TACAN or TACAN fixes for
navigation. With an INS/GPS coupling you are allowed to fly to fixes defined by
latitude and longitude. You are not allowed to fly GPS approaches, though. The
Harrier INS/GPS coupled navigation system is extremely accurate but it has not
been certified by the FAA for GPS approaches.
Common Errors:
1. Flying point to point on a jet route instead of following the outbound course to the
halfway point and transitioning to the inbound course.
1. Fly the airways just like you learned in training command, nothing has changed
except that you are in a different aircraft and have to apply the same rules to new
systems.

Name: Maximum Range Cruise Profile
Purpose: To be able to fly most fuel-efficient profile that will maximize range.
1. Procedures in accordance NATOPS.

2. When level at cruise altitude, pull the throttle back to approximately 50-60 PPM and
check the VRST CRUS page for optimum cruise KCAS or IMN. Ensure that the GW
and DI are correct on the VRST CRUS and BNGO pages. Establish and maintain
optimum cruise speed. AFC / ALT hold may be used; however, ensure that airspeed
does not fall out of your scan.
3. The TACAN should be the primary navigation aid on the airways. INS waypoints
should be planned to reflect the route of flight, corresponding to the TACAN stations
over which you intend to fly. The INS plan should also include the primary divert
fields along the route. The scale used on the EHSD display should optimize
situational awareness. AUTO or MANUAL scaling may be used to maintain SA.
“Boxing” the SEQ function and selecting the scale which gives you the most
information is the recommended technique.
Common Errors:
1. Forgetting to reduce throttle after level off.

2. Not understanding functions of VREST CRUS and BNGO pages.
1. Make sure to reduce throttle to approximately 50-60 PPM and fly max range speed.
2. Study NATOPS, VREST functions.

Name: Minimum Fuel GCA
Purpose: To land the aircraft in a minimum fuel situation in IMC conditions.
1. You may request a practice minimum-fuel PAR with a "30 SECONDS TO GLIDE-
SLOPE" call. Approach will vector you to intercept final slightly outside the
glideslope. At 30 seconds prior to intercepting the glide-slope, lower the landing
gear, select 25 nozzles, STOL flaps, and complete the landing checklist. The
remainder of the approach will be flown at 8-10 units AOA.
2. It is important that you complete the landing checklist prior to intercepting the
glideslope because once you are on the glideslope you will potentially be over-
tasked with flying the aircraft and listening to the controllers directions.
3. It is also critical that you slow the aircraft to on-speed as fast as you safely can prior
to the glideslope because once you start descending on the glideslope it will be
harder to slow down. You cannot be fast in close on this approach as it will lead you
to a potentially dangerous situation where you select 60° nozzles in close and
reduce the throttle to work off the fast. As the airspeed decreases below 165 KCAS
the flaps program to 62° and the aircraft nose tucks down severely in close proximity
to the ground. This was the cause of a fatal mishap in VMAT-203 in the past.
Common Errors:
1. Not completing landing checklist.

2. Flying fast all the way.
1. Completely the landing checklist immediately after lowering the gear, nozzles and
flaps.
2. Use intermediate nozzle angles if necessary as you get closer to the runway so that
you can work off speed and get in the final landing configuration while maintaining
power and RCS pressure. This is a fine line to walk, though, because using too
much nozzles, too early will cause you to decelerate quickly and will cause you to
burn more fuel, which defeats the whole point of flying the minimum fuel approach in
the first place.
Source Documents: INST Lesson

Name: Fuel Planning Considerations
Purpose: To introduce the student to fuel planning in the training environment.
1. Fuel planning requires an assessment of numerous factors, to include distance,

weather, drag index, type of recovery and routing restrictions, to name a few. A
common technique for fuel planning is to use backwards planning beginning with a
desired landing fuel quantity. Adding fuel required for various RTB procedures or
considerations will assist in the calculation of Tiger/Joker/Bingo fuel states.
2. Bingo: The Air NTTP describes Bingo as “Fuel state at which flight member must
proceed along established routing under a maximum range profile, whether rejoined
as a flight or not. At Bingo, aircrew should check their VRST page and determine if
they need to execute a NATOPS bingo profile, proceed direct, or declare an
emergency.” Two techniques for Bingo fuel calculations exist. One method is to
select a Bingo fuel state based on an actual Bingo profile to include aircraft
configuration, drag index, winds, and distance to travel. This would be used in a
combat situation. The second method is similar, but instead of an actual Bingo
profile, it uses a planned RTB altitude, usually a maximum of 16,500’ MSL or 17,500’
MSL to avoid flying into Class-A airspace. A good rule of thumb for this profile is
100#/10nm for a 6.5 AOA administrative RTB. This would be used in a training
situation. Although, we should be aware of our emergency Bingo fuel requirements,
we should not to put ourselves in that position in a training environment.
3. Joker: The Air NTTP describes Joker as “Fuel state above Bingo at which
separation/bug-out/event termination should begin. The same threat considerations
apply in the air-to-air threat arena. Joker fuel should allow for 2 minutes of sustained
maneuvering, conducted within visual range (WVR) engagement and separate. In
training, unless the objective is to fly a tactical egress, Joker will be the fuel state at
which the flight will terminate the tactical portion of the mission and rejoin to assume
an administrative profile for the planned recovery.” A technique for Joker fuel
calculation involves backwards planning from the destination airfield.
4. Tiger. The Air NTTP describes Tiger as “Enough fuel and ordnance that will enable
the flight to accept a “commit” (offensive air support [OAS]/anti-air warfare [AAW]
mission). This means enough fuel to ingress into the target area from present
position, engage the target, and egress out of the target area accounting for the
expected threat.” In the training environment, Tiger is commonly set to allow for one
more raked range pass, one more CAS 9-line, a five minute warning until Joker, or
the fuel at which the flight must complete its last training objective or T&R
requirement.
5. Example 1. Air-Air section flight utilizing the W122 Area 15-17. Furthest point away
from destination = 80nm.
1200# at straight-in initial. If we hit BINGO at the furthest point, a straight-in requires
less fuel.
+ 800# for 80nm, 6.5 AOA transit at highest VFR altitude, normal descent profile.

=2000# Bingo.
+ 300# Join up after complete. This varies with pilot experience, wx, number in
flight, etc…
=2300# Joker.
+ 800# for 5min remaining to complete Training Objectives at expected average
fuel flow.
=3100# Tiger.
In reality we are keeping track of our fuel state and KIO at Joker. We begin our RTB
are <50nm out (worst case) when we reach Bingo fuel state. Though, we are
probably closer. This allows fuel to execute the overhead and be abeam with at
least 1200# IAW SOP.
6. Example 2. TAV-8B FAM flight to the R5306A (60nm furthest point) with 1x Hi-
Tacan then tower downwind for landings.
1200# at straight-in initial.
=1800# Bingo
1600# at pad for one last VTO accel to return
+ 200# re-position / cool down / run-ups
+ 800# decel VL
+ 600# roll-n-go
+ 800# hi Tacan
=4000# Joker
+ 500# for 5min remaining to complete Training Objectives at expected average fuel
flow.
=4500# Tiger
As you can see, the Bingo was still calculated for and admin transit from the furthest
point to destination excluding training objectives during the RTB and back at the
field. However, Joker was backward planned with these Training Objective
accounted for. Tiger should take into account the types of maneuvers and how
much fuel flow they require. Five or ten minutes remaining is not a constant value
from one flight to another.
Common Errors:
1. Incomplete or unrealistic fuel management numbers

2. Fuels that don’t have an associated meaning or a meaning that is not useful for the
flight.
1. N/A
Source Documents: NTTP

Forward Operating Base Stage
Name: Cherry Point Departures to Bogue Field
Purpose: The VFR entry to Bogue Field will be utilized when the weather permits
VMC conditions from takeoff, transit, and recovery. IFR will be flown if
IMC conditions are to be encountered en route to Bogue Field.
1. Clearance. All aircraft departing MCAS Cherry Point for Bogue Field shall contact
Cherry Point Clearance for VFR or IFR clearance to Bogue. Utilize the call-sign
assigned from the flight schedule. Depart Cherry Point as assigned via local course
rules.
2. Delta / marshal. The “marshal” pattern is a day VFR pattern oriented overhead
Bogue Field, aligned with the duty runway, and remaining within 5 NM of Bogue.
Altitude is 2500’ MSL or as assigned; pattern direction is southeast. Flights requiring
a gross weight adjustment will remain with Cherry Point departure, and will request
at or above 6000’ AGL to adjust fuel, but be in their assigned marshal altitude within
5 NM of Bogue TACAN. Remain in the marshal stack until paddles reports your
signal is “CHARLIE.”
3. Check-In. At the beginning of each FOB period, each aircraft will check-in with the
LSS and pass wet and dry VL performance, current fuel state, and water quantity. If
already in the marshal stack, pass this information when paddles requests it.
4. VFR / IFR recovery. Aircraft operating VFR, or with vectors to “VFR underneath,”
shall utilize the break at 1000’ AGL. IFR recoveries will be conducted when aircraft
cannot be vectored to “VFR underneath.” Contact Bogue GCA for PAR full-stop to
the duty runway. The FOB / FCLP pattern can be flown down to “Special VFR” (800’
/ 2 NM) at Bogue tower’s approval.
NOTE
Minimum vectoring altitude for

Cherry Point approach is 1600’ MSL.
5. Entry / Break.
a. When paddles reports “YOUR SIGNAL IS CHARLIE,” report departing the
marshal to Bogue tower. Report the initial to Bogue tower. Bogue tower will
switch the inbound aircraft to paddles frequency out of the break prior to the 180.
NOTE
Winds shall be given by the LSS prior to the break.
AV-8B FSG Ver. 3.0 FOB 3 - 1

b. The pilot shall fly up the western side of the runway for a level 1000’ AGL break.
Do not fly outside Bogue Class-D airspace.
c. Once wings-level on downwind, and over the intracoastal waterway, descend to
600’ AGL and commence the landing checks. Perform a water check, if required.
(All aircraft must remain at or above 1000’ AGL over Emerald Isle.)
d. The abeam position is 0.8 to 1.0 NM abeam the landing spot at 600’ AGL.
Landing checks should be complete, to include ANTISKID - ON, 60°nozzles, and
8-10 units AOA. Complete the “abeam call” to paddles. All heavy waveoffs will
be performed dry and no greater than 60° nozzles.
6. Delta / foxtrot operations. Delta or foxtrot taxiways at Cherry Point may be used
on occasion for FOBs. The LSS shall conduct a detailed brief if Cherry Point is to be
used for this stage of training.
Common Errors:
1. Not following proper procedures.
1. N/A
Source Documents: Cherry Point Course Rules Brief, FOB Stage Brief
BOGUE FIELD MCAS

Cherry Point
15 NM
R-5306C
1200’-17999’ except
Bogue CDSA
20 NM
MCAS MCALF
New River Bogue
R-5306D

Name: Abeam Call
Purpose: The abeam call during FOB events informs the LSS of the aircraft status
prior to landing. When properly executed it is an enhancement to
situational awareness for the pilot and the LSS. Improperly executed it is
a sign of low SA or pending poor performance.
1. At the appropriate abeam position transmit: “MARS-XX (AIRCRAFT SIDE

NUMBER), ABEAM, GEAR, (CURRENT FUEL STATE), (WET / DRY), SKID (ON /
OFF), CALL-SIGN (first pass only)” and listen for LSS direction / response.
Common Errors:
1. Making incomplete calls.

2. Transmitting while another aircraft is in the groove.
1. Establish and maintain good habit patterns for performing checklists.
Source Documents: VSTOL LSO NATOPS

Name: Wet / Dry Call
Purpose: The wet / dry call is imperative to inform the LSS the status of aircraft
water state.
1. When making wet and dry calls, the following definitions apply:
a. Wet
i. Water check has been completed (not required after wet STO)
ii. Water switch is armed
iii. There is enough water on-board to last the entire landing
NOTE
If water onboard is less than 300 lb., the "WET" call shall be
followed by the water amount (e.g., CALL SIGN, ABEAM,
GEAR, FUEL STATE, WET, 130 POUNDS, SKID ON / OFF)
b. Dry
i. No water is aboard or water not selected
Common Errors:
1. Making an incorrect call.

2. Not understanding definitions of “wet” or “dry.”
Source Documents: FOB Stage Brief, VSTOL LSO NATOPS

Name: Waveoff
Purpose: The waveoff can occur for several different reasons, usually as a result of
an unsafe approach or fuel weight exceeding aircraft capability to RVL /
VL.
1. Any waveoff initiated by the controlling LSS or Bogue tower is mandatory and shall
be acknowledged. The pilot can also initiate a waveoff if he feels the approach is
unsafe. Any aircraft with a fuel weight exceeding RVL / VL capability shall be told
"EXPECT HEAVY WAVEOFF" by paddles at the abeam position and water will NOT
be selected. Fly a normal pattern, to include intercepting a 3° glide-slope, until
reaching the Key. Do not select hoverstop. Do not select nozzles greater than 60
degrees. At the key, initiate a waveoff and call "WAVING OFF." If a JPT or RPM
corresponding to "2 LEGS" of the PMI is reached at or above 60 KCAS during an
approach to landing, a waveoff shall be initiated and reported.
2. Waveoff procedures remain the same from the FAM stage.
Common Errors:
1. Not following proper procedures.
1. N/A

Name: Precision RVL
Purpose: The RVL during an FOB evolution very similar to the FAM stage. Further
clarification for Forward Operating Base landings are contained in
NATOPS.
1. The turn to downwind is flown at 8-10 units AOA. Fly to an abeam distance of 0.8-
1.0 NM at 600' AGL. On downwind fly 8-10 units AOA at 25° nozzles or greater and
adjust your heading to maintain 0.8-1.0 NM abeam track over the ground. Prior to
your abeam position complete the landing checklist, ensuring nozzles are at 60°,
flaps to STOL and perform a water check, if required. Make your abeam call to
paddles. Ensure you have sufficient performance using the following squadron SOP
RVL capabilities:
a. NATOPS: 60 KTS VL+ 3100 pounds

b. RP SOLO: 60 KTS VL+ 2000 pounds
2. Extend off the abeam to produce a groove length of 3500' (0.6 NM). This will be
your Key position or the point at which attitude and nozzles are set for landing. This
will be a different sight picture than you are used to. Remember to begin your timing
abeam your intended point of landing, which will usually be the end of the carrier box
at Bogue Field.
3. As you begin your descent off the 180, a combination of stick and power reduction
should be used to establish a 2° glide-slope and AOB as required to arrive at the 90°
position at 450' AGL. At the 90° position, reset the glide-slope to 3°. As you reach
the 45° position your altitude should be 375' AGL. Continue your glide-slope looking
to "Key" on runway centerline 3500 feet prior to the touchdown point at
approximately 325'. With wings level, vane centered and landing attitude set, select
68-73° nozzles (based on headwind) and pick up 60 KTS groundspeed.
4. Start your descent when 4° on the pitch ladder in the HUD intercepts your intended
point of landing. This is the desired descent point, approximately 2000' (0.3 NM)
prior to touchdown. At this point hold your attitude constant (witches hat on or
slightly below the horizon) and reduce power slightly to begin your descent. Put the
velocity vector on the intended point of landing. This is where your 5° glide-slope is
established. After the attitude is set, control the rate of descent with power while
scanning lineup, groundspeed (in the HUD), and angle-of-attack (15 units AOA
maximum). Visually assess glide-slope with reference to the HUD and intended
point of landing. Adjust power as necessary to maintain a 5° glide-slope. Adjust
nozzles as necessary to maintain 60 KTS ground speed
5. While on glide-slope, keep the aircraft on runway centerline. Optimum rate of
descent for a 5° RVL is 500 FPM. If there is any crosswind present, a wings level
crabbed approach should be flown using smooth rudder to assist the aircraft in its
natural alignment just prior to touchdown.

NOTE
When rudder input is required to align the nose of the aircraft

with the runway, a power addition will normally be required
since the aircraft is now flying in an “out of balance
condition" and using bleed air to assist. Failure to add power
or to take out crab prior to touchdown can result in an
increased ROD just prior to touchdown and nose to drop
causing the aircraft to "wheelbarrow" on rollout
6. At touchdown, select idle, allow the aircraft to settle on the runway and smoothly
apply full brakes. When tracking straight and with rudder pedals centered, engage
NWS. Selection of idle at touchdown is mandatory to keep the aircraft from power
bouncing or “wheel-barrowing.” When comfortably tracking straight down the
runway, the nozzles should be reset to 10° and the water switch selected to OFF (if
armed).
7. With anti-skid set to ON, caster mode is selected. Pressing the stick button
produces LO gain.
NOTE
HI gain steering is undesirable above 20 KTS ground speed
Common Errors:
1. The tendency on your first RVLs will be long in the groove. Remember to base your
turn off your intended point of landing, not the end of the runway. While flying the 5°
glideslope to touch-down, don't make a play for the intended point of landing that
requires large power reductions. A large power reduction in close to make a "play"
for the intended point of landing will cause a large rate-of-descent and subsequent
bounce that is difficult to control. If the aircraft is at 15 units AOA a power increase
or attitude reduction must be applied to reduce the AOA and you will have to accept
landing long.
2. Letting lineup drop from scan.
1. Follow proper pattern altitudes, abeam distance, and timing for base turn.
2. Refer to FAM stage for more errors and correction for errors.
Source Documents: VSTOL LSO NATOPS, NATOPS

Name: Taxiing On Bogue Field
Purpose: To move the aircraft safely from the hot refueling area to the hold short
area.
1. In addition to the NATOPS “Taxiing” discussion and checklist, read the MCAS Air
Operations Manual for local taxiing SOPs. When exiting the runway, nozzles will be
a 0°, flaps in cruise and stabilator trim set at 4° nose down. Taxi speed should be
slow and controlled, approximately 2-3 KGS. Hot NWS is used for taxi. Once clear of
runway, safe ejection seat, open canopy and remove oxygen mask if desired. Strictly
adhere to plane captain’s signals to the fuel pits and water tower.
2. Once complete with fuel and water, taxi up to the hold short position. Assure aircraft
is ready for takeoff using takeoff checklist. Then report “UP AND READY” to
paddles.
Common Errors:
1. Not selecting 0° nozzles

2. Not selecting flaps to cruise
3. Not selecting stab trim 4° nose down
4. Not selecting Hot NWS
5. Taxiing too fast
6. Not setting parking brake and ANTISKID - ON with personnel near A/C
7. Not configuring aircraft for takeoff before “UP AND READY” call
1. Ensure aircraft is in proper taxi configuration.

2. Always be aware of where your jet exhaust is pointed.
3. Always be aware that FOD is everywhere.
4. Always ensure parking brake set and ANTISKID - ON with personnel near aircraft.
Source Documents: NATOPS, MCAS Air Ops Manual,

VMAT-203 SOP

Base Ops
Tower 321.8
Paddles 363.6
Taxiway
Water Cart
LHA Deck
Fuel Pits
Wind
Taxiway
23
05 4000 X
660 652
M21 gear Tower M21 gear

Name: Maximum Performance STO
Purpose: When maximum end-speed in a short distance, and / or distance to clear a

50' ADL obstacle is critical, a max-performance STO shall be utilized.
1. Complete "one-finger" checks to include pitch carets to 14. This should be

completed before taking the runway for takeoff. If you have not been cleared for
run-ups, when in position for takeoff and one-finger checks complete, report
"(AIRCRAFT SIDE#), 1 FINGER," at which time the LSS will reply "(AIRCRAFT
SIDE #), CLEARED FOR 2 FINGER / 5 FINGER RUN-UPS FOR THE STO."
Execute engine accel checks. If wet, set water switch to T/O and reset RPM to 60%;
place nozzle lever to STO-stop and check flap programming, nozzle angle, and duct
pressure; place nozzles to 10°. With accel checks complete, report "(AIRCRAFT
SIDE#), 2 (OR 5) FINGERS." LSS will reply "(AIRCRAFT SIDE#); CLEARED TO
LAUNCH."
2. When cleared for takeoff, add full power, holding brakes until tires begin to skid
(notice aircraft creeping forward), then release brakes. At NRAS, select nozzles to
STO-stop. After liftoff, rotate the witch’s hat to the pitch carets, and nozzle-out to
maintain climb angle. If more climb angle is needed for terrain clearance, increase
climb angle by adjusting nozzle rate, maintaining attitude - not to exceed 15° AOA.
WARNING
Large nose-pitch rates must be avoided in V/STOL flight,

because available tailplane and reaction control pitch
authority may be insufficient to prevent AOA from rapidly
increasing above the point where pitch control is lost.
Common Errors:
1. Not performing two/ five-finger checks properly.

2. Launching without clearance.
3. Adding full power with nozzles at STO stop.
4. Not holding the brakes until tire skid.
5. Holding the brakes too long and blowing the tires on STO.
6. Over correcting line-up during launch (PIO).
7. Pulling the power to idle instead of the nozzle lever to 60° at NRAS or nozzle
rotation line.

2. Follow the proper launch officer signals and LSS directions.


Name: Bogue Departures to Cherry Point
Purpose: Bogue departures RTB, VFR or IFR to recover Cherry Point.
1. Aircraft departing Bogue Field will contact Bogue tower or ground control prior to
departure for an IFF code to return to Cherry Point. After launch, comply with local
course rules and contact Cherry Point approach for GCA, TACAN, or vectors to the
initial for the break.
2. Hold down fuel. "Hold down" fuel will be that fuel which the aircraft will be allowed
to takeoff for another trip around the pattern, wave-off at the ramp, and safely
execute a BINGO profile to a divert. Hold down fuel will be defined by the LSS.
Minimum fuel abeam will be 1200 pounds. Hold down fuel may be increased by the
LSS due to weather conditions.
3. Diverts. Primary divert field for Bogue will be MCAS Cherry Point where the BINGO
fuel is 1.0, based on the NATOPS bingo profile for a clean aircraft. Secondary divert
field is MCAS New River where the BINGO fuel is 1.1, based on the NATOPS bingo
profile for a clean aircraft.
4. Signal BINGO. When given "SIGNAL BINGO," immediately conduct a bingo profile
in accordance with the AV-8B / TAV-8B NATOPS. If on Tower frequency, paddles
will provide the bingo profile information as a back-up.
5. Signal RTB. When given "SIGNAL RTB," return to home base in accordance with
local course rules. Minimum fuel for RTB is 3000 pounds for day VFR and 3500
pounds for IFR or night.
Common Errors:
1. Not completing after take-off checklist on RTB.

2. Leaving anti-skid system and exterior lights off.
1. N/A
Source Documents: Cherry Point Course Rules Brief, FOB Stage Brief

Name: FOB Emergency Procedures
Purpose: To correct or compensate for aircraft malfunctions and emergencies in an

FOB environment.
Common Errors:
1. Not accurately following emergency procedures

2. Not accurately assessing the type of emergency that has occurred
1. Know immediate action items, and how they might be affected by the FOB
environment.
2. Assess emergency correctly before taking action. (no fast hands)


Field Carrier Landing Practice Stage
Name: Case 1 Recovery
Purpose: Familiarize with Case 1 recoveries to ship.
1. Case 1 procedures - utilized when weather is 3000’ MSL / 5 NM or better.
Source Documents: V/STOL LSO NATOPS
UPWIND
•Turn downwind with interval
•Pilot responsible for interval
BREAK
DOWNWIND
•1000 feet
•600 feet intercoastal AFTER LANDING •350 KTS (10 sec past bow)
•1,000AGL over E. Isle • Select Idle
• Brakes
• Nozzle Aft
ABEAM
•600 feet
•0.8 – 1.0 NM
ABEAM SPOT OVER SPOT
•50 ft Hover
•120 feet
•Centered on tramline
•1 plane width
•45 deg – abeam cross
•Descending cross
HOVER STOP
•0.5-0.8 DME
TURN
•Wind > 20Kt = Turn prior
•Wind 10-20 Kt = Turn abeam GROOVE
•Wind < 10Kt = Delay 2-4 sec 90 •300-350 feet
20o - 25o angle of bank •400-450 feet •.5-.75 NM
•8.5 - 10 units AOA •Intercept and fly 3o Glideslope
INITIAL
• on ctrline • 3 - 4 min. prior to ‘C’
• 3 NM • 300 - 400 lbs above Set State
• 1200 ft • 300 - 350 kts
AV-8B FSG Ver. 3.0 FCLP 4 - 1

Name: FCLP Communication
Purpose: To understand and comply with proper LSO terminology
1. LSO terminology is located in the VSTOL LSO NATOPS.
Used to inform pilots of existing situations.
AIRPORT TREND TRANSMISSION MEANING RESPONSE

LSO ASSUMES
N/A “PADDLES CONTACT” N/A
CONTROL
ADJUST
FAST/SLOW ON POWER/NOZZLES/ATTITUDE
“YOU’RE FAST/SLOW” SELF-EXPLANATORY
APPROACH OR DECEL TO ESTABLISH PROPER
CLOSURE
HIGH/LOW ON
ADJUST POWER/ATTITUDE
APPROACH OR “YOU’RE HIGH/LOW” SELF-EXPLANATORY
FOR PROPER ALTITUDE
DECEL/HOVER
AIRCRAFT IN LDG
POSITION/CLEAR OF “CLEARED TO LAND” CLEARED TO LAND LAND
OBSTACLES
Informative Calls
Used to direct pilot’s attention to potential difficulties and prevent possible control errors
DRIFTING LEFT OR
AIRCRAFT LINEUP IS
RIGHT OF
“YOU’RE LEFT/RIGHT” L/R OF APPROACH CORRECT LINEUP
APPROACH
CENTERLINE
CENTERLINE
“DON’T SETTLE /DON’T AIRCRAFT WILL GO ADD POWER/CHECK SINK

AIRCRAFT SETTLES
GO LOW” BELOW GLIDESLOPE RATE
“DON’T CLIM/DON’T GO AIRCRAFT WILL GO REDUCE POWER, STOP CLIMB,

AIRCRAFT CLIMBING
HIGH” ABOVE GLIDESLOPE OR INCREASE SINK RATE
RE-ESTABLISH PROPER
STAGNATION ON
“KEEP IT COMING” SELF-EXPLANATORY CLOSURE OR RATE OF
DECEL OR VL
DESCENT
ADJUST NOZZLES/ATTITUDE
FAST “SLOW IT DOWN” SELF-EXPLANATORY TO ESTABLISH PROPER
CLOSURE
Advisory Calls

Used to direct pilots to execute a specific control action.
MANDATORY IMMEDIATE RESPONSE

SETTLING ON
APPROACH OR AIRCRAFT WILL GO
“A LITTLE POWER” CORRECT WITH POWER
INCREASING RATE LOW OR LAND HARD
OF DESCENT ON VL
SINKING (ON
/APPROACH) OR AIRCRAFT IS LOW OR
“POWER” ADD POWER
VERY FAST RATE OF WILL LAND HARD
DESCENT ON VL
SLIDESLIP IS
YAWNING/ROUGH “CENTER THE BUILDING, AIRCRAFT
REDUCE SIDESLIP
ATTITUDE CONTROL VANE/BALL” OUT OF RELATIVE
WIND
ATTITUDE TOO REESTABLISH CORRECT
“ATTIDUDE” NOSE TOO HIGH/LOW
HIGH/LOW ATTITUDE
“CHECK STOP RATE OF DESCENT,
AIRCRAFT DRIFTING
DRIFT DURING VL FORWARD/BACK/ CORRECT FOR DRIFT,
DURING VL
LEFT/RIGHT CONTINUE WITH LANDING
AIRCRAFT BEYOND
SAFE LIMITS DURING “”WAVEOFF” WAVEOF APPROACH EXECUTE WAVEOFF
APPROACH
WRONG
“CHECK GEAR/FLAPS” SELF-EXPLANATORY COMPLY
CONFIGURATION
ROUGH AIRCRAFT
STABILIZE” STABILIZE HOVER ESTABLISH A STEADY HOVER
CONTROL IN HOVER
UNSAFE CONDITIONS ADD POWER/REESTABLISH 50-

N/A “HOVER”
DEVELOP DURING VL FOOT HOVER
AIRCRAFT OUT OF
“(CALL SIGN), EJECT” EJECT EJECT
CONTROL
1. (STO) “STOP THE NOZZLE OUT TOO STOP NOZZLE OUT. IF NO

NOZZLES” (VTO) FAST, STOP SETTLE EFFECT, SELECT
“HOVER STOP” WITH NOZZLES STO/HOVER. STOP.
SETTLE ON ACCEL
FROM STO/VTO 2. “LIMITERS” TRIP LIMITERS FULL THROTTLE, TRIPPING
LIMITER
3. “EJECT” EJECT EJECT
FULL FORWARD STICK,

OVER-ROTATION “”GET YOUR NOSE NOSE HAS ITCHED
REDUCE NOZZLE ANGLE BUT
DURING STO DOWN” UP EXCESSIVELY
NO LESS THAN 20°
1. “ABORT” 1. ABORT TAKEOFF 1. PERFORM NATOPS
VISIBLE ENGINE OR
SHIPBOARD ABOARD
MECHANICAL
FAILURE
2. “EJECT” 2. EJECT 2. EJECT
Imperative Calls (Sheet 1 of 2)

AIRCRAFT DEVIATES
EXCESSIVELY FROM CORRECT TO APPLY APPROPRITE
“LINEUP”
STO/TRAMLINES STO/TRAMLINE RUDDER
DURING STO
SMOKE FROM MLG

“OFF BRAKES” RELEASE BRAKES RELEASE BRAKES
DURING STO
1. ABORT TAKEOFF 1. PERFORM NATOPS
1. “ABORT” SHIPBOARD ABORT
SLOWER THAN
NORMAL
2. FULL POWER/ 2. ADD FULL POWER/
ACCELERATION
2. “POWER/ LIMITERS” LIMITERS OFF TRIP LIMITER
DURING STO DECK
RUN
3. “EJECT” 3. EJECT 3. EJECT
REDUCE
IMPROPER OR OUT
“IDLE” THROTTLE SELECT IDLE
OF CONTROL VTO
TO IDLE
SELECT IDLE UNLESS
STOP LAUNCH
N/A “SUSPEND” TAKEOFF ROLL HAS
SEQUENCE
COMMENCED
Imperative Calls (Sheet 2 of 2)
Common Errors:
1. Not knowing proper LSO terminology

2. Not using the proper terminology
1. Study and understand LSO terminology

2. Use proper terminology

Name: FCLP DECEL / VL
Purpose: The course rules to and from Bogue during the FCLP stage is the same as
during the FOB stage. The VL is conducted the same as during the FAM
stage, with the following exceptions:
1. Groove
a. The altitude in the groove shall be 300-325' AGL. The proper groove length is
0.5 NM (3000-3500').
b. Intercept and fly a 3° glide-slope and arrive abeam the landing spot at 120' AGL.
Transmit "HOVER-STOP" after hover-stop selection. Paddles will reply with
"ROGER HOVER-STOP, CHECK WATER SWITCH, SPOT X, "or "FOULED
DECK," or "EXPECT HEAVY WAVEOFF."
2. Decel
a. An offset approach is used for VFR recoveries, although over-the-stern
approaches may be conducted when circumstances dictate. For offset
approaches, the pilot shall decelerate down the port side of the ship, one plane-
width from the edge of the ship.
b. The decel closure rate should allow the aircraft to be stopped in a controlled
manner abeam the landing spot. Typically, paddles will clear you to cross early if
the closure rate is under control. In this case, do not cross until at a 45° position
off the landing spot.
NOTE
Use of braking-stop during the decel requires an additional
2-3% RPM, and increases workload.
c. The altitude abeam the landing spot shall be no less than 120' AGL, due to FOD
considerations. Once the aircraft has crossed the deck edge, you are cleared to
50' AGL.
d. Use a descending cross directly to the landing spot for a 50' AGL hover,
reference the HPI and tramline for position.
3. VL
a. "Check" calls are used by paddles to position the aircraft over the landing spot. If
given a check-call, move the aircraft 10'. If given a second check-call, move
another 10'. On the third check-call, move until paddles calls "Stabilize."
b. When cleared to land, paddles will call "CLEARED TO LAND," and "IDLE" at
touchdown.
c. Once cleared to land, strive to place your head over the intended landing with the
main landing gear on the tramline.
d. Upon touchdown, reduce power to idle, apply brakes, select nozzles aft and
water switch to OFF (if required). Report fuel state and water quantity.

e. After landing, movement of the aircraft is controlled by the launch officer or LSO.
Common Errors: Refer to FAM stage errors
1. Not scanning hover position indicator during cross, crossing aft (early).
2. Trundling during decel and cross.
3. Not trimming the aircraft.
4. Not flying the aircraft to touchdown (letting nose drop).
5. Not following proper deck procedures after landing.
Corrections for Errors: Refer to FAM stage corrections for errors
1. Maintain proper scan during cross; fly to the HPI and stop above the tramline.
2. Adjust timing off the abeam position in order to arrive in the groove at the proper
key.
3. Trim the aircraft! Trim, trim, trim, scan, relax.
4. Fly the aircraft all the way to touchdown; do not allow a drift to develop.
5. Once on deck, follow the proper deck procedures; idle, brakes, nozzles aft, water
switch off, “FUEL AND H2O STATE”, follow taxi instructions.
Source Documents: V/STOL LSO NATOPS, NATOPS

Name: FCLP Deck Procedures
Purpose: Deck procedures for the FCLP stage are designed to introduce shipboard
deck procedures.
1. All evolutions on the LHA facility will be treated as shipboard operations. Taxi and
all launches / recoveries will be under positive LSO control. All movement on the
LHA deck and launches will be under the control of the LSO. If available a launch
officer will be used to direct aircraft and conduct aircraft shipboard launch signals.
2. Taxi: All aircraft entering the LHA deck will give the LHA tower an "UP AND READY"
call prior to taxiing onto the deck. When ready to enter the LHA deck, call "MARS
(AIRCRAFT SIDE#), UP AND READY, (FUEL STATE), (WATER QUANTITY)." The
proper configuration while on the LHA deck will be: STOL flaps; canopy closed and
locked, external lights off, and anti-skid off; strapped-in, with the seat armed; and
oxygen mask on. All taxiing shall be at a slow and controlled pace under positive
control of a taxi director or LSO (from the simulated Tower). Any incorrect deck
procedures noticed by the LSO will be fined. Minor infractions (lights, improper
communications) will be minimal fines ($1.00). Severe infractions such as incorrect
aircraft configuration or engine accel checks will be fined heavily.
Common Errors:
1. Forgetting to arm the ejection seat.

2. Forgetting to select STOL flaps.
3. Forgetting to turn off exterior lights.
4. Forgetting to close canopy.
5. Taxiing too fast ($1.00 per “SLOW IT DOWN” call from Paddles).
6. Not calling up and ready.
7. Transmitting while other aircraft in the groove ($2.00).
1. Follow the proper deck procedures.

2. Perform checklist.

Name: Max Performance STO from LHA deck
Purpose: The STO from the LHA deck is essentially the same as the Max
performance STO during the FOB stage, except for the following:
1. Lineup: The aircraft shall be aligned in the middle of the tramline, with the nose tire
on the distance marker. Care shall be taken to ensure the nose tire is centered and
low gain steering is engaged (skid off). The minimum distance for STO operations is
300 feet. All STOs will be conducted with 0°, 0°, 2° ND trim, and nozzles according
to aircraft VRST display.
2. Takeoff checks: WITHOUT LAUNCH OFFICER

a. Trim check
i. Trim verify to within 0.1°
ii. Set trim to 0°, 0°, 2° ND
b. Complete one-finger checks as per NATOPS
c. Pilot: "MARS (SIDE #), 1 FINGER"
d. LSO: "ROGER 1 FINGER; CLEARED RUN-UPS"
e. Conduct engine acceleration check
f. If wet, set water switch to T/O and reset RPM
g. Place nozzles to STO STOP and hold
h. Conduct duct pressure, nozzle, and flap checks
i. Nozzles to 10°
j. Pilot: “MARS (SIDE #), 2/5 FINGER”
k. LSO: "ROGER 2 (OR 5) FINGER, CLEARED TO LAUNCH"
l. Takeoff: Apply full power, and hold the brakes until the tires skid, then release.
i. Note maximum RPM and water flow if required.
ii. If the aircraft deviates from the tramline, do not attempt to correct back to the
tramline immediately or PIO may occur. Instead, a correction should be
made so the aircraft arrives at the nozzle-rotation-line with the nose tire on
the tramline.
iii. Rotate the nozzles briskly to the STO-stop at the nozzle-rotation-line.
iv. At bow exit, set the proper STO attitude - This is achieved when the
depressed attitude symbol (witches-hat) is maintained between the pitch
carets and the 5° pitch bar. After a positive rate-of-climb is established,
commence an accelerating transition.
3. TAKEOFF CHECKS: WITH LAUNCH OFFICER

a. Trim check
i. Trim verify to within 0.1°
ii. Set trim to 0°, 0°, 2° ND
iii. Launch O: gives trim signal to pilot, checks vertical stabilator and will give a
thumbs up if trim is correct.

b. Complete one-finger checks as per NATOPS
i. Pilot: Thumbs-Up, 1 finger complete to Launch Officer
ii. Launch O: one-finger run-up signal
c. Conduct engine acceleration check
d. If wet, set water switch to T/O and reset RPM
e. Place nozzles to STO STOP and hold
f. Conduct duct pressure, nozzle, and flap checks
g. Launch O: check nozzles and flaps and signal (2) Thumbs-up to pilot
h. Nozzles to 10°
i. Launch O: signal two- (or five-) finger run-up signal
ii. Pilot: Acknowledge 2 or 5 fingers
iii. Launch O: check tramline clear, salute pilot, touch deck to signal launch
iv. Takeoff: Equal to paragraph 2.n of this section.
i. STO abort: Depending on the launch distance, an abort decision during a STO
must be made very early in the run. The chances of a successful abort diminish
rapidly after brake release.
Common Errors:
1. Refer to FAM stage errors
1. Refer to FAM stage corrections for errors

Name: Heavy Wave-off
Purpose: To successfully execute a heavy wave-off
1. Procedures are in accordance with LSO NATOPS and Heavy Wave-off procedures
2. Any aircraft with a fuel weight exceeding RVL / VL capability shall be told "EXPECT
HEAVY WAVEOFF" by paddles at the abeam position and water will NOT be
selected. Fly a normal pattern, to include intercepting a 3° glide-slope, until reaching
the Key. Do not select hover stop. Do not select nozzles greater than 60 degrees.
At the key, initiate a waveoff and call "WAVING OFF." If a JPT or RPM
corresponding to "2 LEGS" of the PMI is reached at or above 60 KCAS during an
approach to landing, a waveoff shall be initiated and reported.
Common Errors:
1. Selecting nozzles greater than 60 degrees.

2. Selecting hover stop
1. Do not select nozzles greater than 60 degrees
Source Documents : LSO NATOPS, FOB FSG

Heavy Wave-off Procedures,

Name: NORDO Approach
Purpose: To maintain non-verbal communication between the LSO and pilot to

safely recover the aircraft during a lost communication situation.
1. During the FCLP stage you will perform a simulated NORDO approach to gain
familiarity with the procedures in the event of an actual NORDO situation. During
the simulated and actual NORDO approach, continue to make all the proper calls “in
the blind.” Do not sacrifice flight safety during a “simulated” evolution. If anything is
unclear ask questions.
2. By using light signals (similar to standard tower light signals) the LSO can clear the
aircraft to continue the approach, land, add power, waveoff or divert.
3. The LSO will use light signals to communicate with the lost-COMM aircraft. Comply
with the following:
a. Continue in the FCLP pattern - Fly a normal approach
b. First green light - Roger hover-stop
c. Subsequent green lights - Power (On the third consecutive cut light, the limiters
shall be tripped.)
d. Abeam the landing spot you are cleared to cross, if the spot is open (no signal
from the LSO).
e. Steady green light in the hover - Cleared to land
f. Flashing Red light - Wave off
g. Alternating red / green - BINGO
h. Fly the aircraft, handle the emergency, make calls in the blind. Remember, the
runway will be available if needed for actual emergencies.
Common Errors:
1. Not scanning the lights during a simulated NORDO approach - taking own waveoff
unnecessarily.
2. Not understanding light signals.
3. Not responding to light signals.
1. Know the light signals for a NORDO approach and be prepared to execute the
approach.

Name: FCLP Emergency Procedures
Purpose: To make good timely decisions involving aircraft emergencies
1. Procedures are in accordance with VSTOL LSO NATOPS, and NATOPS.

2. Recovering an emergency aircraft in a shipboard or simulated shipboard (FCLP)
environment requires some special consideration due to the fact that all recoveries
aboard a ship must be a VL. The good news is that at Bogue Field there is a runway
(albeit a short one) right next to the LHA deck and MCAS Cherry Point is only 15
miles away so you could easily fly any emergency back to home.
3. The list of emergencies that have specific implications in the FCLP environment are
listed below. They will be reviewed at every FCLP flight brief; you should think
through them ahead of time and come up with a sound course of action for each. If
you have any questions on any of them, discuss them with an LSO.
a. Electrical failures
b. Landing gear malfunctions
c. Brake failure
d. No lift off on STO
e. Loss of thrust
f. Dual DECS failure (EFC warning light) or loss of engine control or RPM
fluctuation during VL
g. Abort
h. Over rotation on STO
i. Fire (FIRE light)
j. NORDO approach
Common Errors:
1. Not accurately following emergency procedures.

2. Not accurately assessing the type emergency that has occurred.
1. Know immediate action items for all emergencies.

2. Assess emergency before reacting too quickly (no fast hands).

NATOPS

Formation Stage
Name: Section Taxi / Marshal Procedures
Purpose: Safely and expeditiously taxi with FOD avoidance.
1. Taxiing:
a. Always taxi with a FOD avoidance mindset. You are not the only aircraft on the
airfield any more. Think about where your nozzles are pointing and will point
when you move your aircraft.
b. When following other aircraft, maintain a 1000' minimum separation. Two ways
to determine 1000' are; 1 - (pick two objects 1000' apart, say the distance
remaining boards, and put the two aircraft at that separation) and 2 - keep the
aircraft in front of you smaller than the VV wings. They are 30 mils in width and a
Harrier has a wingspan of about 30' (1mil at 1000' = 1').
c. You can taxi behind stationary aircraft at 90° TCA or greater. Give yourself
enough distance. Common sense applies.
d. Out of the line, closest to the hangar taxies first. If you’re beak-to-beak, taxi in
order of call sign. (MARS-22 will taxi before MARS-23).
e. Whenever you are ready for takeoff your landing light will be on. Whenever you
have stopped taxiing (w / no intent to continue to taxi) or are doing checks, your
landing light will be off. During daylight taxiing in and out of the line will be done
with landing light off.
2. Marshalling:
a. Heading to the warm up area will be exactly like in FAMs. If Lead has taxied first,
he will make it evident on which side of his aircraft he wants you. He will park his
aircraft in the corner of the warm-up area leaving you no option, but to park on
the correct side. If you are the first to taxi, head for the middle of the edge of the
warm-up area, perpendicular to the takeoff runway. Lead will come up on the
correct side.
b. Complete the takeoff, combat, miscellaneous checks to include a yardstick check
(ensure TACAN is boxed on the AMPCD or PROX is colonized on the ODU to
receive DME information in the HUD) and set the default cards. Complete your
one-finger checks. Once all checks are complete, examine the aircraft next to
you for leaks or damage. Ensure you are both configured the same. If Lead’s
position lights are off, have yours off. AUTO flaps have no aileron droop; STOL
flaps have aileron droop. Once satisfied, the last member in the flight turns his
landing light on and passes the “up and ready” signal with a thumbs-up, up the
line.
AV-8B FSG Ver. 3.0 FORM 5 - 1

3. Taxiing to the runway:
In section there are three ways to taxi to the runway: section taxi, Lead crosses in
front of Wing, and Lead / Wing kiss off.
a. When taxiing in section, ensure your intakes are in front of Lead’s cold nozzles.
This will put you in an acute position on Lead. Lead will “pat you aboard.” Follow
Lead’s movement utilizing brakes and power as necessary to maintain position.
Turns away will require slightly more power and turns into will require more
brakes. Once the section is about to enter the runway, Lead will kiss you off.
Taxi your aircraft to be centered on your half of the runway. Lead will continue to
taxi just enough to allow you to center up on the runway and pull up to have your
intakes forward of Lead’s cold nozzles.
W Line Abreast
IN
D
32
R
LEAD -2
b. Lead crosses in front of Wing. Lead will start to taxi straight ahead and then
turns across your nose heading to the runway. Once Lead turns and taxies
away, you can start to taxi to your position by ensuring you have 90° TCA.

c. Lead / Wing kiss off. Lead will “pat you aboard” and start to taxi. After both
aircraft start moving, Lead will kiss you off and continue to taxi in position. You
do the same by heading to your position. Ensure you keep your intakes ahead of
Lead’s cold nozzles until you have separated enough.
Common Errors:
1. Not taxiing to the long position as dash last.

2. Positioning on the wrong side of runway.
3. No tail pipe courtesy.
4. Incorrect COMM.
1. Position on the numbers for the last aircraft.

2. Lead will take downwind side of runway, this means Dash 2 and Dash 4 are on the
upwind side.

Name: Section CTO
Purpose: Maintain IFR parade for low ceilings.
Description or Procedures:
1. Section CTOs will begin from a line abreast position. Minimum lateral separation of
one wingspan, and your intakes forward of Lead’s cold nozzles. Once in position,
each member of the flight will secure their landing light and you will pass the one-
finger signal to Lead. Once Lead sees that you are ready, Lead will call for takeoff, if
not already received.
2. Once tower has cleared the flight for takeoff, Lead will visually pass the two-finger
run-up signal. At this point, conduct your engine run-ups in accordance with
NATOPS. When complete with your engine run-ups, turn on your landing light and
pass the two-finger signal to Lead.
3. When ready for takeoff, Lead will nod head forward (preparatory), then aft
(command). As Lead’s head hits the headrest, he will release his brakes and then
smoothly add full power (checking top-end rpm exactly like in FAMs). Lead will then
assess any trends and make a power adjustment as required by reducing to 100-
105%.
4. Select full power, check top end RPM, and adjust power as necessary to maintain
position. Maintain an acute parade bearing and remain centered on your side of the
runway. Prior to liftoff Lead will give the “go-fly” signal. You should match Lead’s
attitude during liftoff, raise the gear on Lead’s head nod, and nozzle-out. Ensure
your aircraft is clean, and then position your aircraft in parade.
Common Errors:
1. Over-rotation on CTO / losing sight.

2. Taking the lead.
3. Sucked from the start.
1. Don’t over rotate

2. Fly off Lead
Source Documents: Video: CTO, NATOPS

Name: Individual STO from the Stream Position
Purpose: To reduce FOD potential during section take-off.
1. All members of the flight will taxi to the runway using FOD avoidance procedures
(i.e. parade taxi, tailpipe courtesy). Lead will proceed up the runway far enough to
ensure a minimum of 1000' or takeoff roll plus 300' whichever is greater (or in
accordance with current SOP) between aircraft. Dash-last will indicate in position
and ready for run-ups verbally, “4, 1 FINGER”, and visually by securing his landing
light. Dash-3 and -2 will repeat the same step in reverse order to indicate in
position.
2. Once Lead has received visual / verbal concurrence of all in position, he will call for
takeoff. Upon clearance for takeoff Lead will state over COMM 2, (COMM 1 if any
aircraft is single radio) “MARS-11 FLIGHT, RUN ‘EM UP.” At this time the entire
flight will do their acceleration checks. Once complete, Dash-last will initiate ready
for takeoff verbally, “-4, 2 FINGERS” over COMM 2, (COMM 1 if any aircraft is single
radio) and visually by turning “ON” his landing light. Dash-3 and -2 will repeat the
same steps in reverse order.
3. Once Lead has received verbal / visual confirmation of all members ready for
takeoff, he will state “MARS-11, ROLLING,” and execute an individual STO. As
lead’s aircraft leaves the ground Dash-2 will call “MARS 12, ROLLING,” and execute
an individual STO. Each remaining aircraft will make a “ROLLING” call and then
initiate their take-off when the preceding aircraft has left the ground. Due to the
increased interval between the aircraft Lead will reduce power to 105% RPM after
safely airborne to allow the trailing aircraft excess power to rendezvous.
Additionally, the trailing aircraft should take advantage of any turns by getting on the
inside to help close the interval with geometry. To avoid unrecognized closure,
ensure that no aircraft are inside your HUD field-of-view.
Common Errors:
1. Not commencing ACCEL checks when Lead says, “RUN ‘EM UP.”
2. Not executing take-off roll at proper interval.
3. Boresighting any member of the flight.
Source Documents: NATOPS, MAG-14 SOP

Name: Section Stream STO
Purpose: To facilitate expeditious join-ups.
1. Procedures are similar for individual STO from the stream position. All members of
the flight will taxi to the runway using FOD avoidance procedures (i.e. parade taxi,
tailpipe courtesy). Lead will proceed up the runway far enough to ensure a minimum
of 1000' or takeoff roll plus 300' whichever is greater (or as current PIF dictates)
between aircraft. You will indicate in position and ready for run-ups verbally, “2, 1
FINGER”, and visually by securing your landing light.
2. Once Lead has received visual / verbal concurrence, he will call for takeoff. Upon
clearance for takeoff Lead will state over COMM 2, (COMM 1 if any aircraft is single
radio) “MARS-11 FLIGHT, RUN ‘EM UP.” At this time do your acceleration checks.
Once complete, call ready for takeoff verbally, “2 (or 5) FINGERS” over COMM 2,
(COMM 1 if any aircraft is single radio) and visually by turning “on” your landing light.
3. Once Lead has received verbal / visual confirmation he will call “MARS-11,
ROLLING, ROLLING, GO.” Execute a simultaneous / individual STO. Climb slightly
above and to the outside of Lead’s aircraft to avoid its jet wash. Expect Lead to
perform a flatter accelerating transition than previously seen in FAM so you can fly
above his jet wash. To avoid unrecognized closure, ensure that the lead aircraft is
not inside your HUD field-of-view.
Common Errors:
1. Not commencing ACCEL checks when Lead says, “RUN ‘EM UP.”
2. Not selecting full power when Lead says, “ROLLING, ROLLING, GO.”
3. Boresighting any member of the flight.
4. Over rotating and losing sight of Lead.
Source Documents: NATOPS,

Video / Audio from –2 position of SSTO

Name: Takeoff Rendezvous
Purpose: To safely and expeditiously join up after takeoff.
1. Two types of rendezvous’ may be used: circling rendezvous and running

rendezvous. There are many situations (takeoff, changing formation, off target, etc.)
when a combination of circling and running rendezvous is required. Although the
dynamics will present a different geometric picture than you are used to, application
of the basic rendezvous procedures described in the following paragraphs will get
you aboard safely and expeditiously. At VMAT-203, all rendezvous’ will be carried
out VMC at 300 KIAS, or as briefed, and nozzles will not be used to affect any
rendezvous in VMAT-203, until TVC sortie is complete.
2. Circling rendezvous: The takeoff rendezvous will employ the circling rendezvous
technique to the maximum extent possible. All aircraft, when safely airborne, will
maneuver to the inside of Lead’s radius-of-turn and execute a normal circling
rendezvous on bearing line. Special attention must be given to maintaining sight
and proper separation on aircraft joining in front of you (if in division). Do not place
the lead under the VV. Daytime closure shall not exceed 50 knots, 25 knots once on
bearing, less than 15 knots in close. Nighttime closure shall not exceed 25 knots, or
no more than 15 knots on bearing. All aircraft will join from the inside of the turn. If
still in a turn, cross under to assume an echelon position. If Lead rolls wings level
prior to all members joining the flight, the remaining members will change to a
running rendezvous. Once all members of the flight are joined, Dash-2 will balance
the formation. If runway or departure requirements warrant something different, the
takeoff rendezvous will be as briefed.
3. See Running Rendezvous:
Common Errors:
1. Bore-sighting Lead.
2. Exceeding closure limits.
3. Going through Lead’s jet wash.
4. Losing sight of Lead, -2 – 3.
1. Keep Lead outside the airspeed & altitude boxes in the HUD.
2. Scan airspeed.

Name: Parade Formation
Purpose: Administrative control of a formation for IFR or when viewed from the
ground.
1. This formation will normally be used when operating within Class D Airspace, in
instrument conditions, and at any time the formation will be viewed critically from the
ground. By definition, it is a formation with limited maneuverability and lookout
capability. The entire job of maneuvering the formation rests with Lead, who is very
restricted and must be smooth. All speed brake, gear, flap, and nozzle configuration
changes will normally be signaled by Lead.
2. Position: The parade position is flown by the wingman aligning his head with the
Lead’s aileron / flap hinge line. The wingman is very slightly stepped-down on the
Lead, which puts the Lead’s wingtip in line with the bottom of his fuselage, and
places the wing landing gear over avionics panel door 60L or 60R. Wingtip
clearance shall be no less than 6 feet. In division, the formation is a combination of
two sections, in which the wingmen fly a parade position identical to that flown in
section formation. Normally divisions will not fly in echelon for extended periods of
time; rather the flight will be balanced. Every attempt should be made not to turn
into a division echelon. The positions are shown in NATOPS.
3. Turns: While flying in parade formation, turns may be performed using either of two
techniques – VFR Parade or IFR Parade. VFR parade is maintained by rolling about
the individual aircraft’s axis, where IFR parade consists of rolling about Lead’s axis.
When using the first technique, the aircraft’s large intakes make it impossible to keep
Lead’s head in view and, therefore, visual signals between aircraft are not possible.
For this reason, instrument-wing is preferred with two aircraft. Using instrument-
wing formation, the wingman always maintains a fixed wing position, riding up on
turns away, and down on turns into the wingman. All parade turns in VMAT-203
should be flown in instrument-wing formation unless briefed differently. All turns in
division balanced parade should be VFR parade turns. All turns in division fingertip
should be IFR parade turns.
Common Errors
1. Flying Blue Angel parade or too far from Lead.

2. Over controlling minor corrections, not trimming A/C.
3. Poor mission cross-check time.
1. N/A

Name: Visual Signals
Purpose: To facilitate communication between aircraft in a COMM-out environment.
1. Know how to pass the following signals by hand and arm (day) or light (night):
HEFOP signals, passing the lead, cross under wingman, cross under section, fuel,
B&R, level off, climb, descend, turn left / right, speed brake, gear, nozzles / flaps,
take combat spread, take cruise, come aboard, land, need VL, kiss off.
Common Errors:
1. N/A
1. N/A

Name: Cross Under
Purpose: To change sides in a formation.
1. Cross unders in the AV-8B are similar to those in other aircraft, and should be
smooth, controlled maneuvers. Unlike the T-45, where you performed a 3-step
“square” cross under, they are executed in one fluid motion.
2. The wingman should reduce power slightly and smoothly go sucked, while
descending to a position that ensures adequate clearance from Lead’s aircraft and
jet-wash. A minimum separation of one-half aircraft-length nose-to-tail should be
maintained while crossing under Lead’s aircraft. Once on the other side, the
wingman will add power to achieve proper bearing line while climbing to parade
position. The maneuver should resemble an oblique U from the parade position on
one side of lead’s aircraft to the other.
Common Errors:
1. Not leaving enough step down and entering Lead’s jet wash, coming up into position
prior to crossing Lead’s wing and entering Lead’s wing vortices.
1. N/A

Name: Lead Change
Purpose: To change Lead.
1. To pass the flight lead, Lead will tap his forehead then point to you. To accept the
lead, tap your forehead and point directly forward. The lead change has not
occurred until it has been accepted. The lead change may also be accomplished
utilizing the radio.
2. The new wingman will now take a slight cut away (about an additional ½ wingspan)
and reduce power. Wing will slowly move aft until intercepting the bearing line then
add power to move into parade position.
Common Errors:
1. Reducing power when accepting the Lead.

2. Not anticipating power addition to intercept bearing.
1. N/A

Name: Cruise Formation
Purpose: Administrative formation allowing more maneuverability than parade.
1. The cruise position allows for increased flight maneuverability and lookout capability.
It may be used to reduce the workload on the flight members.
2. Position: The wingman’s position is within a 120° cone astern Lead, with a minimum
of one-aircraft-length nose-to-tail. The 120° cone lies approximately behind the lead
aircraft's wing leading edge. The wingman’s power setting should remain relatively
constant while maneuvering within the assigned area. In turns exceeding
approximately 30° AOB and for other than a short duration, wingmen should slide to
the inside of the turn. Avoid working the airplane into a hole by trying to conserve
too much power and maintaining position only with bearing. In the event the
wingman finds himself sucked on the inside, he should simultaneously add power
and pull up on the bearing line to close. If inside the turn and acute, he should
simply fly to the outside of the turn, and move back in when nose-to-tail separation is
satisfactory. If outside and going sucked, he should add a little power and fly to the
inside of the turn. When Lead rolls wings-level and has stopped his maneuvering,
Dash-2 should slide to the outside edge of the cone (to Lead’s wing-line) so he can
be seen by Lead. In general, Dash-2 should always be able to see Lead’s head.
3. Restrictions: There are no restrictions on the amount or severity of maneuvering
that may be performed in cruise, with the exception that large power changes should
never be made by Lead. Normally, the wingman (or Dash-3) will position himself to
the inside of the turn.
Common Errors:
1. Flying a sucked position where Lead cannot see you.

2. Getting spit out of turns.
3. Not enough step-down when crossing under.
1. When not maneuvering fly a position that is forward on the 120° cone. This will
make it easy for Lead to see you and pass any signals.

Name: Running Rendezvous
Purpose: Join aircraft in an expeditious manner.
1. A running rendezvous is a join-up from trail position. Lead’s airspeed is important,

and must be briefed. The wingman should establish an overtaking airspeed, being
careful not to overshoot during the final portion of the rendezvous (maximum 50
knots excess airspeed, initially). Relative motion is difficult to discern when
approaching from a trail position; therefore, the wingman will displace his aircraft
laterally (approx. 500'.) to gain aspect on Lead or other joining aircraft. As you
approach the bearing reduce airspeed slightly to arrive on bearing line with no more
than 25 knots closure. The wingman will then maintain his aircraft on bearing line
and complete the rendezvous to parade position. In division running rendezvous,
the flight will join as briefed, giving special attention to separation on all aircraft
ahead of you. At no time should you place any aircraft under the VV. By offsetting
Lead between the HUD and canopy bow, you will have adequate lateral separation.
2. At night closure is 25 knots in trail, 15 knots on bearing.
Running
Rendezvous Time B
< 25kts Vc (on Bearing)
Time A
< 50 kts Vc

3. Running rendezvous overrun. In the event that closure is not under
control during the final phase of the running rendezvous, an “overrun”
will be performed. This is accomplished by:
a. Lowering the nose to increase vertical separation
b. Selecting idle and speed brake
c. Maintaining lateral separation from the lead aircraft
d. Transmit “MARS-XX, OVERRUN.”
e. Allow Lead to pass by until re-intercepting the bearing line for the
rendezvous.
Common Errors:
1. Excessive closure.
2. Placing Lead in HUD field-of-view.
3. Under running vice “over running.”
4. Losing sight of Lead.
1. N/A

Name: Break-Up & Rendezvous
Purpose: Practice joining a flight using the CV rendezvous technique
1. Circling rendezvous: The circling rendezvous is the rendezvous portion of the

carrier breakup & rendezvous exercise. The entire exercise will be covered here.
The flight shall be positioned in echelon so the appropriate hand signals can be
passed. It is important that the lead aircraft maintain a pre-briefed altitude and
airspeed throughout the exercise.
a. The Lead will pass the breakup & rendezvous signal to his flight. Add full power
and turn using 4 G’s or 10° AOA. He will continue this turn through 180°. After
delaying for 4 sec (inside turn circle), or 8 sec (outside turn circle), Dash-2 will
commence a similar maneuver, in order to end up in-trail of the lead aircraft;
Dash-3 will delay 4 sec and commence a similar maneuver, followed by Dash-4.
Once Dash-4 is in-trail of the flight, he will transmit “FOUR IN-TRAIL.” The Lead
will then commence a rendezvous turn at 300 KTS.
b. The entry into another aircraft’s turn circle can be easy identified utilizing the
canopy and external horizon. If an aircraft is outside the turn circle, you will
notice the lead aircraft aspect is changing accompanied with a slight drift across
the canopy in the direction of the turn. This is usually occurs outside of 2 NM for
a 300 knot, 30° AOB turn. Upon turn circle entry, the lead aircraft’s aspect will
stabilize with a noticeable increase in the line-of-sight (LOS) rate across the
canopy in the direction of the turn. This is much easier to recognize from a
stabilized position (close to wings level in a slight lead or lag on Lead). This
works well if the A/A TACAN is inop or you’re unaware of the lead aircraft,
airspeed, turn rate and radius.
2. Rendezvous inside the turn circle: (< 2 NM in trail). It is important that each
wingman continue straight ahead until Lead bears 30° relative to his nose. Once the
aforementioned is obtained, roll into a 60° AOB turn, pulling toward the inside of
Lead’s turn radius. If the wingman turns immediately after Lead, he will simply be
flying on Lead’s turn-circle and will require an excessive power and airspeed
advantage to join. After Lead passes back through the wingman's 12 o’clock
position, the bank angle should be reduced to avoid an excessive heading change
and over shooting the bearing line. Wingmen should use enough power to gain a
25-knot speed advantage to expedite the rendezvous inside the turn circle. As the
rendezvous bearing is attained, adjust the bank angle to maintain bearing line. The
bearing line is defined as looking up the leading edge of the inboard wing, having the
vertical stab on the outboard wingtip or by placing Lead in the “triangle” formed by
the canopy bow and the glare shield with fuselage alignment.
a. To correct an “acute position” (forward of the bearing), reduce your AOB and
reduce power if required. This will allow Lead to fly out in front, which places you
back on bearing. To correct for a “sucked position” (aft of the bearing), increase
your AOB and pull towards Lead’s bearing. A power addition may be required.

b. When corrections are made from an acute or sucked position, remember that as
bearing line is re-intercepted, the fuselages must be re-aligned to prevent large
overshoots. By freezing the lead aircraft at a relative position in the canopy,
movement off the bearing line can be easily detected and corrected during the
rendezvous. If a member of the flight is slow to get aboard, the aircraft following
him will join in cruise and complete the rendezvous in cruise formation on the
slow member of the flight, crossing under the slow member of the flight as he
crosses behind Lead. The Lead shall be kept on the horizon, to affect a level
rendezvous.
c. Take step-down at one-aircraft-length separation, cross to the outside and
resume IFR parade.
d. In the event that an underrun becomes necessary:
i. Lower the nose
ii. Level the wings
iii. Select idle
iv. Speed brake out
v. Pass below and behind Lead’s aircraft
vi. Transmit “MARS-XX UNDERRUN.”
vii. When stabilized on the outside of the turn and cleared by Lead, reestablish
the final portion of the rendezvous inside Lead’s turn, and complete the join.
3. Rendezvous outside the turn circle: (> 2 NM in trail). This will initially require Dash-
2 to fly a pure pursuit vector on Lead until he is inside Lead’s turn circle at which
time he will analyze where he is on Lead’s bearing line. If he is forward of the
bearing line, he will need to lag Lead’s aircraft by rolling wings-level or taking a cut
away from Lead. If he is on the bearing line, then a turn to gain fuselage alignment
will be necessary. If he is aft of the bearing line, then a “pull to the bearing” will be
needed. With the bearing line established, proceed as described in paragraph 2.
The intent for this breakup and rendezvous is to show the RP a high aspect
rendezvous.
d2
b
c
d
Post e2
Tu c2
r n C i r c le e
2-3 NM
b2 Time d-e
Time a
Time b-c
Circling Rendezvous

4. Night rendezvous: Night rendezvous shall be carried out in VMC. The following
procedures will be used:
a. Airspeed is 300 KIAS.
b. Altitude as briefed by Lead.
c. Trailing aircraft will call “VISUAL” when lead aircraft is identified. If a circling
rendezvous is required, the lead aircraft shall call and commence a port or
starboard 30° AOB turn.
d. Trailing aircraft will close slightly below Lead’s altitude with lateral separation,
and call “LIGHTS”, “SMASH OFF” and / or “DIM” as required.
e. Maximum closure in-trail is 25 knots.
f. Maximum closure once on-bearing is 15 knots.
g. There will be NO mission crosschecks completed during any night rendezvous
when closer than the cruise position, until stabilized in the parade position; all
your attention will be on completing the rendezvous safely.
5. Night breakup & rendezvous practice:

a. “Breakup & rendezvous” will be performed in the same manner as day, with the
following additions:
i. Lead will turn his anti-collision lights on just prior to the breakup.
ii. Lead will transmit “LEFT” or “RIGHT” to indicate direction of turn.
b. Bearing line on a night rendezvous is difficult to discern. Using the taillight,

wingtip light, and anti-collision light; place the anti-collision light one-third of the
distance from the wingtip light to the taillight. At approximately one-half mile you
will be able to pick up the strip lighting. At this point, align Lead’s wingtip light
with the strip light on top of his aircraft, just aft of the canopy. Once in close, your
anti-collision light will illuminate Lead’s wing, allowing you to complete the
rendezvous visually.
Common Errors:
1. Not maintaining sight.

2. Not scanning ABCs.
3. Not scanning airspeed.
4. Not seeing turn circle entry.
5. Not seeing bearing.
6. Making too aggressive corrections in close, (going blind).
7. Not under running when needed.
8. Starting cross under too far out.
1. N/A

Name: Section Battle Damage / Ordnance Checks
Purpose: To confirm aircraft integrity and ordnance status of all flight members prior
to return to base.
1. Procedures are in accordance with Air NTTP.
Common Errors:
1. Not “FENCE-ing out” prior to joining in close proximity to other aircraft.

2. Not using proper signals for lead change.
3. Poor basic airwork while flying as Lead.
4. Not closely checking other aircraft (i.e. not seeing “hung” bombs, loose fasteners,
etc.)
1. Perform your Tacadmin checks again prior to join up; ensure all weapons are
deselected and all armament switches are SAFE (ALE-39/47 is often forgotten).
2. Watch the visual signals carefully, especially for the lead change; there can be no
ambiguity about “who’s on first.” If something is unclear, ask on the radio.
3. Fly the heading and altitude that Lead gives you at the lead change. If the flight is in
a descent or a turn during the lead change, Lead will tell you what the level-off
altitude or roll-out heading should be; fly it.
4. Be deliberate when performing a visual inspection of the other aircraft. Lead is
going to make decision about the recovery based upon your input from the
inspection. Don’t pass bad / unsafe gouge.
Source Documents: Air NTTP

Name Formation VFR Break Maneuver
Purpose: Transition from tactical airspeeds to the landing configuration in an

expeditious manner.
1. All aircraft, whether in formation or as a single-ship, will follow the same break
procedures as in FAM stage. The break interval will be two seconds - any increase
in the interval to be briefed by Lead. The break shall be a level 4G or 10° AOA turn,
with no more than 10° AOA on downwind. Once established on downwind and less
than 250 knots, the gear will be lowered and 25° nozzles selected; do not select
greater than 25° nozzles until abeam. The remainder of the checklist remains the
same. Lead will make a normal abeam call: “MARS 21, ABEAM, GEAR, RVL.” If
cleared to land as a flight, Dash-2, -3, and -4 will make the following calls: “MARS-
22, GEAR, MARS-23, GEAR, MARS-24, GEAR.”
Common Errors:
1. Being on the wrong side.

2. Delaying too long.
3. Slicing / ballooning the turn.
4. Not matching Lead’s pull.
5. Waiting too long for landing checklists.
7. Selecting greater than 25 nozzles prior to the abeam.
1. N/A

Name: Formation Approach Procedures
Purpose: Practice section flying during the recovery phase.
1. Dirty-up procedures for all day section approaches are identical, regardless of the
type landing planned. The standard NATOPS gear signal, when acknowledged by
the wingman, will be followed by a head-nod from Lead. When Lead’s head touches
the headrest, lower the landing gear. At approximately 1-2 miles prior to intercepting
the glide slope, Lead will indicate 25° nozzles by giving three “nods” with a clenched
fist, followed by a number of fingers to indicate nozzle angle desired. At Lead’s
head-nod, both aircraft will lower nozzles and check duct pressure, then select flaps
to STOL. The approach is flown at 8° AOA by Lead to preclude a wingman at higher
gross weights being above 10 units AOA. Avoid flying in the 165 knots area in order
to stay out of aileron droop.
2. After breaking out and acquiring the runway environment, the wingman should
detach, on Lead’s signal, by placing the nozzles to hover-stop to gain adequate
separation. The wingman should hold hover-stop until reaching approximately 8°
AOA and then nozzles as required for the appropriate landing (avoid overshooting
10° AOA). If performing an RVL or VL, water checks will be performed prior to the
key. The lead aircraft will remain at the approach nozzle angle for at least 5 sec for
separation, continue with the approach, and carry out an individual landing. The
wingman should not fly below the Lead’s altitude during the approach.
a. Tower downwind: Ensure you are on the appropriate side so Lead can turn
downwind first. Once upwind, Lead will kiss you off and turn downwind. Wait
until Lead is 45-60° off your heading before turning downwind to establish
appropriate interval.
b. Missed approach: Lead will indicate a missed-approach by giving the “go fly”
signal with his hand and slowly adding approximately 10-15% RPM. It is
imperative that the wingman match Lead’s power as close as possible. With a
positive rate-of-climb, Lead will signal for the gear. On Lead’s head-nod, raise
the landing gear, select AUTO flaps, and nozzle-out.
c. Night section approach: The same procedures apply for transition to the
landing configuration, except it will be done verbally over COMM 2. Taking
separation or lead turning down wind will be initiated by lead turning on his anti-
collision light and position-lights to full bright. Separation can also be
accomplished via the radio.
Common Errors:
1. Flying too close / too far.

2. Missing hand arm signals.
3. Being too late / early during configuration changes.
4. Wingman not prepared to assume the Lead.

1. N/A
Source Documents: VMAT-203 SOP

Name: Section Emergency Procedures
Purpose: To safely recover an emergency aircraft using a wingman and any other
available assets to assist with the recovery.
1. Procedures are in accordance with VMAT-203 SOP for Flight Operations.

2. NATOPS has very specific procedures for telling you what to do with your own
aircraft if you have an emergency. When you are flying in formation and have a
wingman to assist with emergencies your chance for successful recovery of the
emergency go up significantly if good crew coordination is used between the flight
members. Wingman can provide invaluable assistance like performing a visual
inspection of the aircraft or reading out checklists and procedures. To fully take
advantage of this resource, however, we need standardized procedures that state
the responsibilities and duties of flight members during an emergency or the
wingman could just be getting in the way and creating more confusion than
assistance. The VMAT-203 SOP for Flight Operations states the roles of each
aircrew in general terms and also gives specific standards for situations that are
most likely to be encountered. In instances that are not covered in the SOP, good
CRM and sound judgment are mandatory.
3. You must study and be well-versed in the standards of the Flight SOP so you know
what is expected of you because if an emergency does occur there may not be time
or the capability to discuss roles and responsibilities so they need to be ingrained in
your head.
Common Errors:
1. Not using CRM to accurately diagnose and then correct the problem.
2. Not knowing the roles and responsibilities for section emergencies.
1. Be an active participant in the flight. No “sand-bagging”… use CRM principles to

identify and resolve problems whether they are caused by aircraft malfunctions,
weather, etc.
2. Study NATOPS and the Flight SOP.
Source Documents: NATOPS, VMAT-203 FLTSOP

Advanced Aircraft Handling Stage
Name: Nozzle Deflection Training
Purpose: Nozzle deflection training will be conducted to teach the aviator what the
cockpit indications are of normal engine operations with nozzles deflected
during wingborne flight.
1. IAW TVC straight and level procedures found in AA syllabus.
Common Errors:
1. Improper / incorrect scan of engine instruments.
1. Scan EDP for nozzle position, note short lift datum RPM on EDP (113.5 %), note 15
second caution light, scan EDP for high duct pressure, note increasing AOA with
decreasing airspeed in level flight, and increase in pitch sensitivity.
Source Documents: AV-8B NATOPS
AV-8B FSG Ver. 3.0 AAH 6 - 1

Name: Tactical Administration (tacadmin) Checks
Purpose: To provide procedures for preparing the aircraft and systems for combat
operations in hostile territory. This section provides an abbreviated
description only. Reference the current Air NTTP 3-22.3-AV8B Ch 3
Tactical Administration - Tactical Administration Checks paragraph and
Return to Force (RTF) paragraph for a full description of the procedures
below.
Description of Procedure:
1. FELPG-F is an acronym used as a memory device when performing tacadmin

checks.
2. F – Flight Environmental Assessment. Provides an opportunity for flight leads to
assess environmental factors that could prevent or modify the plan of execution.
3. E – Expendable Check. The Comm-in expendable check is SOP at VMAT-203.
4. L – LAT/LAW/PUC Checks.
5. P – PLACE Checks. Pod, Lights, Armament, Countermeasures, Emitters.
6. G – G-WARM. Students should target 360-380 KCAS, not to exceed 0.75 IMN.
When flying the TAV-8B, students should target 4 Gs during both turns of the G-
warm. A negative-G check may be conducted at the discretion of the flight lead.
7. F – “FENCED in, Tapes on”
8. FENCE out. Read Return to Force paragraph in current Air NTTP 3-22.3-AV8B.
Common Errors:
1. Excess/improper comm. during expend check.

2. Not maneuvering to a proper position for expendable check.
3. Not resetting correct PUC.
4. Calling “Speed L/R” prior to trimming yaw at 360-380 KCAS.
5. Not appropriately applying G/AOA during G-Warm.
6. Not correctly setting up stores for planned release.
1. No response is required if expend check produces expected results.

2. Maneuver to an abeam-acute position that allows the flight to observe the
expendables.
3. Set PUC up in JMPS prior to brief. Recheck PUC is set for planned release and
colonized during CWAIVER checks. Recheck PUC is set during LAT checks.
4. Select V/STOL Master Mode during accel. Continuously trim ball during accel
and reduce throttle to establish 360-380 KCAS. Ensure ball is centered before
reselecting NAV Master Mode and reporting “speed L/R” to your flight lead.
5. Target smooth symmetrical pull to 4G or 10 units AOA on first 90 degrees of turn.
When flying an AV-8B (B-bird), target 12-15 units AOA and max expected G for
the sortie (not to exceed 5.5 G).

6. Set weapon options during CWAIVER checks. Recheck weapons are correctly
set-up for planned release during PLACE checks.

Name: Slow Speed Departure
Purpose: To demonstrate departure characteristics from controlled flight and proper

NATOPS Out-of-Control Flight procedures.
1. The PUI will commence this maneuver at 250 KCAS and 15,000’. Set full power and
pull 90° nose up utilizing a 12-15 unit AOA pull. Passing 100 KCAS retard the
throttle to idle and attempt to maintain a pure vertical flight path.
2. After the departure, initiate NATOPS recovery procedures and transmit “KIO,
BALLISTIC” to ensure other flight members understand a departure has occurred.
3. Neutral controls are defined as rudder pedals centered, lateral stick (ailerons)
centered and longitudinal stick at 0° stabilator position. Recovery is indicated when
the aircraft has accelerated to greater than 150 KCAS, AOA has decreased below
15 units and the aircraft has no apparent sideslip rate.
4. Upon recovery, add power as required to capture 300-380 KCAS while smoothly
initiating a 15 unit AOA pull to the horizon. In certain flight regimes and
configurations the aircraft may not achieve 15 units AOA prior to exceeding the lift
limit, characterized by wing drop. If wing drop occurs, make the pull to the horizon at
the lift limit instead of 15 units AOA, to avoid a second departure.
5. All power additions after a departure should be slow and made referencing the JPT
and RPM to determine proper engine response.
Common Errors:
1. Not knowing NATOPS Out-of-Control procedures.

2. Not knowing maneuver procedures.
3. Pulling in excess of 15 units to the vertical.
4. Not retarding the throttle to idle at 100 KCAS.
5. Not applying power as required to capture ~300 KCAS, thus leading to excessive
altitude loss (fast) or a second departure (slow and/or too much AOA).
6. Not targeting 15 units AOA / lift limit pulls for recovery leading to a second departure
or excessive altitude loss.
7. Not transmitting appropriate COMM.
1. Study and chair-fly the NATOPS OUT-OF-CONTROL/SPIN/FALLING LEAF

RECOVERY procedures so they are second nature. It is not good enough to just be
able to recite the procedures verbatim from NATOPS. You need to be able to
perform the procedures instinctively while being thrown around in the cockpit.
2. Know the indications of departure recovery and the proper control inputs to maintain
control of the aircraft while bringing it back to level flight with minimum altitude loss.

Name: Accelerated Stall (High Speed Departure)
Purpose: To demonstrate High Speed Accelerated stall characteristics from

controlled flight and proper NATOPS Out-of-Control Flight procedures.
1. The PUI will commence this maneuver at 0.85 IMN and 25,000’. When cleared to
execute the maneuver, perform an unloaded roll to approximately 120° AOB. Once
the AOB is set, simultaneously pull full aft stick while quickly rolling through the
aileron high speed stop to full lateral stick deflection opposite the initial roll direction.
The maneuvering tone will likely sound as the AOA exceeds 9 units. The aircraft will
initially respond to the full aileron input but will violently depart opposite the aileron
input as the aircraft is approaching wings level.
2. These procedures will be performed in the simulator only; the aircraft WILL have a
high-speed departure in this regime with even mild control inputs. After the
departure, initiate NATOPS recovery procedures and transmit “KIO, DEPARTURE”
to ensure other flight members understand a departure has occurred.
3. Neutral controls are defined as rudder pedals centered, lateral stick (ailerons)
centered and longitudinal stick at 0° stabilator position. Recovery is indicated when
the aircraft has accelerated to greater than 150 KCAS, AOA has decreased below
15 units and the aircraft has no apparent sideslip rate.
4. Upon recovery, add power as required to capture 300 KCAS while smoothly initiating
a 15 unit AOA pull to the horizon. In certain flight regimes and configurations the
aircraft may not achieve 15 units AOA prior to exceeding the lift limit, characterized
by wing drop. If wing drop occurs, make the pull to the horizon at the lift limit instead
of 15 units AOA, to avoid a second departure.
5. All power additions after a departure should be slow and made referencing the JPT
and RPM to determine proper engine response. Be aware of how the engine is
performing after a departure, especially at high-speed. Depending upon the severity
of the post-stall gyrations a compressor stall is likely. Be prepared to execute your
NATOPS procedures for a compressor stall and airstart while also performing the
out-of-control recovery procedures.
Common Errors:
1. Not knowing NATOPS OCF procedures.

3. Not retarding the throttle to idle upon departure.
4. Not applying power as required to capture 300-380 KCAS on the recovery, leading
to excessive altitude loss or a second departure.
5. Not targeting 15 units AOA / lift limit pulls for recovery leading to a second departure
or excessive altitude loss.
6. Not transmitting appropriate COMM.

1. Study and chair-fly the NATOPS OUT-OF-CONTROL/SPIN/FALLING LEAF

RECOVERY procedures so they are second nature. It is not good enough to just be
able to recite the procedures verbatim from NATOPS. You need to be able to
perform the procedures instinctively while being thrown around in the cockpit.
2. Know the indications of departure recovery and the proper control inputs to maintain
control of the aircraft while bringing it back to level flight with minimum altitude loss.
3. Know your compressor stall indications and the emergency procedures for both a
compressor stall and an airstart. Think about how you will have to incorporate these
procedures into your departure recovery.

Name: AOA / Energy Management Drill
Purpose: Develop a seat of the pants feel for AOA sensitivity and control to manage
aircraft energy state
1. The PUI will start this maneuver at 10,000’ and 300 KCAS. When cleared by the
instructor roll into approximately 70° AOB, and then increase backstick pressure
while increasing power. Unlike many other maneuvers where you select full power
and then execute the maneuver, it is important to initially roll into the turn and add
back stick pressure as you are adding power to maintain 300 KCAS constant.
Increasing back stick pressure will require increasing throttle to maintain 300 KCAS,
until you get to full power. This will prevent you from accelerating 20-30 KCAS as
you would if you selected full power prior to the roll into the turn, which would
increase the amount of time and fuel required to perform the drill.
2. Note the AOA that maintains 300 KCAS level; depending upon aircraft type,
configuration and fuel weight this is typically between 10.5-12.5 units AOA. Increase
back stick pressure slightly to increase AOA 1 unit above the 300 KCAS sustained
AOA. Allow the airspeed to bleed to 280 KCAS. At 280 KCAS reduce the AOA to 1
unit less than the 300 KCAS sustained AOA. Allow airspeed to increase back to 300
KCAS. At 300 KCAS reset the initial AOA to maintain 300 KCAS.
Common Errors:
1. Not establishing a steady state constant AOA turn at 300 KCAS.

2. Over-controlling AOA when trying to change it by only one unit.
1. Take time to establish a steady state condition in the initial 300 KCAS turn otherwise
all follow-on maneuvering in this drill will be invalid.
2. Remember AOA sensitivity increases as AOA increases so at relatively moderate to
high AOA small amounts of stick displacement will yield large effects on AOA. Think
of it as changing the pressure on the stick instead of actually moving the stick to
control the AOA.
Source Documents: AV-8B NATIP, NATOPS

Name: Slow speed / high AOA drill
Purpose: To demonstrate slow speed / high AOA maneuvering.
1. Altitude: 15,000 feet, Airspeed: 250 knots;

2. Full power, 10 unit pull to 40 degrees nose up.
3. Passing 150 knots, reset attitude to maintain 120 knots (approximately 15 degrees
nose high). At 120 KCAS, the AOA will be approximately 20 to 23 units and aircraft
climbing slightly in moderate buffet.
4. Perform straight and level flight and turns in both directions (attempt to prevent roll
hesitation, roll reversal, or auto roll).
5. The wind vane should be monitored to ensure no sideslip buildup occurs.
6. Coordinated use of the aileron and rudder will be required to maintain aircraft
control.
7. Initiating turns will require slight reductions in aft stick pressure to prevent excessive
AOA excursions. AOA above 25 units without TVC will normally lead to a departure.
Rapid AOA excursions can be stopped by momentarily releasing aft stick pressure
and re-applying appropriate force (this is known as "pumping the stick").
Common Errors:

2. Allowing sideslip buildup thus leading to departure
3. No monitoring AOA / airspeed while maneuvering aircraft
4. Flying incorrect HUD master mode.
5. Not coordinating use of aileron and rudder resulting in excessive sideslip and
departure.
Correction for Errors:
1. Review the maneuver procedures.

2. Wind vane must be incorporated into scan pattern to ensure excessive sideslip
buildup does not occur.
3. AOA / airspeed must be incorporated into scan to prevent excessive AOA and
departures.
4. Flying in Reject 1 or 2 will not display AOA greater than 20 units.
5. Coordinate use of flight controls to ensure excessive sideslip and departure does not
occur. Slow speed flight requires substantially more rudder input to maintain
controlled flight.

Name: Turn Rate Drill
Purpose: Develop an understanding between AOA, turn rate, and aircraft energy
state.
1. The PUI will start this maneuver at 10,000’ and 300 KCAS. When cleared by
instructor start a full power, level turn at targeted AOA for 180° of turn (perform three
level turns targeting 10, 12 and 15 units AOA, respectively). At completion of turn
call airspeed out to instructor who will inform you how long the turn took to complete.
The next turn will be at full power, approximately 45° nose low, lift limit pull for 180°
to demonstrate the conversion of altitude (potential energy) to maintain airspeed
(kinematic).
Common Errors:
1. Not starting on parameters.

2. Not maintaining targeted AOA, altitude or nose attitude.
1. Be smooth with AOA, often just changing pressure on the stick instead of actually
moving the stick can change the AOA by a unit or more.

Name: Hard Turns
Purpose: Demonstrate proper energy sustaining turn technique in 3-dimensions by

applying AOA awareness on the Ps=0 line, varying G application to
maintain constant airspeed and mild plane-of-motion (POM) changes
under constant G.
1. Unloaded Rolls: The proper roll / turn technique is to properly clear the direction of
turn, apply full power while simultaneously bunting the nose slightly forward to use a
seat of the pants feel of ~ 0-1 G. This will allow the aircraft waterline and velocity
vector to be fairly similar. The roll rate should be mild and smooth to set the desired
POM. Once the POM is set, ensure the roll rate is stopped prior to initiating any
backstick application.
2. The PUI will execute four total Hard Turns.

a. Starting at 15,000 feet and 300 KCAS, when cleared by the instructor, the PUI
will initiate a full power unloaded roll to 70-80° AOB to stay level on the horizon.
Once the POM is set, back stick pressure should be expeditiously yet smoothly
be applied to establish the AOA / G combination that maintains the starting
airspeed. The maneuver will require slight AOB variations to manage the AOA
and G to hold a level, 300 KCAS turn. The maneuver will be terminated by the
instructor after completing approximately 180 degrees of turn. The next turn will
again be at 15,000 feet but the starting airspeed is increased to 380 KCAS.
Execution is exactly the same as the first turn.
b. The next two turns are performed at 5,000 feet to show the effects on both
performance and aircraft controllability caused by the increased dynamic
pressure due to descending to a lower altitude. The first turn will again be
conducted at 300 KCAS. When cleared by the instructor, the PUI will initiate a
full power unloaded roll to 70-80° AOB to stay level on the horizon. Once the
POM is set back stick pressure will expeditiously yet smoothly be applied to
establish the AOA / G combination that maintains the starting airspeed. The
maneuver will be terminated by the instructor after completing approximately 180
degrees of turn. For the next turn airspeed is increased to 380 KCAS. Execution
is exactly the same as the previous turn. As expected the aircraft turn
performance will be increased at lower altitudes. This will be apparent to you in
the cockpit as being able to achieve a higher G loading than at 15,000 while
maintaining the target airspeed.
c. The EM diagrams show that at 15,000 feet and 300 KCAS we will achieve
approximately 2.5 G in an energy sustaining (Ps=0) Hard Turn at about 10-12
unit AOA. Increasing airspeed to 380 KCAS at 15,000 feet will yield
approximately a 3.0 G Hard Turn at 10-12 units AOA. At 5,000 feet a 300 KCAS
Hard Turn will be at about 3.5 G and 12-13 units AOA and a 380 KCAS Hard
Turn will be about 4.0-4.5 G. When performing Hard Turns in the TAV-8, be
careful not to exceed the aircraft G limit, especially on the 380 KCAS / 5,000 foot

turn. If in a TAV-8 you reach 4.5 G sustained and the airspeed is increasing,
reduce power slightly to maintain no more than 4.5 G and the assigned airspeed,
rather than pull more than 4.5 G at full power to try to maintain the assigned
airspeed.
Common Errors:
1. Rough BAW in setting POM.

2. Accelerating excessively prior to initiating pull.
3. Improper deck awareness.
4. Improper G / AOA application and unable to manage airspeed.
1. N/A
2. Scan airspeed while making the transition of setting POM and G application a
smooth and progressive maneuver.
3. Utilize Deck Transition procedures by scanning altitude and relation to nose attitude.
4. PUI shall ensure IMN never exceeds 0.78 IMN

Name: Medium Altitude Break Turns
Purpose: Develop proper techniques for the execution of a break turn.
1. The PUI will start these maneuvers at corner speed, 380 KCAS (or 0.75 IMN,
whichever is lower) and 20, 15 or 10 thousand feet. When cleared by the instructor,
perform an unloaded roll to approximately 70-80° AOB and then select full power
while adding back stick pressure to execute a level, lift limit turn for 180° of heading
change. The airspeed should decrease while performing the level break turn.
2. The primary cockpit reference for turn performance and the lift limit is AOA.
Unfortunately, AOA can significantly lag with high onset rates so when establishing
turn performance, AOA / G onset should be smooth and progressive. Additionally,
the pilot must be attuned to the seat of the pants indications of the lift limit: wing rock
and/or pitch hesitation and heavy buffet. The maneuvering tone is also an aural
indication that the current AOA / IMN combination is approaching a possible
departure.
3. From the EM diagrams and NATOPS Figure, “Maneuvering Characteristics with 100
Percent LERX,” we determine the maximum allowable instantaneous turn
performance at corner speed as depicted below.
Instantaneous Turn Performance

AOA 10-14 units
20K G 3.8
Turn Rate 9.5 deg/s
AOA 12-15 units
15K G 4.6
Turn Rate 11 deg/s
AOA 15-17 units
10K G 4.9
Turn Rate 12 deg/s
4. At the completion of 180° of turn the PUI will unload and roll out while calling
airspeed and maximum G in the break turn to note energy bleed. The instructor will
inform the PUI of the time required to turn 180° to assess turn rate performance.
5. The break turns will then be repeated using a 20-30° nose low plane of motion to
sustain better instantaneous turn performance throughout the turn. When cleared by
the instructor, perform an unloaded roll to 110-120°. Ideally, you will be able to
achieve full power in the nose low plane of motion while maintaining or even
bleeding airspeed. However, due to the altitude, power setting and POM the wing
will not be able to generate enough lift (and the corresponding drag) to prevent the
aircraft from accelerating. If the airflow over the wing is allowed to go supersonic
(approximately 0.78 IMN) the aircraft will be able to pull even less AOA due to the

instability caused by the shock wave formation. The reduction in AOA will allow the
airspeed to increase even more, further decreasing the available AOA. This
compounding cycle of increasing IMN and decreasing AOA will allow the aircraft to
quickly accelerate well above critical Mach where it is inherently unstable and highly
prone to departure. To prevent this, on the 20 and 15 thousand foot nose low break
turns the throttle should initially be reduced at the initiation of the break turn to
ensure that the aircraft does not accelerate to greater than 0.78 IMN prior to the
AOA onset. As the AOA is increased the power should be judiciously advanced only
as required to sustain the airspeed without accelerating. Again, on the completion of
the turn, unload and roll back to wings level and recover back to the horizon.
Remember to call you airspeed and maximum G to assess energy. An increase in
turn performance should be seen as the aircraft is better able to maintain kinetic
energy while flying at the same AOA that was practiced in the level break turns
previously or by flying at a higher AOA and G for while bleeding energy in a similar
manner as was performed in the level break turns. This will be apparent to the pilot
in the cockpit as greater sustained G while not bleeding airspeed as quickly if at all.
Common Errors:
1. Loaded rolls / overriding high-speed stops.

2. Use of rudder.
3. Pulling into maneuvering tone or wing rock.
4. Getting fast in the nose low break turns.
1. To achieve the best roll rate you must unload, set the vector, smoothly apply G to lift
limit. Smooth G application does not imply that the aircraft cannot be flown at high
G-loading or aggressively. Remember that aggressiveness is a mindset not a
measure of how far or fast you deflect the control surfaces. Smooth pilots can be
aggressive because they have complete control of the aircraft. We are trying to
avoid “snatching” G on the aircraft.
2. It is not recommended to use any rudder above 0.5 IMN. Use of rudder / sideslip is
prohibited by NATOPS above 0.8 IMN.
3. Maneuvering tone or wing rock is an indication that the Dep Res system is saturated
and departure is imminent. PUI must immediately reduce AOA until indications
subsides. Again if you are being smooth with your AOA application this may merely
require you to relax some back stick pressure. If you are being rough on the
controls this may require an aggressive unload to prevent the aircraft from departing
(assuming it has not already done so due to your “ham-fist.”
4. Maintain airspeed no faster than 380 KCAS / 0.78 IMN. If pulling nose low on the lift
limit allows the aircraft to accelerate, either decrease the nose low plane of motion or
reduce the throttle.

Name: Deck Transitions
Purpose: To develop proper techniques for selecting and executing an energy rate
or positional deck transition.
1. This maneuver will be performed two times, once to perform an Energy Rate Deck
Transition (ERDT) and then to perform a Positional Deck Transition (PDT).
2. Deck transitions will be start at 10,000 feet AGL and 325 KCAS. When cleared by
the ACTI, perform an unloaded roll to establish a full power, 20-30° nose low plane
of motion hard or break turn to the specified deck transition. The 30-20-10 rule will
be used to transition to a level hard turn just above the hard deck.
3. At completion of deck transition the PUI should be slightly above the hard deck to
deny any nose low maneuvering for the bandit.
4. Two types of deck transitions may be performed:
a. Energy Rate Deck Transition (ERDT) – Target 12-13 units AOA and execute in
accordance with Air NTTP.
b. Positional Deck Transition (PDT) – Target 15 units AOA and execute in
accordance with Air NTTP. Adhere to training rules for minimum airspeed and
maximum AOA below the soft deck.
Common Errors:
1. Late application of 30-20-10 rule followed by a rolling pull to wings level in an

attempt to not go through the hard deck.
3. Incorrectly applying 30-20-10 rule and either leveling off well above hard deck and
giving bandit maneuvering room or hitting the hard deck.
4. Poor airspeed / AOA control for specified deck transition.
1. Apply 30-20-10 rule to level off 300-500 feet above the hard deck.
2. Maneuvering tone or wing rock is an indication that the DEPRES system is saturated
and departure is imminent. PUI must quickly relax the AOA until the indications
subsides.
3. ERDT: Assuming that airspeed is within the sustained rate band between 12-13
units AOA will maintain that airspeed / sustained turn rate.
4. PDT: Flying more than 13 units will bleed energy while allowing a decrease in turn
radius down to 150-170 KCAS just above the hard deck. Below 150 KCAS the turn
radius increases rapidly (bad for maintaining a positional advantage). For a two
circle flow, allowing the airspeed to bleed off below 250 KCAS will cause the
sustained turn rate to decrease.

Name: Aerobatics
Purpose: The purpose of aerobatics at VMAT-203 is to develop confidence and

familiarity with the AV-8B conventional flight characteristics.
1. Perform aerobatics, to include overheads, between 5000’ - 17,000’.

2. Conduct a 180° clearing turn prior to commencing the aerobatics.
3. Check AUTO flaps, lap belts snug, NAV bag stowed, and begin with mild
maneuvers, (aileron rolls, wingovers, and barrel rolls.) The maneuvers are no
different from what you learned in the training command. Look outside the HUD for
situational awareness. For the aileron roll pull the velocity vector to 10° nose up
prior to commencing the roll in order to rollout on the horizon. The nose tends to fall
through approximately 10° in the course of a 360° roll. Be careful not to override the
aileron High Speed Stops (HSS).
4. Overheads: Before beginning the overheads, develop your situational awareness by
looking at your EHSD, HUD, and outside the cockpit. Know where your G and AOA
readouts are. Note your current heading and reciprocal heading in the EHSD. Look
for land / cloud “gouge” that will help with setting up your maneuvers. All overheads
will be commenced between 5000’ and 8000’ MSL to avoid breaking the 17,500’
MSL R5306A range ceiling.
a. After clearing your flight path, add full power and at 400 KCAS commence a 4 G
pull-up. Maintain 4 G’s until intercepting 12-15 units AOA. Take care not to
exceed 15 units AOA over the top, (this may require relaxing back-stick
pressure.)
b. As the aircraft accelerates down the backside, maintain 12-15 units AOA until
intercepting the 4 G profile. If you reach 400 KCAS prior to pulling the nose back
to the horizon reduce the throttle to maintain 400 KCAS until starting back up into
the vertical. Be smooth and deliberate.
c. Complete a loop followed by a ½ Cuban Eight then an Immelman and finish with
a Split S. When approaching 40° nose low on the ½ Cuban Eight stop the pull
and roll upright to achieve a 45° dive. The recovery from the 45° dive should
begin approximately 3500 feet prior to the maneuver start altitude. As airspeed
approaches 400 KCAS in the dive reduce the throttle to maintain 400 KCAS until
starting back up.
d. Likewise on the Immelman, at 10° before the horizon stop the pull then roll
upright. On the Split-S pull the nose up to 10° before rolling inverted. Minimum
airspeed to start the Split S is 200 kts and do not begin the maneuver at less
than 15k.
Common Errors:
1. Flying the aircraft out of the area laterally or vertically.

2. Not looking outside the cockpit for visual references (maintaining wings level).
3. Poor “G” and AOA control.

4. Excessive AOA on the top of overhead maneuvers.
5. Loss of situational awareness during the squirrel cage.
6. Floating the turn in the Split-S.
1. Look outside! Do not stare at the HUD.

2. Smooth application 4 G’s to intercept 12-15 units AOA.
3. Expect forward stick pressure will be required while inverted to control AOA on
overheads.

Name: 3 G Weave
Purpose: To develop the skill to maneuver the aircraft while under moderate G with
a 3D rolling maneuver.
1. This maneuver is a building block for some of the more dynamic tactical maneuvers
you will fly later in the syllabus. It requires that you “finesse” the aircraft through
multiple axes of control inputs while maneuvering 3 dimensionally.
2. The PUI will begin this maneuver at 10,000’ and 370 KCAS. When cleared, the PUI
will begin by initiating a full power, level, 3 G turn to approximately 30 degrees of
heading change. Approaching 30 degrees of heading change, the PUI will initiate a
SMOOTH loaded roll “over the top” to reverse back to approximately 90° AOB in the
opposite direction while maintaining 3 G.
3. The aircraft will climb during the loaded reversal. By continuing the roll until
approximately 90° AOB the velocity vector will smoothly track back towards the
horizon. As the velocity vector approaches the horizon, smoothly reverse the roll
back “over the top” while maintaining 3 G to approximately 90° AOB in the opposite
direction again. The 3 G weave is made up of a series of these rolling reversals.
CAUTION
In the TAV-8 be careful to not roll past 90° AOB in the

reversals so you do not violate the TAV-8 Prohibited
Maneuvers NATOPS limit of “Rolling maneuvers in
excess of 180° at more than 1g.”
4. Initially the aircraft may accelerate with full power at 3G (especially the TAV-8).
Reduce the throttle if necessary to maintain the airspeed at approximately 380
KCAS. After the aircraft has performed several iterations of the weave and has
climbed several thousand feet the airspeed will begin to decrease even at full power.
The maximum allowable airspeed for this maneuver is 420 KCAS. The minimum
maneuver airspeed is 320 KCAS
5. The maneuver will be terminated after 4-5 weaves, if the maximum or minimum
airspeed is reached or when the instructor calls “terminate.” To “terminate” the
maneuver the PUI will perform an unloaded roll to wings level and then recover to
the horizon
Common Errors:
1. Relaxing the pull, easing the G or performing unloaded reversals.

2. Roll reversal rate too aggressive for DEPRES.
3. Bleeding airspeed excessively.
4. Rough or “steppy” execution of the maneuver.

1. Maintain a constant 3 G throughout this maneuver. Remember cockpit G will vary

as a function of plane of motion. Also, remember that as you move the power the G
will vary as well, unless compensated for with stick corrections; decreasing power
will decrease G, requiring more back stick to maintain a constant 3 G; increasing
power will increase G, requiring a back stick decrease.
2. Set a smooth reversal rate and be aware of roll hesitation or wing drop.
3. This maneuver should be smooth and progressive using 3 G during the entire
execution and maintaining 370 KCAS.
Source Documents: Air NTTP, NATOPS

Name: Terminate
Purpose: To cease aircraft maneuvering where safety of flight is not a factor.
1. “Terminate” is used for procedural errors, where safety of flight is not a factor. The
response to a “terminate” call will be an immediate roll to wings level, a level off at
present altitude or climb to comfort level if below it, and verbal acknowledgement.
Common Errors:
1. N/A
1. N/A

Name: “Knock-It-Off”
Purpose: To cease aircraft maneuvering for safety considerations where the

immediate response shall be a climb-to-cope.
1. Following a “KNOCK-IT-OFF” (KIO) call all aircraft shall immediately roll wings-level,
execute a lift-limit pull (in the TAV-8 target 4 G) to the pre-briefed climb-to-cope
(CTC) altitude. This maneuver should be followed with verbal acknowledgement but
should not be made until the aircraft is safely maneuvered away from the terrain in a
positive FPA towards the CTC altitude. A verbal concurrence is required by all
aircraft by “C/S, KNOCK IT OFF.”
Common Errors:
1. Talking prior to maneuvering the aircraft.
1. Priorities when flying low should remain aviate first with terrain avoidance and then
communicate when mission tasking allows. You need to maneuver first like you life
depends on it… because it may.

Name: 250 KCAS Loop
Purpose: Introduce aircraft handling in the slow speed environment with the nose
near vertical.
1. At VMAT-203 this maneuver will begin at 12,000 feet and 250kcas. Once PADS are
set the instructor will give the command to “execute.”
2. At this time, you will select full power and commence a 4g/10 AOA pull into the
vertical. As airspeed decays, intercept a 12-15 unit AOA profile. As the nose comes
through 70 degrees nose high an AOA increase of up to 20 units is permitted. At no
time should the AOA exceed 25 units. IOT not exceed this limitation some forward
stick may be required.
3. Target AOA for the backside of the maneuver should be 12-15 units until intercepting
a 4g profile until wings level. Don’t focus on recovering at a specific altitude. Your
attention needs to remain on maintaining the appropriate AOA throughout.
Common Errors:
1. Not knowing the procedures.
2. Allowing sideslip to build up thus leading to departure.
3. Not monitoring AOA/airspeed while maneuvering the aircraft
4. Not maintain wings level through the vertical thus inducing sideslip and potential for
departure.
1. Study the procedures and know them cold.
2. Scan the wind vane and incorporate it into your scan pattern to ensure that excessive
sideslip buildup does not occur.
3. Coordinate the use of flight controls to ensure excessive sideslip and departure does
not occur. Slow speed flight requires substantially more rudder input to maintain
controlled flight.
Source Documents: NATOPS Chap 11 and 18


Tactical Formation Stage
Name: General Standards
Purpose: To define section and division tactical formation standards.
1. At VMAT-203, TACFORM maneuvering will be flown at 0.7 M for medium altitude

and 450 KCAS for low altitude (below 5000' AGL).
2. All turns will be conducted at 4 G or 10 units AOA, whichever comes first. It should
be assumed that all turns are conducted at full power. If this causes the jet to
accelerate in the turn, the power must be reduced. It is not wise, however, to select
lower initial power settings as higher altitudes or heavy ordnance will slow the jet
dramatically at power settings less than full power. During the high altitude sortie,
turns will be conducted at full power and constant KCAS or IMN instead of G or
AOA.
3. At low altitude, mil power should allow the jet to maintain a fairly level constant
speed turn. At medium altitude the wingman may lower the nose to preserve
maneuvering airspeed. The wingman is always responsible for staying in position.
4. As a corollary to this last statement, it must be emphasized that the wingman is
always responsible for de-confliction from Lead. No matter what his nose attitude or
altitude, Wing's first responsibility is not hitting Lead. It is generally assumed the
wingman will clear above and / or behind the flight lead in all maneuvers. If the
geometry of a turn or aircraft performance dictates otherwise, the wingman should
clearly transmit his intentions.
5. In the tactical formation stage, Lead will signal his intention to maneuver in one of
two ways: COMM-in and COMM-out. COMM-in turns will be executed over the radio
by Lead transmitting his full call-sign, the type of turn, direction if appropriate, and
optionally, a reference heading: "MARS-21, CHECK LEFT, 150." The wingman's
response will be his full call-sign: "MARS-22." The wingman's response will be
considered the command of execution (i.e. the Lead will not begin to turn without
hearing it).
6. COMM-out turns are signaled by wing flashes, or by Lead's jet turning. It is the
wingman's responsibility to catch the Lead's signals and to maneuver appropriately
to regain combat spread. As we shall see, there are some rules of thumb that
should shrink your decision matrix considerably.
Common Errors: N/A
Corrections for Errors: N/A
AV-8B FSG Ver. 3.0 TACFORM 7- 1

Name: Formation G Awareness Maneuver
Purpose: To check G-suit functionality, aircraft handling characteristics, personal G

tolerance, and to practice straining maneuvers of all formation members in
an expeditious manner.
1. Procedures are in accordance with Air NTTP and NATOPS.

2. Review the G Awareness Maneuver description in the current Air NTTP 3-22.3-
AV8B. Your procedures for what you do with your aircraft remain the same here.
The difference is that now you have to perform the maneuver concurrently with other
aircraft in close proximity. This can be accomplished safely if a standard procedure
is followed (all aircraft have to do the same thing at the same time) and you listen to
the turn direction.
3. The standard formation for a section G awareness maneuver is defensive combat
spread. In division the standard formation is fluid four. Lead will normally execute
the maneuver into Dash 2 in section and into the second section in division.
4. Remember the first turn of the maneuver is targeting 4 G and the second turn should
target the maximum G expected for the flight, typically 5-6 G with a clean aircraft
(target 4 G for both turns in a TAV-8B).
5. Between the turns, there is normally a pause to allow all participants to assess the
results of the 4 G turn prior to initiating higher G. This may include rechecking the
sideslip indicator, if less than desirable handling qualities were experienced; and
assessing personal G tolerance. Later in the syllabus you will also incorporate some
specific weapon and systems checks in after the first turn so get in the habit of
pausing here. That being said, you must maintain the correct airspeed. If you forget
to reduce the throttle out of the first turn you will at a minimum disrupt the formation
and could potentially accelerate the aircraft to the point that it will experience shock
induced flow separation while you are trying to perform the second pull at greater
than 0.75 IMN.
6. The second turn is normally in the opposite direction of the first so that the flight
ends up on the initial heading. However, due to range constraints, environmental
conditions, etc. Lead may opt to perform the two turns in the same direction to
complete the maneuver in the opposite direction it was initiated from… listen before
maneuvering.
Common Errors:
1. Not unloading to 0 G when altitude permits.

2. Not reducing power while trimming zero sideslip and getting faster than 380 KCAS /
0.75 IMN.
3. Not properly trimming the aircraft.
4. Conducting a loaded roll while rolling into and out of turns.
5. Setting inappropriate POM and bleeding or gaining airspeed.
6. Exceeding 90 degrees of heading change on first pull.

7. Losing sight / SA during second half of turn.
8. Not applying appropriate G / AOA during the maneuver.
1. Initiate maneuver in NAV master mode and unloading smoothly to 0 G in order to

reduce induced drag.
2. Utilize a quick scan to begin pulling power back as it approaches 360KCAS so as
not to exceed 380 KCAS or 0.75IMN (RPM will be around 95% for this airspeed).
3. Remember as the airspeed increases the control power increases so you should not
hold the rudder trim switch down. Just apply short clicks on the switch until the
sideslip is zeroed.
4. Set POM by unloading the aircraft and rolling, and then stop the roll rate prior to
inputting back stick.
5. Utilize G / angle of bank combination to maintain airspeed while limiting POM
changes to less than 10 degree increments.
6. Reference initial heading prior to beginning the maneuver.
7. At 90° of heading change, unload to 0-1 G, roll out and assess g-suit functioning,
aircraft handling characteristics, and personal G-tolerance. Visually clear the turn in
2nd turn direction, followed by and unloaded roll into the second 90° turn.
8. Reference original heading and begin to scan horizon then vertically for wingman.
9. Be smooth and progressive with back stick application to determine aircraft
performance capability. Watch for the signs of an impending departure, wing rock,
heavy buffet and/or maneuvering tone and reduce G / AOA if any of these are
encountered while performing G Awareness maneuver.
Source Documents: Air NTTP, NATOPS

Name: Fighter Wing
Purpose: To provide ease of control while maintaining mutual support
1. Medium altitude fighter wing is a formation that allows extreme maneuverability and
ease of control. In essence, Lead can turn or maneuver at will, with no preemptive
calls and Wing will simply fly off Lead. The proper position is 2000-3000' abeam,
2000-3000' nose-to-tail (0.4-0.5 slant range), 1000-3000' altitude split, in the cone
30-60° aft of abeam. The 30-60° cone is important so Lead can maintain sight of
Wing with relative ease. Any further aft and Lead will need to wing dip or maneuver
his aircraft to see Wing. Wing will maintain position off Lead by utilizing turn circle
geometry. This means as Lead turns, Wing will maneuver to get on Lead’s turn
circle, maintain position until the turn is just about complete, and then float to the
opposite side resetting fighter wing.
2. Turns into Wing will cause the wingman to delay his turn until lead is a second or
two from disappearing under Wing’s canopy rail. Wing will then role in the direction
of turn, start his pull, pick up and place Lead on the opposite canopy rail and fly on
Lead’s turn circle. Approaching the desired heading, Wing will float the turn to the
outside and reset the Fighter wing position.
3. Turns away from Wing will require Wing to turn when Lead turns. Wing will pull to
Lead’s turn circle and maintain position until approaching the desired heading. As
Lead rolls out on the new heading, Wing will continue to pull, temporarily go belly up
and reset the Fighter wing position on the inside of the turn.
4. Low altitude fighter wing: At low altitude, below 5000’., fighter wing will be flown co-
altitude.
Common Errors:
1. Not pulling enough and getting spit out.

2. Pulling too much and losing sight.
3. Delaying turns and getting spit out.
4. Bore-sighting Lead in turns.
5. Violating altitude contract.
6. Letting airspeed drop out of scan.
Corrections of Errors:
1. Fly to place Lead in the correct position throughout turn.

2. Anticipate turns and Lead’s position.
3. Keep Lead, airspeed, Alt, VV in scan.

Name: Defensive Combat Spread
Purpose: Basic formation utilized to provide mutual support, formation control and
target mechanics.
1. Medium altitude defensive combat spread: This will be the primary combat-spread
formation flown in VMAT-203. The formation is 0.7-1.0 NM separation, 90° bearing
and 1000-3000' altitude separation. This formation is easy to manage and provides
good visual mutual support. It should be employed in a high or unknown threat
environment when good visual mutual support is required. This formation should be
employed to the maximum extent possible. Following the formation stage, this will be
the default formation for the majority of your section flying.
2. To deploy to combat spread, Lead will either “push” you out to combat spread
(indicated by Lead using a pushing motion with his hand and arm, with his palm
outboard) or say “TAKE COMBAT SPREAD ON THE RIGHT (LEFT)” As Wing, you
will take a cut away from Lead, add full power and fly to the briefed position (hi or
low). Once at the appropriate abeam distance, reset you’re heading to match Lead.
The proper look from your cockpit will be 90° left or right. That means your neck will
be somewhat straining to keep a visual on Lead. If you are comfortable looking at
Lead you are probably sucked. If you are looking over your shoulder, you are
probably acute.
a. To fix a sucked position, add power, bunt the nose and use altitude to accelerate
back into position (not an option at low altitude). Once on proper bearing, reset
your altitude split.
b. To fix an acute position, either add power to maintain maneuvering speed and
pull nose up or take a cut away to stop downrange travel. If you are fast, power
additions may not be required. Reset the proper abeam distance once re-
established on Lead’s bearing.
3. To join from combat spread, Lead will signal that he wants Wing to join in parade by
porpoising the aircraft or verbally over the radio, “CLEARED TO PARADE (OR
CRUISE).” Dash-2 will take a slight turn into Lead and place him on or slightly
above the horizon (on the horizon if below 1000'). A slight power addition may be
necessary. Perform a CV / running rendezvous and watch for lateral closure since
aspect will be minimal.
4. Low altitude defensive combat spread: At low altitude, below 5000’, defensive
combat spread will be flown co-altitude.
Common Errors:
1. Flying acute / sucked.

2. Flying too high / low.
3. Flying too near / far.
4. Over controlling power.

1. Keep your scan going so you can fly at the correct altitude, airspeed, and complete
all you mission task without creating large position deviations.
2. When position deviations are noted, make the appropriate magnitude corrections…
small deviations = small corrections or you will over-control your position keeping

Name: Offensive Combat Spread
Purpose: Basic offensive formation utilized to provide mutual support, formation

control and to engage aerial targets.
1. This formation has many distinct advantages that lean more towards countering air
threats. This formation is also used in a known or low threat environment. This
formation accepts some degradation in visual mutual support in order to present a
more offensive posture. The basic formation is 1.0-1.5 NM separation, 90° bearing
and 3000-5000' altitude separation. It provides weapons separation at the "merge",
reduces potential for visual detection of both aircraft, and reduces the chance of both
aircraft being engaged by a single threat. Low visual mutual support is a result, in
turn high SA is a requirement.
2. Entering and maintaining offensive combat spread is identical to defensive combat
spread.
Common Errors:
1. Flying acute / sucked.

2. Flying too high / low.
3. Flying too near / far.
4. Over controlling power.
5. Losing sight.
1. Maintain or get back into position.

Name: Deployed Echelon
Purpose: Standard Night Formation
1. Deployed echelon is primarily used for night and night systems and similar to the
Fighter Wing formation in its controllability, maneuverability, and flexibility. The
Deployed Echelon position is 0.7-1.2 slant range (DME), 60-70° aft of bearing and
1000' stepped up or down. Maneuvering in deployed echelon is exactly like Fighter
wing.
Common Errors:
1. Not pulling enough and getting spit out.

2. Pulling too much and losing sight.
3. Delaying turns and getting spit out.
4. Bore sighting Lead in turns.
5. Violating altitude contract.
6. Letting airspeed drop out of scan.
1. Fly to place Lead in the correct position throughout turn.

2. Anticipate turns and Lead’s position.
3. Keep Lead, airspeed, Alt, VV in scan.

Name: Check Turn
Purpose: The check turn is a turn of less than 30° designed to change the heading
of the formation or re-dress the formation.
1. A check turn is used to maneuver the section 0 - 30° off reference heading.
2. Check turns are unusual in that they are the only tactical maneuvering turns which
provide no built-in geometric fix. In other words, unlike other turns, check turns will
put the aircraft out of position unless the wingman does something about it.
3. Check turns are initiated by Lead transmitting, "CALLSIGN, CHECK LEFT / RIGHT."
Lead may include the number of degrees to turn or the new reference heading but is
not required to do so. The wingman's response is his full call sign which will be
considered the command of execution.
4. COMM-out check turns won't be signaled. Lead will simply turn to his new heading,
while the wingman will be expected to maneuver back into combat spread.
5. Lead's turn should normally not be aggressive so that the wingman has the full
maneuvering potential of his jet to regain position.
6. Regardless of how the turn is signaled, the wingman must be proactive to minimize
the effect of the turn and regain position. Making immediate corrections will reduce
the time Wing is out of position.
a. Check turns into wingman

i. Just like being on the inner lane of a track, the wingman will have a shorter
distance to travel than Lead so he will tend to get acute. The Wing should
counter this with an aggressive S-turn maneuver similar to that used to fix an
acute in combat spread. This turn can be performed either in the horizontal
or in the oblique in order to slow downrange travel, convert airspeed to
altitude, or both. As Lead rolls out and the aircraft drops back to bearing, the
wingman should lower his nose as necessary to regain airspeed then adjust
the abeam distance if required.
ii. As in fixing an acute in combat spread, Wing should avoid the temptation to
reduce power or get excessively slow. Not only does it make the wingman
vulnerable, getting slow also tends to drop the aircraft sucked unless the
acceleration is timed just right.
b. Check turns away from wingman:

i. Check turns away puts the Wing in just the opposite position as check turns
into. The wingman is traveling the longer distance, which will leave him
sucked. Knowing this will happen; the wingman should judiciously cut some
of the corner off the turn and lower his nose to gain additional airspeed.
When the wingman is almost on bearing, he should smoothly raise his nose
and bleed off excess airspeed to regain altitude.
ii. The wingman should avoid anticipating bearing line, or pulling up too
aggressively thereby stagnating or falling backed sucked.

iii. Conversely, the wingman should also avoid gaining excessive airspeed on
the correction which will result in either going acute or forcing Wing to execute
a rapid pull up. This generally results in the same condition as above. About
100 kts of closure should do as a reference point.
Common Errors:
1. Mistaking a check turn for a wing-flash during COMM-out.

2. Over compensating and turning too much / too little.
1. Follow Lead.

Name: NAV Turn
Purpose: NAV turns are designed to maneuver the section in heading changes of
30-60°.
1. NAV turns are used to maneuver the section from 30 - 60°.

2. The NAV turn will be initiated by Lead transmitting, "CALLSIGN NAV LEFT /
RIGHT." The wingman's response is his full call sign which shall serve as the
command of execution.
3. COMM-out NAV turns are initiated in a similar manner as the shackle.
a. For turns into Wing, Lead will turn to the new heading.
4. When Lead rolls out, the wingman should turn into the Lead and reverse as
necessary to come out in spread.
a. In turns away from Wing, Lead will essentially control the wingman's jet. First,
Lead will wing-flash to initiate the wingman's turn.
i. Wing should then roll out when Lead turns.
ii. As Lead reverses and rolls out on his new heading, Wing should align to Lead
and adjust for spread as necessary.
5. NAV turns, as previously mentioned, can either be into or away from the wingman.
a. NAV turns into Wing strongly resemble out of position shackles where the
wingman is acute.
i. On execution, Lead will turn 30 - 60° into Wing.
ii. To the astute wingman, Lead's rollout will be an obvious indication of a NAV
turn. When Lead rolls out, Wing should execute a small turn as necessary to
fly 70 - 80° to Lead's flight path and pass ahead of Lead. It is more important
to pass in front of Lead than to achieve the 70-80° track crossing angle.
iii. As the wingman crosses Lead's flight path, he should time the reversal as
necessary to come out in combat spread on the opposite side.
b. In NAV turns away from Wing, the wingman will be required to do much less
maneuvering. On the other hand, he will need to be heads up to catch Lead's
intentions.
i. On execution Wing turns into Lead 30-60°. Wing will roll out on assigned
heading or when Lead initiates turn into Wing.
ii. Lead will then turn to the new heading after the pass. The wingman should
then align headings with Lead and adjust for spread.
Common Errors:
1. Confusing NAV turns with other un-called turns.

2. Not understanding the geometry.

3. Not seeing Lead’s wing flash.
4. Not seeing Lead roll out.
5. Not seeing Lead start his turn indicating Wing to roll out.
1. Know the geometry.

2. Be attentive.

Name: TAC-Turn
Purpose: The TAC-Turn is the foundation of all other turns, and is designed to turn
the section approximately 90° for navigation or threat engagement.
1. The TAC turn will be initiated by Lead transmitting, "CALLSIGN TAC LEFT /
RIGHT." The wingman's response is his full call sign, which shall serve as the
2. COMM-out, the Lead initiates the TAC turn with a turn or a wing-flash.
a. On TAC turns into the wingman, Lead will turn towards the new heading.
i. When the wingman can just peer down Lead's intakes, Wing should begin his
own turn to align with Lead.
ii. On TAC turns away from the wingman, Lead will wing-flash to get Wing
turning.
b. Wing should assume a 90° turn as he will roll out before Lead. The wingman
should adjust as necessary once Lead rolls out on the new heading.
3. As we have said, TAC turns are the foundation of all other tactical turns. In fact
ANYTIME the Lead initiates a COMM-out turn, the wingman should initially assume
it's a TAC turn.
a. For TAC turns into the wingman, Lead will turn first.
i. If COMM-in, the Wing will be notified of the Lead's intention to TAC turn. If
COMM-out, Lead will simply start turning towards Wing. The fact that Lead's
nose has turned more than 60° and is coming to bear on Wing should indicate
that Lead is calling for a TAC turn and not a NAV turn.
ii. Whether COMM-in or COMM-out, the wingman should delay his turn until he
is looking down the Lead's intakes; i.e. until Lead's nose is just about to come
to bear on Wing. He should then add mil power and execute his own 4 G / 10
unit level turn to match Lead's heading.
b. In TAC turns away from the wingman, the wingman should execute his 4 G / 10
unit turn as soon as he responds to Lead's transmission or as soon as Lead has
completed his wing-flash.
i. Since Lead will still be turning when the wingman rolls out, Wing should
assume a 90° turn, particularly if COMM-out.
ii. As Lead rolls out on the new heading, the wingman should expeditiously
strive to regain spread and align to Lead's new heading
Common Errors:
1. Nose slice in turns intended to be level.

2. Not understanding the geometry.
3. Not seeing Lead’s wing flash.

4. Pulling greater / less heading change than Lead.
1. Know the geometry.

2. Be attentive.

Name: Cross-Turn
Purpose: The Cross-Turn is used to maneuver the section approximately 180° for
threat engagement / disengagement, holding, or route timing adjustment.
1. The cross turn is initiated by Lead transmitting, "CALLSIGN, CROSS TURN." The
wingman's response is his full call sign which will serve as the command of
execution. Note that altitude contracts are implied and not transmitted as in the
Training Command.
2. The COMM-out cross turn is initiated by a wing-flash and is initially similar to a
shackle.
a. Unlike TAC or NAV turns, the Lead will immediately begin his turn into Wing as
Wing starts turning.
b. Instead of rolling out after 45° as in a shackle, Lead and Wing will turn for a full
180°.
3. As with in place turns (next discussion), cross turn execution leaves relatively little to
interpretation.
a. Upon Lead's transmission or wing-flash, the wingman should immediately begin
his mil power turn. Any delay Wing makes in commencing this turn will put him
behind and unable to catch up for the remainder of the maneuver.
b. The wingman should fly his best 4 G / 10 unit turn. Since the maneuver is
predicated on both aircraft making identical turns, any sloppy air work will
translate directly into being out of position when the cross turn is complete.
4. On the other hand, the wingman should remember that this maneuver is designed to
allow both aircraft to "clear their six." The wingman should avoid becoming so
fixated in his HUD that he never looks outside the cockpit.
a. Midway through the cross turn, Lead and Wing will meet 180° out. The wingman
is expected to clear above and/or to the outside of Lead.
b. The geometry of the cross turn has one characteristic that should be mentioned.
Due to the aircraft's close lateral separation and the turn radius of the Harrier,
cross turns will usually result in the aircraft coming out wide abeam.
5. Since the wingman knows that he will come out wide, he should continue to pull past
the reference heading for 10 - 30° to drive back to the proper abeam distance. Wing
should realize that an aggressive turn into Lead will require a greater airspeed to
prevent him from getting sucked as he regains combat spread. When he arrives at
the proper spread position, he then may reset his heading and airspeed to match
Lead.
Common Errors:
1. Not establishing early de-confliction.

2. Accepting wide abeam out of turn.
1. Establish obvious de-confliction early, or transmit intentions over radio.

2. Anticipate need to fix wide abeam out of turn.

Name: In Place Turn
Purpose: The In Place Turn allows the section to maneuver approximately 180° for
threat engagement / disengagement, holding, or route timing.
1. The in place turn will be initiated by Lead transmitting, "CALLSIGN, HOOK LEFT /
RIGHT." The wingman's response is the full call sign which will serve as the
2. COMM-out in place turns are only done into Lead.
a. In place turns are initiated with a wing-flash.
b. Lead turns away from Wing as soon as Wing starts turning. This should be a
dead giveaway that Lead is calling for an in place turn.
3. Compared to other turns, in place turns are relatively easy to perform. From combat
spread, the execution of a good 4 G / 10 unit turn should ensure being in position at
the completion of the turn.
a. For in place turns into the wingman
i. Wing will have little to look at other than his instruments and his airspace. A
properly flown turn will serve him best to come out in position. For this reason,
these turns typically come out much better than in place turns away from the
wingman.
ii. The wingman should be wary of fixating his eyes on the HUD to the detriment
of his lookout doctrine, terrain clearance, and de-confliction.
b. For in place turns away from the wingman, Wing can gauge his turn by
comparing it to Lead's, which should be a mirror image of his own.
i. In particular, when the section is 90° through the turn, the wingman should be
able to look right up Lead's six.
ii. If Lead appears to be "inside" the wingman's turn, then Wing should pull
harder; get his nose down for better turn rate, or both.
4. Care should be exercised by the wingman to avoid pulling into buffet and / or
bleeding off his maneuvering speed, which will only result in him being more sucked,
not less.
a. If Lead appears to be "outside" the wingman's turn, then the wingman may relax
his pull very slightly to avoid coming out acute.
5. Extreme care must be taken by Wing not to float his turn into the Lead's airspace
while simultaneously going belly up. Lead will be blind on Wing for at least the first
half of this turn and possibly longer resulting in a high midair potential. If Wing even
suspects that he is encroaching on Lead's airspace, he should accept coming out
acute and fix his position after the completion of the maneuver

Common Errors:
1. Nose slice in a turn that was intended to be level.

2. Inside aircraft pulling too hard and outside aircraft pulling too light, resulting in both
aircraft in the same airspace out of the turn.
1. N/A

Name: Shackle-Turn
Purpose: The Shackle-Turn can be used to adjust the formation, change sides for
Wingman and Lead, adjust for threat and weapons employment, establish
proper bearing or abeam distance, or provide an opportunity to check 6.
1. The shackle will be initiated COMM-in by Lead transmitting, "CALLSIGN,

SHACKLE." The wingman's response is his full call sign which shall serve as the
2. COMM-out shackles are initiated by Lead by making use of a wing-flash to get the
wingman to turn.
a. Lead's wing-flash is a signal to Wing that he should begin turning.
b. Lead will turn once he observes Wing's aircraft is turning.
c. The wingman will key off Lead's aircraft to roll out and reverse to reference
heading, redressing the section in the process.
3. If the section is in combat spread

a. The wingman should commence a 4 G / 10 unit turn towards Lead until 45° off
the reference heading.
b. Wing will cross flight paths with Lead and must de-conflict by altitude (Wing's
responsibility) while clearing his six o'clock position.
c. Wing should turn back to reference heading after approximately the same
number of seconds it took to get to the merge.
4. If the section is out of combat spread, the shackle becomes somewhat more difficult
but also more critical.
a. If the section is wide, then the procedures remain the same except that both
aircraft will not extend past the merge for the same length of time it took to get to
it. Generally, three seconds is a good starting time for the delay. This time will
vary somewhat depending on whether the section is in offensive or defensive
combat spread and the speed of the aircraft.
b. If the wingman is acute or sucked, the geometry becomes more dynamic. The
acute jet should turn more than 45°, thus slowing his downrange travel. He must
not turn too far to avoid going sucked in the process. In general, the acute jet
should not cross the sucked jet's flight path at an angle of greater than 90°.
c. On the other hand, the sucked jet needs to increase his downrange travel to
catch up with the acute jet. In extreme cases, the sucked jet may just check turn
to ensure he crosses the other aircraft's flight path and drive to position.
Remember, the wingman has an altitude contract and is responsible for de-
confliction.

Common Errors:
1. Nose slice in turns intended to be level.

2. No, or late reversal.
3. Improper de-confliction.
1. N/A

Name: COMM-Out Rule-Of-Thumb
Purpose: To establish an easy to remember building block approach to

maneuvering COMM-out
1. These turns will typically be performed on a known route. That means all aircraft,
not just Lead, will know when the turns are coming. Free NAV is the exception, not
the norm.
2. If Wing does not know the intentions of Lead until after the turn is initiated, use the
Rule-of-Thumb listed below:
a. If you see a wing-flash, turn into Lead.
b. Always assume the turn into Lead to be a 90° TAC-Turn unless:
i. Lead immediately turns into Wing (The turn is either a Cross-Turn or a
Shackle-Turn).
(1) If Cross-Turn, Lead will continue his turn.
(2) If Shackle-Turn, Lead will roll out after approximately 45°.
ii. Lead immediately turns away (The turn is then a Hook-Turn)

iii. Lead turns after Wing has turned 30-60° (The turn is a NAV-Turn)
c. If Lead turns into Wing without a wing-flash, the turn is either a TAC-Turn or a
NAV-Turn.
i. If the turn is a NAV-Turn, Lead will roll out after 30-60° of heading change.
d. The only COMM-Out Turn not performed is a HOOK-Turn into the wingman.
e. Mic clicks and / or radio transmissions are not the norm, but the exception.
f. Generally, "Free NAV" will not be performed. Ideally, these turns will be
performed on a NAV Route or by using pre-briefed turn points.
Common Errors:
1. Not looking at Lead.

2. Mistaking one turn for another.
1. N/A

Name: High Altitude Maneuvering
Purpose: To introduce section tactical formation at high altitude
1. Flight will climb in cruise / parade formation to 20-30,000 feet.

2. A lead change will be initiated and then the IP will fall back to a chase position on
the RP. The IP will direct the RP where to fly the aircraft while being chased with
directive heading, altitude and speed calls. The RP will maintain awareness on
range boundaries and will turn as required while providing a notice to the IP that a
turn is to be initiated (“MARS 22, TURNING LEFT”).
3. When directed by IP (“PUSH FOR SPEED”) the RP will accelerate to 0.7 IMN and
then report “MARS 22, SPEED AND ANGELS.”
4. The IP will then direct the RP to conduct a series of 90° and 180° turns by saying,
“LEFT/RIGHT 90/180.” The RP will respond with callsign, “MARS 22”, and then
perform the turn.
5. Upon turn initiation, roll into approximately 60-70° AOB and THEN select full power
while increasing aft stick pressure to approximately 8 units AOA. This will prevent
you from accelerating above “maneuvering” Mcrit (approximately 0.78 IMN) prior to
gaining sufficient AOA to prevent the aircraft from accelerating.
6. The goal is to fly a full power, level, constant 0.7 IMN turn. You will only be able to
attain 2-3 G, depending on your altitude, if you fly a constant speed turn. The AOA
where the aircraft first enters light buffet is typically where your constant speed
occurs. Expect at these altitudes that this will occur at 7.5-10 units AOA.
7. After the RP has demonstrated proficiency at flying constant 0.7 IMN turns, the flight
will change lead again and then deploy to Defensive Combat Spread and then
Offensive Combat Spread to practice all section formation tactical turns.
8. Formation tactical turns at high altitude will be full power, level 0.7 IMN turns, just
like when chased.
Common Errors:
1. Allowing the IMN to exceed “maneuvering” Mcrit.

2. Pulling too hard and bleeding below 0.7 IMN.
3. Not flying a good Wing position.
1. Establish the AOB and then select full power while apply the back stick pressure to
maintain a constant airspeed. Also remember that for a constant altitude the KCAS
will not change for given airspeed. So once you have 0.7 IMN set, look at the KCAS
that corresponds to it and use that to reference whether the aircraft is accelerating or
decelerating.
2. Fly a constant IMN / KCAS.

3. Try to catch deviations while they are small, within your MCT constraints, because at
higher altitude you have less maneuverability and less thrust to use to correct
deviations.

Name: Division Taxi / Marshal Procedures
Purpose: Safely and expeditiously taxi a division of aircraft with FOD avoidance.
1. Taxiing:
a. Always taxi with FOD avoidance.
b. Maintain a 1000' minimum separation.
c. You can taxi behind stationary aircraft at 90° TCA or greater. Give yourself
enough distance. Common sense applies.
d. Out of the line, closest to the hangar taxies first. If you’re beak-to-beak, taxi in
order of call sign. (Mars-22 will taxi before Mars-23).
e. Whenever you are ready to taxi, taxiing or ready for takeoff, your landing light will
be on. Whenever you have stopped taxiing (w / no intent to continue to taxi) or
are doing checks, your landing light will be off.
2. Marshalling:
a. Regardless who taxies first, the flight should marshal perpendicular to the active
runway in flight order with the lead aircraft farthest from the runway.
b. When pulling into marshal, all flight members should be able to see the lead pilot.
This means that –2 should lineup slightly aft of abeam with –3 abeam lead and –
4 slightly acute on –3 so he can see in front of –3’s nose to lead.
c. Complete the takeoff, combat, miscellaneous checks to include a yardstick check
(ensure TACAN is boxed on the AMPCD or PROX is colonized on the ODU to
receive DME information in the HUD) and set the default cards. Complete your
one-finger checks. Once all checks are complete, examine the aircraft next to
you for leaks or damage. Ensure you are both configured the same. If Lead’s
position lights are off, have yours off. AUTO flaps have no aileron droop; STOL
flaps have aileron droop. Once satisfied, the last member in the flight turns his
landing light on and passes the Up and Ready signal with a thumbs-up, up the
line.

3. Taxiing to the runway:
a. In division, Lead and subsequent aircraft will cross in front of the remaining
aircraft following the “section cross in front of wing” procedures.
b. When runway length is a concern, Lead may chose to line up the division with
Dash-3 and -4 abeam each other in the long position (or the approach end of the
runway), and Lead and Dash-2 abeam each other, 1000' from the second
section. Check-ins, remain the same as in the stream STO. Once the
acceleration checks are complete, Lead initiates the takeoff roll by saying,
“MARS-11 IS ROLLING.” Lead will give the kiss-off signal to Dash-2, release his
brakes, roll 500', then add full power and execute a normal STO. As Lead’s
aircraft breaks the deck, Dash-2 will announce “MARS-12 IS ROLLING” select
full power and execute a normal STO. On Dash-2’s rolling call, Dash-3 will give
the kiss-off signal, release his brakes, roll 500', then add full power, and execute
a normal STO. As Dash-3’s aircraft breaks the deck, Dash-4 will select full
power and execute a normal STO.

Common Errors:
1. Not taxiing to the long position as dash last.

2. Positioning on the wrong side of runway.
3. No tail pipe courtesy.
4. Incorrect COMM.
1. Position on the numbers for the last aircraft.

2. Lead will take downwind side of runway, this means Dash 2 and Dash 4 are on the
upwind side.

Name: Division Balanced Parade
Purpose: This formation will normally be used when operating within Class D
Airspace or navigating the airways.
1. See NATOPS for a diagram and description of the formation.

2. This formation is similar to Division Fingertip except with Dash-3 leaving a “space”
for Dash-2. All turns in division balanced should be VFR parade.
Common Errors:
1. N/A
1. N/A

Name: Division Fingertip
Purpose: This formation can be used when operating within Class D Airspace, in
instrument conditions, and at any time the formation will be viewed
critically from the ground.

2. This formation allows for a slightly easier platform to fly off. The only difference
between Division Echelon and Division Fingertip is that Dash-3 & -4 are on the
opposite side as Dash-2 and Dash-3 is flying parade directly off of Lead. All division
fingertip turns are IFR parade.
Common Errors:
1. See basic parade errors.
1. N/A

Name: Division Echelon
Purpose: This formation will normally be used when operating within Class D
Airspace and at any time the formation will be viewed critically from the
ground.

2. Dash-2 will fly parade position off Lead, Dash-3 will fly parade off Dash-2 and Dash-
4 will fly parade position off Dash-3. Keep in mind that Dash-2 will set the “tone” for
the flight. Flying too tight of a parade position off of Lead, will not allow Dash-3 a
proper platform off which to fly. As for Dash-3 and -4, aligning of the previous
aircrafts helmets, will ensure a symmetrical smooth look to the formation. Also, as
Dash-3 or -4, looking “through” the previous aircraft to Lead, will help you to fly a
more stable position. This does not mean solely referencing Lead without regard for
the aircraft directly in front of you, but to take into account your position in relation to
that aircraft, yet still fly a relatively stable platform.
Common Errors:
1. Matching every movement of aircraft directly in front of you.

2. Not matching interval set by Dash-2.
1. N/A

Name: Division Cross Under
Purpose: To move the second section to the other side of the formation.
1. From echelon formation, when the Leader signals for a wingman cross under, Dash-
2 will simply execute a standard cross under. Dash-3 will then move into Dash-2’s
vacated position, flying parade on Lead. The resulting formation is fingertip. Dash-4
simply flies the standard parade position on Dash-3 throughout the evolution. From
echelon formation, when Lead signals a section cross under, Dash-3 (second
section leader) will execute the standard cross under, but will maintain his nose-to-
tail distance on Dash-2 until he has 6' of lateral separation on Lead. Dash-3 will then
move forward and up into parade position on Lead. Dash-4 will simply execute a
standard cross under on Dash-3, pacing it so that it will be completed as Dash-3
completes his maneuver.
2. From fingertip, when Lead signals a wingman cross under, Dash-3 must move aft
and out from Lead to allow space for Dash-2 to move into his position. Dash-2 will
simply execute a standard cross-under once he sees that space is clear. The
resulting formation is the echelon. Dash-4 will simply maintain his position on Dash-
3. From fingertip formation, when Lead signals a section cross under, Dash-3 will
drop straight back until he has proper nose-to-tail distance on Dash-2. He will then
cross under, maintaining this distance until he is to the outside of Dash-2 with 6' of
lateral separation. He will then move forward and up into parade position on Dash-
2. Dash-4 will execute a cross under on Dash-3, again timing it so that he will
complete his cross under at the same time as Dash-3.
Common Errors:
1. Dash-3 not making sufficient room for Dash-2 to cross under between Lead and the
second section.
2. Dash-4 not maintaining alignment by keeping Dash-3 constantly between Lead and
Dash-4’s aircraft during section cross under.
1. N/A

Name: Division Running Rendezvous
Purpose: To join the flight after take-off or a separation.

2. After Take-off Running Rendezvous:
a. The following procedures only apply when the on-course heading after take-off is
less than 45° from the take-off heading, otherwise the circling rendezvous
technique described in basic formation should be used.
b. On take-off Dash 2, maintain your side of the runway for the join-up. Dash 3 and
4 will join on the opposite side of the formation as Dash 2, with Dash 4 outside of
the formation from Dash 3 to keep all members of the formation in sight on the
same side of your canopy. Dash 4 must use caution to avoid jet wash right after
take-off when crossing to the outside position from Dash 3. After all aircraft are
joined-up, Dash 3 will choose which side of the formation the second section is
going to fly on. Dash 2 should note which side of the formation the second
section has selected and “auto-balance” the formation if not already on the side
opposite the second section.
3. After Separation Running Rendezvous:

a. Dash 3 will call the side that the second section will rendezvous on Lead; Dash 4
will fly conduct a running rendezvous on Dash 3 outside the formation from Lead.
Dash 2 will “auto-balance” as necessary and complete the rendezvous on the
opposite side.
b. Other than that the procedures remain similar to what is described above and
what was taught in basic formation for a section running rendezvous.
4. If at any time excessive closure develops on any aircraft in front of you in the
formation, execute an Over-run as taught in basic formation. Stay on your assigned
side of the formation and maintain sight of all aircraft that are supposed to be in front
of you in the formation while performing the Over-run. If Dash 3 Over-runs, Dash 4
needs to keep sight on both Lead and Dash 3 and maintain adequate lateral
separation from both as Dash 3 decelerates to move back onto the bearing from
Lead.
Common Errors:
1. Dash 2 taking excessive time to complete rendezvous.

2. Dash 4 setting up rendezvous to the inside of Dash 3 instead of outside.
3. Over-run.

1. Fly the correct closure up to and on the bearing.

2. Keep all aircraft in front of you in sight while conducting the rendezvous.

Name: Division Cruise
Purpose: Administrative control and added flexibility from Finger tip or balanced
formations.

2. In a formation of three or more aircraft, Dash-3 will be designated the second section
Leader. It is the responsibility of Dash-2 to balance the formation whenever the
flight is straight-and-level. Don't be spring-loaded to change sides - wait a moment
until you are sure Dash-3 is not going to reposition his section. When maneuvering
as a division, Dash-2 flies off Lead, and Dash-4 flies off his section Leader. Dash-3
will fly off Lead and allow sufficient maneuvering room for Dash-2. Position
reference points for Dash-2 and -4 are the same as in section.
Common Errors:
1. Same as section administrative cruise
1. N/A

Name: Division Box
Purpose: Provides good mutual support between sections within the division. This
is a good defensive formation to fly in a high or unknown threat
environment.
1. See Air NTTP for a diagram and description of the formation.

2. This formation is flown by four aircraft. The Lead section flies a normal defensive
combat-spread, and the second section does the same at 1.0 to 2.5 NM in trail.
Turns are performed in section. An “offset box” can be flown by offsetting the
second section by approximately 3000' to one side. Altitude contracts are identical
to those in Division Fluid Four and for the same reasons.
3. All calls are initiated by Lead to his wingman. For example: “MARS-21, TAC-
RIGHT”, “Dash-2 responds, “MARS-22” and they execute the TAC-Turn. Dash-3
follows Lead’s cues and restates the same intentions to his section. The turn is
initiated at the same point as the Lead section. This will typically occur anywhere
from 4 to 12 seconds after Lead’s call. “MARS-23, TAC-RIGHT”, Dash-4 responds
“MARS-24.” All turns can be performed from Division Box / Offset Box.
Common Errors:
1. Dash-4 not keeping sight of Lead’s section.

2. Standard section errors.
1. N/A

Name: Division Deployed Echelon
Purpose: Provides a good balance of mutual support with ease of maneuver and
de-confliction. This is the standard division night tactical formation.
1. The formation definition is the same as section deployed echelon with additional
distance / altitude de-confliction. Dash 3 must remain outside 1.5 NM from Lead to
provide 0.3 NM buffer with Dash 2. All flight elements should maintain separate
sanctuary altitudes to ensure de-confliction. The Lead section will normally have
Base altitude (Lead) and Base - 1K (Dash 2), with the second section stacked high
at Base + 1K (Dash 3) and Base + 2K (Dash 4).
Common Errors:
1. Not pulling hard enough in turns and getting “spit out.”

2. Pulling too hard in turns and going blind.
3. Delaying turn too long and getting “spit out.”
4. Bore-sighting Lead in turns.
5. Poor airspeed control.
6. Not maintaining correct altitude and range from other formation members.
7. Losing sight of other formation members.
1. Fly to place Lead in the correct position throughout turns.

2. Keep other formation members in sight throughout all maneuvers.
3. Maintain a scan of airspeed, altitude, distance to other formation members, AOA and
velocity vector. Don’t let your scan break down and fixate on one thing.

Name: Division Wedge
Purpose: This formation is both a defensive and offensive formation. It can be flown
using either 3 or 4 aircraft.

2. Using this formation, the division Leader does the navigating; the section Leader
(Dash-3) and wingman (Dash-4) fly as a section following the division Leader, while
providing mutual support.
3. This formation is similar to Division Offset box except Dash-2 flies Fighter Wing off
his Lead. Any turns in Division Wedge are assumed to be 90° unless called. Lead
may give a reference heading or degrees of turn for all other turns. In that case,
Lead may say: “MARS-21, RIGHT 180, REFERENCE 210”, Dash-2 will remain silent
since he is flying Fighter Wing. Dash-3 shall initiate his respective turn after the
appropriate delay with, “MARS-23, HOOK RIGHT OR CROSS-TURN.” Dash-4 will
respond “MARS-24.” Both wingmen will fly their respective turns in their respective
positions.
Common Errors:
1. Dash-2 responding with MARS-22.

2. Dash-4 losing sight.
1. N/A

Name: Division Fluid Four
Purpose: A division formation that provides a good balance of mutual support and
maneuverability / flexibility.

2. Outstanding control and maneuverability are provided, while allowing the greatest
flexibility for transition to other formations, attack positions, or “commit” scenarios.
This inherent flexibility gives a division the capability to provide immediate attacks
and maintain good starts on pop-up or short-range commits, while keeping each
section in the same radar resolution cell. This will be the primary and default
division formation flown at VMAT-203.
3. This formation is flown by 3 or 4 aircraft. Lead and Dash-3 fly a normal defensive
combat-spread position. Dash-2 and Dash-4 fly Fighter Wing off their respective
Leads.
a. At medium altitude, the division Leader will establish a de-confliction plan. For
ground attack roles, the second section will be stacked high, looking for ground
threats. That means –3 will be 1000' above Lead and –4 will be 1000' above –3.
Dash-2 will be stacked 1000' below Lead. In an air-to-air roll, the second section
will be stacked low, looking up for air-to-air threats. The air-to-ground role will be
the standard at VMAT-203. All turns should be level at their contract altitude. If
an aircraft has all other aircraft in sight he may leave his contract altitude after
the turns are complete to maneuver back into position.
b. At low altitudes, all aircraft will be at the same altitude. This means, all aircraft
must maintain sight of the other three aircraft. Dash-3 and -4 must provide
positive de-confliction from Lead’s section or broadcast their intentions. All turns
should be level unless de-confliction dictates otherwise.
c. All calls are initiated by Lead to his section leader with the word “Flight” following
the call sign. For example: “MARS-21 FLIGHT, TAC-RIGHT”, “Dash-3 responds,
“MARS-23.” The wingmen need only to maneuver their aircraft with respect to
their Lead’s aircraft as though they are in section. No COMM is required from
the wingmen. All turns can be performed from Division Fluid Four.
Common Errors:
1. Dash-2 and Dash-4 not keeping sight of the other section.

2. Standard section Fighter Wing errors.
1. N/A

Name: Division Formation Transitions
Purpose: The changing of formations in flight will be used to fill either a tactical or
administrative requirement. Expeditious maneuvering and correct
positioning are critical to maintain flight integrity and tactical effectiveness.
1. The default division formation at VMAT-203 will be the Fluid Four. All transitions will
be directed by the division Lead, and the section leader will be required to maneuver
as necessary to obtain correct positioning. The actual maneuvering that takes place
during each transition will be thoroughly briefed by the Flight Lead. The following
discussion will show one way to transition to the various formations.
2. Transition from Fluid Four to Box / Offset Box: When deploying from Fluid Four to
Box / Offset Box, Dash-2 simultaneously lowers his nose to gain an airspeed
advantage over Lead and takes a cut away from Lead. Dash-2 uses airspeed and
altitude to arrive in a combat spread position on Lead. Dash-3 will pump the section
90° turn into Lead as Dash-3 crosses Lead’s flight path, he will return to the original
heading (striving to split Lead and Dash-2). Dash-4 will arrive almost in trail of
Dash-3 after the pump. As Dash-3 returns to the original heading, Dash-4 will match
Dash-3's turn to arrive in a combat spread position on Dash-3. To return to Fluid
Four, Lead will "pump" into Dash-2. The second section leader (Dash-3) will
continue on his present course. Dash-4 will turn towards Dash-3 and maneuver to
arrive in Fighter Wing. As Lead crosses Dash-3's nose, he will call for his section to
pump in the opposite direction (i.e. turn back to the original heading). Out of the
resume turn, Dash-2 will use angles and altitude to position his aircraft in Fighter
Wing on Lead. Lead may check turn the division as necessary to expedite a
mutually supportive formation.
Fluid-4 to Box/Offset Box

"Mars-11, Deploy to O/S Box" Def Cmbt Sprd
Mars-12 Mars-11
Mars-12 Mars-11
1-2.5 NM
1-3000' Alt Split
Mars-13
Mars-13
Def Cmbt Sprd
Mars-14
Mars-14
Mars-11 Mars-13 "Mars-13, Pump Left" "Mars-13, Pump Right"
Mars-12 Mars-14
1
2 3 4

3. Transition from Fluid Four to Division Wedge: When deploying from Fluid Four to
Division Wedge, Lead and Dash-2 maintain their present course. The second
section will pump into the lead section. Dash-4 will arrive almost in trail of Dash-3
after 90° of turn. As Dash-3 crosses the lead section's flight path, Dash-3 and –4 will
pump in reverse direction. Dash-3 and -4 should arrive in a defensive combat
spread with 1.0-2.5 NM separation between the Lead sections. The Lead will check
turn the division as necessary to expedite the positioning. To return to Fluid Four
from Division Wedge, Dash-4 will join on Dash-3 as described in the section
transitions section. Lead will call a 90° turn in the direction of Dash-3. As the lead
section is approaching the second section, Dash-3 must maneuver the second
section to match the turn of Lead to arrive at a combat spread position. Out of the
turn, Lead will check turn the division as necessary to expedite a mutually supportive
formation.
Fluid-4 to Wedge
"Mars-11, Deply to Wedge" "Mars-13, Pump left"
F.W.
Mars-11
Mars-11
Mars-12
Mars-12
1-2.5 nm
1-3000' Alt Split
Mars-13 Mars-14
Mars-11 Mars-13 Mars-11 Mars-13 "Mars-13, Resume" Def Cmbt Sprd

Mars-13 Mars-14
Mars-12 Mars-14
Mars-12 Mars-14
1 2 3 4
4. Transition from Fluid Four to Division Wall: When deploying from Fluid Four to
Division Wall, Dash-2 and -4 will use altitude and power to gain an airspeed
advantage over Lead and Dash-3 respectively. They will take a slight cut away from
their respective Lead, maneuvering to arrive in a defensive combat spread outboard
on their respective Lead. To return to Fluid Four from Division Wall, Dash-2 and -4
will join on their respective Leads as described in the section transitions section. For
significant heading changes while deployed in division wall, the division will need to
be collapsed to fluid four then returned to division wall once established on the new
heading.
5. De-confliction: While flying in section, the wingman is always responsible for de-
confliction and collision avoidance. This is accomplished in TACFORM by the
wingman creating an obvious separation of aircraft during crossing flight path
maneuvers, exaggerating your intentions. In division, the second section Leader is
responsible for division de-confliction (i.e. between the sections). Dash 2 and 4 are
responsible for section de-confliction (i.e. within their section). During tactical
maneuvering the second section Leader will ensure de-confliction by horizontal and

vertical separation between sections. All flight path intentions must be made
perfectly clear during maneuvering involving crossing flight paths.
Common Errors:
1. Not anticipating turns.

2. Not flying off of Lead.
3. Not keeping Lead section in sight.
1. N/A

Name: Division Battle Damage / Ordnance Checks
Purpose: To confirm aircraft integrity and ordnance status of all flight members prior
to return to base.

2. The division Battle Damage / Ordnance Checks for a four aircraft division are
straightforward; each section do a standard section check. With a “light” division
(only 3 aircraft) it needs to be very clearly understood who is going to perform the
check on who and when. Air NTTP lists the standard for a 3 aircraft check. Any
deviations from this need to be briefed thoroughly.
Common Errors:
1. Not “FENCE-ing out” prior to joining in close proximity to other aircraft.

2. Not using proper signals for lead change.
3. Poor basic airwork while flying as Lead.
4. Not closely checking other aircraft (i.e. not seeing “hung” bombs, loose fasteners,
etc.)
1. Perform your Tacadmin checks again prior to join up; ensure all weapons are
deselected and all armament switches are SAFE (ALE-39/47 is often forgotten).
2. Watch the visual signals carefully, especially for the lead change; there can be no
ambiguity about “who’s on first.” If something is unclear, ask on the radio.
3. Fly the heading and altitude that Lead gives you at the lead change. If the flight is in
a descent or a turn during the lead change, Lead will tell you what the level-off
altitude or roll-out heading should be; fly it.
4. Be deliberate when performing a visual inspection of the other aircraft. Lead is
going to make decision about the recovery based upon your input from the
inspection. Don’t pass bad / unsafe gouge.

Name: Division VFR Break
Purpose: The safe and expeditious VFR recovery of a division of aircraft.
1. No later than the initial Lead will position the flight in Echelon Left or Right, as
appropriate for the Break direction. Lead will set the power to approximately 85-90%
at the initial for approximately 350 KCAS in the Break and then will stop moving the
throttle to allow the wingmen to stabilize in position. Dash 2 sets the interval for
Parade formation and in the Break. The standard Break interval is 3 seconds for 3
aircraft and 4 seconds for 4 aircraft, although Lead may brief something different
based upon the pattern traffic and landing requirements.
2. The key to a professional-looking and safe VFR Break is to have all aircraft do the
exact same procedures at the correct timing. This will make the Break uniform and
will establish a consistent interval on the downwind that not only looks good but also
makes it easy for all aircraft in the division to keep sight of one another.
3. At the appropriate position over the field Lead will “kiss off” the flight, initiate a level 4
G / 10 unit AOA Break and then select idle and speed brake out. At the appropriate
interval Dash 2 will initiate the exact same Break. Dash 3 and 4 will follow at the
interval set by Dash 2.
4. Once below 250 KCAS and wings level on the downwind, select gear down, nozzles
25°, flaps STO / AUTO (as appropriate). Abeam the intended point of landing select
60° nozzles (or as appropriate for you type of landing).
5. Lead will request landing clearance for the flight. Assuming tower clears the entire
flight to land from Lead’s request, at the abeam position Dash 2-4 will simply state,
“MARS XX, GEAR DOWN.” You must carefully listen to Tower’s landing clearance
to ensure that the flight has been cleared to land so you make the proper call at the
abeam.
Common Errors:
1. Dash 2 flying Parade too tight.

2. Dash 3 and 4 not matching the Break interval set by Dash 2.
3. Not flying a level 4 G / 10 unit AOA Break.
4. Selecting greater than 25° nozzles prior to the abeam position.
5. Making an incorrect “Abeam” call.
6. Losing sight of interval on the downwind.
1. Execute procedures exactly as they are listed here at the correct time / interval.
2. Fly the correct Break G / AOA.
3. Don’t descend in the Break.

4. Listen to the landing clearance and respond appropriately. Dash 3 and 4 will match
Dash 2’s “Abeam” call as appropriate, based upon Tower’s clearance and intended
landing point.


Navigation Stage
Name: Visual and system navigation
Purpose: Define the requirements and standards for navigation.
1. Low-level navigation is a means of funneling yourself, with ever increasing accuracy,

to a point where you can find your assigned target. Arriving at the proper time and in
a position to accurately deliver ordnance is obtained by optimizing geographical
reference and aircraft navigation systems.
2. The Navigation stage for the AV-8B replacement pilot is designed to introduce high
and low-level systems navigation and practice systems management. A review of
basic DR navigation will serve to back-up the INS and will be used in case the INS
fails.
3. Precise mission planning will greatly reduce pilot workload during the navigation
sortie. The Joint Mission Planning System (JMPS) will be used for Navigation stage
events and will greatly assist the RP in all aspects of preflight planning. A properly
loaded mission card, properly prepared route map, and a smart pack are required for
all events. Intensive preflight planning is the best way to ensure success in the
Navigation Stage.
4. E-CHUM will be utilized to confirm route obstructions.
5. Remember that navigation sorties are the building blocks for more advanced strike
training. The navigation portion of advanced missions is taken for granted, as the
pilot will be more concerned with tactical considerations.
Common Errors:
1. Not properly preparing for navigation events.
1. N/A
AV-8B FSG Ver. 3.0 NAV 8 - 1

Name: Preflight Planning – Airspeed and Altitude Selection
Purpose: To select airspeed and altitude for the planned route.
1. Any appropriate ground speed may be used which allows adequate fuel for recovery
with SOP fuels. Speeds normally used are 420, 450, or 480 KGS. At no time is it
acceptable to fly less than 400 KIAS in the low level environment.
2. When selecting the ground speed at which you will fly your route, there are some
factors that must be considered. Select an airspeed that gives you an adequate
threat reaction capability without excessive fuel burn. The ground speed selected
must allow you the ability to catch up if you are behind, are forced to react to a
threat, or any other outside factor. If the route is in an area of high elevation, care
must be taken not to fly at speeds slower than 400 KIAS to allow for low altitude air
start.
3. In order to maximize fuel efficiency, NATOPS max range profiles, as flown in the
FAM and INST stages, should be flown to and from the training route. Plan for the
highest logical altitude to and from the route. Take into account type of flight plan
IFR / VFR, distance, and weather for the en route portion. Published VRs will be
planned and flown at the minimum altitude for the route IAW AP-1B. Routes will be
flown at a minimum of 500 feet AGL or in accordance with current operating
directives including the current bird avoidance policy.
Common Errors:
1. Not following AP-1B altitude restrictions

2. Poor decision making on en route altitude selection.
1. Reference the AP/1B for route structure restrictions.

2. Plan for what you expect to fly that day. Do not plan to fly VFR at 17,500’ if the
weather is 5000’ overcast.
Source Documents: AP/1B, Air NTTP

Name: Waypoint Selection and Data Entry
Purpose: To select waypoints for route planning purposes and ensures correct data
entry.
1. All sorties at VMAT-203 will be planned on the JMPS, which will allow for easy
transfer of waypoint data into the aircraft via the mission card. All pilots should be
familiar with manual data entry, in the event the mission card load cannot be
transferred.
2. AP-1B delineates waypoints and route structure for Military Training Routes (MTR).
The JMPS MTR function automatically populates these waypoints. The waypoints
may be moved to prominent landmarks to aid in navigation if the new waypoint
remains within the route structure. When moving waypoints, do not select airports,
towns or noise sensitive areas as new points. When entering waypoints from a map,
such as the IP or target, it is important to ensure the datum is the same on both the
map and in the planning station.
3. All low level routes should be planned to have an opportunity to update the INS in
the event you are flying with an inoperable GPS. Coordinates for waypoints that will
be used to perform an update should be derived from the most accurate source
available, such as 5 meter imagery from JMPS. An accurate waypoint coordinate is
essential to a good system update.
Common Errors:
1. Entering an IP from a NAD-27 datum chart into the JMPS system as a WGS-84
coordinate.
2. Not planning for an INS update
1. Always ensure you cross check your waypoint datum during planning.
2. Though our GPS system is very reliable, always have a plan to update without the
use of the GPS.
Source Documents: NATOPS, AV-8B NATIP,

JMPS lessons, Air NTTP

Name: Preflight Planning - Fuel
Purpose: To plan and fly a MTR to arrive at the IP +/- 500#’s of planned fuel.
1. As with any jet aircraft, fuel consumption at low altitude is high in the AV-8B. This
shall be taken into account during preflight planning. A high-altitude leg, to a low-
level route, to another high leg home (HI-LO-HI profile) will maximize the tactical
range of the AV-8B. Strict adherence to climb schedules, optimum cruise Mach, and
descent point is imperative for a HI-LO-HI profile. NATOPS contains performance
charts to aid you in determining an approximate fuel flow based on aircraft weight,
drag index and altitude. The JMPS will automatically calculate fuel consumption
during preflight planning. This system greatly simplifies preflight planning, but the
pilot needs to be familiar with the charts as well.
2. JMPS will allow for a climb to altitude and a descent to a low level altitude in the
same leg as long as the distance between level-off points is sufficient to be at your
planned altitude. If the distance between waypoint level off's is not sufficient in order
to be level, at your planned altitude, you may need to add a "descent / climb point"
as necessary for JMPS calculations. This point, which is for planning purposes only,
will allow you to enter a climb to the en route altitude followed by a descent to the
first low level point. Failure to do this will cause the fuel figures to be artificially high
on paper and lower than expected in flight.
3. Significant fuel figures need to be planned, briefed, and understood. In addition to
the Air NTTP fuel figures, use JMPS to figure MFR and EFR fuels for each point
along the route.
a. MFR - the minimum fuel required to complete the route and arrive at the abeam
position with SOP fuel remaining. Ensure that weather is taken into account
when determining the SOP fuel reserves. The JMPS platform preferences has
this fuel set at 1200 pounds.
b. EFR - estimated fuel remaining based on JMPS fuel planning figures.
c. TIGER – Enough fuel to enable the flight to fight into the target area, kill it, and
disengage based on the expected threat.
d. JOKER – The fuel state, above Bingo, at which separation / bug-out / event
termination should begin. In training, unless the training objective is to fly a
tactical egress, Joker will be the fuel state at which the flight will terminate the
tactical portion of the mission and rejoin to assume an administrative profile for
the planned recovery.
e. BINGO - Fuel state at which flight member must proceed along established
routing under a maximum range profile, whether rejoined as a flight or not. At
Bingo, aircrew should check their VRST page and determine if they need to
execute a NATOPS bingo profile, proceed direct, or declare an emergency. In
training, unless otherwise briefed, BINGO will be the fuel state at which the flight
will terminate the tactical portion of the mission, select the desired waypoint of
landing, and assume a VFR max range (16,500 / 17,500 MSL) profile to execute
a straight-in, full stop landing as a single ship.

4. When using JMPS remember the difference in the initial fuel load for the T-bird.
Good figures to use are 7000 lbs for the B and 6500 for the T-bird.
5. Your fuel figures should constantly be monitored along the route. Your actual fuel
should be compared to the EFR at each point. If during the flight you notice that
your actual fuel is below your EFR, start to look for a possible reason and take
corrective actions as required.
Common Errors:
1. Failure to add a “level off point” from home plate to the entry point, if necessary.
2. Not accounting for weather in your SOP fuel states.
3. Not ensuring JMPS data accuracy.
4. Not flying a precise profile.
1. Include increases in fuel reserves due to weather when entering “required fuel” in
the JMPS.
2. Review the data JMPS calculates. Make sure fuels, altitudes and speeds make
sense.
3. Fly precise profiles. A perfect plan executed poorly is worthless.
Source Documents: Air NTTP, NATOPS Performance Charts

Name: Preflight Planning – Chart Preparation
Purpose: To establish chart preparation requirements
1. The pilot will prepare the route chart on a 1:500,000 (TPC) chart with the associated
checkpoints and required information labeled. Additionally, the IP-TGT area will be
prepared on a 1:50,000 chart or 5 meter gridded imagery reduced to 50% scale if
imagery is available. Charts should be printed from the JMPS Area chart or Strip
chart print feature as appropriate. The charts will contain pertinent information that
will aid in navigation and target identification, and provide emergency divert
information. The Air NTTP defines the following required symbols for your maps and
charts:
a. Waypoints: Points should be easily identifiable from the air, and be within the
route structure.
b. Initial Point (IP): A well-defined point, visually distinguishable, that is used to
accurately position the aircraft for the ordnance run to the target. Generally, it is
the last visual checkpoint used by attack aircraft prior to the target-run and
should be approximately one minute or approximately 8 to 12 NM prior to the
target and clear of anticipated threat. This point needs to be plotted on a
1:50,000 chart. Use this UTM grid for JMPS waypoint insertion
c. Target (TGT)
d. Egress Control Point (ECP): A well-defined geographical point, outside the
enemy air defense area, used for control of egress from the target. For
administrative purposes at VMAT-203, plan for a point approximately 8-12 NM
from the target. The mission does not end at the target - Most combat losses
occur after ordnance delivery. Plan a good egress route and fly it.
2. Items to be included on the map:

a. Hazards to flight and altitude restrictions clearly marked in red.
b. Heading and distance from each checkpoint to a suitable (5000 feet hard
surface) emergency divert field in blue.
c. TACAN channel, Approach / Tower frequency, and LAT / LONG or waypoint
number for each divert field depicted along route.
3. Doghouse information is an optional addition to the route chart but not commonly
used in the Harrier community. This same information will be available to you in the
form of a Navigation card. Some or all of the following information may be put in the
doghouses if you wish.
a. Magnetic heading from each checkpoint to the next.
b. Minimum fuel to continue with planned route and RTB with SOP fuel.
c. Open block for real time at each checkpoint.
4. A common tool used is the ALPHA string overlay. At each waypoint place and alpha
string in white stating WYPT name, ETE, EFR / MFR. This information will transfer

to the map in the aircraft and will assist in turn point fuel and timing assessment.
EX: A 6+11 4.5/3.9
5. The Air NTTP Target Sketch will be followed for the 1:50,000-target chart. This
sketch does not need to depict a target attack, as the air-to-surface stage will not
normally have been completed. Complete as much of the sketch as is possible for
your stage.
6. In the event that JMPS does not have imagery of the IP to Target then go to either
http://terraserver.homeadvisor.msn.com or http://earth.google.com/ websites to pull
satellite imagery of your IP and target. Click on the map until you find the resolution
scale you are looking for. By selecting “image information” the software will provide
a LAT and LONG gridded image. This a great tool for map study.
7. The mission card will only transfer map overlays to the aircraft, the drawings made
on the round during preflight planning will not transfer. Failure to prepare the map or
overlay plan for a simulator or flight will result in a MANDATORY UNSAT.
Common Errors:
1. Inadequate target area imagery or sketch.

2. Failure to bring both charts. This is an automatic unsatisfactory.
1. Refer to the Air NTTP for items to be included on the target area sketch.

Name: Navigation Card
Purpose: To describe NAV card
1. JMPS cards are designed to increase a pilot’s SA. The Air NTTP allows for the
navigation card in any appropriate Briefing Card slot. The navigation card organizes
timing and fuel data that is normally in doghouses on the chart. This gives the pilot
the same information in an easier to use format.
2. Most pilots will include the waypoint number and name, heading, distance, timing,
EFR and MFR. Below is an example of the Air NTTP NAVCARD that can be found
in the JMPS mission cards.
PT HDG/DIST ETE ALT EFR/MFR

0-NKT 240/41.1 6+11 17000 7.0/4.3
1-123 A 350/12.3 1+38 1000 5.8/3.2
2-123 B 021/17.7 2+22 500 5.5/2.9
3-123 C 058/14.5 1+56 500 5.2/2.5
4-124 D 111/12.7 1+42 1000 4.8/2.2
5-IP 092/ 9.8 1+18 1000 4.7/2.0
6-TGT 210/ 8.3 1+07 1000 4.6/1.9
7-ECP 290/15.5 2+04 6500 4.1/1.5
0-NKT 29
Common Errors:
1. Incorrect data entry and JMPS planning.
1. QA the plan.

Name: Briefing Requirements
Purpose: To establish briefing requirements.
1. Pilots shall arrive at the brief with a 1:500,000 scale chart for the route and a
1:50,000 or 5 meter imagery scale chart for the target area. In addition to a FAM
Stage smart pack, navigation cards with the appropriate fuel, time, and route data
are required. A mission specific Navigation card shall also be included in the Brief 3
slot. Any obstruction or restriction on the route shall have an overlay inserted on the
moving map. E-CHUM will be reviewed to confirm route obstructions.
2. A flight plan should be filed prior to the brief. Weather for the route can be
requested via the DD-175 in the remarks section. Weather for the planned route
must remain at 3000 / 5 or better
3. If flying locally, the route will be designated on the daily flight schedule, and
scheduled by Operations. If you are flying the route as part of a cross country, it is
your responsibility to schedule the route at a time that will fit into your plan. The
student is responsible for confirming the route has been scheduled correctly.
4. All briefings will be conducted in accordance with the Air NTTP Briefing Guide.
Routes will be flown in accordance with NATOPS, FARs, OPNAVINST 3710.7,
FLIPs, Wing and Group Orders, and VMAT-203 SOP. Briefs will also include the
following mission specific items:
a. Chart preparation (1:500,000 & 1:50,000)
b. Color JMPS chart (required for IP to review overlay planning)
c. Chart study
d. Accuracy of checkpoints (IP and RP will check accuracy of waypoints)
e. INS update plan with accept / reject criteria IAW Air NTTP
f. IP
g. Target as an offset of the IP
h. Egress Control Point (ECP)
i. ETA calculated for each point along the route
j. Route restrictions
k. Hazards to flight
l. Emergency airfield and Bingo data
m. Low level emergency considerations
Common Errors
1. Inadequate preflight prep. Specifically, not having the appropriate charts.

2. Not filing a flight plan prior to the brief.
Corrections for Errors
1. Ensure adequate effort is dedicated to preflight prep. Reference the FSG and
Pocket Tactical Checklist briefing guide to ensure all items are addressed.

2. Prepare a flight plan prior to the brief and have your IP review and sign it. This will
ensure you have a DD-175-1 prior to your walk time.
Source Documents: FLIP AP/1B, Air NTTP

Name: Low Level Start Point
Purpose: Describe procedures for entering a MTR
1. As you start your maximum range profile descent to the MTR, perform an
environmental assessment to include ceilings, visibility and sun angle. This is a good
time to validate your INS by designating the waypoint and confirming its position on
the ground using the designation diamond in the HUD FOV.
2. Plan to start the route on time but realize that starting early (less than 30 sec) is
considerably easier to correct than starting late. Scale selection is a technique item.
De-centered 100 NM ZOOM or 25 NM scales are most useful with the course line for
the first leg of the route dialed in for situational awareness on how to enter the route.
3. Contact the nearest FSS on 255.4 and check on the route with call sign, number and
type of aircraft, VR route number, entry point and time, exit point and time, and route
speed. If unable to establish two-way communication with the FSS, broadcast in the
blind. Descending through 4500 feet AGL, the LAW should be heard. Reset the
LAW for the appropriate altitude using the 10% rule and select RADALT in the HUD.
Ensure completion of the TACADMIN checklist prior to route entry. The G-warm
should be completed either above 10k MSL, prior to route entry if in a MOA or
Restricted Area, or within the route structure. Once within the defined route width
and altitude, you may accelerate to the desired ground speed. Monitor 255.4 and
squawk 4000 while flying the route.
Common Errors:
1. Getting behind aircraft due to several tasks that need to be accomplished in the
descent.
2. Arriving at the start point early and then starting the route late.
3. Unable to start decent at desired time due to ATC.
1. Give yourself enough time to complete the administrative tasks. Completing as

much of the TACADMIN checklist as possible at altitude, and calling the FSS early
will help you complete all tasks prior to entering the route.
2. Chair fly the route entry and have an understanding of the effects on timing of
holding prior to route entry.
3. Contact ATC prior to your descent point and tell them when you will want to descent.
“CENTER, MARS 01 WOULD LIKE A DESCENT IN 10 MILES”
Source Documents: Air NTTP, AP-1B

Name: Visual Navigation Techniques
Purpose: Describe the techniques to be used to visually determine location and

apply corrections while navigating along a flight route.
1. In the event of system degradation or as a backup to your systems you must have
the skill to navigate using visual techniques. This is nothing more than dead
reckoning just as performed in the training command. Done by association of the
chart to the real world outside the aircraft or simply turning on time if no reference
can be made.
2. Route points on key terrain features will greatly assist in maintaining SA and keeping
you on course because they are easily identifiable and provide a good reference
point to cross-check your system navigation.
3. Visually interpret the landmarks that can be seen outside to the moving map, map or
chart being used for reference will provide a sanity check to position keeping.
4. Realize that in most instances if the aircraft systems are degraded to the point that
you are dead reckoning then the mission will most likely be aborted. However, in a
combat situation you will still be required to egress from hostile territory and if you
have lost your wingman you will need to fly precise routing to prevent becoming a
fratricide statistic as you try to penetrate friendly air defenses on your RTB.
Common Errors:
1. Not selecting identifiable terrain as checkpoints on the route.

2. Not performing a good map, chart and imagery study prior to the brief and during the
brief.
1. Selecting identifiable terrain as checkpoints on the route.

2. Perform a good map, chart and imagery study prior to the brief and during the brief.

Name: Chart, Map and Imagery Interpretation
Purpose: Describe chart, map and imagery interpretation
1. By conducting a good study of your planning products during pre-flight planning and
the flight brief you will greatly increase your situational awareness on the route.
Take note of all hazards, significant terrain features and funneling features. Spend
additional time ensuring that you are visually familiar with the ingress from IP to
Target taking special note of any funneling features that might assist you in finding
your IP and Target in the event that your systems become degraded or your
situational awareness is low.
Common Errors:
1. Preparing planning products but not using them to their potential.
1. Study your maps, imagery and your timing / fuel plan so that you are familiar with
them, rather than just creating them so you have met a briefing requirement.

Name: Visual Checkpoint Identification
Purpose: To visually acquire a checkpoint.
1. The easiest method to visually acquire a checkpoint, turn-point, target, etc. is to

designate it with the INS or a sensor and then fly to place the designation in the
HUD field of view. If fuel, formation, timing, etc. prevent placing the designation in
the HUD the steering arrow, cross-referenced to the range to the designation
displayed in the HUD and familiarity with your route can help you direct your visual
scan to the point’s location.
2. Remember that if you are using CS/T and you do not have an NSEQ route
programmed, designating a point other than the point to which the TOT is for, the
CS/T will re-compute the speed to the designated point which will make you appear
that you are very early.
Common Errors:
1. Not designating the point when appropriate to obtain sight of it.

2. Forgetting the effect that designating a point has on CS/T (w/o NSEQ boxed) and
attempting to incorrectly get back “on time.”
1. You should never blindly follow a navigation reference. By cross-referencing real-

time, time-to-go and CS/T with your visual and system navigation you will be able to
maintain SA and accurately determine your location and timing.
2. Program an NSEQ Ingress and Egress string with your target being the last point
along your Ingress string.
3. Box NSEQ on your EHSD and ensure that you have the appropriate TOT entered.
This will ensure you have accurate timing along the route.
4. Execute an Alpha check and systems check with Lead.

Name: Turn Technique
Purpose: To describe turn technique
1. Outside 15 NM:
a. Validate INS performance visually. Designate the waypoint and determine if an
update will be required. Adjust flight path to ensure over flight of point. (Do not
keep the waypoint designated.)
2. One minute out:
a. Project arrival time and fuel
b. Compare projected arrival time / fuel against chart / Nav card
c. Note turn direction and roll out heading
d. Clear the map for obstructions
3. 2 NM prior to turn point:
a. If an overfly update is required, select UPDT
b. Acquire turn point and adjust flight path for over flight
4. At turn point:
a. If updating - press OVFLY
b. WINC to next waypoint.
c. Clear turn direction.
d. Select full power, unload, roll, and pull 4 G's or 10 units to roll out on HUD
heading bug
5. After roll out:
a. If updating - accept or reject error based on appropriate thresholds
b. Adjust power, speed and ground track as necessary
6. Repeat steps 1-5 approaching the next point. Remember - Scroll, Turn, Manage,
Adjust.
Common Errors:
1. Trying to do too much at the waypoint.

2. Applying improper turn technique.
3. Not adhering to the appropriate MCT both while straight and level and in a turn.
1. Take care of administrative tasks before you are right over the waypoint. For
example, fuel states can be projected 1 minute out by subtracting your fuel flow from
the current state.
2. Always add full power and pull 4 G’s or 10 units.

Name: Corrections for Timing and Fuel
Purpose: Describe timing and fuel consumption corrections
1. You should have a contingency plan to cover the actions you can take if you get off
your timeline or below your fuel plan. Though most of these corrections focus on the
route, the same corrections can and should be made on the en route portion as well.
Also remember, for each decision made to adjust timing will effect fuel consumption
and vice versa. Obviously JMPS does not account for timing adjustments.
a. Early:
i. Slow down, but no less than 400 KCAS.
ii. Extend at the next point. (Stay within the route structure)
iii. 90 / 180 / 360° turns. (Stay within route structure)
iv. Rolex time.
v. Combination of above.
b. Late:
i. Enter the route at a different entry point, or plan to exit early. Know alternate
entry and exit points.
ii. Adjust your speed and / or altitude if on the high leg.
iii. Cut a corner(s) to reduce your distance to go. Stay within the route structure.
iv. Rolex time.
v. Combination of above.
2. Remember, you must stay within the MTR structure, so be familiar with the MTR.
Ensure you enter the MTR on a designated entry point and exit at a designated exit
point. Use a Rolex as a last resort. If a decision to Rolex is made, Rolex to a
common sense real time (i.e. 10 minutes is easier math than 7 minutes and 47
seconds). BOTTOM LINE: The key to successful timing is a good start, so stay
ahead of the jet, and have an idea for correction options.
Common Errors:
1. No plan for timing adjustments.

2. Poor plan for timing adjustments and wasting fuel.
3. Trying to rapidly correct for an early condition instead of allowing time to for the
correction to take effect. Only mildly cutting corners to correct for a late condition
vice aggressively using all route structure IOT take advantage of the turning room
provided (use the delta function of the course line).
1. Study the proper corrections and chair fly the event to think through the corrections
and how they must be applied.

2. Remember the ultimate goal it to be at the target on time. If you can nail the timing,
fuel and speed at every single one of your turn points that is great. However, of
greater importance is to make smart corrections to ensure that you make your TOT.
It would be a wiser choice to recognize a late situation early and fly the entire route
10 knots faster than planned than to fly 100 knots fast on the one leg trying to
immediately fix the timing.
3. Aggressively cut corners to correct for a late condition while ensuring that you stay
within the route structure.
4. Identify alternate entry and exit points in planning, discuss them in the brief and use
them for contingencies.

Name: IP to Target
Purpose: To describe the procedures for transition from ingress navigation setup
and mindset to target attack.
1. Conduct MWSS procedures upon passing over the IP. These procedures will be
covered in-depth in the air-to-surface stage and are found in the Air NTTP. During
the portion of the flight between the IP and the ECP your attention should be
focused outside the aircraft on target acquisition and threat lookout.
Common Errors:
1. Not directly over-flying the IP if an update is required.

2. Not updating the INS at the IP, if required.
3. Not knowing procedures for an Overfly update.
4. Failure to conduct good preflight study of target run.
1. N/A

Name: Time-on-Target
Purpose: To navigate to arrive at the IP within + / - 20 seconds of pre-planned time.
1. At VMAT-203 timing will be evaluated at the IP. We strive for + / - 20 seconds to

stress management of the systems in a training environment.
2. In an actual strike, our package would be given a "vulnerability window" (VUL
window). This will be a time window that our portion of the strike package "owns."
It will normally be anywhere from a 2 to 5 minute window. This window allows us to
time to the IP where our attention is turned to threat reaction, target acquisition, and
weapon delivery. If we have hit our IP on time, we can assume that we will be in our
VUL window. In fact, a 60 kt difference in planned airspeed verses actual airspeed
would result in only an 11 second difference from a 12 NM IP. We will plan to hit the
target during the early portion of the window, which then allows threat reaction and
reset options without being outside our VUL window.
3. Successfully arriving at your target on time starts well before you enter the route.
Brief on time, walk on time, and takeoff on time. As soon as you get airborne, start
working on your timing. At level off, calculate when you will be at the first point, and
start to make corrections early. Early corrections allow for fuel conserving
corrections.
4. There are many methods in which the AV-8B pilot can use in order to arrive at the IP
within the TOT window.
5. The method that will be utilized while at VMAT-203 is real time. Using real time
eliminates the system limitations of CS / T. Real time must be known not only for
the target and IP, but also for each point along the route regardless of timing method
utilized in flight. All real times should be calculated utilizing JMPS. CS / T can still
aid in arriving at the entry point or as a backup on the route. The AV-8B pilot can
cross check real time with time-to-go to the next waypoint shown in the AMPCD and
easily compute whether you are early, late, or on time to arrive at the next point.
6. Command speed time (CS/T) should be used to back up real time. In utilizing CS/T
there are several techniques. Each method has benefits and limitations. You must
be thoroughly familiar with the system and its limitations to successfully use CS/T.
One possibility is to use CS/T to get you to the start point of your route at your push
time. This is accomplished by deselecting NSEQ and selecting and designating the
first point on the route as the steer to point. Select CS/T and enter the required push
time as the TOT. This method will get you to the entry point at your push time,
however, you will then need to select your NSEQ string for the route, and enter the
TOT for the actual target or IP. You will lose the real time in the HUD as you pass
your push time at the entry point.
7. A second method is set your NSEQ string and TOT for your actual target TOT. This
will give you nearly accurate speeds to fly while on the route; but it will not account
IF you planned for an increase in airspeed at the IP. This will cause your CS/T not
to match at each point along the route until you hit the IP.

8. A third technique you may use is entering your NSEQ string and TOT to the IP; the
target can’t be an offset of the IP for this method to work. This will give you accurate
speeds while on the route and should get you to the IP on time. Then simply fly the
planned ground speed from the IP to the target assuming that you will arrive at the
actual target within an acceptable vulnerability window. The drawback is your EHSD
will now show the IP as the terminal waypoint.
Common Errors:
1. Errors in JMPS planning.

2. Inadequate understanding of timing system used.
3. Not flying your plan, (i.e. not accelerating at the IP)
4. Poor time management prior to takeoff.
1. Review your JMPS plan. Ensure you have not mistakenly planned to fly a leg of the
route at 42 knots vice 420 knots.
2. Fly the entire route at one airspeed. If you plan for an airspeed increase at the
target use CS/T to the IP only.
3. Thoroughly understand the time system and its limitations.
4. Your timing for the route starts at the brief. Make sure you walk, start, and takeoff
on time.

Name: Recovery – RTF procedures
Purpose: To describe recovery procedures
1. Route: Be deliberate and fuel conscious when exiting the route. Fly the most direct
route possible to the appropriate airfield. Be cautious not to violate any restricted
airspace.
2. Profile: Max range. Take advantage of your energy package. Coming off the route,
select full power, pull the nose up and trade your excess airspeed for a fuel
conserving higher altitude. Initially pull the nose of the aircraft up to at least 45°.
Approaching 300 KIAS, unload to an attitude capable of maintaining a 300 KIAS
climb. Maintaining VMC, climb to the highest appropriate VFR cruising altitude.
Intercept your max range profile. Squawk 1200.
3. ATC procedures: Once you determine your position, contact the appropriate ATC
facility and proceed to a higher IFR altitude or simply request monitors if close to
your destination. When you talk to ATC tell them who you are, where you are and
what you want. Remember the center frequencies are published on Low Altitude En
route Charts. It’s a good idea to note these during the preflight planning process.
Common Errors:
1. Inefficient climb profile.

2. Not knowing the ATC frequency to contact when coming off the route.
3. Poor ATC communications coming off the route.
4. Entering IMC conditions without IFR clearance from ATC
1. Be aggressive, the quicker you get to altitude, the quicker you can pull the power
back and get on a max range profile.
2. Preflight planning will determine the proper ATC facility to talk to coming off the
route. It will also give you and rough estimate on how you will describe your position
when coming off route (TACAN radial / DME)
3. Make your communications simple, concise and straight forward.

Name: Data Transfer Procedures
Purpose: To describe Data Transfer Procedures
1. Transfer of the mission data from the mission card to the Mission Systems Computer
SMC is accomplished in the same manner as before:
MENU – EHSD – DATA – DTX / OLX
or
MENU - SDAT - DTX / OLX / GPSX
2. The GPS page is a subset of the SDAT page although. The function of the TFER
page is to handle Waypoints, Mark points and Target points, and it provides
functionality for the transfer of target data into target points to employ Joint Direct
Attack Munitions (JDAM).
Common Errors:
1. Failure to ensure that mission card is loaded via JMPS and transfers properly.
1. Check for “OK” to appear next to the DTX and OLX options after the data transfer is
complete. If fault codes appear you can attempt to DTX again. If that does not work
check the BIT 1 display for any DSS or AMU bit codes. Also attempt to reseat the
mission card in the receptacle. If none of the above work, then write down any BIT
codes that appear and begin entering necessary mission data by hand.
2. Confirm overlays, waypoints, and comm. has transferred as expected.
Source Documents: NATOPS, NATIP

Name: Waypoint / Mark Point / Target Point / Null Point Options
Purpose: Description of Waypoint / Mark point / Target point Options
1. The software provides for 60 waypoints (0-59), 10 mark points (0-9) and 5 target
points (0-5). Quick Access QA must be used to change between point types.
2. Target points have been added for JDAM functionality. They contain additional data
called JDAM target data associated with them that is primarily pertinent to JDAM
deliveries. When a TGTP
3. Null Points are simply waypoints, mark points or target points that have a null flag
set true on the Mission Planning system. WYPT 0, MKPT 0 and TGPT 0 cannot be
null points. When stepping through route points on the EHSD page, null points are
skipped. A null point can be converted to a non-null point by accessing the point on
the EHSD DATA page or the TFER DATA page.
4. An offset can be created that has zero range, but an elevation that is different than
the waypoint’s elevation
5. The waypoint offset range and bearing can be entered to the nearest thousandth of
a nautical mile (0.001 NM) or meter and hundredth of a degree (0.01), respectively.
Common Errors:
1. N/A
1. N/A

Name: Quick Access
Purpose: Quick Action is a feature to increase your ability to navigate through the
increased number of points.
1. Depression of the up or down arrow on the right side of the EHSD display, or the
WINC button for greater than 0.8 seconds will cause entry into the quick access
(QA) mode. There are two types of quick access sessions. Steer-to-point (STP)
quick access can be initiated using the WINC button or the up and down arrows on
the EHSD and EW pages. Point-of-interest (POI) quick access can be initiated by
using the up and down arrows on the WYPT Data page, NSEQ Data page, TFER
page, or any of the six different VRST pages.
2. STP QA is used to change the steer to point on the EHSD page and therefore the
steering cues in the HUD. POI QA is used to change the point on the non-EHSD
page that is used to initiate the QA session.
3. Regardless of which session you are in, the ODU will display WYPT, MKPT or TGPT
will be displayed in ODU windows 1, 2 and 3 respectively. NSEQ will be displayed
in window 4 (NSEQ will be displayed only during a STP QA session), and TOT in
window 5 (TOT will be displayed only if the current point is either target point 1-4 or
the terminal point in a sequential, ingress, or egress string).
4. Selecting the NSEQ option toggles NSEQ on the EHSD page. If a system
designation exists TGPT will default to colonized; and 0 will be presented in the
scratchpad when a STP QA session is initialized. If a system designation does not
exist, the current STP will be displayed on the scratchpad. Quick accessing a point
that is not in the NSEQ string when NSEQ steering is selected will cause NSEQ to
become deselected. A quick access session will time out after 15 seconds of
inactivity
5. A technique to get out of QA without waiting for it to time-out is to press the Comm. 1
or Comm. 2 channel knob which takes control of the UFC away from the QA,
thereby disabling it.
Common Errors:
1. N/A
1. N/A

Name: Steer-to-Point Options / Point-of-Interest Options
Purpose: Describe the Steer-to-Point/ Point-of-Interest Options
1. The Steer-to-Point is the steering reference selected on the EHSD which is defined
as the waypoint, mark point or target point number between the up and down arrows
on the AMPCD (PT 13). When a non-TACAN STP is within the HUD FOV, a circle
represents the STP position unless it is designated, in which case a diamond
represents it. The re-attack symbology always references the system designation
(e.g. Waypoint designation, HUD designation). Since the current system
designation is always target point zero (T0), steering and range to the system
designation can be obtained by selecting T0.
2. The STP can be changed by pressing the up/down arrows on the AMPCD, using the
WINC button or by activating the Quick Access function.
3. When DESG is boxed, either STP or TGT will be displayed next the DESG box
legend. STP is displayed when the designation is the STP. If something other than
the steer-to-point is designated (e.g. HUD designation), TGT is displayed next to the
DESG box legend.
4. If you want a system designation to become the STP you may either or QA to T0 or
depress the WINC button or up or down arrow for greater than 0.8 seconds which
makes T0 the STP.
5. Remember that the STP is where the heading bug is taking you even though you
may have some other system designation.
6. Point-of-Interest is nothing more than the waypoint, mark point or target point (or
offset) that is displayed on the Waypoint Data page. Changing the POI does not
change the STP.
Common Errors:
1. N/A
1. N/A

Name: Command Speed / Time Options
Purpose: CS/T functionality.
1. CS/T is independent of the designation.

2. When there is an NSEQ string CS/T timing is only though the points, not the offsets
of those points; except for the final point’s offset.
3. Since target points have TOTs in the target point data, the system CS/T will use
them, if valid, as system TOT. If it is the terminal (TERM) point in a sequential string
or the last point in a non-sequential string. The system is capable of maintaining up
to eight different TOTs: TOT1, TOT2, TOT3, TOT4, TOTtp-nseq, TOTtp-seq, TOThp,
TOTsys. This method is not suggested at this point in your training.
Common Errors:
1. Not familiar with the CS/T functions.
1. Review the differences in the CS/T function and programming.

Aerial Refueling Stage
Name: Aerial Refueling Mission Planning
Purpose: Describe the procedures required to prepare for and plan an air-to-air
refueling evolution.
1. Operations will normally have the “Tanker SPINS” available after coordinating with
the unit providing aerial refueling. The doctrinal publication for AAR track
information is the AP-1B. This should be referenced in addition to the Ops provided
SPINS. Pertinent information from the SPINS and AP-1B include:
a. Tanker callsign
b. Aircraft type
c. AAR track location
d. AAR timing
e. Fuel available for offload
f. A/A TACAN, IFF and communication frequencies
2. Include this on the AAR card inserted as an option in the ADMIN cards in JMPS.
3. Additionally, the AAR Track may be graphically depicted on the EHSD in the AV-8B
by drawing threat rings (symbol size 150, cyan) at the two ends of the AR Track with
a radius of 3 NM (approximate KC-130 turn radius at refueling airspeed and bank
angle). Then draw two lines (also cyan) tangent to the two threat rings along the
AAR Track axis (see Air NTTP for details). The AAR track overlay should look like:
Common Errors:
1. Not checking the SPINS / AP-1B.

2. Not including all the information on the SPINS in the JMPS mission plan.
1. Check with Operations the day prior to aerial refueling operations to obtain the
SPINS to conduct mission planning.
Source Documents: NATIP, Air NTTP, AP-1B
AV-8B FSG Ver. 3.0 AAR 9 - 1

Name: Aerial Refueling Ground Procedures
Purpose: Describe the procedures for checking the aerial refueling probe prior to
flight.
1. Prior to launching on an aerial refueling mission, the pilot will preflight his aircraft
IAW NATOPS. In addition, the pilot will initiate "four-finger checks" prior to calling
for taxi. "four-finger checks" consist of extending the probe, thus allowing the plane
captain to check for leaks, smooth extension and retraction, and probe tip condition.
2. The pilot should ensure the READY light illuminates when the A / R switch is in the
OUT position and the probe is extended and locked. For night aerial refueling, also
check that the probe light illuminates when the probe is extended. While the plane
captain is checking the probe your hands should be up in the air just like in final
checks. The READY light should extinguish when the probe is fully retracted.
Common Errors:
1. Not doing the “Four-Finger Checks” prior to taxi.

2. Manipulating controls / systems while plane captain is checking the probe.
1. Ensure all checklist items are completed.

2. Hands should remain above the canopy rail during four-finger checks.

Name: Random Rendezvous Procedures
Purpose: Describe the random rendezvous procedures on the KC-130 during a

standard aerial refueling mission.
1. After takeoff and check-in on tanker common, the tanker will direct you to the
assigned altitude and position relative to the refueling operation. The tanker
commander is designated the Refueling Air Commander (RAC). As such, he is
responsible for the air refueling operation, and his commands, when directive in
nature, require mandatory compliance.
2. Several types of tanker rendezvous exist for the KC-130; each is described in the
ATP-56(B). Although pilots should be aware of the different types of rendezvous, we
will execute a modified RV Delta (Point Parallel) Rendezvous at VMAT-203. The
receiver will proceed to the tanker track, 1000’ below AAR altitude (where the
refueling platform will be). The normal random rendezvous pattern is a left hand
pattern with twenty-five nautical mile legs. Comm will be established with the tanker
once established in the working area.
3. Once communications are established with the tanker, confirm the altimeter setting
along with the tanker's altitude. The tanker commander should then confirm his
position by referencing a TACAN cut along with their present heading. At this point,
the flight will attempt to gain a visual. With a visual, the flight is cleared to join below
and on a left 45-degree bearing line from the tanker. Keep in mind the airspeed
range for refueling for the KC-130 is 210-230 KIAS (normally 230 KIAS if tanker is
able). Maintain good formation keeping as briefed by the flight Lead until
established at left observation. Your flight Lead will brief this rendezvous in detail
during your flight brief.
4. Multiple receivers will maintain echelon formation on the preceding receivers, which
will be in a position to view the tanker's aft observer window for EMCON signals.
Common Errors:
1. Flying co-altitude with the tanker.

2. Not maintaining good formation on Lead and getting spit out in the turn to parallel
the tanker’s course.
3. Excessive closure on the tanker join-up and overrunning the flight Lead.

1. Confirm the tankers altitude and down a minimum of 1000' until visual, then maintain
step down on the tanker.
2. Maintain pre-briefed formation (don’t fly a “loose” formation which will make you
more prone to be “spit out.”
3. Tanker airspeed will normally be 230 KIAS (or as indicated in the SPINS). Maintain
a maximum of 50 KTS closure.
Source Documents: ATP-56(B)

Name: En route Rendezvous Procedures
Purpose: Describe the en route rendezvous procedures on the KC-10 during a

standard air-to-air refueling mission.
1. If refueling from a strategic tanker such as the KC-10, pilots should be familiar with
the different strategic tanker rendezvous procedures in the ATP-56(B). These
include the point parallel rendezvous and en route rendezvous. During initial
training, an en route rendezvous may be conducted due to strategic tanker airfield
locations.
2. The en route rendezvous with the KC-10 is not unlike the random rendezvous with
the KC-130, but does have some minor differences. Primarily, the flight plan will
include an ARIP and an ARCP. These two waypoints designate the entry point to
the aerial refueling track and allow for a common control point for all receivers. The
flight will establish communications with the tanker; confirm altimeter setting and
altitude and proceed to the ARIP at the assigned altitude (normally 1000 ft below
tanker altitude). After reporting the ARIP, the flight will normally be cleared to the
ARCP and advised to gain sight of the tanker. Once in sight, the flight will report
visual and be cleared for tanker join. The final portion of the join up procedures are
the same as with the KC-130 keeping in mind the KC-10 will normally be from 275-
300 KIAS. Receivers should proceed to an observation position.
Common Errors:
1. Flying co-altitude with the KC-10.

2. Not setting 29.92 in altimeter if tanker above FL 180.
3. Excessive closure on the tanker join-up.
1. Confirm the tankers altitude and step up or down a minimum of 1000 ft.
2. Set proper altimeter setting.
3. Tanker airspeed will normally be 275 KIAS. Maintain a maximum of 50 kts closure.

Name: Aerial Refueling Communication Procedures
Purpose: Describe the communication procedures for air-to-air refueling.
1. All receivers shall monitor the AR Primary frequency, supplied in the SPINS, to
conduct a rendezvous, at minimum 20 minutes prior to their ARCT. The refueling air
commander (RAC), upon initial radio contact, may assign the receiver flight Lead a
specific IFF mode and code and air-to-air TACAN channel. Refer to Part 1, Annex
1A of the ATP-56B, for a complete list of AAR Terms and Definitions.
2. Communication between tanker and receiver will be maintained during rendezvous
and air refueling at all times. Once receivers will make initial communication with the
tanker, they will provide their call signs, ETA (minutes late or early from scheduled
ARCT) and altitude. The tanker in return will advise the receivers of their call sign,
altitude and any change from the original ARCT (minutes late or early).
3. Required communication calls from the time the receivers are cleared to join the
tanker to leaving the tanker are listed below. Additionally, be ready to pass your
aircraft BUNO while in the observation position.
Situation Tanker Receiver_____________

Cleared to “MARS-XX, CLEAR JOIN” Acknowledge
join tanker
Observation position ---- “MARS-XX, LEFT

OBSERVATION, NOSES
COLD, SWITCHES SAFE”
Astern position “MARS-XX, CLEAR “MARS-XX, L/R ASTERN”

ASTERN (L/R)”
Tanker ready “MARS-XX, CLEAR Acknowledge

CONTACT (L/R)”
Refuel complete ---- “MARS-XX, SATISFIED”
Disconnect “MARS-XX, DISCONNECT” Acknowledge
Reform position “MARS-XX, GO REFORM” Acknowledge
Leave tanker “MARS-XX, CLEAR Acknowledge

TO LEAVE”

Common Errors:
1. Not entering appropriate IFF codes.

2. Not selecting air-to-air TACAN.
3. Making incorrect voice reports.
4. Not knowing your aircraft BUNO #.
1. Select appropriate IFF and TACAN as directed by the tanker.

2. Study the required comm calls prior to the flight.
3. BUNO is located on a placard below standby instruments.

Name: Observation Position
Purpose: Describe the observation position and required communications when

established.
1. As described in the rendezvous portion of the Aerial Refueling lecture, you will be
cleared onto the refueling track 1000 ft below the tanker altitude until you gain sight
of the tanker. When you have the tanker in sight, perform an appropriate
rendezvous. You will then be cleared to the "observation" position.
2. This position is located left, below and outboard and behind the tanker’s wingtip, well
clear of the refueling operation. The position should be such that during EMCOM
operations, the tanker’s aft observation window is viewable. Once established in the
observation position, complete the aerial refueling checklist and report "CALL SIGN,
LEFT OBSERVATION, NOSE COLD, SWITCHES SAFE." Be prepared to pass
your BUNO number as well.
3. Below is a diagram of the Observation, Astern and Reform positions.

Common Errors:
1. Not knowing your BUNO number.

2. Assuming an observation position too far away from tanker.
1. BUNO is located on a placard below standby instruments.

2. Use air-to-air TACAN distance of 0.2 - 0.3 DME from tanker.

Name: Aerial Refueling Checklist
Purpose: Define the aerial refueling checklist.
1. The air refueling checklist must be completed prior to reaching the astern position,
and should be completed while in the observation position.
2. This checklist includes:
a. Master Arm: OFF
b. A / R Switch: Place A/R switch to OUT and check for illumination of READY
light.
c. Probe Light: As desired.
d. Airspeed: Maintain 190-300 KIAS.
e. AOA: Within safe operating limits. 13° maximum.
f. Flaps: CRUISE, (STOL flaps may be used to maintain AOA below 13°). The use
of AUTO flaps is prohibited for initial drogue engagement; authorized once "in the
basket." Note: Switching from CRUISE Flaps to AUTO Flaps must be done prior
to AOA increasing above 5 units.
g. AFC: Engage if desired.
h. VISOR: Down.
i. RADAR: SIL
3. If waiting in the Observation position for your turn to refuel, consider completing the
checklist with the exception of extending the probe and selecting CRUISE / STOL
flaps, which increases your drag and fuel flow, until it is your turn to refuel. Be sure
to complete these two steps prior to departing the observation position for the
appropriate astern position.
4. One critical step that is not directly stated in the checklist but is implied is to trim the
aircraft. Extending the probe significantly increases the drag on the left side of the
aircraft. Use the VSTOL master mode sideslip indicator or the heads down sideslip
indicator to trim the ball center. You may also need to re-trim the aileron after
extending the probe. Do not forget to re-trim the aircraft after refueling is complete.
Common Errors:
1. Attempting contact in AUTO Flaps.

2. Leaving speed brake out from join up.
3. Forgetting to trim the aircraft.
1. Ensure aircraft is in the proper configuration and trimmed by completing the A/R
checklist.

Name: Astern Position
Purpose: Describe the astern position and required communications.
1. Now established in the observation position with the air refueling checklist
completed, you are awaiting clearance from the tanker to proceed to the astern
position.
2. Once cleared by the tanker, move from the observation position to the astern
position. This is defined as a position 10-15 ft aft of the drogue, with the probe in
line both horizontally and vertically with the drogue, the aircraft trimmed, and no
closure rate. For a single hose aircraft such as a KC-10 or KC-130 with only one
hose deployed, this will be unambiguous. For two hoses deployed, such as on a
KC-130, you will move from left to right, to the far right hose if you are the first
aircraft to proceed from the Observation position to the Astern position (Right Astern
in this case). The second aircraft will move to the Left Astern position once the first
aircraft is safely established in the Right Astern position. Ensure you pass below
and behind the tanker and drogue to avoid wake turbulence. This is especially
important behind the KC-10. Once established, report "MARS-XX, LEFT / RIGHT
ASTERN." The tanker will then clear you for drogue engagement.
Common Errors:
1. Assuming an astern position too far aft of the tanker at a level altitude and
encountering wake turbulence.
2. Developing a closure rate within 10 ft of the drogue prior to being cleared to contact.
1. When transitioning from the observation to the astern position, maintain sufficient
vertical separation to avoid wake turbulence from the tanker and drogue.
2. Do not attempt to engage the drogue until cleared to do so.

Name: Drogue Engagement
Purpose: Describe procedures and techniques for drogue engagement.
1. Once in the astern position and cleared for contact by the tanker, select the drogue
as the primary reference point for alignment during the approach. A good visual
reference point for initial positioning is the drogue placed above the angled portion of
the HUD combining lens with 10 ft of separation. Ensure the tanker’s amber ready
light is illuminated.
2. It is important to scan the KC-130 refueling pod as well as aircraft for proper closure
and fine-tuned alignment corrections in close. Smoothly increase power to establish
an optimum 3-5 knot closure rate on the drogue. Maintain a primary scan on the
refueling pod and aircraft while keeping the hose / drogue in your peripheral vision
as closure begins. This will prevent you from "chasing the basket" and reduces PIO.
3. As the drogue passes the canopy bow, scan should be transitioned directly to the
drogue, which should now be abeam your left shoulder aligned with the refueling
probe. Fly the probe to the drogue until a successful "plug" is made. It is imperative
to maintain the 3-5 knot closure at this point until contact and a successful "plug" is
made. A reduction or termination in closure will result in "fencing" with the drogue as
it oscillates in close proximity to the nose of the aircraft due to bow wave effect. An
excessive closure rate can lead to violent hose whip following contact with the
drogue, which will increase the likelihood of aircraft or probe structural damage.
Once contact has occurred, report "contact" to the tanker.
4. Vertical alignment is maintained with the stick and horizontal alignment can be
maintained with the rudder. Because the AV-8B probe is shoulder mounted, any
alignment corrections made by rolling the aircraft with aileron input will cause probe
movement in both the horizontal and vertical planes.
Common Errors:
1. Improper initial setup either too close or too wide abeam the drogue.
2. Improper closure on the drogue.
1. Set up in the proper position and maintain 3-5 knots closure.

2. Use small corrections in both attitude and power.

Name: Drogue Missed Approach Procedures and Abort Criteria
Purpose: Define the reasons and procedures for aborting drogue engagement.
1. A bad approach to the drogue should be aborted and the astern position
reestablished rather than trying to "salvage" the approach. To abort an
unsalvageable approach to the drogue, simply reduce power and back the aircraft
away from the drogue commensurate with the 3-5 knot closure rate.
2. Missed approach criteria include, but are not limited to:
a. Excessive Closure - Excessive closure can cause hose whip and resultant probe
tip damage. Excessive closure followed by a "missed plug" can result in drogue
being partially or totally ingested by the engine, or being entangled between the
canopy and refueling probe. It should be emphasized that 5 kts is the maximum
take-up reel response the tanker can handle.
b. Not enough closure - Not enough closure will result in fencing with the drogue
due to the bow wave effect. Continuing to fence could result in PIO resulting in
canopy to drogue contact.
c. Probe Not Aligned - The greatest danger is misalignment both horizontally and
vertically between the aircraft and probe. The possibility of ingesting a drogue
down the intake exists. Other dangers included canopy strikes, loss of AOA
probes and pitot / static tubes, and entanglement of the refueling probe and
hose.
d. Not Trimmed Up - This condition requires more "finesse" as the jet is flying in an
out of balance condition; pilot workload increases dramatically.
e. Rimming or Lipping - refers to a partially but not fully engaged refueling probe.
By rimming, the connotation is that the refueling probe is partially engaged with
the drogue but has failed to travel up the drogue to the coupling. Once the probe
and drogue separate, the resultant "whip" action could cause drogue / canopy
contact and possible canopy failure. The only acceptable course of action if this
condition occurs is to discontinue the approach, reestablish the astern position
and re-attempt the approach.
f. PIO- Remember that formation and closure is relative the aerial refueling
platform and not the drogue. Anticipate drogue movement due to airstream and
the bow wave created around the AV-8B. Resist the urge to fly formation off the
basket as this will only aggravate pilot induced oscillations.
Common Errors:
1. Aborting laterally vice aft.

2. Not trimming the ball.
3. Making a play for the drogue on a bad approach.

1. Be patient (“don’t tank angry”) and take time to setup the proper approach from the
safety of the astern position. If the approach does not look correct then get back to
astern position to fix deviations. Don’t make in close “plays” for the drogue.
2. If your A/R probe breaks the vertical plane of the drogue, you have missed the
basket. Execute your missed approach procedures.

Name: Aerial Refueling
Purpose: Describe the procedures for refueling while engaged with the drogue.
1. After successful engagement, stabilize your closure to maintain the hose between
the minimum and maximum extension positions. Once stabilized, pick visual
reference points on the tanker and fly formation off of it. Try not to focus on just one
point. Airflow off the tanker and continuous gross weight increase as fuel is received
will require you to re-trim the aircraft.
2. Check the probe and drogue to be sure that fuel is not venting. Light fuel venting
may correct itself after a few seconds. Heavy venting will require you to disconnect
and try another engagement. Light venting for more than 10-15 seconds will also
require you to disconnect.
3. Monitor the fuel on-load to be sure that you are receiving fuel on both sides of the
fuel system. Check your fuel state prior to drogue engagement to be aware of your
starting point. Even if you are receiving fuel on both sides a minor asymmetry may
develop. As long as it does not exceed a few hundred pounds, refueling can
continue because it will balance as the tanks fill. If a large asymmetry develops, you
will have to disengage and attempt to balance it using NATOPS procedures.
4. When aircraft fuel is full or proper state reached, transmit “MARS-XX, SATISFIED.”
You will then be cleared to disconnect.
Common Errors:
1. Not stabilizing after engagement and either falling out of the drogue or getting too
close to the tanker.
2. Not continuously trimming after stabilized.
3. Allowing a large fuel asymmetry to develop.
1. Fly formation off the tanker and trim to relieve control forces.
2. Monitor fuel on-load.

Name: Drogue Disconnect Procedures
Purpose: Describe procedures for drogue disconnect after refueling is complete.
1. Disengagement is accomplished by reducing power and backing out at a 3-5 knot

separation. Care should be taken to maintain the same relative alignment on the
tanker as upon engagement (remember the initial sight picture during engagement).
Be especially careful not to disconnect too high and/or lined up left. Disconnecting
too high will make the drogue whip down underneath the nose of the aircraft making
it difficult to maintain sight. The drogue could potentially hit the bottom of the nose
as it oscillates back up. Lining up left will cause the drogue to whip right on
disconnect directly into the side of your canopy or fuselage, causing canopy failure
or fuselage damage forward of the intake which will likely FOD the engine. It
requires approximately 420 ft-lbs of force to de-couple from the drogue; this will
cause a little yaw as the required force is obtained.
2. Stabilize in the astern position and retract the refueling probe. The LEFT and
RIGHT advisory lights extinguish when the probe is fully retracted or the PRESS
position is selected.
Common Errors:
1. Not aligning hose with refueling pod, causing hose whip after separation.
2. Excessive drift aft while attempting to disconnect.
1. Maintain hose alignment and a steady, controlled 3-5 knot aft drift.

Name: Reform Position / Departure from Refueling Track
Purpose: Define the proper reform position and departure procedures after tanking
is complete.
1. Prior to disengagement, the tanker will clear you to the reform position. The reform
position is defined as a position stepped up, outside the right wingtip of the tanker
and slightly aft of the tanker's wing-line. Once clear of the drogue, maneuver your
aircraft to the right reform position while maintaining sight and clearance from other
aircraft already positioned. Once established, ensure probe is retracted, flaps are
placed back to AUTO, and the aircraft is re-trimmed. The LEFT and RIGHT full
advisory lights will go out with the probe in. Continue to maintain separation from
the refueling evolution until all aircraft are complete and in the reform position.
2. If waiting in the reform position for another aircraft to finish refueling, do not fly
excessively sucked on the tanker or your Lead. You should be slightly aft of abeam
as the other aircraft disconnects from the drogue. This will prevent the heavyweight
aircraft from having to pull excessive power and get dangerously slow to move aft of
your wing-line and cross-under to the outside of the reform formation.
3. Once the receiver element is rejoined, the flight will be cleared to leave through the
top of the AAR block and cleared to switch radio frequencies to resume the flight's
mission.
Common Errors:
1. Not drifting aft and outside of tanker and encountering wake turbulence.
2. Not returning the flaps to the AUTO position.
3. Not re-trimming the ball.
4. Flying sucked in the reform position.
1. Maintain above and slightly aft within 0.2-0.3 DME with tanker if you are the first to
the Reform. If you are joining on another aircraft already in the reform then cross-
under and fly the briefed formation. Do not fly a sucked or “loose” position.
2. Ensure aircraft configuration is changed appropriately after tanking.

Name: Aerial Refueling Emergencies and Actions
Purpose: Define the primary tanking emergencies and immediate actions.
1. EMERGENCY BREAKAWAY: Anytime when directed by the tanker, or with any

internal problem such as a TANK light, execute an emergency breakaway. Reduce
power and make an immediate disengagement. Re-establish the astern position or
as the tanker directs. Disengagement should be at the normal 3-5 knot speed.
2. SHATTERED CANOPY: Should the canopy and drogue make contact and shatter
the canopy get clear of the tanker, put Cherry Point on the nose, declare an
emergency and execute your boldface canopy explosion inflight procedures.
Anytime there is canopy damage of this nature the possibility of FOD damage to the
engine exists, hence the need for a VNSL. With the canopy system damaged /
shattered it will be very difficult if not impossible to maintain / hear radio
communications with either your flight Lead or ATC, therefore, expect Lead to join
on you and handle communications. Lower your seat to minimize windblast and be
prepared for ejection.
3. HOSE WHIP OR DEAD HOSE: Should you encounter a take-up reel malfunction
where a noticeable sine wave develops, an emergency breakaway should be
accomplished. Any delay in backing out and away from the drogue could result in
drogue / probe damage, loss of probe tip or a separation of the drogue from the
hose when the sine wave reverses direction towards the drogue assembly. Should
the latter occur and the drogue remains on the probe, you will be committed to RTB
in that configuration. Put the aerial refueling switch to the PRESS position, minimize
airspeed (below 300 KCAS) and execute a slow landing.
4. TANK WARNING LIGHT: Emergency breakaway from the tanker. At the same
time, transmit “MARS XX, satisfied” to stop fuel flow and prevent any further over-
pressurization.
5. FUEL TRANSFER LIGHTS: Occasionally, a left or right fuel transfer light will
illuminate during air refueling. Internal fuel will still be available to the center tanks
through siphoning action. Should the left or right transfer light illuminate select feed
on fuel panel and confirm feed groups full and steady. Monitor both feed groups for
a possible fuel split.
6. PROBE FAILS TO RETRACT: Cycle the A/R probe switch and then place it back to
the IN position. RTB and do not exceed 300 KCAS. If a TRANS light comes on,
place the A/R switch to PRESS.
7. IFR ON TANKER: Prior to entering IMC, the tanker will give a two minute warning
when possible. If penetration occurs while engaged, maintain engagement until
directed otherwise by the tanker. Should lost sight occur, disengage and pick up an
IFR scan. Establish communications as soon as possible and de-conflict
accordingly.
8. LOST COMM WITH TANKER: Non-NORDO aircraft will inform the tanker of the
NORDO aircraft. With transmitter only failure, the NORDO aircraft will comply with
tanker direction if able. With receiver failure, NORDO aircraft will comply with ALDIS

lamp signals. If communication by these means becomes a problem and fuel is not
required for training requirements, the non-NORDO aircraft shall make the call and
direct NORDO aircraft to join via hand and arm signals and RTB.
9. NO FUEL FLOW: If fuel does not flow after engagement, ensure you have the hose
/ drogue in the correct refueling range and look for a green light on the tanker. If this
does not remedy the problem, notify the tanker and follow their instructions. Expect
to be directed to disengage and re-engage. If the probe is not engaging properly, do
not try to “ram it in” by exceeding the 3-5 knot closure. If fuel still does not flow,
proceed to right reform and await further instruction.
Common Errors:
1. Not being familiar with potential emergencies during air-to-air refueling.
1. Study NATOPS and mentally prepare for both the normal and emergency
procedures that apply to air refueling.
Source Documents: ATP-56(B), AV-8B NATOPS

Threat Countertactics Stage
Name: Threat Brief
Purpose: To familiarize the student with threat anti-aircraft systems and create a
standardized briefing format to be utilized by replacement pilots.
1. The RP will be prepared to discuss threat systems outlined in the FSG sortie brief
section on all tactical events. The RP will use the following format to conduct the
brief:
a. Threat Characteristics
b. General description of system with key identifying features (if any)
c. General operating characteristics
d. Maximum range and altitude
e. Minimum range and altitude
f. Max effective range and altitude
g. Effect of terrain
h. Employment techniques of threat nation
i. RWR and/or visual indications and guidance flight path
j. Pre-emptive maneuvers to defeat / deny threat engagement
k. Reactive maneuver(s) to survive threat engagement
l. Effectiveness of chaff, flares or jammer on threat system.
2. The threat brief should be condensed into a five-minute format. The intent of the
brief is to have the student brief the threat and not read from gouge notes.
3. Foreign students going through the course will utilize the threat database loaded on
the training system for threat information. This information is derived from Jane’s.
US students will utilize the AFTTP 3-1 Threat Manual to derive brief information.
The IPs will be able to discern the difference between the two publications.
Common Errors:
1. Threat brief too detailed in characteristics and lacking substance in what really
matters to the pilot.
2. Relying on gouge cards and not reviewing material thoroughly to speak intelligently
on subject.
1. Think about the threat from an operator perspective. It is nice to know that a threat
operates at a certain GHz but it might be a little more important to know when and
how it can be employed, what you’ll see and how to stay alive against it.
AV-8B FSG Ver. 3.0 TCT 10 - 1

Source Documents: AFTTP 3-1 Threat Countertactics Manual (Threat Database
for foreign students).
NATIP
ALR-67 Users Manual, Air NTTP

Name: ALE-39/47 Setup and Employment
Purpose: To train pilots on most current expendables programming and HOTAS

using loads that simulate fleet representative load outs.
1. The following expendable loads will be used at VMAT-203 to teach fundamental

HOTAS representative of Harrier fleet standards. The actual standard expendable
loads programming are classified and are listed in the Air NTTP TAC Notes. Pilots
need to be familiar with these loads and when they should be used.
2. The expendable loads at VMAT-203 will be designated P1-3. Loads P1-3 will
replicate the SELs in HOTAS and are unclassified as they are symbolic for teaching
proper HOTAS and not actual combat loads or programs. Actual SELs will be coded
only and not actually loaded in the aircraft.
3. The loads will be programmed and verified during the CWAIVER checks. The
procedures for programming the ALE-39/47 are located in lesson (16L-06 - ALE-
39/47 Countermeasure Dispensing System) and NATIP.
4. The quantity of each expendable are set in the armament control panel (ASCMI) in
the main wheel well and cannot be manipulated after start up. During preflight, open
the ASCMI door to ensure the proper codes have been input and then toggle the
expendable reset switch down once. After start up, only expendable bingo and
programs can be altered via the CMDS page.
5. At the briefed point and time (and within the range boundaries in training), the Lead
of each element initiates the expendable check. Comm-In Expend checks are the
standard at VMAT-203.
a. Self Expend Checks.
i. As soon as possible after takeoff, ensure “S” selected for each type of
expendable on the CMDS page and UP selected on the EXP switch.
ii. Position cockpit mirrors to allow observation of the dispense.
iii. Select forward, aft, then left on the expendables dispense switch and ensure
that each expendable dispenses per the SEL.
b. Comm-In.
Comm-in expend checks will be initiated at a pre-briefed point in the flight. Tac
Wing will collapse the formation to ensure that the expend check is observable
for both the Tac Lead and the Tac Wing. Select RWR on the expendable (EXP)
switch. Tac Lead will transmit “RAZOR 11, EXPEND CHECK” and will expend a
single flare, chaff, and jammer in that order—no radio call is required for each
dispense event. Note the inventory countdown on the CMDS page. If correct
dispensing is observed, the Tac Wing then conducts the check using the same
procedures. If incorrect dispensing is observed, the Tac Wing reports what was
observed on the radio (e.g., “NEGATIVE FLARE,” followed by Tac Lead
expending another flare). This check requires the flight to have a tactical
frequency on one radio. If unable, perform comm-out procedures.

c. Comm-Out.
i. As soon as possible after takeoff, ensure “S” selected for each type of
expendable on the CMDS page and AUTO selected on the EXP switch.
ii. Lead will give wingman a “cocking gun” hand signal, then perform a single
head nod to signal the beginning of the check.
iii. Lead will dispense a single flare, chaff, and jammer in that order.
iv. The wingman will pass one thumbs up for each correct dispense and a
thumbs down for an incorrect dispense, e.g., a thumbs up for good flare,
then a thumbs down for no chaff, and then a thumbs up for a good jammer.
v. The wingman will then follow the same procedures as Lead to complete the
expend check.
vi. If the expendables do not dispense IAW the SEL, radio comm may be
required to troubleshoot.
d. Upon completion of the expend check, select AUTO on the EXP switch and set
the appropriate dispensing mode (P, M, or G) on the CMDS page.
Common Errors:
1. Unfamiliar with expendables loads.

2. Unfamiliar with expendables programming.
3. Unfamiliar with number of exposure events supported by the given SEL.
4. Expend check conducted not IAW the Air NTTP.
5. Expendables not used correctly.
6. Expendables switch not turned on.
1. Execute the expendables check IAW the Air NTTP.

2. Proper execution of CWAIVER and FELPG-F checks.
Source Documents: NATIP, Air NTTP

Lesson (16L-06 – ALE-39/47 Countermeasure Dispensing
System), TOPGUN, CY 2008

F= STUF
FLARE
C=CHAFF (RR129 OR
144)
J=STUF
FLARE
P1 AIR TO SURFACE (20 FLARE)
TOP RIGHT
TOP LEFT AFT AFT
F F F F F J J J J J
F F F F F J J J J J
C: N/A
F: S
J: P:2/1
A: F:S
J:S
P2 TCT (40 CHAFF/10 FLARE)

TOP RIGHT
TOP LEFT AFT AFT
C C C C C C C C C C
C C C C C C C C C C
C C C C C C C C C C
C C C C C C C C C C
F F F F F
F F F F F
C: 3/.1
F: S
J:
N/A
A: F:S
J:S

P3 ACM (20 FLARE)
TOP RIGHT
TOP LEFT AFT AFT
F F F F F F F F F F
F F F F F F F F F F
C: N/A
F:
2/1
J:
N/A
A: F:S
J:S

Name: ALR-67 Setup and Employment
Purpose: To check the functionality and utilize the ALR-67.
1. The ALR-67 is a vital part of an AV-8B pilot’s ability to survive in combat. Knowing
the information passed over the multiple screen displays is vital to deciphering
whether the system is operating correctly.
2. To setup the ALR-67, select the ECM push tile on either AMPCD. Select mission
specific PRIORITY, OFFSET and LIMIT un-boxed and ECCM boxed on the AV-8B
II+. Select the BIT push tile, adjust volume as necessary, and ensure a successful
BIT IAW NATIP, Air NTTP, and the ALR-67 User’s Manual. If any RWR BIT codes
are seen on the aircraft BIT2 display then select SPCL on page 1 of the ECM BIT
and write down the 3 X 4 code display to debrief Avionics.
Common Errors:
1. Not understanding proper bit symbology.

2. Not recognizing failure codes on various BIT pages.
3. Not allowing proper warm-up time prior to initiating bit.
4. Not un-boxing SPCL prior to initiating bit.
5. Failure to ensure proper system set-up.
1. Study NATIP and Air NTTP and understand symbols to be displayed on BIT pages.
2. Run BIT multiple times if there is a question about a possible failure.
3. Allow proper system warm-up prior to initiating a BIT.
4. Ensure SPCL is unboxed prior to initiating BIT.
5. Know your systems and ensure proper set-up.
Source Documents: NATIP, Air NTTP

ALR-67 User’s Manual, CY 2008

Name: ALQ-164 Setup and Employment
Purpose: To check the functionality and employment of the ALQ-164 Defensive

Electronic Countermeasure (DECM) Pod.
1. ALQ-164 self-test is a check of the control processor, system interface (with ALR-
67), various antennas and receivers associated with the ALQ-164, and overall
system operation.
2. The BIT procedure has multiple phases. First it tests the system to ensure the
cockpit caution light indications are working in conjunction with the ALQ-164. The
second portion of the test will determine whether the ALR-67 is working in concert
with the DECM Pod.
3. One of the MISC cards on JMPS is the ALQ BIT and should be loaded on the DSU
for reference on any event with the DECM pod.
4. ALQ BIT Card:
a. ALQ-STBY CWNOGO/PNOGO 3MIN CW JAM 4SEC
b. ALQ-BIT CWNOGO/CWJAM FLASH
CW NOGO OUT CW JAM 4SEC
PJAM FLASH X3 THEN OUT 45SEC
PJAM ON STEADY BIT COMPLETE
c. ALQ-OFF FOR 1 MIN
d. ALQ-BIT 126/162 ON RWR PAGE2
e. ALQ-STBY (AS BEFORE)
f. ALQ-BIT (AS BEFORE)
g. ALR-BIT (AS BEFORE)
h. ALQ-RCV CWJAM ON- MSN CRIT FAIL
CWNOGO ON- MSN DEGRADE (162)
CWNOGO FLASH- POWER SUPLLY (162)
PNOGO ON- PWR SUP/FLASH- OT (126)
Common Errors:
1. Not allowing enough time for proper system warm-up.

2. Not understanding the symbols / failure codes on various ALR-67 BIT pages.
3. Not understanding caution and advisory lights and associated times present during
ALQ-164.
1. Allow proper warm-up and shutdown times for ALR-67 and ALQ-164 systems.
2. Read aforementioned pages and understand symbols / failure codes on ALR-67 BIT
pages.

3. Know and understand caution and advisory lights present during ALQ-164 BIT.

Name: Threat Reaction Matrix
Purpose: To plan a flight’s reactions to threats.
1. A threat reaction matrix is a tool that allows the section / division Leader to make
preplanned decisions based on RWR indications and operating profiles.
2. A threat reaction matrix varies substantially depending on whether the threat location
is known or unknown. Also included in this decision matrix are situations, which
require the division, section or individual A/C to continue on the attack, reset, abort,
or jettison the ordnance and abort, in order to save the A/C and fight another day. A
sample threat reaction matrix for RF SAMS is below:
Non-Lethal Lethal MA / ML
> IP
< IP
> Roll In
< Roll In
> Release
> Release
To ECP
Non-Lethal Lethal MA / ML
> Rmax
< Rmax
> E-Pole
< E-Pole
3. Once the range known or unknown matrix is completed and reset, abort, and jettison
criteria are defined, some other factors need to be considered. Ideally we would like
to keep the flight together as much as possible for mutual support, but at some point
it may be necessary to react as singles based on threat, allowable risk, or mission
phase. De-confliction between flight members must be planned and well understood
by all pilots. We can accomplish de-confliction utilizing altitude, timing, geometry, or
a combination of these, depending on mission specifics.

Common Errors:
1. Not thoroughly preparing a game plan and trying to "shoot from the hip."
2. Not reacting to threat indication displayed from A/C systems or outside agencies.
3. Failing to react or communicate with pre-planned brief.
4. Not adhering to de-confliction contracts.
1. Preparing early, studying the threat capabilities and determining when to continue,
reset, abort or jettison given the threat indication. Know E-pole distances and
reaction decisions prior to the brief.
2. Adhere to planned threat matrix.
Source Documents: MAWTS AV-8B Courseware, TOPGUN,

Air NTTP

Name: Threat Countertactics
Purpose: To deny or defeat surface-to-air threat systems.
1. Procedures are in accordance with Air NTTP; AFTTP 3-1 Vol 2; and TOPGUN.
2. As you can see by the sources listed above any discussion on threat countertactics
is going to be classified and as such cannot be discussed here in significant detail.
3. The maneuvers that you will need to be familiar with as described in one or all of the
above sources are:
a. Lean
b. Beam
c. Level-S
d. Guns 3D / 3G Weave and Jink (pre-emptive and reactive)
e. SAM Weave
i. The procedures for the SAM Weave are classified and in accordance with Air
NTTP, however, the following unclassified information is provided to help you
better understand and correctly apply classified information:
(1) While maintaining a constant G the airspeed is controlled with the aircraft
plane-of-motion. The aircraft plane-of-motion throughout this rolling
maneuver is controlled by the roll rate. If the aircraft is decelerating
towards your minimum maneuver airspeed, then you need to get the nose
farther below the horizon. To do this increase the roll rate during the
reversals which will force the aircraft to go more nose low and allow
energy addition. If the aircraft is accelerating towards the maximum
allowable airspeed; decrease the roll rate as the nose is traveling up, or
simply reduce the throttle slightly.
(2) Upon “terminate”, the PUI will unload, roll to wings level, and then recover
to the horizon. The maneuver should be terminated if airspeed exceeds
the minimum or maximum limit, or at the discretion of the IP. The
minimum altitude while performing this maneuver is 5000 AGL.
Common Errors:
1. Classified
1. Classified
Source Documents: Air NTTP, AFTTP 3-1 Vol 2,

TOPGUN

Name: Jettison Criteria
Purpose: To establish criteria / parameters based on allowable risk, threat analysis,

and aircraft performance that dictate if and when to jettison aircraft stores.
1. Procedures and requirements for jettison criteria are in accordance with Air NTTP.
2. Once jettison criteria have been met, maneuver aircraft to wings level attitude and
jettison stores via emergency jettison or stores jettison, as applicable. If aircraft is in
maneuvering / defending flight, pilot must ensure aircraft is in a safe flight regime
(i.e., upright) in order to ensure safe ordnance jettison from aircraft.
Common Errors:
1. Not jettisoning stores in accordance with jettison criteria.

2. Not jettisoning stores in a wings level / upright attitude.
1. N/A

Name: Threat Countertactics Communications
Purpose: To effectively utilize JCOMM Brevity during Threat Reaction
1. Effective communication is a key ingredient for successful mission execution. A

basic understanding of the threat helps to minimize communications and results in
clear and precise information transmitted to the flight.
2. All transmissions should begin with full call signs, be no more then 3 - 5 seconds in
duration, and be clear and concise; all calls should be directive then descriptive.
Examples and definitions are listed in the TOPGUN Manual and Air NTTP.
3. Remember while effectively communicating, you also are maneuvering your aircraft.
4. COMM Terms:
Abort Cease action / attack / event / mission
Notch (direction) Aircraft is in a defensive position. Maneuver with reference
to an air-to-air threat.
Break (direction) Perform an immediate maximum performance turn in the
indicated direction.
Defending (direction) Aircraft is in a defensive position and maneuvering with
reference to a surface-to-air threat.
Green Direction of no known enemy threats.
Mud RWR ground threat displayed with no launch indications.
Naked No RWR indications.
Resume Resume last route / mission.
Sam (direction) Visual acquisition of a SAM in flight or a SAM launch should
include position.
Common Errors:
1. Talking and not turning your aircraft.

2. Transmissions greater than 3 - 5 seconds in duration.
3. Incorrect use of JCOMM Brevity.
1. N/A

TOPGUN,
MCRP 3-25B Multi-service Brevity Codes

Name: Maneuvers and Communications Drill
Purpose: To practice JCOMM Brevity during Threat Reaction during S/TCT

1351/1352
1. Lead will initiate the drill by passing the wingman the TAC Lead and then the
wingman will maneuver to the briefed run in line at the briefed altitude at 360 knots
in NAV master mode.
2. Sequence (cardinal directions may vary):
a. M11: “MARS 12, EXECUTE LEAN WEST.”
M12: “MARS 12, LEAN WEST, MUD # NORTH.”
M12 executes lean.
b. M11: “MARS 12 EXECUTE NOTCH WEST.”
M12: “MARS 12 NOTCH WEST, MUD # NORTH.”
M12 executes beam.
c. M11: “MARS 12, EXECUTE LEVEL S WEST.”
M12: “MARS 12, LEVEL S WEST, MUD # NORTH.”
M12 executes level S.
d. M11: “MARS 12 EXECUTE WEAVE WEST.”
M12: “MARS 12, DEFENDING WEST, MUD # NORTH.”
M12 executes weave.
e. M11: “MARS 12, RESUME.”
M12: “MARS 12, NAKED, RESUME.”
M12 resumes, i.e., turns back to the target.
f. M11: “MARS 12 EXECUTE GUNS WEAVE.”
M12: “MARS 12 DEFENDING WEST, AAA NORTH.”
M12 executes 3D / 3G weave.
g. M11: “MARS 12, RESUME.”
M12: “MARS 12, NAKED, RESUME.”
M12 resumes, i.e., turns back to the target.
h. M11: “MARS 12, EXECUTE GUNS JINK.”
M12: “MARS 12, DEFENDING WEST, AAA NORTH.”
M12 executes guns jink.
i. M11: “MARS 11 TERMINATE.”
M12: “MARS 12 TERMINATE.”
M12 turns back to the IP, climbs to the pre-briefed altitude and saunters.
Common Errors:
1. Talking and not turning your aircraft.

2. Transmissions greater than 3 - 5 seconds in duration.
3. Incorrect use of JCOMM Brevity.
2. N/A

TOPGUN,
MCRP 3-25B Multi-service Brevity Codes

Air-to-Surface Stage
Name: Air-to-Surface Planning
Purpose: Construct an air-to-surface game plan that is tactically sound based on a

threat and environmental conditions. In addition, the plan shall adhere to
the AV-8B Air NTTP planning guidelines.
1. The AV-8B Air NTTP defines the steps required for standardized planning.
2. The following items will be prepared and brought to every air-to-surface event
(simulator or flight). Failure to do this is an automatic UNSAT for the event:
a. Weaponeering. Utilize WARP to weaponeer a load based on the description
listed in the ordnance section for each event. Refer to the weaponeering
discussion in this chapter for specific details.
b. Chart. A 1:50,000-scale chart for the event will be prepared. Utilize 1:250,000-
scale charts if the target area is too large to fit on a 1:50,000-scale chart.
Regardless of chart size used, the chart will have the proper symbology and
colors listed in the Air NTTP. Ensure target coordinates from the chart or gridded
imagery are entered into the waypoints for the DSU / mission card load. It is
imperative you ensure the JMPS datum matches the chart. Imagery will be used
to complement the chart when available. At a minimum use the 5m CIB on
JMPS. Check with local Intel source or target folder to see if anything more
detailed is available.
c. For all AS / MECH / CAS events, target overlays (1:50,000-scale) will be
constructed, on clear plastic laminate sheets, for briefing attack geometry and
de-confliction. Refer to Air NTTP for specifics.
d. PAR. The PUI will submit an EOTDA worksheet to the weather office in the
target area mechanics stage. The weather office requires several hours to work
the EOTDA worksheet to create a predicted acquisition range. The following
information will be derived:
i. A sensor prediction will be created for all applicable systems (i.e. DMT, FLIR,
etc).
ii. The sun / moon geometry will also be briefed with respect to the run in
heading.
e. Weather
i. Winds aloft from the surface to the highest planned Z diagram.
ii. Any significant weather in the target area.
f. Threat Brief. Prepare the threat brief as outlined in Threat Countertactics
Briefing lesson utilizing the squadron format. AFTTP 3-1 Threat Countertactics
Manual will be used as the reference document. Foreign students will utilize the
threat database created at 203 as the source document.
AV-8B FSG Ver. 3.0 A/S 11 - 1

Board. All A/S events will have the board prepared as outlined in the figure below.
3. FSG Brief Items. In addition to the above items, PUIs will be expected to be familiar
with all brief items for the event.
Common Errors:
1. Improper target elevation or map datum.

2. Lack of flight cards per Air NTTP to include printed copies for brief.
3. Inadequate navigation / waypoint plan for raked range sorties.
4. Poor or non-existent map preparation.
5. Lack of imagery.
6. Inaccurate target coordinates.
7. Lack of overlays for target area tactics and CAS sorties.
8. Incorrect DSU / AMU Mission card load / DATUM.
9. Not planning for environmental factors in the target area (winds, sun / moon angle,
EOTDA / PAR).
AV-8B FSG Ver. 3.0 A/S 11 - 2

1. Weaponeering must be prepared for the ordnance load delineated in the FSG and
on the flight schedule. The primary means for weaponeering is WARP. The
secondary means is via the attack profile worksheets in the AV-8B NATIP.
2. Prepare to brief weaponeering using the briefing guide in the pocket Air NTTP.
Ensure thorough briefing of all general and specific notes that pertain to each load.
3. Charts will be prepared for all air-to-surface sorties IAW the Air NTTP:
a. Ensure accurate target coordinates and correct DATUMs are used.
b. Make overlays with planned attack profiles, per the Air NTTP for all target area
tactics and CAS sorties.
4. ADMIN and BRIEF cards with the appropriate Z diagrams will be prepared per the
Air NTTP and loaded in the DSU / AMU Mission card for all sorties, as well as
brought to the brief for all aircrew in the flight.
5. All raked range sorties (simulator and aircraft) require at a minimum an IP, target
and ECP.
AV-8B FSG Ver. 3.0 A/S 11 - 3

Name: Weaponeering
Purpose: Maximize the effects of the ordnance carried on the aircraft while
maintaining safe release parameters.
1. Air-to-surface releases will be planned utilizing WARP. This does not alleviate the
need for the PUI to be intimately familiar with all limitations and restrictions of the
ordnance that will be carried. If WARP is not available PUIs must be capable of
deriving weapon delivery data using the weaponeering worksheets. Utilize the
following weaponeering guidelines as default parameters for all events unless
specified elsewhere.
2. The following weaponeering standards apply:
All conventional weaponeering will be planned using 5 seconds of tracking prior to

checkpoint and 5 seconds of tracking after checkpoint.
Ingress Airspeeds: 450 KGS
Ingress Altitude
Raked range Release altitude
Transition profile low 500 (unless BASH / range / experience prevents)
Transition profile high FL 250 (unless range prevents)
Pattern Airspeeds
45° Pattern 360 KTAS
All other patterns 400 KTAS
Delivery Airspeeds
Free fall bombs 500 KTAS
Forward firing ordnance 550 KTAS (Note – Rocket pod carriage airspeed limit is 550
(Gun and Rockets) KCAS without external fuel tanks.)
Delivery Altitudes – Free fall bombs
45° 8000 feet AGL release
30° “Tactical” 6000 feet AGL release
30° “Weather Back-up” 4000 feet AGL release
10° Low drag 2000 feet AGL release
10° High drag 1000 feet AGL release (FMU-139 only)
Pop-up attacks 25° climb angle to 10° Low Drag delivery, 20° SOJ off target
Delivery Altitudes – Forward firing ordnance (Gun / Rockets)
20° 4000 feet AGL release altitude (rockets)
20° 3000 feet AGL open fire altitude (gun)
Ordnance release interval
Raked Range: Quantity 1
Mk-76 / LGTR
Mech / CAS: Per reactive weaponeering
HE or HE inert Quantity 2 / Multiple 1 or 2
Rockets (LAU-10 Quantity 1
AV-8B FSG Ver. 3.0 A/S 11 - 4

singles)
Gun Firing Interval 0.5 – 1 second burst
3. The PUI will be prepared to brief weaponeering on every event after SAS-1402.
This will require information other than the Z-diagram. The Air NTTP contains the
weaponeering brief format, which should be used to prepare and conduct the brief
portion. Minimum ripple single, ripple pairs and maximum stick length will be
included in all Z-diagrams (milliseconds and feet).
4. Ordnance loadouts should be briefed as per the FSG sortie descriptions. In the
case of Mk-76s, the PUI should weaponeer a notional loadout of Mk-82 TP with
BSU-33 fins and FMU-139 tail fuzes.
5. LAW and PUC Calculations. There are situations when a pilot may want more
conservative profiles and dive recoveries such as during initial training events and
times when the least restrictive profile and recoveries are desired. As a result of
these considerations, there are several different techniques for calculating the LAW
and PUC. The ANTTP offers a recommended formula for LAW/PUC calculation
based on combat weapons employment, and this differs from the method used while
at VMAT-203. The VMAT-203 SOP for LAW and PUC is as follows:
a. LAW: For medium altitude deliveries, the LAW will be set to the number given
in the NTRP 3-22.4-AV8B Minimum Fuze Arming Altitudes tables based on
the planned ordnance and fuzing, dive angle, release airspeed, 4G dive
recovery, and off target maneuver. This number is usually the highest (most
conservative) of terrain or frag avoidance, but not always. Sometimes the
minimum altitude for the fuze to arm is listed in the table, because that number is
higher than the frag or terrain avoidance number. Values are taken from the 4G
tables vice 5G tables because the TAV-8B off-target maneuver targets a 4G
recovery, and 4G table numbers are more conservative than the 5G table
numbers. For low altitude ingress, the LAW will be used for terrain avoidance
per the LAT rules of conduct. LAW for GAU-12 deliveries will be set to the
minimum “CEASE FIRE ALT (FT)” given in the NTRP 3-22.4-AV8B Delivery Data
tables based on planned projectile type, airspeed, and flight path angle.
b. PUC:
i. For single weapon deliveries the PUC = minimum release (AGL) + target
elevation – 4G altitude loss in dive. While in the air-to-surface stage, set
the PUC for single weapon releases.
ii. For multiple weapon deliveries the PUC = minimum release (AGL) + altitude
loss for the stick + target elevation – 4G altitude loss in dive. When
weaponeering for the Mech, CAS, and AI stages, set the PUC for
multiple weapon releases, normally the longest stick of the reactive
weaponeering matrix on the z-diagram.
c. Minimum release, or Z-min, is the highest of frag, terrain avoidance, or fuzing
numbers based on the planned ordnance and fuzing, dive angle, airspeed and
4G recovery. It is the lowest altitude that a bomb may be released to ensure
weapon fuzing and allow survival / safety of the aircraft and pilot.
AV-8B FSG Ver. 3.0 A/S 11 - 5

Common Errors:
1. Improper minimum intervals or maximum authorized stick length for multiple

weapons release.
2. Not calculating the worst-case stick length for the planned load and reactive
weaponeering table.
3. Not correctly calculating PUC or LAW.
4. Not correctly programming PUC or LAW (into DSU or AMU Mission card).
5. Not calculating worst-case asymmetry.
6. Forgetting to adjust stick length based on ITER load.
7. Forgetting to adjust weaponeering profile for target elevation.
8. Forgetting to adjust maximum stick length for target elevation.
9. Utilizing the wrong charts in AV-8B NATIP.
10. Not properly specifying planned ordnance load on top of Z-diagram card.
11. Using another PUI’s plan without being familiar with it.
1. Review and be thoroughly familiar with your weaponeering. If you have questions,
ensure you sanity check your plan off an IP prior to the brief.
Source Documents: AV-8B NATIP,
AV-8B FSG Ver. 3.0 A/S 11 - 6

Name: Air-to-Surface Briefing
Purpose: Establish procedure for A/S briefing format.
1. PUI will be responsible for briefing a specific threat system that is applicable to the
event. The PUI should be prepared to brief these threats IAW the guidance set forth
in the TCT stage.
2. PUI will be responsible for briefing the planned weaponeering diagram, maximum
asymmetry, the limitations imposed by specific weapons loadouts, and all applicable
notes, remarks, or other restrictions required to safely deliver the specified
ordnance. A comprehensive list of required briefing items is detailed in the MAWTS-
1 briefing / de-briefing guide.
Common Errors:
1. Not briefing the capabilities of the threat system in relation to the AV-8B.
2. Briefing the weaponeering limitations to a notional loadout vice the actual loadout to
be carried on the jet.
3. Not familiar with the source document for weaponeering a specific weapon.
1. Ensure that the threat is compared to the capabilities and systems of the Harrier.
2. Ensure the weaponeering covers the actual loadout on the aircraft.
3. Ensure familiarity with the AV-8B NATIP.
Source Documents: AV-8B NATIP, Air NTTP
AV-8B FSG Ver. 3.0 A/S 11 - 7

Name: Weapons Preflight
Purpose: Establish procedures for the preflight inspection of ordnance carried on

the AV-8B aircraft.
1. Procedures in accordance with AV-8B NATIP, Air NTTP Tactical Pocket Guide
(TPG)
2. Conduct preflight checks:
a. Check ordnance and fuzing (if applicable).
b. Check gun (if applicable).
c. Ensure the fasteners on the SMC access panel in main wheel well are horizontal
and the panel is secured (give it a “tug check”).
d. Note ALE-39/47 load.
Common Errors:
1. Not using or referencing the Air NTTP Pocket Guide to properly preflight ordnance.
2. Not familiar with ordnance or fuze type for a specified load.
1. Utilize Air NTTP Pocket Guide for proper weapons preflight procedures.
2. Familiarity with ordnance and fuzing. Confirm loadout with Ordnance prior to brief, if
necessary.
AV-8B FSG Ver. 3.0 A/S 11 - 8

Name: Arm / De-Arm Procedures
Purpose: To arm or de-arm ordnance for air-to-surface sorties.
1. Arming:
a. Free fall ordnance: An ordnance Marine will arm the aircraft CADs once you are
strapped in prior to engine start
b. Forward firing ordnance: Arming and de-arming will be done in the appropriate
area on the airfield (CALA) in accordance with the local Airfield Operations
Manual.
c. During any arming evolution your hands will be held above your head in clear
view for the ordnance supervisor running the arming procedure.
2. De-Arming
a. Aircraft will be “safed” prior to entering the line area. The Airfield Operations
Manual describes the de-arm areas.
b. The Ordnance supervisor will ask you to display your hands. During any de-
arming evolution your hands will be held above your head in clear view for the
ordnance supervisor running the de-arming procedure.
c. An Ordnance Marine will then safe the stores and carriage equipment.
d. The Ordnance Supervisor will signal you to select STOL flaps and nozzles to 40°
to safe the ALE-39/47 and will then ask you to display your hands.
e. After ALE-39/47 is safed, the Ordnance Supervisor should signal you to return to
cruise flaps and 10° nozzles before returning control of your aircraft to the plane
captain for brake checks and watering. If not, ensure you signal the plane
captain and receive approval prior to moving the nozzles and flaps.
WARNING
The potential for injury to one of the maintenance Marines is high during
the de-arming, hot brake check and watering evolutions if positive
control of the aircraft control surfaces and awareness to ground
personnel location is not maintained. There have been mishaps and
quite a few near-misses due to a communication break down and lack of
awareness with Marines in close proximity to the aircraft. You, as a
Marine officer, must look after the safety of our Marines. If there is any
doubt about whether it is safe to move a control surface or the location
of any of the personnel around your aircraft, stop the evolution and get
the plane captain’s attention to clarify.
3. Hot Refueling.
a. No aircraft will hot refuel with hung bombs.
AV-8B FSG Ver. 3.0 A/S 11 - 9

b. If your aircraft had any expendables you are prohibited from refueling even
though they are all expended.
c. No aircraft will refuel with gun malfunctions or with any ammunition remaining in
the gun.
d. You are allowed to hot refuel with “unexpended” inert ordnance as long as the
stores have been “safed.”
Common Errors:
1. Conducting checklist items while being armed.

2. Not being familiar with airfield layout and arm / de-arm procedures. Any questions
must be clarified in the brief.
1. Review SOP, MCAS Air OPS Manual and Course Rules Brief.
Source Documents: VMAT-203 SOP, MCAS Air OPS Manual,

AV-8B NATIP, Air NTTP
AV-8B FSG Ver. 3.0 A/S 11 - 10

Name: Combat Checklist (C-WAIVER) and Miscellaneous Checks
Purpose: To ensure aircraft systems and weapons are programmed and operational
prior to flight. These checks should be conducted as soon as possible
after engine start to ensure ordnance or maintenance malfunctions are
found before taxi (preferably started in the line).
1. The Air NTTP describes the steps to be performed. This following section amplifies
that verbiage.
2. C - Clock set for UTC time. Combat thrust (as required by engine performance)
3. W - Weapons
a. Select Menu, Stores- verify planned load out and fuzing on LOP
NOTE: While on the ground the gun will not be selected
b. Box TONE
c. Colonize SITE and enter site angle
d. Box STRS- program delivery mode, quantity, multiple and select fuze option on
ODU for store type
4. A - AVIONICS / ARBS and FLIR
a. Menu DMT, verify FLTR and NITE unboxed (unless desired)
b. Verify DMT code 1688 and LST in NAR scan
c. Menu BIT; DBST (BIT 2 display), conduct BST check
NOTE: Procedure in the NATIP
d. Castle FWD when complete
e. Castle Right for FLIR
i. Select FLRM
ii. Check cuer programming
iii. Select gray scales and adjust brightness and contrast so you see 8 shades of
gray
iv. DAT AMPCDs adjust AMPCD brightness and contrast
v. DAT displays
vi. If at night, Castle down for RASTER FLIR, adjust shades of gray; castle down
vii. Select REJ and ensure MAN unboxed
5. I - IFF
a. Verify 3C code of Lead
b. Run Mode I program
c. Colonize Mode 4
6. V - VRS- Local and record or remote, stby, run
7. E - ECM
a. ALE-39/47
i. Set all to SINGLE
AV-8B FSG Ver. 3.0 A/S 11 - 11

ii. Verify planned load out for expendables (reverse loaded)
iii. Verify planned program for each expendable and the “ALL” programs IAW
VMAT-203 expendables plan
b. ALR-67
i. Bit after warm-up period (3 minutes). Note any gripes
ii. OFST, LIM unboxed
iii. PRI- N
iv. Turn off if not utilizing on event to prevent from getting desensitized to tones
8. R - RADALT
a. Program LAW-ON
i. Set per brief
ii. Program PUC for fuzing
iii. Select GPS unless system CYRPTO or ALMANAC not loaded
iv. Deselect Bomb if release greater than 2000 AGL
v. GPWS – as desired
9. MISC
a. Waypoints
i. Confirm WAYPOINT DATA
ii. Adjust NSEQ string if required
iii. Check MAP defaults
iv. Set design eye
v. Lights check
vi. APU / GTS as required
vii. A/A TACAN colonize PROX
Common Errors:
1. Failure to conduct all of checks as listed above

2. Failure to properly set up VRS and select “REC” or “RUN” prior to takeoff.
3. Failure to verify expendable programming and select singles (S) for each
expendable type in preparation for the expendable check.
4. Failure to conduct DMT Boresight check and ARBS system set-up.
5. Failure to set default cards in Night Attack aircraft.
1. Deliberately complete the C-WAIVER Checklist prior to take off.
Source Documents: Air NTTP, NATOPS, AV-8B NATIP,
AV-8B FSG Ver. 3.0 A/S 11 - 12

Name: Weapon System Programming
Purpose: Understand weapons programming of multiple aircraft variant

components.
1. Review the AV-8B NATIP.

2. Regardless of variant or OFP there are two primary ways to select and program
weapons: via the ASCMI or by selecting the weapon on the stores page and then
programming via the UFC/ODU or a combination of the two like selecting the
weapon on the stores page and then programming on the ASCMI. You must,
however, understand that based upon the aircraft variant and OFP that the
programming is going to different components. The distinction is critical at VMAT-
203 where we have the largest number of variant / OFP variables of any AV-8B
squadron. There are certain stores configurations that can only be carried on
specific OFP aircraft and there are certain programming options that can only be
done via the UFC/ODU.
3. Remember in specific OFPs, you must enter the stores type, fuze, etc. into the WMC
via the LOP on the STRS display.
4. Because of the multi-variant / OFP options it would be difficult to list every
programming sequence and potential error. Below is the most common weapon
system programming errors or unusual displays with symptoms and corrections:
Symptom / Unusual Error Correction

Display
Select appropriate weapon or fuzing
Weapon Inhibit Cue No weapon or fuze
for weapon (other than SAFE will
(hashmarks in the HUD) selected
remove Weapons Inhibit)
Weapon will not release
Flashing weapon mode
Master Arm - OFF Turn Master Arm - ON
legend in HUD SAFE
displayed on EHSD
Set PUC for proper delivery profile.
Pull-up Cue touches velocity This error typically occurs in the
vector well before planned Invalid PUC raked range pattern when changing
minimum release altitude from a steeper delivery angle to a
shallow one.
Manual Control Knob- Return Manual Control Knob to
Weapons Inhibit Cue
(other than NORM) NORM position
Selective Jettison
Return Selective Jettison Knob to
Weapon Inhibit Cue Select Knob – (other
SAFE position
than SAFE)
NAV Master Mode
No Attack symbology (don’t laugh, it’s been Select A/G master mode
done before)
AV-8B FSG Ver. 3.0 A/S 11 - 13

Symptom/ Unusual Display Error Correction
In certain delivery profiles

and wind conditions the
Computed Impact Point can
be outside the HUD FOV Recognize the reflected CCIP
Upon pressing pickle button,
causing the CCIP cross to cross and hold the pickle
CCIP symbology disappears
be reflected. If button down once the
momentarily and is replaced
unrecognized, when you reflected CCIP cross is on the
with AUTO symbology and
pickle the HUD symbology target until the AUTO delivery
weapon does not drop
will change to AUTO after a is complete.
small delay until the AUTO
delivery is complete or the
pickle button is released
Change run-in heading to
A/G Mode HUD symbology is reduce crosswind if HUD
High crosswind condition
not centered in the HUD symbology is offset so much
that portions are not visible.
Designate target or switch to
CCIP mode if valid
designation does not exist or
execute Point Blank Bomb
No Attack symbology in Target not designated in Pickle.
AUTO AUTO Also realize that even with
target designated you will not
have an ASL in the HUD until
the azimuth to the designation
is less than 11°
Check SMSFF page to
determine fault or failure.
Weapon Inhibit Cue
Selecting SMSFF page will
Flashing Weapon / WMC Fault
clear WPN FAIL and,
WPN FAIL on EHSD
depending on the fault, will
also remove inhibit cue
AV-8B FSG Ver. 3.0 A/S 11 - 14

Common Errors:
1. Incorrectly programming weapons.

2. Not recognizing cause of unusual displays and incorrectly assessing a weapon
system failure.
3. Unable to enter weapon, fuze and expendables loads into WMC.
1. Review weapons programming in aircraft using the UFCS, ODU, and ASCMI.
2. Be familiar with system and environmental influences on bombing system to
correctly diagnose failures vs. unusual displays.
3. Review procedure for entering stores load into WMC.
Source Documents: AV-8B NATIP
AV-8B FSG Ver. 3.0 A/S 11 - 15

Name: Heavyweight Ordnance Departure and Recovery
Purpose: To review heavyweight STO procedures and recoveries.
1. NATOPS describes the procedures for conducting a STO. Heavy weight STOs are
identical to those procedures but a few items must be considered with higher takeoff
weights:
a. Ensure VRST data is correct for load carried.
b. Ensure temperature is correct on the VRST page.
c. Consider what your actions will be if you have to abort or perform an immediate
landing prior to taking the runway (over max gross landing weight, high NRAS
speed, etc).
d. Takeoff checks and Acceleration checks are the same.
e. At NRAS, pull the nozzles to the STO stop in a firm manner but slightly slower
that you would in a “clean” aircraft.
f. “Unstick” the aircraft.
g. Center the vane, set the attitude and maintain wings level.
h. Ensure to nozzle out at a rate that keeps the VV above the horizon (may be
slower than normal).
i. Clean up as normal.
2. Heavy Ordnance Recovery

a. If you have hung heavyweight ordnance in the training area, attempt to jettison if
fuel permits.
i. Do not selective jettison any lightweight training ordnance ITER loads (MK-
76, LGTR).
ii. With LGTRs, it is important that you dirty up in the range since these stores
typically fall off if hung when the gear is lowered.
iii. Do not perform BDA checks under an aircraft with hung ordnance.
b. Adjust weight as required by dumping fuel.

c. The flight Lead will inform ATC that you will be performing a hung ordnance
approach.
d. Fly local course rules for the recovery attempting to avoid the populated areas.
e. Plan on running the motor 4° C hotter for each 10,000 of asymmetry (do not plan
to VL on the numbers on a “JPT-limited” hot summer day).
Common Errors:
1. Nozzle rates that are too quick resulting on being hung up in ground effect or a
dangerous settle on takeoff.
2. Wrong VRST data.
3. Unfamiliar with jettison procedures
AV-8B FSG Ver. 3.0 A/S 11 - 16

1. Deliberately complete all checks and procedures per NATOPS and local course
rules.
Source Documents: NATOPS, MCAS Air Ops Manual,

VMAT-203 SOP
AV-8B FSG Ver. 3.0 A/S 11 - 17

Name: Tactical Administration (tacadmin) Checks
Purpose: To provide procedures for preparing the aircraft and systems for combat
operations in hostile territory. This section provides an abbreviated
description only. Reference the current Air NTTP 3-22.3-AV8B Ch 3
Tactical Administration - Tactical Administration Checks paragraph and
Return to Force (RTF) paragraph for a full description of the procedures
below.
Description of Procedure:
1. FELPG-F is an acronym used as a memory device when performing tacadmin

checks.
2. F – Flight Environmental Assessment. Provides an opportunity for flight leads to
assess environmental factors that could prevent or modify the plan of execution.
3. E – Expendable Check. The Comm-in expendable check is SOP at VMAT-203.
4. L – LAT/LAW/PUC Checks.
5. P – PLACE Checks. Pod, Lights, Armament, Countermeasures, Emitters.
6. G – G-WARM. Students should target 360-380 KCAS, not to exceed 0.75 IMN.
When flying the TAV-8B, students should target 4 Gs during both turns of the G-
warm. A negative-G check may be conducted at the discretion of the flight lead.
7. F – “FENCED in, Tapes on”
8. FENCE out. Read Return to Force paragraph of Air NTTP 3-22.3-AV8B.
Common Errors:
1. Excess/improper comm. during expend check.

2. Not maneuvering to a proper position for expendable check.
3. Not resetting correct PUC.
4. Calling “Speed L/R” prior to trimming yaw at 360-380 KCAS.
5. Not appropriately applying G/AOA during G-Warm.
6. Not correctly setting up stores for planned release.
1. No response is required if expend check produces expected results.

2. Maneuver to an abeam-acute position that allows the flight to observe the
expendables.
3. Set PUC up in JMPS prior to brief. Recheck PUC is set for planned release and
colonized during CWAIVER checks. Recheck PUC is set during LAT checks.
4. Select V/STOL Master Mode during accel. Continuously trim ball during accel
and reduce throttle to establish 360-380 KCAS. Ensure ball is centered before
reselecting NAV Master Mode and reporting “speed L/R” to your flight lead.
5. Target smooth symmetrical pull to 4G or 10 units AOA on first 90 degrees of turn.
When flying an AV-8B (B-bird), target 12-15 units AOA and max expected G for
the sortie (not to exceed 5.5 G).
AV-8B FSG Ver. 3.0 A/S 11 - 18

6. Set weapon options during CWAIVER checks. Recheck weapons are correctly
set-up for planned release during PLACE checks.
AV-8B FSG Ver. 3.0 A/S 11 - 19

Name: Air-to-Surface Tactical Communications
Purpose: To communicate effectively and concisely in a tactical environment.
1. Tactical communication is structured to achieve three results:

a. COMM Brevity - transmissions are short and concise yet convey the required
information.
b. Priority- this means we do not talk unless there is a reason.
c. Proper operation of systems- this means utilizing the correct radio for reception
and transmission.
2. VMAT-203 air-to-surface communication standards

a. Assumptions in the target area:
i. Always reference the target and use 8-point sub-cardinal heading unless
directed otherwise by flight Lead.
ii. Your standard assumptions per the Air NTTP are “VISUAL, NO JOY, NAKED,
AND CLEAN.” This means you see your Lead / wing (except post separation
in a standard target attack where you are assumed BLIND), you do not see
the target, are not illuminated by a threat radar.
iii. Once an “IN” call has been made, no one will communicate unless they are
threat reacting or an emergency / unsafe condition occurs. Format for the
“IN” call: “MARS-22 IN NE.” VMAT-203 does not use “HOT” or “COLD.”
iv. A “WINCHESTER” call will be made only once.
v. If performing a practice ordnance delivery maneuver with no intention of
actually dropping ordnance then call DRY: “MARS-22 IN EAST, DRY.”
vi. Once the “OFF” call has been made, necessary communication can resume.
“OFF” calls will be made once your off target maneuver is complete, you have
a “TALLY”, and you have returned to your briefed sanctuary altitude.
b. It is assumed you are blind off target. There is no need to tell Lead. You can
expect Lead to give you a call describing position to the target then a bearing
distance and relationship on your canopy if it’s required for a rejoin. Example:
• “MARS-22, OFF NORTHWEST”
• “MARS-21, NORTHWEST 3”
• Then if additional COMM is required: “MARS-21, 12 O’CLOCK, 2 MILES,
TEN HIGH.”
• “MARS-22 VISUAL”
• If you are visual: “MARS-22, OFF NORTHWEST VISUAL”
c. J-COMM brevity listed in MCRP 3-25B Multi-service Brevity Codes will be used
to the maximum extent possible.
d. Fuel calls of Tiger, Joker, and Bingo will be made until the flight Lead
acknowledges your fuel state.
AV-8B FSG Ver. 3.0 A/S 11 - 20

Common Errors:
1. Not using full call sign.

2. Early / late or not making “In” call.
3. Early / late or not making “Off” call.
4. Not using sub-cardinal directions or referencing the target for target area COMM.
5. Poor SA as to your position about the target and giving the wrong sub-cardinal
direction from the target.
6. Poor J-COMM.
7. Transmitting on the wrong frequency.
1. Always use full call sign.

2. Make “In” call just prior to initiating adaptive roll-in maneuver.
3. Do not make “Off” call until conditions have been met per briefed contracts.
4. Perform a good pre-flight map study of target area to pick out visual reference points
for orientation around the target area. Also use the centered AMPCD display to
determine sub-cardinal position from target.
5. Use sub-cardinal directions referencing the target for “In,” “Off,” and position calls.
6. Use appropriate J-COMM.
7. Ensure you are conducting target area COMM on briefed frequencies and think
about which radio to make the appropriate calls on.
Source Documents: Air NTTP, MCRP 3-25B
AV-8B FSG Ver. 3.0 A/S 11 - 21

Name: Actions at the Initial Point (IP)
Purpose: To configure the aircraft for air-to-surface ordnance delivery.
1. Review Air NTTP.

2. In VMAT-203, for all raked range sorties, the Master Arm switch will be in the OFF
position until rolling out of the “IP-Inbound” turn. The aircraft may be armed-up after
the IP-Inbound turn. Once off-target, the master arm switch will be returned to OFF
and MWSS checks reviewed prior to roll-in on the subsequent pass. This procedure
also applies to forward-firing ordnance.
3. M- Master Arm. Verify on or as briefed.
4. W- Weapon. Verify Q/M/I as required and fuze set INST or D1
5. S- System A/G MM. Designation: STP and DESG/STP. Map scale as required.
Verify course line (as required). Check HERRS/VERRS (this will be an important
check as you progress through the syllabus and especially when employing PGMs).
6. S- Sensors. TV / FLIR as required. Verify HUD symbology correlates with cascade
plan (i.e. RCIP, GCIP, BCIP).
Common Errors:
1. Not completing the “MWSS” Checklist and a WOF (optional).

2. Mismanagement of Master Arm switch.
1. Deliberately complete the “MWSS” Checklist at the IP.

2. Select Master Arm switch on once established in the raked range pattern and prior
to roll-in.
AV-8B FSG Ver. 3.0 A/S 11 - 22

Name: WOF Update / Designation
Purpose: To establish procedures for WOF update / designation.
1. Procedures in accordance with AV-8B NATIP.

2. The WOF function was designed to update the INS and configure the aircraft for
attack during low altitude ingress with a single button push. With the evolution in
tactics and weapons and the integration of GPS in the navigation systems of the
aircraft, the relevance of the WOF function has been significantly reduced.
3. It is unlikely that you will tactically ingress low enough to update the baro-plane off
the RADALT and a tight GPS-INS coupling will likely have a smaller position error
than even a low altitude overfly update. Don’t forget that even if you are flying with
the INS mode in NAV you can still perform a GPS update, assuming the aircraft has
good GPS signal reception and the HPE and VPE are within tolerances.
4. Your target must be an offset of your waypoint at the IP for it to be designated.
5. The last thing the WOF will do for you is select the A/G master mode and the last
selected weapon program, however, if you have done your CWAIVER checks
correctly just selecting the A/G master mode button will have the same effect. So for
the sake of consistency it is better to just do the MWSS checks at the IP.
6. Having said all of the above, if you ever execute a low altitude ingress with a bad
GPS and a easily identifiable IP with the target as an offset then do not forget that
you should use the WOF function to update your INS and baro-plane to provide you
the best target location and HAT for a BARO delivery assuming that your RADALT,
DMT / RDR are also inoperative or providing invalid data.
Common Errors:
1. Not understanding the conditions in which a WOF is required / available.

2. Not understanding accept / reject criteria during INS overfly update portion of WOF.
3. Not flying directly over WYPT during WOF update.
1. Review accept / reject criteria for system updates.

2. Fly directly over WYPT desired for most accurate update.
Source Documents: NATIP, Air NTTP, NATOPS
AV-8B FSG Ver. 3.0 A/S 11 - 23

Name: Pattern Entry
Purpose: To transition the flight into the raked range pattern.
1. Review the academic lessons.

2. The planned raked range profile can be a left or right hand pattern. PUIs should
endeavor to see both a right and left hand pattern before completion of basic air-to-
surface training. Circumstances (range space, etc…) may preclude execution of the
planned pattern direction, so it is important to remain flexible for pattern direction.
3. The standard de-confliction for raked range sorties is climb off target to Z-1000 feet
until visual on your interval or until geographically de-conflicted, at which you can
climb to Z altitude. This contract begins with the spacer pass and is continued
throughout the raked range pattern.
Common Errors:
1. Not completing Tacadmin Checks prior to the IP and entering the pattern without
systems (map scale / mode) properly set up.
2. Not completing actions at the IP (MWSS), entering the pattern in the “NAV” Master
Mode.
3. Not assessing the designation on ingress to the target or visually acquiring target
prior to initial pull to downwind.
4. Poor formation for target overfly.
5. Not trimming rudder at release airspeed while overflying the target.
6. Setting incorrect interval for initial pull to downwind.
7. Losing sight of interval.
8. Not achieving good pattern parameters on first downwind.
9. Not accounting for winds aloft.
1. Deliberately complete all appropriate checklists prior to IP. The recommended map
scale is the 25 NM scale with de-center selected prior to entering the pattern, and
the 13 NM scale with center selected while in the pattern. The course line should be
selected according to planned run-in heading / clearing pass.
2. Complete MWSS actions at the IP.
3. Time interval for downwind using the clock in your HUD.
4. Scan the target through your HUD during ingress to the target to visually acquire the
target and verify the position of the target designation.
5. Scan on or near the horizon for your interval. If required, call “Blind” on the target
frequency and de-conflict with your interval in altitude.
6. Fly a disciplined profile and intercept good pattern parameters by the time you are
abeam the target.
AV-8B FSG Ver. 3.0 A/S 11 - 24

7. Check the winds aloft at pattern altitude compared to briefed winds and adjust your
pattern approaching the roll in appropriately.
Source Documents:
AV-8B FSG Ver. 3.0 A/S 11 - 25

Name: Raked Range Pattern
Purpose: To attain proper, pre-briefed altitude, airspeed and distance from the
target in order to position the aircraft at a good start position for the roll-in.
1. Medium and low altitude raked range patterns will be derived from the Z-diagrams
produced with the information provided in the Weaponeering portion of the FSG. All
raked range patterns will resemble the racetrack orbit, with 3NM abeam distance,
and an Initial Point (IP) turn at 5NM for 20, 30, and 45 degree patterns, and a 4.5NM
IP turn in the 10 degree pattern. Specific distances for each pattern should be
referenced from the Weapons Delivery Procedure Part 2 lesson. Bombing
performance will be assessed according to the following parameters:
2. Pattern control:
a. Airspeed within 15 KTS
b. Altitude within 200 ft
c. Attack cone distance within 0.2 NM
d. Appropriate tasks complete after pattern parameters are established
d. Effective, standardized communication
e. Corrections to reoccurring trends
3. Adaptive roll-in:
a. Target no less depressed than the minimum delivery FPA + TPA
b. Target no more depressed than the maximum delivery FPA + TPA
c. Effective J-Hook procedure
d. Expendable use or simulation
4. Tracking technique:
a. TPA is set correctly no later than checkpoint altitude
b. Straight path tracking within 0.2 G
5. Error analysis:
a. Pipper is on target or VV on ASL at release
b. Steady state release parameters
c. T&R standards met for accuracy
6. Recovery:
a. G application follows ordnance release
b. Proper amount and onset rate of G
c. Off target maneuver correct.
d. “Master Arm” secured after off target maneuver
e. Adherence to de-confliction plan
AV-8B FSG Ver. 3.0 A/S 11 - 26

7. Appropriate tasks to complete after pattern parameters are established
a. Check fuel, expendables, and weapon status (“powder state”)
b. Record hits
c. MWSS checks prior to roll-in
Common Errors:
1. Not flying parameters in pattern (altitude, airspeed and distance from the target).
2. Fixating on the HUD or AMPCD in the pattern, not scanning outside of aircraft to
establish roll-in sight picture.
3. Failure to correct pattern based on deviations from previous runs.
4. Not selecting planned weapon delivery mode prior to roll-in in accordance with
cascade plan.
5. Not selecting “Master Arm – ON” prior to initiating roll-in.
6. Not maintaining sight of interval in pattern.
1. Ensure you are flying proper parameters prior to completing non-critical mission
tasking (i.e. WRD data, checking STORES page, etc).
2. Select “Master Arm – ON” prior to making “IN” call.
3. Scan on or above the horizon for your interval.

8L-23B “Weapon Delivery Procedures Part 2”
AV-8B FSG Ver. 3.0 A/S 11 - 27

RAKED RANGE
Off Target
PATTERN • Locate Interval
• Communication
“MARS 11, OFF EAST”
Attack (ROE Met)

• Pickle
• Pause
Abeam
• Power
• 3.0 NM
• Pull
• Basic Airwork
• Program
• Record Hits (As Req’d)
Checkpoint
• Stop slewing
• Cascade – as required
• FPA – Freeze
Downwind
Tracking • Interval
• Tracking / ASL-check • Stores-check
• Aimpoint – slew / validate • EXP-check
• Tracking / ASL – recheck • Fuel
• WRD (As Req’d)
• MWSS
Roll-In
• Roll-in / adaptive roll-in
• TPA – set IP
• Abort criteria – assess • 5 DME (20°, 30°, 45°)
• Throttle – adjust • 4.5 DME (10°)
• Expendables • Hard turn to base leg
• Comm: “MARS11 IN SOUTH” • Comm: “MARS11 IP
Base Leg INBOUND”
• Set track line to intercept attack
cone
• SS Aft x 2 – TV
• Capture
• Slew-sweeten aimpoint
• Cage / uncage as required
AV-8B FSG Ver. 3.0 A/S 11 - 28

Name: Adaptive Roll-in
Purpose: To transition from the start position, defined in terms of altitude, airspeed,
distance and aspect from the target, to wings level, steady state tracking.

2. After committing the aircraft nose low to the target, delivery parameters are very
difficult to modify. The adaptive roll-in allows for corrections for deviations from a
good start in order to initiate tracking wings level at or very near planned delivery
parameters.
3. Adaptive roll-in corrections
Delivery Angle Altitude equal to 0.1 NM ACD

45° 750 feet
30° 450 feet
10° 200 feet
4. Wind corrections. The aircraft’s computed delivery systems account for winds by
moving the HUD symbology to make you displace the aircraft to release the weapon
offset the appropriate distance so that through the weapon’s time of fall it gets
“blown” onto the target. This assumes that the pilot flies the aircraft to arrive at the
“wind-adjusted release point” with acceptable parameters on the aircraft.
a. In crosswind conditions this is apparent to the pilot by the HUD symbology being
off-center and by a slight angle of bank being required to hold the symbology on
the target or the VV on the ASL. As long as the AOB does not exceed 15° then
no further corrections to the roll-in point are required. Unfortunately you won’t
know if you need more than 15° AOB until you are steady state in the tracking
portion of your bombing run when it is too late to correct for winds by moving the
roll-in point. The good news is the crosswind component required to move the
roll-in point even 0.1 NM for a crosswind is greater than 160 KTAS for all of the
standard delivery profiles that are flown in VMAT-203. If crosswinds exceed this
magnitude from roll-in to release, consider changing the run-in heading (within
the range regulations) to decrease the crosswind component or subtract 0.1 NM
from the ACD to account for the longer ground track that will be flown while
“arcing” to the wind-adjusted release point. Note, however, that with winds of this
magnitude you will limited to AUTO deliveries only because the crab angle
required to aim for the wind-adjusted release point will have the target off the
side of the HUD. (Also ask yourself why you are flying, let alone trying to bomb in
Category 5 hurricane force winds).
AV-8B FSG Ver. 3.0 A/S 11 - 29

b. With a range wind component (headwind or tailwind) the HUD symbology will
also be adjusted to make the pilot release the ordinance aimed upwind. The
problem is that while flying to the upwind release point the aircraft is being blown
by the wind into either a shallower (headwind) or steeper (tailwind) dive angle.
With the standard 10 seconds of track time, adjust the ACD by 0.1 NM for every
35 KTAS of head or tail wind component. So for example if dropping on the 500
foot bullseye at BT-11 you will make a 275° run-in heading. On a typical NC
winter day it is not uncommon to see winds out of the west at 75 knots. If this
occurred you would adjust your roll-in to account for the headwind by using an
ACD 0.2 NM closer than your planned no-wind ACD (remember a headwind tries
to blow you shallow in the dive).
5. Adaptive roll-in performance standards:

a. Target no less depressed than the minimum delivery FPA + TPA.
b. Target no more depressed than the maximum delivery FPA + TPA.
c. Effective J-Hook maneuver.
d. Aircraft aligned with target after roll out.
Common Errors:
1. Not initiating the roll-in from a good start position.

2. Fixating on the HUD during the roll-in.
3. Pulling in an incorrect plane of motion, resulting in the velocity vector either too far
below or above the target after roll-out.
4. Not pulling to the attack cone prior to initiating pull-down to target.
5. Not selecting full power for the roll-in.
6. Poor airspeed control after roll-out (typically fast in high angle deliveries and slow in
low angle deliveries).
7. Not “max performing” aircraft during pull-down by pulling to “mild buffet.” Too weak
of a pull allows the aircraft to accelerate and eats up valuable tracking time and
airspace.
8. Under or overshooting the target laterally on roll-out.
9. Loaded rolls.
1. Fly a disciplined pattern to arrive at a good, consistent start position.

2. After initiating roll-in, scan head out to acquire target and establish correct plane of
motion.
3. Assess airspeed immediately after roll-out and make the appropriate power
correction (typically requires “standing up” the throttle for high angle deliveries).
4. “Max perform” the pull-down by selecting full power and pulling to “mild buffet” (10 to
12 units) to maximize turn rate and minimize radius to preserve valuable tracking
time.
AV-8B FSG Ver. 3.0 A/S 11 - 30

5. Stop the VV just prior to arriving under the target, unload the aircraft and roll-out.
The increase in lift due to increasing airspeed and rolling wings level will cause the
VV to climb 1-2° towards the target during the roll-out.
6. Unload the aircraft prior to both the roll-in and the roll-out. This will allow for a more
precise roll-in.
AV-8B FSG Ver. 3.0 A/S 11 - 31

Name: J - Hook Maneuver
Purpose: A procedure incorporated into the adaptive roll-in to place the aircraft in a
position to use the VV to designate a target.
1. Procedures in accordance with Air NTTP.

2. The J-hook maneuver will be used on all the raked range pattern sorties for training
standardization, regardless of aircraft type flown. The intent is to teach an aircraft
maneuvering skill, target designation technique and proper HOTAS.
3. As an option, you may choose to undesignate once you are “tally” the target to de-
clutter the HUD or to lay down a new designation if it would be easier to create a
new one via the velocity vector than to try to slew a poor quality existing designation.
However, remember that if you undesignated prior to roll-in you will lose the range to
the target in the HUD (important information for trying to nail the attack cone).
4. Do not confuse the J-Hook maneuver with merely rolling-in undesignated. The
J-Hook is a flight profile that you fly regardless of whether or not you are designated
to allow yourself to have options as to how you will designate the target. If you
undesignate at or prior to the roll-in then you must designate the target with the
velocity vector (DMT or INS) using the J-Hook maneuver. If you roll-in designated
and fly the J-Hook maneuver you will have the option to accept the existing
designation and sweeten it as required or to reject the existing designation
(undesignate) and designate with the velocity vector.
Common Errors:
1. Not pulling plane-of-motion below target, resulting in target being below VV after roll-
out.
2. Pulling plane-of-motion too far below target, using up valuable tracking time prior to
designation.
3. Over or undershooting the target laterally on roll out.
4. Undesignating the target without a “tally.”
1. Position VV approximately 1° below the target at roll out, at the 6 o’clock of the
target, let the VV track up to the target and designate.
2. Stop the VV prior to arriving under the target, unload the aircraft and roll-out. Unload
the aircraft when the target arrives at an imaginary line connecting the top of the
airspeed and altitude boxes in the HUD, then roll-out. The increase in lift due to
increasing airspeed and rolling wings level will cause the VV to continue 1-2°
towards the target during the roll-out.
AV-8B FSG Ver. 3.0 A/S 11 - 32

Name: Designate Surface Targets for Attack
Purpose: To establish procedures for designating surface targets for A/S weapons
employment.
1. The procedure for designating surface target is in accordance with the AV-8B
NATIP.
2. The type of sensor or system that is used to designate a surface target is dependent
upon the aircraft variant flown and the sensors onboard. At a minimum you should
place an INS designation on the target to provide you steering cues and a reference
in the HUD to scan about to acquire a visual on the target. Also, if the designation is
on the target, regardless of sensor mode, you will also have the tactical option to
“dive toss” the bomb if the threat requires it.
3. With the Night Attack aircraft, your preferred designation will be a DMT lock exactly
on the target, allowing you to perform an AUTO delivery. Remember that there is an
acceptable criterion for designations not on the target but still good enough to deliver
CCIP off of a DMT lock. When trying to achieve a DMT/TV designation remember
you need to make a decision about the quality of the existing designation after you
pull it into the HUD FOV. If the designation requires more than a “no-action bump”
or two to get it on the target then undesignate and re-designate with the VV off the
J-Hook Maneuver.
4. With the TAV-8B, there are no sensors so your only option is an INS designation.
Use the same criteria for accepting / rejecting the designation as previously
discussed.
Common Errors:
1. Not applying the correct designation plan / HOTAS based on aircraft type.
2. Inability to use systems available to designate a surface target.
3. Not having a back-up plan if designation is deemed invalid.
4. Not maneuvering the aircraft to allow target designation with the velocity vector.
1. Maximize systems use by developing a sensor timeline.

2. Have thorough knowledge of all available sensors and methods for designating a
surface target.
3. Develop a cascade plan.
4. Ensure aircraft is flown to optimize sensor timeline.
AV-8B FSG Ver. 3.0 A/S 11 - 33

Name: Target Placement Angle
Purpose: One of the most critical factors in “reticle placement” tracking is setting the
proper target placement angle. This angle, when set correctly prior to the
checkpoint, ensures that the planned release altitude will be attained. It is
the core principle that our tracking technique is based on.

2. Performance Standards:
a. TPA set within 2 seconds after roll-out.
b. TPA maintained ± 0.5° until checkpoint altitude.
Common Errors:
1. Not setting correct target placement angle.

2. Not setting target placement angle prior to checkpoint.
3. Setting TPA prior to checkpoint altitude during straight path to straight path tracking.
4. Not transitioning to straight-path tracking at the checkpoint.
1. Meticulously set and use slight forward stick pressure to maintain target placement
angle prior to checkpoint.
2. Scan altitude and be prepared to transition to straight-path tracking at checkpoint
altitude.
AV-8B FSG Ver. 3.0 A/S 11 - 34

Name: Basic Conventional Weapons Delivery (BCWD)
Purpose: To perform computed deliveries without integrating a specific sensor into

the basic dive delivery technique.
1. Procedures in accordance with Air NTTP and the AV-8B NATIP.

2. In your initial training in air-to-surface weapon delivery here at VMAT-203 it is
important to have you fly a precise and consistent pattern, roll-in and tracking to
release. As you will soon see, with a tightly coupled INS / GPS and valid target
elevation, if you are smooth and precise in your weapon delivery techniques you will
have a very tight CEP. It will get even better if you can consistently fly the same
smooth and precise deliveries while integrating the primary height above target
sensor for the aircraft variant you are flying. So we will initially fly non-sensor (BCIP
/ GCIP) deliveries to build solid delivery techniques. In follow-on sorties we will
make you better by adding a sensor to those techniques, however, not at the
expense of the flying a good delivery profile.
Common Errors:
1. Wrong datum in aircraft.

2. Incorrect target coordinates and elevation.
3. Not performing an accurate baro-plane update prior to a BCIP delivery when delivery
altitude and ingress altitude allows one.
4. Poor basic conventional weapons delivery techniques.
1. Ensure proper pre-flight mission planning and correct systems usage for delivery.
2. Perform baro-plane update at desired release altitude and airspeed.
3. Perform proper reticle placement bombing techniques based on designation method
and tracking technique.
Source Documents: Air NTTP, AV-8B NATIP
AV-8B FSG Ver. 3.0 A/S 11 - 35

Name: ARBS / TV Designation
Purpose: To designate the target with the ARBS / TV in the Night Attack aircraft for
target tracking and height-above-target information during high angle
deliveries.

2. Performance Standards:
a. Initial TV designation within 300 feet of target. This will typically equate to the
inner ring of a bulls-eye.
b. Proper utilization of cascade plan to arrive at best HAT available by Checkpoint
altitude.
3. Cascade Plan
Prior to roll-in undesignate and castle aft twice on the sensor select switch resulting
in TV sensor mode.
a. Roll-in
b. J-Hook and designate the target utilizing straight path tracking.
c. If designation is not on the target slew until checkpoint altitude.
d. If designation on target, upgrade to auto via the cage / uncage button.
e. If TV designation is greater than 2 degrees depressed from the VV and within the
wings of the VV you can use the ARBS for the height above target sensor and
drop the weapon CCIP.
f. If the TV designation does not meet the criteria above undesignated via the nose
wheel steering button and drop CCIP GCIP, RCIP, or BCIP.
Common Errors:
1. Poor DMT boresight resulting in difficulty designating target.

2. Performing an INS designation vice an ARBS / TV designation.
3. Not actuating the sensor select switch aft twice to ARBS / TV instead of ARBS /
LST.
4. Poor designation assessment.
5. Spending too much time getting designation or slewing / sweetening.
6. Slewing below checkpoint altitude.
7. Performing curvilinear tracking instead of straight path.
8. Attempting to lock target with insufficient contrast.
9. Not accounting for shadowing of vertical targets, resulting in ARBS / TV lock on
shadow, vice target.
1. Perform DMT bore sight during Combat Checks (C-WAIVER) on deck.

2. Check for proper mode (TV) in the upper left corner of the DMT / EHSD display and
check for dot in VV to ensure ARBS / TV is selected prior to designating the target.
AV-8B FSG Ver. 3.0 A/S 11 - 36

3. Plan for environmental considerations to include the effects of sun angle and
shadowing on ARBS / TV designation.
Source Documents: Air NTTP, AV-8B NATIP
AV-8B FSG Ver. 3.0 A/S 11 - 37

Name: LST Designation
Purpose: To use the ARBS laser spot tracker function to derive height above target.

2. On Night Attack aircraft an LST designation is the only automatic designation. It
requires laser illumination of the target by an airborne or ground based laser
designator.
3. With a laser code entered a single castle aft will enter LST search mode about a
system designation.
4. When LST acquires laser energy it will lock on to the target and should be used as
the HAT source. With the target between the cross hairs on the AMPCD the pilot
has the option of handing this designation off to the TV with a single castle aft.
a. Performance standards: Correct laser terminology on all deliveries.
Common Errors:
1. Improper laser code entered.

2. Improper LST scan selected.
3. Not selecting LST mode of ARBS.
4. Not recognizing LST symbology in the HUD.
5. Not performing TV handoff of LST designation when able.
6. Not planning for “laser basket” based or designator-to-target line.
7. Attempting to get laser lock outside of PAR for the LST.
8. Not recognizing laser spillover and thus dropping on a bad designation.
1. Ensure proper laser code is entered.

2. Ensure proper LST scan is selected and appropriate waypoint is designated (as
applicable).
3. Review AV-8B NATIP for proper HUD symbology.
4. If target has sufficient contrast, hand off designation to TV by rocking back once then
verify the ARBS / TV lock head-down. Often a TV lock is preferred because it will
have less jitter / movement than a laser spot. (This should not be conducted when
delivering laser-guided bombs).
5. Incorporate PAR for the LST and the associated HOTAS into sensor timeline.
6. Verify that the LST spot is on the target heads-down on the AMPCD. Cascade as
necessary if it is not directly on the target.
AV-8B FSG Ver. 3.0 A/S 11 - 38

Name: Point Blank Bomb Pickle
Purpose: Perform a target designation and AUTO weapon release with minimal
track time.
1. Review the AV-8B NATIP.

2. Select AUTO delivery mode and ensure there is no system designation prior to roll-
in. Execute a J-Hook maneuver and place the VV on the target. Press and hold the
pickle button. A designation will be placed over the target and AUTO symbology will
appear. Set TPA and continue to hold the pickle button until release. Remember, if
this method is attempted in CCIP mode and the CCIP cross is within the HUD
FOV, an inadvertent weapons release will occur!
3. This method can be useful when an existing designation does not exist on a target
that can be easily seen with the eye and a weapon delivery is to be attempted with
minimal tracking time. An example of this type of scenario would be in a low altitude
attack where a low ceiling denies the pilot the ability to fly the standard dive delivery
pattern with 10 seconds of tracking time. Another example might be a medium
altitude attack against a reactive target with threat in the target area that precludes
the standard track time or a time-sensitive target that can be seen visually.
Common Errors:
1. Attempting the point blank bomb pickle method in AUTO mode with an existing
designation.
2. Attempting the point blank bomb pickle method in CCIP mode potentially causing a
significant miss.
1. Select A/G master mode and AUTO delivery mode with no existing system
designation prior to rolling in for a point blank bomb pickle.
AV-8B FSG Ver. 3.0 A/S 11 - 39

Name: Curvilinear to Straight-Path Tracking
Purpose: The preferred reticle placement tracking technique, most often used when
a pilot is not required to maintain the velocity vector in the vicinity of the
target for designation or designation refinement (T-Bird and Radar
aircraft).

2. Roll-in
3. J-Hook
4. Establish and maintain TPA until checkpoint altitude. During acceleration, bunt
slightly less than 1 G and maintain the target at a constant angle in relation to the
velocity vector.
5. At checkpoint altitude maintain the current flight path angle until release. Smooth
basic airwork is paramount during this phase of weapons delivery.
6. One technique to be considered to set and maintain accurate TPA is to activate the
aiming carets. Aiming carets are activated by boxing SITE on the STRS page and
entering the TPA mil setting into the UFC. Next colonize SITE in the ODU. This
places aiming carets below the VV in the A/G master mode. The target can then be
placed and held between the aiming carets to hold TPA.
7. Performance standards:
a. TPA is set correctly and maintained within 2 seconds after roll-out
b. Straight path tracking is maintained within ± 0.5° of resulting FPA at checkpoint
altitude.
Common Errors:
1. Not setting and maintaining correct target placement angle.

2. Not transitioning to straight-path tracking at checkpoint altitude.
3. Not maintaining proper straight-path tracking to weapon release.
1. Meticulously set target placement angle after roll-out.

2. Scan altitude and be prepared to transition to straight-path tracking at check-point
altitude.
3. Strive to maintain a stable, steady state platform throughout the straight-path
tracking. Ensure proper stabilator trim during tracking to alleviate any nose up or
down pitch tendencies.
AV-8B FSG Ver. 3.0 A/S 11 - 40

Name: Straight-Path to Straight-Path Tracking
Purpose: A reticle placement tracking technique, most often used when a pilot is
required to perform a target designation with the DMT (TV / CCIP, TV /
AUTO).

2. Roll-in
3. J-Hook
4. Assess / slew. Once the target is designated, assess and sweeten the designation
as necessary. Allow the VV to remain on the target, but do not worry about holding
it in one place. Prior to reaching checkpoint altitude, set TPA. Once TPA is
established, hold the resultant flight path angle until weapon release. Smooth basic
airwork is paramount during this phase of weapons delivery.
5. If TPA is not set prior to checkpoint altitude, add an additional degree of TPA to
compensate flying below the planned flight path angle above checkpoint. Failure to
do this will result in low releases.
6. Performance standards:
a. VV is maintained within 2° of the target during designation and follow-on slewing.
b. Prior to checkpoint altitude the VV is pulled up to set TPA by checkpoint altitude.
c. If TPA is not set by checkpoint altitude then at checkpoint altitude, TPA+1° is set.
d. Straight path tracking is maintained within ± 0.5° of resulting FPA at checkpoint
altitude
Common Errors:
1. Letting the VV drift too far above the target while heads-down.
2. Performing Straight-Path to curvilinear to straight-path tracking instead of straight-
path to straight-path.
3. Not setting target placement angle prior to checkpoint altitude.
4. Slewing below checkpoint.
5. Not maintaining proper straight-path tracking to weapons release.
6. Not utilizing DMT during gun strafe or rocket deliveries.
1. Scan altitude and be prepared to terminate slewing and transition to heads-up

straight-path tracking at checkpoint altitude.
2. Perform proper straight-path to straight-path tracking technique. Let the VV loiter in
the vicinity of the target until checkpoint.
3. Meticulously set TPA prior to checkpoint or TPA plus 1° at checkpoint.
4. Strive to maintain a stable, steady state platform throughout the straight-path
tracking. Ensure proper stabilator trim during tracking to alleviate any nose up or
down pitch tendencies.
AV-8B FSG Ver. 3.0 A/S 11 - 41

AV-8B FSG Ver. 3.0 A/S 11 - 42

Name: CCIP and Auto Releases
Purpose: To perform computed deliveries utilizing the primary height above target
source for the specific aircraft.
1. Procedures in accordance with AV-8B NATIP.

2. Aimpoint placement is critical for an optimum release. An optimal aimpoint is
characterized by either precise pipper placement for CCIP deliveries or precise
system designation for AUTO deliveries.
3. Corrections for lineup after roll-out need to be made as soon as possible. Larger
corrections need to be made early. Any angle of bank present and weapon release
will adversely affect sight picture and negatively affect accuracy.
4. CCIP employment: Endeavor to press the bomb-pickle button as the CCIP cross is
on the target. Do not attempt to compensate for any perceived system inaccuracies.
5. AUTO employment: Ensure the VV is centered on the azimuth steering line at
weapon release. Deviations will cause lateral impact errors. Press and hold the
bomb pickle button until the release cue reaches the VV and subsequent weapon
release.
6. Care must be taken when employing multiple weapons. Hold the pickle button until
the last weapon is released from the aircraft. Failure to do so will result in
unexpended or possibly hung ordnance.
Common Errors:
1. Not achieving and maintaining a steady state platform within 1 second prior to
release.
2. Not holding bomb pickle button through entire release sequence for multiple weapon
releases.
3. Excessive angle of bank at release.
4. Auto deliveries:
a. Designation not on the target.
b. VV not centered on ASL.
c. Not pressing and holding pickle button until BFL touches VV.
5. CCIP deliveries:
a. CCIP Cross not on target at release.
1. Ensure target designation is on the target prior to upgrading to AUTO.

2. Fly CCIP cross “pipper to bull” for release.
3. Perform proper reticle placement bombing techniques based on delivery mode and
aircraft type. Cross winds must be planned on and accounted for.
AV-8B FSG Ver. 3.0 A/S 11 - 43

Name: Considerations for Low Angle Deliveries
Purpose: Accurate and safe employment of low drag ordnance from low dive
delivery angles.

2. For planning purposes, VMAT-203 defines low angle deliveries as 10 and 20 degree
deliveries.
3. When employing ordnance in low angle deliveries, consideration must be given to
ensuring minimum release altitudes are adhered to as the margin of error is much
smaller than high angle deliveries. Dudding ordnance and penetrating the
fragmentation envelope is more likely.
Common Errors:
1. Not adhering to PUC resulting in low release and dudding ordnance.

2. Target fixation resulting in low or unsafe release and dudded ordnance.
3. Improper off target maneuver for frag or threat avoidance.
4. RADALT not selected.
5. Poor basic conventional weapons delivery parameters.
6. Improper systems utilization during in-flight selectability.
7. Not adhering to tactical abort parameters.
1. Ensure all ordnance delivery restrictions and limitations are adhered to.
2. Avoid target fixation by developing proper scan for ordnance deliveries.
3. Ensure OTM procedures are understood and flown properly.
4. Ensure RADALT is selected with proper altitude warning set for terrain avoidance on
recovery.
5. Perform proper reticle placement bombing techniques based on delivery mode and
type of aircraft.
6. Ensure you program the correct weapon for release (e.g. 82H vs. 82L).
7. Brief and be aware your release altitude will be much closer to your min release
altitude.
AV-8B FSG Ver. 3.0 A/S 11 - 44

Name: Low Angle Attacks with the 25mm Gun
Purpose: Accurate use of the GAU-12 25mm Gun.
1. Procedures in accordance with Air NTTP and the AV-8B NATIP. The SOP Z
diagram parameters for the gun are defined in the weaponeering section of the FSG.
The pattern profile will be a 20 degree raked range pattern with 5NM IP. The SOP
at VMAT-203 for the PUC during gun employment will be setting it for a recovery of
1000 AGL. LAW for GAU-12 deliveries will be set to the minimum “CEASE FIRE
ALT (FT)” given in the NTRP 3-22.4-AV8B Delivery Data tables based on planned
projectile type, airspeed, and flight path angle.
2. Ensure you are thoroughly familiar with preflight, taxi and arming procedures. Once
in the arming area on the appropriate heading, ensure the master arm is SAFE,
engine is at idle, and nozzles are checked aft. Once signaled by the ordnance rep,
hands shall be placed above the canopy rails until arming is complete. Remember;
never select the gun on the STRS page at any point on the ground. You will
return to this same spot at the end of the sortie to de-arm prior to taxiing to your line.
3. For all forward firing ordnance, the master arm switch will be armed after the IP-
inbound turn and prior to roll-in. MASTER ARM – OFF shall be selected
immediately after completion of the safe escape maneuver off target.
4. Be aware that your target designation and possibly VV will be occluded by the
aiming reticle.
5. For a normal 0.5 to 1.0 second burst from safe release slant ranges, the cease fire
recovery altitude / range is typically reached before the rounds have reached the
target. Do not “press” the target waiting to see the impacts.
6. The nozzles have a tendency to “droop” down from the aft position during gun firing.
This makes the aircraft very sensitive in nose up pitch. Be careful about over-
stressing or departing the aircraft on the off target pull when recovering from a firing
run. To prevent this, after you fire the gun, as you start to pull for the recovery,
check the nozzles aft. This needs to be done quickly because any delay may place
you into the frag envelope.
7. The off target maneuver will be a max performance “buffet” pull to the horizon,
unload, followed by a 5 G level pull across the horizon (ensuring a minimum of 60°
of heading change) to the left, then reset the plane-of-motion to resume a rate of
climb to intercept your pattern altitude.
Common Errors:
1. Be familiar with the Airfield Operations Manual for ground procedures.

2. Improper airfield procedures (start / marshal / taxi / arm / de-arm) with forward firing
ordnance.
3. Incorrect off target maneuver.
4. Not adhering to planned release parameters (open / cease fire ranges).
5. Insufficient recycle time for the gun between bursts.
AV-8B FSG Ver. 3.0 A/S 11 - 45

6. Poor gun sight reticle placement.
7. Insufficient RPM to provide 60 PSI to pneumatic drive in high angle pattern.
8. Incorrect HAT source for strafing.
9. Failure to be familiar with gun restrictions in AV-8B NATIP.
1. Ensure proper off target maneuver for the 25mm Gun is performed to avoid ricochet,
particularly for low altitude / low angle gunnery. Reference AV-8B NATIP for correct
off target maneuver.
2. Allow one to two seconds for gun to recycle between trigger pulls. Preferably only
use one deliberate trigger pull for approximately 0.5 to 1.0 second per pass.
3. Plan deliveries to include a power setting adequate to provide 60 PSI to pneumatic
drive. Reference AV-8B NATIP for required throttle settings. Expect to be fast in
high angle strafe due to required power setting.
4. Utilize RCIP or GCIP as appropriate based on planned open fire altitude and terrain.
5. Read the NATIP, 25mm Gun.
AV-8B FSG Ver. 3.0 A/S 11 - 46

Name: High Angle Rocket Deliveries
Purpose: Accurate and safe delivery of rockets from high angle dive deliveries.
1. Procedures in accordance with Air NTTP and the AV-8B NATIP. The SOP Z
diagram parameters for rockets are defined in the weaponeering section of the FSG.
The pattern profile will be an extended version of the low altitude pattern for free-fall
ordnance. The SOP at VMAT-203 for the PUC during rocket employment will be
setting it for a recovery of 1000 AGL. LAW shall be for min release from the safe
escape tables. At VMAT-203, rockets will be planned for release in singles.
2. Ensure you are thoroughly familiar with preflight, taxi and arming procedures, similar
to as with the GAU-12.
3. Just like with the gun, the aircraft will typically reach the minimum recovery altitude
while the rockets are still in flight, so do not “press” the target trying to watch the
impacts.
4. Be aware that your target designation and possibly VV will be occluded by the
aiming reticle.
5. Rockets are employed by pressing the bomb pickle button.
6. Rockets tend to shed a lot of “junk” when fired. Additionally, ingesting the exhaust
plume from the rockets can cause a compressor stall, so immediately after firing the
last rocket initiate the off target maneuver to displace the aircraft away from the
plume and FOD potential.
7. For all forward firing ordnance, the master arm switch will be armed after the IP-
inbound turn and prior to roll-in. MASTER ARM – OFF shall be selected
immediately after completion of the safe escape maneuver off target.
8. The off target maneuver for rockets will be the same as for the free-fall ordnance
returning to a raked range pattern (medium altitude off target maneuver).
Common Errors:
1. Improper airfield procedures (Start, Taxi, Marshal, Arm, De-arm).

2. Target fixation / pressing the target after delivery.
3. Poor basic conventional weapons delivery parameters.
4. Incorrect HAT source for delivery of rockets.
5. Attempting to fire rockets with the trigger.
1. Be familiar with the Airfield Operations Manual for ground procedures.

2. Use proper instrument scan in combination with rocket delivery to ensure safe
escape parameters are adhered to.
3. Ensure proper reticle placement techniques for rocket delivery are used.
4. Ensure greater than 2 degrees target depression for ARBS deliveries.
5. The pickle button is used to employ rockets in the AV-8B.
AV-8B FSG Ver. 3.0 A/S 11 - 47

AV-8B FSG Ver. 3.0 A/S 11 - 48

Name: Raked Range Pattern off Target Maneuver / Recovery
Purpose: To transition the aircraft from the dive delivery to the desired follow-on
flight conditions.
1. Procedures in accordance with Air NTTP. At VMAT-203, the off-target jink

maneuver is not utilized.
2. The OTM will be conducted before any communication is initiated unless a safety of
flight issue arises.
3. The SOP medium altitude off target maneuver will be to target a 5G pull to the
horizon. Ideally this would be a max performance maneuver pull to the onset of
buffet, however we will target a 5G pull at VMAT-203, not to exceed the onset of
airframe buffet (keep in mind when flying in the TAV-8B we will target no more than
a 4G pull). As the nose passes through the horizon, ease slightly to target a 4G pull
to dive angle plus 5° (30° degree dive = 35° climb). Begin a turn to downwind so as
to arrive at the 3NM abeam position. During the off target maneuver for high angle
patterns, airspeed may decrease rapidly. Target no less than 360 TAS during the off
target maneuver.
4. Remember that as power is added the aircraft nose tends to pitch up. On high angle
deliveries where the power is reduced or at idle in the dive delivery, care must be
taken during the off target maneuver when G is set to avoid overstressing the aircraft
or exceeding the lift limit. This technique for sequencing the “power” with the “pull” is
especially critical in the TAV-8. If the pull is initiated to establish the off target
maneuver G and then the throttle is advanced to full power, the G level will tend to
increase 0.5-1.0 G above current which will place you very close to the aircraft’s G-
limit. With the relatively low drag index of the TAV-8, if the power is set to full and
then the G-onset is commenced the aircraft will accelerate dangerously close to the
aircraft airspeed or Mach limit before the G and increasing FPA starts to decrease
the airspeed again. Although the rule of thumb is to select full power and then
initiate the pull, the two actually need to be done near simultaneously.
5. See the forward firing ordnance sections for OTM with those weapons.
6. Performance standard
a. G application follows ordnance release
b. Proper amount and onset rate of G
c. “Master Arm” secured after OTM
Common Errors:
1. Pulling more or less than 5G’s when pulling the nose to the horizon (or pulling more
than 4 G’s in TAV-8B).
2. Exceeding 4 G’s once VV passes the horizon.
3. Not pulling all the way to the planned dive angle plus 5° off target.
4. Not unloading the aircraft during the climbout.
5. Poor energy management in climbout.
AV-8B FSG Ver. 3.0 A/S 11 - 49

6. Not securing Master Arm once safely established in the climb.
1. Smoothly apply back stick to a 5G pull (4G in TAV-8B), not to exceed the onset of
buffet, until nose breaks the horizon.
2. Establish a 4 G pull after the nose breaks the horizon.
AV-8B FSG Ver. 3.0 A/S 11 - 50

Name: Tactical Abort Parameters
Purpose: Tactical abort parameters ensure that ordnance is delivered in a safe

profile in order not to endanger the pilot or personnel on the ground, or
dud a weapon.

2. In VMAT-203, tactical abort parameters are in accordance with the Air NTTP, with
some added restrictions:
a. A (valid) “Break X” is observed
b. Minimum fuze arm time is exceeded (valid PUC on parameters)
c. Minimum frag avoidance time is violated
d. The aircraft apex is inside the MAP, or the preplanned FPA is exceeded by
i. +/- 5 degrees for a 10 degree FPA
ii. *+/-7 degrees for a 20 degree FPA
iii. *+/- 10 degrees for a 30+ degree FPA
e. *Dive angles greater than 5° steep

f. Airspeed is greater than 50 KTAS fast
g. Slewing below checkpoint
3. Remember, you are still within Tac Abort if you are 7 or 10 degrees shallow (for a
20 degree or 30+ degree FPA, respectively), but you are violating Tac Abort
parameters anytime you are more the 5 degrees steep.
4. Tac Abort parameters shall be briefed from the Tactical Pocket Guide, not from
memory.
Common Errors:
1. Slewing below checkpoint.

2. Releasing below planned Z min.
3. Releasing at greater than 50 KTAS fast.
4. Rolling in inside the MAP.
5. Releasing below PUC or RADALT tone.
1. Memorize and adhere to Tactical Abort criteria.

2. Understand and utilize adaptive roll-in procedures to remain within tactical abort
criteria.
AV-8B FSG Ver. 3.0 A/S 11 - 51

Name: Off Target Rendezvous
Purpose: Rejoin the formation at the completion of the raked range pattern.
1. Review the academic lessons.

2. The SOP off target rendezvous is a CV rendezvous at Z+1 altitude in pattern
direction at 300 KCAS. A deviation from this may be briefed.
Common Errors:
1. Poor CV or running rendezvous caused by poor altitude, bearing, or closure control.

2. Poor formation skills.
3. Failure to “fence out” before rendezvous.
1. Remember the analogy you learned in Training Command about “putting on your
admin hat.” During the tactical portion of the sortie you have been making large
control inputs through the dynamics air-to-surface weapons delivery. To fly
formation requires finesse and small, precise control inputs. Don’t forget to put on
your “RTB hat.”
2. After coming off target from the last bombing run do your FELPG-F checks again en-
route to the ECP or rendezvous point. Important items to remember are to ensure
the master arm is safe, weapons are deselected, ALE and ALR are turned off, and
select NAV master mode.
Source Documents:
AV-8B FSG Ver. 3.0 A/S 11 - 52

Name: Analyze Weapons Effects
Purpose: To standardize the grading process & technique for air-to-surface events.
1. Air-to-surface weapons effects will be graded on all events to a scored range or

simulator. The FRS derives the data from an Excel spreadsheet created for this
purpose (HITS). CEP about the MPI will be averaged for the total amount of
ordnance expended. If a quantity greater than two was released the centric point
will be used to plot the data. Care should be taken to correct for intentionally varying
run-in headings. CCIP and AUTO modes will be averaged into a single CEP about
the MPI. If you are proficient enough to use the AUTO delivery mode, a more
accurate release, then your dispersion should be smaller. IPs will have discretion in
grading due to aircraft system malfunctions.
CEP about MPI Description of Performance

LGTR / Precision weapon Published dispersion of the training round
0-6.99 mr / Above Average Exceeds aircraft / weapon design specs
7-10.99 mr / Average Meets aircraft / weapons design specifications
11-13.99 mr / Below Average Below aircraft / weapon design specifications
14mr or > / Unsat Lack of employment ability
2. RPs shall be introduced to the HITS program during AS ground school. At the
discretion of the IP, RPs will be responsible for computing their CEP using the HITS
excel spreadsheet following all sims / sorties. That data shall be provided to the IP
for inclusion on the gradesheet.
3. MECH and CAS events may utilize ranges that do not have scoring due to the
nature of the ordnance that is released. The IP will evaluate the effect on assigned
target vice the CEP about the MPI. The release can also be validated
stadiametrically utilizing the pipper placement for CCIP releases and the designation
for AUTO deliveries. Based on the slant range to the target and known size VRS
HUD data, it can be assessed whether the release falls into the aircraft and
ordnance design specifications.
Common Errors: N/A
Corrections for Errors: N/A
AV-8B FSG Ver. 3.0 A/S 11 - 53

Name: Jettison System
Purpose: To use the emergency jettison and selective jettison systems during an
emergency or other contingency where jettison of external stores is
required.
1. Review the AV-8B NATOPS Manual and AV-8B NATIP. Ensure knowledge of the
difference between emergency and selective jettison and the circumstances where
each would be used.
2. To selectively jettison a store, select the appropriate station via the ASCMI (verify
SEL in the respective station window), and push the red JETT button located in
the selective jettison select knob. Care must be taken to ensure STOR is selected
via the selective jettison select knob, or inadvertent release of an ITER will occur
if STA is selected. With STOR selected, jettison is the same as in the STA position,
except that all stores mounted on ITERs are released while retaining the ITERS.
Remember, you are only authorized to selective jettison a maximum of two stores at
a time from symmetrical stations.
3. Emergency jettison will release all stores with cartridges installed and suspension
equipment from all BRU-36 bomb racks on stations 1 through 7.
4. Regardless of jettison system, all ordnance will be jettisoned in a ‘safe’ condition.
However, there is no guarantee of inadvertent fuze arming (faulty ZRF solenoid) or
detonation on impact.
Common Errors:
1. Not physically knowing where the emergency jettison button is located.

2. Unable to utilize the Armament Control Panel for selective jettison of stores or
station.
3. Unfamiliar with what is being jettisoned when store or station is selected for selective
jettison.
4. Not being familiar with or adhering to carriage and release limitations that apply to
non-emergency jettison of external stores.
1. Review references for function of selective jettison system.

2. Develop criteria for emergency versus selective jettison and criteria for what type of
selective jettison for non-emergency situations.
Source Documents: AV-8B NATOPS, AV-8B NATIP
AV-8B FSG Ver. 3.0 A/S 11 - 54

Name: Emergencies with External Stores
Purpose: To review considerations for handling emergencies while carrying external

stores.
1. The PUI will be familiar with and prepared to discuss the following emergency
conditions for every air-to-surface event:
Malfunction / Contingency Source for corrective action

MCAS Air Ops Manual
Hung / unexpended ordnance recovery
NATOPS
AV-8B NATIP
Hung LGTR MCAS Air Ops Manual
NATOPS
NATOPS
Asymmetric Stores
AV-8B NATIP
Gun malfunctions AV-8B NATIP
NATOPS
Emergency and Selective Jettison AV-8B NATIP
MCAS Air Ops Manual
Flameout procedures NATOPS
MCAS Air Ops Manual
NORDO
NATOPS
Degraded WMC AV-8B NATIP
Common Errors:
1. Unfamiliar with the listed malfunctions / contingencies and the appropriate corrective
action.
2. Unfamiliar with the dump target and local procedures.
1. Review the references and chair fly your actions and procedures to be taken in the
event an emergency arises while conducting air-to-surface ordnance deliveries.
2. Review the local MCAS Air Ops Manual.
Source Documents: NATOPS, AV-8B NATIP, MCAS Air Ops Manual,

VMAT-203 SOP
AV-8B FSG Ver. 3.0 A/S 11 - 55

Name: Fuel Planning Considerations
Purpose: To introduce the student to fuel planning in the training environment.
1. Fuel planning requires an assessment of numerous factors, to include distance,

weather, drag index, type of recovery and routing restrictions, to name a few. A
common technique for fuel planning is to use backwards planning beginning with a
desired landing fuel quantity. Adding fuel required for various RTB procedures or
considerations will assist in the calculation of Tiger/Joker/Bingo fuel states.
2. Bingo: The Air NTTP describes Bingo as “Fuel state at which flight member must
proceed along established routing under a maximum range profile, whether rejoined
as a flight or not. At Bingo, aircrew should check their VRST page and determine if
they need to execute a NATOPS bingo profile, proceed direct, or declare an
emergency.” Two techniques for Bingo fuel calculations exist. One method is to
select a Bingo fuel state based on an actual Bingo profile to include aircraft
configuration, drag index, winds, and distance to travel. This would be used in a
combat situation. The second method is similar, but instead of an actual Bingo
profile, it uses a planned RTB altitude, usually a maximum of 16,500’ MSL or 17,500’
MSL to avoid flying into Class-A airspace. A good rule of thumb for this profile is
100#/10nm for a 6.5 AOA administrative RTB. This would be used in a training
situation. Although, we should be aware of our emergency Bingo fuel requirements,
we should not to put ourselves in that position in a training environment.
3. Joker: The Air NTTP describes Joker as “Fuel state above Bingo at which
separation/bug-out/event termination should begin. The same threat considerations
apply in the air-to-air threat arena. Joker fuel should allow for 2 minutes of sustained
maneuvering, conducted within visual range (WVR) engagement and separate. In
training, unless the objective is to fly a tactical egress, Joker will be the fuel state at
which the flight will terminate the tactical portion of the mission and rejoin to assume
an administrative profile for the planned recovery.” A technique for Joker fuel
calculation involves backwards planning from the destination airfield.
4. Tiger. The Air NTTP describes Tiger as “Enough fuel and ordnance that will enable
the flight to accept a “commit” (offensive air support [OAS]/anti-air warfare [AAW]
mission). This means enough fuel to ingress into the target area from present
position, engage the target, and egress out of the target area accounting for the
expected threat.” In the training environment, Tiger is commonly set to allow for one
more raked range pass, one more CAS 9-line, a five minute warning until Joker, or
the fuel at which the flight must complete its last training objective or T&R
requirement.
5. Example 1. Air-Air section flight utilizing the W122 Area 15-17. Furthest point away
from destination = 80nm.
1200# at straight-in initial. If we hit BINGO at the furthest point, a straight-in requires
less fuel.
AV-8B FSG Ver. 3.0 A/S 11 - 56

=2000# Bingo.
+ 300# Join up after complete. This varies with pilot experience, wx, number in
flight, etc…
=2300# Joker.
+ 800# for 5min remaining to complete Training Objectives at expected average
fuel flow.
=3100# Tiger.
In reality we are keeping track of our fuel state and KIO at Joker. We begin our RTB
are <50nm out (worst case) when we reach Bingo fuel state. Though, we are
probably closer. This allows fuel to execute the overhead and be abeam with at
least 1200# IAW SOP.
6. Example 2. TAV-8B FAM flight to the R5306A (60nm furthest point) with 1x Hi-
Tacan then tower downwind for landings.
1200# at straight-in initial.
=1800# Bingo
1600# at pad for one last VTO accel to return
+ 200# re-position / cool down / run-ups
+ 800# decel VL
+ 600# roll-n-go
+ 800# hi Tacan
=4000# Joker
+ 500# for 5min remaining to complete Training Objectives at expected average fuel
flow.
=4500# Tiger
As you can see, the Bingo was still calculated for and admin transit from the furthest
point to destination excluding training objectives during the RTB and back at the
field. However, Joker was backward planned with these Training Objective
accounted for. Tiger should take into account the types of maneuvers and how
much fuel flow they require. Five or ten minutes remaining is not a constant value
from one flight to another.
Common Errors:
1. Incomplete or unrealistic fuel management numbers

2. Fuels that don’t have an associated meaning or a meaning that is not useful for the
flight.
1. N/A
Source Documents: NTTP
AV-8B FSG Ver. 3.0 A/S 11 - 57

Low Altitude Stage
Name: Low Altitude Brief Requirements
Purpose: Prepare for flights in the LAT environment.
1. Chart: All RPs will bring a 1:250,000-scale map that is chummed with all
obstructions and restrictions in the training area. This map should also have local
diverts and their radio frequencies listed. The area boundaries should be identified
with waypoints and a TACAN cut for entry / exit. RPs should be familiar with mean
elevation and any prominent terrain in the area.
2. DSUs and AMUs: A loaded DSU or AMU is required for a simulators and flights.
The DSU overlays will contain all the above-mentioned data from the map. RPs will
use the Air NTTP as the standard. All flights and simulators will be planned to this
standard regardless if the event is conducted in a TAV-8 or simulator. Classified
maneuvers will require the student to review the procedures in the learning center
from the classified publications.
3. LAT Standards: The following items will be briefed on every flight by the RP in
addition to procedural knowledge of all the maneuvers to be performed:
a. Low altitude
b. Comfort level
c. Minimum altitude capable
d. Step down recovery
e. Immediate recovery
f. Maximum recovery maneuver
g. Knock it off
h. Terminate
i. LAT assumptions
j. Dive recovery rules.
k. 10% rule for radar altimeter
l. Terrain clearance tasks and mission tasks (CT and NCMT)
m. MCT for “straight and level” and turns.
4. Communication. All communication from the IP will be acknowledged via a positive

response from the wingman. IPs will brief in detail the communication standard for
the LAT events. PUI must know dive recoveries rules “cold” and be able to repeat
them easily for these events.
Common Errors:
1. Unprepared or incorrectly chummed maps.

2. Misunderstanding up the above definitions.
AV-8B FSG Ver. 3.0 LAT 12 - 1

3. Use the E-Chum function of JMPS to ensure that you have the latest information.
4. Ask for help or clarification when a concept is not understood. The brief is not the
place to confess that you do not understand a concept or maneuver.
Source Documents: LAT Stage Briefs I – IV, Air NTTP

Name: Low Altitude Checklist
Purpose: Systems configured for Low Altitude operations.
1. The environmental assessment, G-warm, and RADALT check should already be

completed as part of the TACADMIN checks. The low altitude checklist portion
consists of the following:
a. Mask: On
b. Visor: Down.
c. Altitude select switch: RADALT
**Make sure you hear the warning tone, see the warning light and see the “R”
next to your HUD altitude readout**
e. Ground proximity warning system (GPWS): Colonized
f. A/A TACAN: Selected
g. Video recording system (VRS): On
Common Errors:
1. Not completing checklist.

2. Late starting checklist, resulting in task saturation at start of route.
3. Not having systems set up to maximize SA / mission effectiveness prior to entering
low altitude environment.
1. Start completing the Low Altitude checklist early, to allow enough time to complete
the checks before entry into the low altitude environment.

Name: Dive Recovery Rules
Purpose: Dive recovery rules provide a means to safely and rapidly descend to low
altitude.
1. Altitude and FPA combinations, which indicate when to begin your recovery to level
flight.
FPA Recovery Alt (AGL)

25 1600
20 1200
15 800
10 500
2. Assumptions:
a. Airspeed-between 350-550 KTAS.
b. Reaction time - 0.75 seconds.
c. Recovery speed and “G” parameters: 400-500 KTAS= 4G within 1.25 seconds—
501 - 550 KTAS = 5 G within 1.25 second.
d. Terrain at recovery is flat. If terrain is rising, an early recovery must be executed.
e. Valid for altitudes of 0 to 5000 AGL.
3. Comments:
a. “Step down” recoveries are used to transition from higher dive angles to lower
dive angles as you complete the recovery. This will smooth out the recovery as
well as help you get into the low altitude environment quicker. “Step Down”
recoveries-always starts with at least a 10° change in FPA from the 25 or 20
recoveries. For example if 20° nose down, at 1200 ft, pull the nose to 10° nose
down until intercepting 500 ft, at which time you will recover to the horizon. Do
not attempt to stop at all intermediate points.
b. Recovery speeds greater than 550 KTAS can result in an unacceptably low-
recovery altitude due to the high downward velocity vector
c. Recovery speeds slower than 400 KTAS can result in an unacceptable low-
recovery altitude due to a reduction in available G.
d. In rising terrain, ALWAYS recover early. Attempt to predict if rising terrain will be
a factor prior to executing the maneuver and avoid it if possible.
e. For descending terrain, transition to a step down recovery paralleling the terrain
slope. This is useful on the reverse slope of ridgelines.
f. These rules are based on true airspeed. At sea level altitudes, there is very little
difference between KTAS and KIAS / KCAS. However, at higher MSL altitudes,
there can be a significant difference between the two airspeeds.
g. If you are on the fast end of the airspeed range, increase “G” buildup rate or
Lead recovery altitudes to reduce reaction time.

Common Errors:
1. Not knowing Dive Recovery Rules “COLD.”

2. Accelerating past 550 KTAS on recovery.
3. Being slower than 400 KTAS on recovery.
4. Not pulling enough “G” on recovery.
1. Scan your instruments. Utilizing the “spoke scan” technique will greatly aid in your
ability to detect deviations and make timely corrections.

Name: 50% Rule (Transition to Low Altitude)
Purpose: The 50% rule applies to high-to-low vertical transitions. The 50% rule will
allow you to accomplish a turning roll-in of up to 90° of heading change
and establish a safe descent FPA based on your pre-roll-in altitude.
1. The maximum safe FPA for a 90 degree or less turning roll-in is 50% of the pre-roll-
in altitude (AGL) in hundreds of feet, based on 5000 ft or less AGL altitude. For
example, from 4000 ft you could execute up to a 90° turning roll-in, setting a 20°
dive, then intercept dive recovery rules. Because the maximum dive angle for the
dive recovery rules is 25°, the 50% rule only applies to roll-in altitudes of 5000 ft or
less. If starting above 5000 ft, use 25° as your dive angle.
2. Typically pilots will start this maneuver from 4000 to 5000 ft AGL at 300 KIAS. This
will require the throttle to be kept full until approaching the briefed LAT airspeed. At
this point reset the throttle to maintain that airspeed.
a. Perform an unloaded roll in order to set the proper plane-of-motion. This will be
approximately 135 degrees of roll.
b. Increase backstick pressure (increase “G”) in order to reach the desired negative
FPA.
c. Once the desired negative FPA has been reached perform an unloaded roll and
hold wings level in the descent until intercepting the dive recovery rules.
d. Utilize the Step Down technique in order to safely arrive in the low altitude
environment.
3. Hints / Comments:
a. Due to different roll-in techniques, this rule is not as precise as the dive recovery
rules, but it does prevent gross misinterpretation of safe dive angles based on
false perceptions of altitude.
b. Know the dive recovery rules and maneuver the aircraft to a known FPA / dive
recovery altitude combination for a wings level pull.
c. If heading adjustments are required, conduct a level turn once you have arrived
in the low altitude environment.
d. Be prepared to reduce power as necessary to control airspeed-especially in 20° /
25° dive angles.
e. The radar altimeter is the only acceptable altitude (AGL) reference.
f. Note the steepness of the terrain that you are turning / descending into.
4 Instructional Communication:

a. LATI: “USING THE 50 PERCENT RULE TO THE LEFT, YOU ARE CLEARED
TO COMFORT LEVEL, NO LOWER THAN 300 FEET.
b. PUI: “50 PERCENT RULE TO THE LEFT FROM 4,000 FEET, SETTING 20
FOR 12, READY.
c. LATI: “EXECUTE.”
Common Errors:
1. Steeper than desired FPA caused by improper application of 50% rule.

2. Not scanning terrain prior to or during maneuver.
2. Shallowing FPA prior to recovery altitude.
3. Not achieving proper “G” at recovery altitude.
4. Not controlling airspeed (getting too fast).
5. Improper step down recovery procedure.
6. Roll-ins > than 90°.

Name: Small Descent Rule-of-Thumb
Purpose: The small descent rule-of-thumb is used for descents of 500 AGL or less.
1. The small descent rule-of-thumb states to make small descents or 500 AGL or less,
use a negative flight path angle equal to the desired altitude loss in hundreds of feet.
2. For example, if you want to lose 300 AGL, use a negative 3°FPA and monitor the
radar altimeter and visual cues for recovery. For a 200 AGL descent, use a negative
2° FPA. This simple rule-of-thumb works well up to the 5° descent, at which point the
dive recovery rules take over.
Common Errors:
1. Using greater dive angle than the small descent rule-of-thumb allows.
1. Scan your instruments. Utilizing the “spoke scan” technique will greatly aid in your r

Name: Level Turns
Purpose: To discuss the procedures and techniques for executing level turns at low
altitude.
1. Visually clear the terrain and AMPCD map prior to starting the turn. Assess slope
and determine if VV / nose position will have to be adjusted for rising terrain. Note
the current heading and do the math to determine the roll-out heading. Take a
moment to think through the mechanics of the maneuver (in particular ensure that
you are turning in the correct direction).
2. Add full power, roll unloaded into the turn, and apply “G” passing through 30-45°
AOB, depending on roll rate. Attain the desired “G” (10 units or 4 G’s) while
adjusting bank angle to hold level flight. Once established, adjust power to maintain
airspeed.
3. The VV provides a rapid cue to detect a nose slice. If a nose slice is detected, it
must be corrected immediately. It is corrected by first decreasing bank angle, and
second, by increasing the “G.” If you try to correct the situation by just applying
more “G”, you will accelerate your descent towards the ground.
4. Since TTIs are extremely small during low altitude turns (1-3 seconds), a rapid scan
is required. The proper scan should move from HUD out to the canopy bow and
back. In this way, aircraft position in relation to the horizon and upcoming terrain are
scanned in the turn. (Provides 8 seconds of obstacle clearance in a turn).
5. Hints / comments:
a. The VV is the most consistent cue to flight path angle (FPA) positions and rate of
change. This should be the primary reference during the level turn. For rising
terrain the velocity vector will have to be maintained above the horizon to remain
at the same AGL altitude.
b. The RADALT, depending on AOB during the turn, may not be useful. The VV
may be the best source for determining climbs and descents.
c. If you descend, reduce bank while maintaining current “G” and climb back to the
original altitude. If climbing, adjust your G / AOB combination to stop the climb
and return to a level flight path. Do not try to correct back down to the original
altitude during a turn, wait until after you roll out.
d. Do not attempt to perform mission tasks while in a level turn. There is no time
available for mission crosscheck other than the 1 second scans of the airspace
and terrain from the velocity vector to the canopy bow. If mission tasks require
attention during a turn, you have two alternatives; rollout and complete tasks
(preferred) or decrease bank / increase “G” and enter a climbing turn (this
increases MCT to 2 seconds max). Turning and looking is extremely dangerous.
e. When dealing with clearing vertical terrain, if a piece of terrain is moving back on
the canopy, you will clear to the outside of that terrain. If the terrain is moving

forward on the canopy, you will clear it to the inside. If the terrain is not moving
on the canopy bow, roll-out, and you will pass behind the terrain. If doubt exists,
reduce AOB, increase G, and climb over the terrain.
6. Instructional Communication;
a. LATI: “MARS 31, RIGHT 90.”
b. PUI: “TWO”
Common Errors:
1. Not clearing turn / checking terrain.

2. Improper G / AOB combinations causing climbs or descents.
3. Not noticing and correcting nose slice immediately.
4. Looking while turning or exceeding 1 second MCT.
5. Loaded rolls into and out of turns.
6. Making a descending correction in a turn.

Name: 10° Rule
Purpose: The 10° rule allows for the safe execution of low-high-low maneuvers.
1. The 10° rule is used in order to execute low-high-low maneuvers such as pop-ups
and vertical jinks. Start your roll-out at or before a dive angle equal to your highest
observed climb angle minus 10°, and start your pull-out at or before a time equal to
the time you spent in the climb.
a. The safety of the geometry allows for approximately a 50 knot faster average
descent speed.
b. This maneuver is valid for climb angles of 10 to 30 degrees.
c. Due to the altitude lost during the dive, the inverted pull down “G” and rate must
be equal to or greater than the pull up “G.”
2. Example:
a. To perform a 20° vertical jink, set a +20° FPA, apply the appropriate delay, roll
inverted, pull to negative 10° FPA (20° minus 10°), and begin your roll-out. The
inverted pull down must be equal to or greater than the pull up. Due to the
altitude lost during the dive, your pull-down maneuver must be at a greater rate
(“G”) than your pull-up. During your roll to wings level your nose will fall an
additional 2-3° depending on pilot technique. DO NOT allow your nose to fall
more than 5° below your pre-computed (10° rule) dive angle.
b. The safety of this maneuver is ensured because your descent is at least 5° less
than your initial climb. More altitude is gained in the climb than is lost in the
descent. You will recover at an altitude slightly greater than the altitude at which
you started. The extra 2-3° of nose down attitude generated during your roll back
to wings level is acceptable. Base your dive recovery on the next steepest dive
angle, in this case 15°. Though you will recover on the next dive angle, do not
bunt the nose to achieve it, simply fly the dive angle that resulted from your roll-
out. In fact this extra dive angle should help you recover to “comfort level” faster.
Most importantly is that the 10°rule prevents you from “burying your nose” when
pulling down to a target.
Common Errors:
1. The inverted pull down is slower than the initial pull.

2. Airspeed in the dive exceeding dive recovery rule assumptions.
3. Pull down “G” less than pull up “G.”
4. Improper application of 10° rule.


Name: Ridgeline Crossing
Purpose: To safely and expeditiously cross ridgelines while minimizing exposure to

threats.
1. There are three methods for negotiating ridgelines; utilizing natural breaks, the
straight-ahead approach and the 45° angle off / parallel method described below:
2. Natural Breaks. The best way to negotiate a ridge is to perform a good map study
during your preflight planning, find natural breaks, and fly through the gaps and
passes. However, gaps and passes are often lines of communication (LOC) and
may be saturated with the enemy defenses or visual observers (VISOBS).
3. Straight Ahead. The simplest method is to approach the ridge straight-ahead, climb
to clear it, and descend down the back slope. This task presents one of the biggest
challenges for your low altitude maneuvering skills. You must determine when to
pull up, avoid highlighting yourself over the top and decide when to recover on the
backside. Additionally, these demands require perceptual judgments in the areas
where your visual perception is the weakest (distance estimation).
a. The first step is to determine when to start your climb. As a general rule, you can
wait until the top of the ridgeline is about 3 - 5° above the horizon bars on your
HUD. Now pull to place the VV 3° above the ridgeline. If you accomplish this at
one mile from the ridgeline and hold that vector, you’ll pass the top at 300 AGL.
b. As the terrain begins to pass under the horizon bars, begin a gentle push in order
to prevent excessive climb, and thus excessive exposure time once you have
unmasked above the terrain.
c. To descend, there are three options:
i. A wings level bunt is the easiest, safest, and in many tactical cases, the best.
It allows you to assess the backside for hidden ridgelines prior to committing
your nose below the horizon. The bunt should be started as the top of the
ridgeline falls to the bottom of the HUD. Use the radar altimeter for dive
recovery and quickly pick up your dive recovery rules.
ii. An over bank of 90 - 120° angle of bank is second option. It is a combination
of an intentional over bank and nose slice to achieve a rollout dive angle for
recovery.
iii. An inverted pull is the last and most aggressive maneuver. It involves either
an inverted turning pull or a pure inverted pull. Accomplish the inverted pull
or inverted turning pull, stopping at negative 10°, and begin a standard dive
recovery. When utilizing this method, be prepared to stop the pull quickly,
rollout and recover. An extremely aggressive scan is required for safe
employment of this maneuver.

4. 45° angle off approach / parallel. In cases where your navigation will allow deviation
or a threat in the rear quarter requires the maintenance of both terrain masking and
minimum altitude, this approach is optimum.
a. As you approach the base of the ridgeline, a turn is accomplished to place your
aircraft approximately 45° off axis in respect to the ridgeline. The aircraft is then
flown up the side of the ridgeline utilizing the same pull up and recovery
procedures described in the straight and level method.
b. This maneuver is comprised of a shallow climb, a level turn across the terrain, an
over banking turn, a pull to the original direction, and finally a roll out and
recovery down the backside.
c. If done properly, this method will provide the most indirect masking on the near
side of the terrain, while at the same time providing the shortest exposure time
across the top of the terrain.
Common Errors:
1. Pulling up late and trying to maintain low altitude up the face of the terrain. Results
in “ballooning” over the top.
2. Not crossing the top of the terrain in level flight. Starting the bunt or pull down late.
1. It is critical to cross the terrain in a level flight path. This will minimize exposure to
the threat. Proper mission planning will allow you to avoid crossing high peaks.
2. It is better to start the pull up early than late. You will have direct masking from
threats on the far side of the terrain and indirect masking from threats behind the
aircraft.

.

Name: Comfort Level (CL)
Purpose: Comfort level is defined as the lowest altitude at which the aircrew can
accommodate task loading and maintain safe terrain clearance
1. At comfort level a pilot can perform all required functions (lookout, navigation called /
uncalled turns, and defensive turns) without feeling threatened by something he
chooses to ignore: namely, the ground. CL is never a hard altitude. It will vary
according to terrain, aircrew skill, degree of training, currency, and mission tasking in
the low altitude environment.
2. Altitudes achieved are not criteria for success or failure. A pilot is never asked to
perform at an altitude that he might feel incapable of achieving. He flies where he is
comfortable whether that is 1000 AGL or 300 AGL.
Common Errors:
1. As a single seat pilot you must learn to recognize your comfort level. Some cues to
operating below CL are:
a. Missed communication.
b. Continuously finishing maneuvers higher than start.
c. Not completing cockpit tasks.
1. N/A

Name: Climb-To-Cope
Purpose: Climb-to-cope (COC) is a climbing maneuver executed when situational

awareness (SA) or mission performance is degraded.
1. The CTC may be executed as an adjustment to CL or as a response to a “KNOCK

IT OFF” call.
2. All aircraft shall roll wings level (decrease angle of bank and increase “G”) and
perform a 4G climb above the CL to a predetermined altitude (usually 3000 - 4000
AGL).
3. Climb to cope altitudes should be a set MSL altitude that equates to 3000 - 4000
AGL. The altitude should be set above the highest terrain feature or obstruction in
the training area (minimum safe altitude). This will keep you honest if you
inadvertently go IMC or are working in mountainous terrain where the RADALT
altitude varies considerably. You’ll have to caveat this with your training area
limitations and not spill out of the top of the block.
4. The low altitude checklist will be verified complete prior to any return to the low
altitude environment following a KIO.
Common Errors:
1. Confusing “KNOCK IT OFF” with “TERMINATE.”
1. N/A

Name: Terminate
Purpose: To cease aircraft maneuvering while remaining in the low altitude

environment.
1. “Terminate” is used for procedural errors, where safety of flight is not a factor. The
response to a “TERMINATE” call will be an immediate roll to wings level, a level off
at present altitude, and verbal acknowledgement.
Common Errors:
1. N/A

Name: Knock It Off
Purpose: To halt training for all aircraft.
1. When a dangerous loss of SA is recognized or a potentially hazardous circumstance

develops, any flight member shall call for a KIO without delay. The response to a
KIO is an immediate maneuver to wings level and a controlled climb to the briefed
CTC altitude.
2. A verbal acknowledgement is required from all aircraft after the aircraft vector is
away from the ground.
a. LATI: “MARS 31, KNOCK IT OFF.”
b. PUI: “MARS 32, KNOCK IT OFF.”
3. Training is stopped until the cause for the KIO has been adequately addressed and
all aircrew concur on a course of action.
Common Errors:
1. N/A

Name: LAT Rules of Conduct (ROC)
Purpose: To describe the LAT ROC.
1. Refer to Tactical Manual Pocket Guide.
Common Errors:
1. N/A
1. N/A
Source Documents: Tactical Manual Pocket Guide

Name: Break Turns
Purpose: A last ditch maneuver to a threat. To practice the procedures for

conducting aggressive horizontal defensive turns at low altitude.
1. A break turn is an energy depleting turn at full power. This type of turn is generally
used defensively or in preparation for follow-on defensive maneuvers where turn
rate is the most important considerations at the expense of energy.
a. LATI calls for a break turn in reaction to a simulated threat.
b. Add full power.
c. Set proper AOB and pull max “G” combination to maintain level or slightly
climbing flight path (1 - 2 degrees). Do not allow nose to slice!
d. Expend chaff and flares.
e. Roll out after 60-90° of heading change.
Common Errors:
1. Improper “G” / AOB combination.

2. Improper control of FPA / nose low altitude.
3. Turning and looking.
4. Not recognizing factors that Lead to a departure.
a. Loaded rolls
b. Wing rock
c. Yaw
1. For turns in excess of 4 G’s, a slight positive FPA (target 2°) is desired. The
resultant altitude gain will be insignificant when compared to the added safety
buffer.
2. If a level turn is required, do not attempt to turn and simultaneously look for the
threat. All attention shall be given to flying a level turn and creating the
necessary angles to negate / defeat the threat.
3. If the tactical situation requires you to observe a threat during the turn, set a
positive FPA (2° minimum) and use 1-2 sec. looks followed by a reconfirmation of
positive FPA.
4. Airspeed will degrade rapidly during this turn. Follow on maneuvers will be
affected until maneuver airspeed is attained.
5. Do not roll and pull. Set angle of bank first and then set “G.”

Name: Minimum Altitude Capable (MAC)
Purpose: A defensive maneuver utilizing a high-speed and minimum altitude. MAC

is currently performed only in the simulator.
1. MAC is a single aircraft maneuver that will be chased by a LAT (I). Reset your
RADALT using the 10% rule. With the LAT (I)’s approval, start a wings level descent
using 1-2° FPA to the minimum attainable altitude (NLT 100 AGL). The maximum
time at MAC should be 20-30 secs. When “RESUME” is called, begin a wings level
climb back to comfort level (NLT 300 AGL). Use the same techniques for straight
and level flight as were described in the Basic Maneuvers lecture. Remember there
is no crosscheck time available at this altitude. All attention is given to TCT. Cross
check the VV, VSI and RADALT for altitude control. Watch for subtle sloping terrain.
Common Errors:
1. Speed control.
2. Scanning too close to aircraft.

Name: Errors Associated with Advanced Maneuvering
Purpose: To describe the three types of errors associated with vertical maneuvers.
1. Dangerous errors. These are catastrophic errors associated with vertical

maneuvering that will be graded “dangerous”:
a. Pulling to a rollout flight path angle steeper than your highest observed climb
angle minus 10°.
b. Due to the altitude lost during the dive, your pull-down maneuver must be at a
greater rate (“G”) than your pull-up. This is the most common error and
potentially the most costly.
2. Performance errors. These errors in no way compromise safety, in fact, they
increase the safety margin at the price of negatively impacting mission performance.
Simply put, they limit your ability to use the full, safe maneuvering envelope of the
aircraft.
a. Pulling to a rollout flight path angle shallower than your highest climb angle
minus 10°.
b. Performing loaded rolls. This error will decrease the effectiveness of the
maneuver by decreasing the amount of displacement the aircraft achieves.
3. Maneuver errors. In these cases, the maneuver was done properly, but it wasn’t the
correct maneuver. These errors can occur in five ways:
a. Pulling to an incorrect climb angle.
b. Holding an incorrect climb delay.
c. Rolling the wrong direction.
d. Turning the wrong direction for the oblique jinks.
e. Angle of bank too great / shallow.
Common Errors:
1. N/A
1. N/A

Name: Vertical Jink
Purpose: The vertical jink is used to practice and demonstrate proficiency in

controlling vertical maneuvering. The vertical jink is as a building block for
the oblique jinks, threat reaction, and has many tactical applications.
1. Clear the AMPCD map. Clear the terrain along the intended flight path and ensure
on start parameters.
2. Throttle full power, then pull to and capture the planned or directed climb angle.
3. Hold the climb delay (if delay is desired / required). Note climb angle.
4. Roll inverted using an unloaded roll.
5. Pull through level flight to the flight path angle equal to your highest observed climb
angle minus 10° (“10° rule”).
6. Roll upright using an unloaded roll. Do not allow the negative FPA to increase more
than 5° during this roll. Adjust throttle to maintain airspeed.
7. Recovery using the dive recovery rules.
Instructional communication:
LATI: “MARS 32, 20 DEGREE VERTICAL JINK, 2 SECOND DELAY.”
PUI: “MARS 32, 20 DEGREE VERTICAL JINK, 2 SECOND DELAY; 20 UP, 10
DOWN, 15 FOR 8, READY.”
LATI: “EXECUTE.”
Common Errors:
1. Rapid pulls can make the HUD pitch lines difficult to read. Slow down the pull and
read them or count the number above and below the zero pitch line.
2. The aircraft must be displaced for the maneuver to be effective.
3. Excessive “G” on pull up.
4. Oblique pulls.
5. Excessive airspeed on recovery.
1. Reference the HUD for vertical pulls.

Name: Straight Oblique Jinks (SOJ)
Purpose: To practice and demonstrate proficiency in controlling vertical

maneuvering using the 10-degree rule. This jink provides a building block
approach to threat reaction maneuvers and weapon deliveries.
on start parameters.
2. Throttle full power, pull to and capture the planned or directed climb angle.
4. Roll 135° right or left (as directed) using an unloaded roll.
angle minus 10° (“10° Rule”).
than 5° during this roll.
7. Recover using the dive recovery rules.
Instructional Communication:
LATI: “MARS 32, 20 DEGREE SOJ RIGHT, 2 SECOND DELAY.”
PUI: “MARS 32, 20 DEGREE SOJ RIGHT, 2 SECOND DELAY; 20 UP, 10
Common Errors:
4. Incorrect angle of bank on pulls.
1. Crosscheck the HUD and horizon for proper angle of bank.

Name: Turning Oblique Jink (TOJ)
Purpose: To practice and demonstrate proficiency in controlling vertical

maneuvering using the 10-degree rule. This jink provides a building block
approach to threat reaction maneuvers.
on start parameter.
2. Throttle full power, unload and roll 45° in the desired direction (left or right).
3. While maintaining 45° AOB, pull to and capture the planned or directed climb angle.
5. Roll to 135° AOB in the same direction using an unloaded roll.
angle minus 10° (“10° rule”). Adjust throttle to maintain airspeed.
LATI: “MARS 32, 20 DEGREE TOJ RIGHT, 2 SECOND DELAY.”
PUI: “MARS 32, 20 DEGREE TOJ RIGHT, 2 SECOND DELAY; 20 UP, 10
Common Errors:

Name: Reverse Oblique Jink (ROJ)
Purpose: The reverse oblique Jink is used to practice and demonstrate proficiency
in controlling vertical maneuvering. The reverse oblique Jink serves as a
building block for the threat reaction maneuvers and has many tactical
applications.
1. Clear the AMPCD map. Clear the terrain along the intended flight path and on start
parameters.
2. Throttle full power, unload and roll 45° in the desired / direction (left or right).
3. While maintaining 45° AOB, pull to and capture the planned or directed climb angle.
5. Roll to 135° AOB in the opposite direction using an unloaded roll. This roll may be
“underneath” or “over the top” as directed by the LAT (I).
angle minus 10° (“10° rule”).
LATI: “MARS 32, 20 DEGREE ROJ RIGHT, 2 SECOND DELAY.”
PUI: “MARS 32, 20 DEGREE ROJ RIGHT, 2 SECOND DELAY,
UNDERNEATH; 20 UP, 10 DOWN, 15 FOR 8, READY.”
Common Errors:

Name: Guns Jink
Purpose: A pre-emptive or reactive maneuver to counter aimed AAA.
1. Threat Countertactics Lecture, Air NTTP
Common Errors:
1. Not knowing procedures.

2. Not executing IAW brief or reference
1. N/A
Source Documents: Threat Countertactics Lecture, Air NTTP

Name: SAM WEAVE
Purpose: Reactive counter maneuver to SAM threat.
1. Threat Countertactics Lecture, Air NTTP .
Common Errors:

2. Not executing IAW brief or reference.
1. N/A

Name: Level S
Purpose: Pre-emptive or Reactive Counter SAM threat.
1. Threat Countertactics Lecture, Air NTTP .
Common Errors:

2. Not executing IAW brief or reference
1. N/A


Mechanics Stage
Name: Air-to-Surface Timeline
Purpose: To develop a schedule of events/cockpit tasks to acquire, designate, and

attack a tactical target.
1. The intent of the air-to-surface timeline is to break down the attack into a schedule of
tasks that maximizes system and sensor capabilities based on the planning
constraints. Information that is required to begin planning will include positional
constraints (such as assigned airspace on the ATO or known threat locations), target
characteristics (type, size, recent activity, etc), and environmental constraints
(weather, winds, sun / moon angle). Building an air-to-surface timeline includes the
following steps:
a. Determine sensor / weapon performance

b. Develop a schedule of events / cockpit tasks
c. Plan and plot a route
d. Identify key points
2. The first step is to determine sensor and weapon performance. There are many
tools available to accomplish this. TAWS data and the sensor footprint planning
spreadsheet are two examples and are discussed later in the chapter. Other tools
include WARP, PMPT and JMEMS. With this information, you can begin to develop
the schedule of events and cockpit tasks necessary to complete the attack. These
tasks will depend on the type of attack being conducted (level entry, ramp down, pop
up, etc), and the type of ordnance to be employed (GP bombs will require different
tasks than a LGB supported by a Litening Pod. Once all required tasks have been
identified, a route can be planned and an overlay can be constructed. Utilize the
information from the planning restraints and the information gained from the attack
analysis and sensor / weapon performance data to create the overlay. The overlay
should include aircraft maneuvers, sensor / HOTAS functions and required
communication calls. The last step is to identify key points in the attack. The attack
will begin at the decision point (DP) which is the point at which the focus is entirely
on the air-to-surface attack. The location of the DP will be dependent on the length
of time necessary to accomplish all required tasks for the attack. The initial point
(IP) will be at a location where MWSS checks are complete and the attack
commences. If possible, the IP should be placed over a prominent terrain feature to
build situational awareness. The completed overlay can be used during mission
preparation and briefing to review the attack.
AV-8B FSG Ver. 3.0 MECH 13 - 1

Common Errors:
1. Failure to conduct a proper mission analysis of: positional constraints, target,

environment, sensors / weapons.
2. Failure to utilize planning tools available for building a thorough timeline.
3. Failure to include the appropriate information on the air-to-surface timeline.
1. A significant amount of time in the planning process needs to be devoted to mission

analysis. The planning process should include detailed analysis of the target
characteristics, weather conditions, operational constraints, sensor / weapon
capabilities, etc. A proper mission analysis will generate requirements that can be
satisfied in the planning process.
2. Before the air-to-surface timeline can be constructed, a thorough analysis must be
conducted of the target area and weapon / sensor performance. Utilize all
available planning tools and documents to build the timeline based on the
information gained. Ensure that all maneuvers, pilot actions and communications are
clearly depicted on the overlay.

Name: Level Entry to High Angle Deliveries
Purpose: To effectively position the aircraft at an acceptable start for a high angle
delivery.
Review the reference lesson. The level entry to high angle delivery is the basis for
standard section target area attacks. It builds upon the fundamentals learned in the air-
to-surface stage of training. The level entry to a dive profile is designed to ingress to a
target from an initial point (IP) at tactical airspeeds and then transition to a dive delivery
to prosecute a target. The idea behind the level entry to a dive profile is to place the
aircraft in a position on the attack cone that is familiar to the raked-range profiles. Once
in this familiar position, you can then rely on the skills learned in the raked-range sorties
to effectively put bombs on target.
Planning:
The planning for a level entry to a high angle delivery is simple and straight forward.
For the simulator use the following SPINS:
a. East Coast
i. Target: 500’ Bull at BT-11
ii. Ingress: 420 KTAS
iii. Altitude: Apex altitude for the 45° and tactical 30 degree attacks
b. West Coast
i. Target: Cactus West
ii. Ingress: 420 KTAS
iii. Altitude: Apex altitude for the 45° and tactical 30 degree attacks
c. Weapons
i. MK-82 / BSU-86LD / FMU-139 (5.5) / thermally protected / blunt nose
ii. Calculate PUC by using altitude loss in the dive for the longest stick length in
your reactive weaponeering matrix as the worst case scenario.
iii. GBU-12 LGB / FMU-139
d. Reactive weaponeering per Air NTTP for Hard / Med / Soft, unitary and area
targets.
For flights in the aircraft the target will depend upon the range. The IP should be a
minimum of 8 NM from the target and if able should be a recognizable geographical
feature. Sometimes due to range restrictions, this is not reasonable. The planned
attack will be either the tactical 30 deg, or if weather is a factor, the weather 30 deg
pattern. The 45 deg pattern will not be used for the actual aircraft sortie due to
increased risk of high speed departure from asymmetry. Use WARP to create a Z
diagram with the ingress altitudes and airspeeds as part of the diagram.

Execution:
The attack itself is very straight forward. Prior to arrival at the IP, complete your MWSS
checks. The target should be designated with the course line drawn from the target to
the IP. At the IP you will be at Z altitude and 420 KTAS with the target off the nose.
Take note of the inbound heading. At 6 NM from the target, you will offset either left or
right, depending on the desired roll-in heading, 15 deg from the inbound heading. At
this point the target should be visible just to the right / left of the aircraft’s nose. If it is
not, then there is not enough offset. Increase the offset until the target is in sight. Now
the aircraft is in position to intercept the attack cone at a 45 deg squint angle. At this
point you should be scanning altitude, airspeed, and distance from the target. It should
be fairly easy to maintain altitude, but poor airspeed control is a common error (usually
too fast). The other common error is now the distance to the attack cone is ticking down
much more rapidly than in the raked range pattern, and it is easy to underestimate how
the attack cone is approaching. While you are driving in to the attack cone, conduct an
INS stare at the target with the TV. Remember that you cannot slew the designation
unless it is in the HUD, but you can begin to evaluate if the designation is close to the
target. Wait until in the dive to try and get a contrast lock with the ARBS in order to
minimize the chances the ARBS locks up on something away from the target. With the
target in sight and at approximately the ACD + 0.2, begin your roll-in. Remember that
your ingress airspeed may be faster than your normal raked-range airspeed for a given
dive angle (especially for the 45 deg delivery). Therefore, it will probably require pulling
the power back earlier in the dive than what you are used to doing in the raked range
pattern. In the case of the 45 deg delivery, it may require pulling the power off prior to
even rolling in. Once at the roll-in, you are now in the familiar dive delivery profile
learned in the raked-range phase of training. The dive delivery is performed exactly the
same as the raked-range phase. Common errors here are getting behind the jet,
rolling-in fast or late, forgetting to use the ARBS, not setting the TPA, and/or ignoring
tactical abort parameters. Remember, the whole point to flying to the target is to
actually put bombs on it. If you spend hours meticulously planning the flight, fight your
way to the target, roll-in on time, and then miss the target, it is all for not. The off target
maneuver is performed exactly the same as the raked range pattern.
Products:
Z diagram for tactical 30 deg (or weather 30 deg) and 45 deg delivery. Create an
overlay that depicts the IP, target, attack cone, and flight profile. The overlay should
look like Figure, Medium-Altitude Same Side Attack, of the Air NTTP, without the dash 2
aircraft.

Common Errors:
1. Failure to complete actions at the IP.

2. Late initiation of the air-to-surface timeline.
3. Energy management / airspeed control – too fast.
4. Failure to generate adequate angles off the target prior to roll-in resulting in a roll-
ahead.
5. Poor start parameters (usually late to roll-in resulting in steep dive angle)
6. Poor basic dive delivery parameters.
7. Poor sensor management.
8. Poor target acquisition.
9. Poor off target maneuver.
10. Failure to pull to the designation diamond when no-joy on the target.
1. Careful attention must be given to completing actions at checkpoints on the air-to-

surface timeline. During raked range sorties, DME to the target is much simpler to
manage because the aircraft is arcing around the target. During the transition
sorties, ingress is directly at the target causing the DME to decrease much more
rapidly. It is very easy to lose track of the DME and roll-in late.
2. Plan and execute a logical sensor timeline / plan per Air NTTP.
3. Scan outside the aircraft. Use canopy code to establish and maintain tally of the
target. Do not allow the DME to the target to fall out of the scan while searching for
the target. If the target is not in sight at the roll-in point, pull to the designation
diamond in the HUD.
4. Conduct a thorough chart / imagery study pre-flight. Look for key features in the
target area that will help funnel the search into the target area. Ensure accurate
target coordinates are entered. Use available sensors during the ingress to aid in
target acquisition.
5. Focus on basic dive delivery techniques from start to weapons delivery.
6. Ensure proper recovery / off target maneuver is performed to rapidly return to
vertical sanctuary.

Name: Ramp Entry to Level Delivery or High Angle Delivery
Purpose: To efficiently transition from a high altitude ingress to an acceptable start

for a medium altitude delivery.
1. Review the reference lesson. The ramp entry to level or high angle delivery is a
useful profile that maximizes sanctuary altitudes and sensor usage. The idea behind
a ramp entry is to stay well above known threats (sanctuary) for as long as possible,
then deliberately and methodically, utilizing onboard sensors, descend down to an
altitude from which to conduct an attack. The planning and execution of a ramp
entry to either a level or dive delivery are the same. The ramp to a level delivery is
typically used for PGMs. The ramp to a high angle delivery can be used for PGMs,
but is usually used with unguided weapons. At VMAT-203, we will use the ramp to a
level entry for LGBs, and the ramp to a dive delivery for MK-82s/MK-76s.
Planning:
1. At VMAT-203 we will use the following SPINS for planning for a ramp profile:
a. Ramp → 30 deg delivery
i. Ingress: 20K AGL / 450 KTAS, 15º ramp to Z alt for 30º dive / 500 KTAS
release. Add an additional 1 NM to the ACD when planning the ramp down.
This additional mile will allow for some slop if you are late on your ramp down
procedures.
b. Ramp → 45 deg delivery
i. Ingress: 28K AGL / 450 KTAS, 15º ramp to Z alt for 45º dive / 500 KTAS
release. Add an additional 1 NM to the ACD when planning the ramp down.
This additional mile will allow for some slop if you are late on your ramp down
procedures.
c. Ramp → Level
i. Ingress: 20K AGL / 480 KTAS, 15º ramp to 15K AGL / 480 KTAS release.
Add an additional 1 NM to BRP when planning the ramp down. This
additional mile will allow for some slop if you are late on your ramp down
procedures.
d. Weapons
1) Calculate PUC by using altitude loss in the dive for the longest stick length
in your reactive weaponeering matrix as the worst case scenario.
ii. GBU-12 LGB / FMU-139
Execution:
1. With the ingress altitude and desired ramp angle determined, you need to determine
what distance from the target to begin the ramp down so that you arrive at apex
altitude at the attack cone for a dive delivery or ballistic release point (BRP) for a

level delivery. Since you know how much altitude to lose (Ingress Alt – Apex Alt)
and the desired ramp angle, you can use the following look-up table and equation to
determine the horizontal distance covered (in NM) to lose the altitude:
Ramp to Attack Cone1,2 = (Ingress Alt – Apex Alt) / Altitude loss per NM
Ramp Angle Altitude Loss per NM

5° 530 ft
10° 1100 ft
15° 1600 ft
20° 2200 ft
Notes:
1. Distance will be in NM.
2. Add 1 NM to this distance to account for any profile deviations.
The distance from the target to begin the ramp down profile is the combined ramp to
attack cone distance plus the attack cone distance (ACD).
Ramp Distance = Ramp to Attack Cone + ACD
One of the main planning considerations for a ramp profile is to initially place the
target in the HUD total FOV, which affords the use of HUD symbology to help build
target area SA and maximize sensor usage. The lower edge of the HUD FOV is
approximately 17 deg below the waterline or 15 deg below the velocity vector in
steady flight at tactical airspeeds. During target ingress the line of sight to the target
or target depression angle will increase and eventually exceed these HUD FOV
limits. As this occur the HUD symbology will become “HUD-limited” and no longer
support the actual target location and cease to build target area SA. The target
depression angle can be determined using the following formula:
Target Depression Angle1 =

ATAN [( Aircraft Alt – Target Elev ) / ( Distance to target * 6076 )]
Notes:
1. Depression Angle in degrees.
For target depression angle at the start of a ramp profile use the ingress altitude for
aircraft altitude and ramp distance for distance to target.
If you determine that the target depression angle is less than 30 degrees (15 deg
ramp + 15 deg HUD FOV) then you know that you should be able to see the target in
the HUD when you begin the ramp profile. Once established in the 15 deg ramp and
with the target in the HUD FOV this is the time to maximize sensor usage. Conduct

an INS stare at the target and slew the designation if necessary. While in the dive, it
is important to keep your airspeed under control. If you maintain this ramp angle
and head directly to the target, the target will once again disappear below the HUD
FOV when the target depression angle exceeds 30 deg (15 deg + 15 deg).
Next we will select a checkpoint altitude to terminate sensor usage and transition to
the next phase of the attack. A typical or reasonable checkpoint altitude is half way
between the ingress altitude and the apex altitude. Leveraging the previous ramp
down calculations we know this altitude corresponds with approximately half way
between the ramp start point and the attack cone. If a different checkpoint altitude is
desired its corresponding distance from the attack cone can be determined using the
previous look-up table and equation.
Checkpoint Distance = Checkpoint to Attack Cone + ACD
Calculation of the depression angle is the same equation used earlier to determine
the initial depression angle, while using the checkpoint altitude and distance for
aircraft altitude and distance. With the checkpoint altitude, distance and depression
angle known you are well prepared to identify the checkpoint during ramp profile
execution and make a smooth transition to the next phase of attack.
If you are conducting a ramp to a dive delivery, the transition will require an
appropriate offset angle so the aircraft arrives at the attack cone with the desired
angle off the nose to the target. You can use the following equation to calculate the
appropriate offset angle:
Offset Angle1,2 =
ASIN[(ACD*SIN(Angle off the nose) / (Checkpoint distance)]
Notes:
1. Offset Angle in degrees.
2. Typical angle off the nose is 45 deg.
The target will drift outside of our HUD FOV, but at this point you should be able to
pick up the target area visually and possibly begin to break out the target itself.
Once you offset you should be quickly approaching your apex altitude and ACD.
Keep your altitude, airspeed, and distance to the target in your scan so as to arrive
at the roll-in ready for the attack. The dive delivery will be conducted just as you did
during the raked-range phase of training. Be sure to use the ARBS, set TPA, and
adhere to the tactical abort parameters as these are commonly missed.
2. If you are conducting a ramp to a level delivery, more than likely you will level off at
your apex altitude before the target disappears under the nose. However, once you
level off, the target will now be below the HUD FOV. This is fine, as you are now

only about 1 NM from the BRP. Attention should now be on an accurate level
release of the ordnance.
Products:
1. Z diagrams for 30 deg and 45 deg deliveries

2. Overlay to include:
a. Initial point
b. Target
c. Attack cone
d. Ramp down point
e. Offset point (dive delivery)
f. Ballistic release point (level delivery)
Common Errors:
1. Late initiating ramp down, resulting in a steep and fast profile.

2. Not planning for existing environmental conditions.
3. Failure to complete actions at the IP
4. Energy management / airspeed control – too fast.
5. Lack of checkpoints in ramp down.
6. Poor start parameters (usually late to roll in resulting in steep delivery).
8. Weapons delivery with the speed-brake extended.
9. Poor sensor management or no sensor timeline.
10. Fixation in the HUD.
13. Not knowing where the designation diamond will be in HUD at the start of ramp
down and when it will exit the HUD FOV.
1. Careful attention must be taken to plan for environmental conditions to include PAR
for sensors, winds aloft, sun and / or moon angle.
2. Scan airspeed during the profile. Control airspeed by manipulating power and speed
brake as required (ensure it is retracted prior to roll-in).
3. Plan for a checkpoint to provide the opportunity to adjust your ramp schedule,
adaptive roll-in, or other parameters approaching the attack cone. Ensure adequate
attention is given to the appropriate adaptive roll-in based on your parameters.
4. Plan and execute a logical sensor timeline / plan per Air NTTP.
5. Scan outside the aircraft. Use canopy code to establish and maintain a tally and fly
to a good start. Know when and where the target will be in your HUD FOV. Know
when it will exit your HUD FOV.

6. Conduct a thorough chart / imagery study. Look for key features in the target area
and scan around the designation for the target. Ensure accurate target coordinates
are entered. Use available sensors during the ramp down to aid in target
acquisition.
7. Focus on basic dive delivery techniques from the start to weapons delivery.
8. Ensure a proper recovery / off target maneuver is performed to rapidly return to
vertical sanctuary.
Source Documents:

Name: Low Pop-Up to Low Angle Deliveries
Purpose: To transition from a low altitude ingress to the attack cone in a manner
that minimizes exposure, while allowing enough time for target acquisition
and accurate weapons delivery.
Planning:
1. Review the reference lesson. The SPINS for the low altitude pop-up attacks are as
follows:
a. Ingress altitude:
i. Simulator: 500’ AGL
ii. Flight (with IP in T-Bird):
1) 500’ AGL
2) 1000’ if BASH is moderate
3) Comfort level
b. Ingress airspeed: 450 KGS
c. Climb angle (pop): 20 deg
d. Dive delivery: 10 deg / 500 KTAS release
e. Weapons
ii. Calculate PUC by using altitude loss in the dive dropping the max stick length
as the worst case scenario.
f. Reactive weaponeering per Air NTTP for Hard / Med / Soft, unitary and area
targets.
2. Planning the low altitude pop attacks requires careful study of the target area and
surrounding terrain in order to maximize the benefits of terrain masking. The IP
should be a distinguishable geographical feature approximately 8-12 NM from the
target. If this is not feasible due to range restrictions, then pick an IP 8 NM from the
target at the desired run in heading.
3. WARP will calculate your pull-up point (PUP) as well as your pull-down altitude
based on your ingress altitude and 10 deg dive delivery profile. Because you cannot
instantaneously transition from a climb to a dive, if you wait until your Z diagram
apex altitude to start your pull-down you will climb right through it. WARP therefore
calculates for you when you should start that pull-down in order to apex at the Z
diagram apex altitude. This is known as the pull-down altitude.
Execution:
1. Executing the pop attack starts prior to the IP. Ensure that the LAT and MWSS
checks are complete. At the IP you should be at 500’, 450 KGS with the target off
the nose. Take note of the ingress heading as you will use it to determine your

offset heading. At this point you should be focused on maintaining altitude and
airspeed and keeping the target off the nose. At 6 NM, begin a 15 deg offset as
determined by your original ingress heading. The offset should be in the direction
you want to attack the target from. The 15 deg offset at 6 NM will put you at the
attack cone with approximately a 45 deg squint angle. At your WARP determined
PUP, begin a full power, 20 deg climb to the attack cone. As you unmask in the
climb, you should be able to acquire the target area and possibly the target. In the
climb, maintain a 20 deg climb while scanning your altitude and distance to the
target. At your pull-down, altitudes overbank approximately 135 deg in order to
place your lift vector just below the target. If you do not have the target in sight, use
the target designation in the HUD. Be careful not to overbank too much and pull well
below the target. Once you are in the dive, you should have the familiar 10 deg dive
delivery sight picture learned in raked-range.
2. Off target you will perform a 20 deg straight-oblique jink with a 2 second delay in the
same direction as the roll-in to recover your ingress altitude + 500 ft. Do not
descend in the turn. If you need to turn for range or terrain, level off, and then begin
the turn.
Products:
1. Z diagram for a low altitude pop attack

2. Overlay to include:
a. IP
b. Offset point
c. Pull-up point
d. Attack cone
e. Target
Common Errors:
1. Not flying precise profile – late pull-up for the pop.

2. Ballooning through apex altitude.
3. Flying inside MAP.
5. Poor execution of sensor upgrade / cascade game plan.
6. Target fixation.
7. Poor expendable usage.
9. Incorrect off target maneuver.
1. Fly planned profile and execute sensor timeline. Memorize profile during pre-flight
prep. Incorporate key terrain that will mask against known threats and memorize

where key terrain features will be encountered during the various phases of the
ingress and attack.
2. Do not fixate on target acquisition during pop-up at the expense of your profile.
Tendency is to initiate pull-down late causing aircraft to balloon through apex
altitude.
3. Perform chart / imagery study of target. Use key terrain, funneling features,
available marks and target designation box in your HUD to aid in target acquisition.
Commit target area attacks to memory.
4. Transition back to LAT environment off target, complying with briefed target area
contracts.
Source Documents:

Name: Cruise Climb to Medium Angle Delivery
Purpose: To efficiently transition from a low altitude ingress to an acceptable start

for a medium altitude delivery while maintaining sufficient energy to
counter a threat during the transition.
1. Review the reference lesson. At VMAT-203 cruise climbs will be planned using a
500’ AGL ingress at 450 KGS to a 400 KTAS climb to a 45 degree dive delivery.
Plan a 30 degree weather backup pattern.
Common Errors:
1. Planning for too much “slop” in distance to climb, resulting in unnecessarily early
unmask / climb point and early arrival at apex altitude.
2. Not planning for existing environmental conditions.
3. Failure to complete actions at the IP.
4. Energy management/airspeed control – too fast or slow.
5. Lack of check points in climb.
6. Poor start parameters (usually late to roll in resulting in steep delivery).
7. Poor BCWD.
8. Poor sensor management or no sensor timeline.
9. Fixation in the HUD.
12. Poor RALT management.
1. Plan accurate climb distances based on WARP and aircraft performance charts.
2. Careful attention must be taken to plan for environmental conditions to include PAR
for sensors, surface winds and winds aloft, and sun / moon angle. Plan a 30 degree
weather backup.
3. Scan airspeed during the climb. Control airspeed by maintaining full power and
adjusting nose position.
4. Plan for several checkpoints in the climb to provide the opportunity to adjust climb
schedule, adaptive roll-in, or other parameters as required.
5. Approaching the ACD, ensure adequate attention is given to the appropriate
adaptive roll-in based on your parameters.
6. Plan and execute a logical sensor timeline.
7. Scan outside the aircraft. Use the canopy code to establish and maintain a tally. Do
not sacrifice a good start to acquire the target. If the target is not in sight at the roll-
in point, pull to the designation.

8. Conduct a thorough chart / imagery study pre-flight. Look for key features in the
target area and scan around the designation for the target. Ensure accurate target
coordinates are entered.
9. Focus on basic dive delivery techniques from the start to weapons delivery.
10. Ensure proper recovery / off target maneuver is performed to rapidly return to
vertical sanctuary.
11. Prior to unmask RALT will be used for terrain avoidance. After unmask reset RALT
if required / as briefed.
Source Documents:

Name: Loft Delivery
Purpose: To effectively transition from a low altitude ingress to a lofted release

followed by an expeditious return to the LAT environment.
1. Review the reference lessons, Air NTTP, and NATIP. Loft deliveries at VMAT-203
will be planned using a 500’, 450 KGS ingress to a 38 degree loft delivery.
Planning:
1. Planning for a loft delivery is fairly straight-forward. Pick an IP that allows for the
most advantageous use of terrain for masking. The IP should be at a minimum of 8
NM from the target. The profile is a straight line to the target from the IP. With your
ingress altitude, airspeed, and delivery angle know you can calculate what distance
you will expect to pull up using Table 8-154 in the NATIP. There are only tables for
200’, 5000’ and 10,000’ AGL ingresses, so use the 200’ table as it will be close
enough. The table has data for 0’, 5000’, and 10,000’ MSL target elevations. You
can interpolate if you like, but the differences in the results are minimal, and given
that there is a 12% error built into the table, it is hardly worth the effort; therefore,
pick the elevation that is closest to the actual target elevation. On your overlays
include when you expect to begin your pull-up and when you expect to release.
Execution:
1. Flying the profile is very straight-forward. First complete your MWSS checks prior to
the IP. As part of the MWSS checks, be sure that you are in the LOFT mode. To do
this, select a weapon, then select AUTO as the delivery mode. Go back to the
stores page and there should be a LOFT option, colonize it. You should see “LOFT”
in the HUD on the right hand side. The system is now set up for a loft delivery. Now
all you have to do is point at the target, fly your ingress profile, and wait for the jet to
give you the loft delivery symbology. In the loft delivery mode, the PUC is now a 4G
programmer. When the PUC begins its climb and it touches the VV, smoothly but
quickly pull back on the stick to match the rate of climb of the PUC. It is common to
get either ahead or behind of the PUC and it is difficult to smoothly get back on
schedule. If you find yourself ahead or behind the PUC, make small, smooth
adjustments with back stick pressure to try and get back on the profile. The
smoother you are in the climb, the more accurate the hits will be. If you are not on
the profile, the jet will still calculate what the release point should be based on the
current profile, but the release angle may not be what you had planned.
2. Ensure that when you are flying the loft profile that you have LOFT in the right side
of the HUD. If LOFT is not in the HUD, then you are in AUTO mode. This is a
problem because the symbology for AUTO is the same as for LOFT and unless you

recognize it early, you will fly right past your PUP as the PUC never comes up. Also,
a 45 deg angle of bank or greater will kick you out of LOFT and into AUTO.
Therefore, it is a good idea to do your MWSS checks with the target off the nose so
that you don’t have to turn much to begin the attack. Otherwise, you may
inadvertently kick yourself out of LOFT and not realize it.
3. Off target is a rolling pull to egress the target area and get back down to your ingress
altitude.
Products:
1. Overlay to include expected PUP and release point
Common Errors:
1. Inadequate pre-flight preparation.

2. Failure to properly setup the system.
3. Failure to correctly enter the aircraft release angle.
4. Failure to designate the target.
5. Failure to make corrections back to the azimuth steering line during the ingress /
pull-up.
6. Initiating pull-up late.
7. Failure to set and maintain a 4G pull-up.
8. Incorrectly calculating pull-up point during pre-flight planning.
9. Failure to expeditiously transition back to the LAT environment after weapon
release.
1. RP must have a thorough understanding of the weapon system, data input, and the
symbology and tones associated with loft deliveries.
2. The loft profile requires a more precise release than most deliveries because of the
complexity of the ballistic profile flown by the bomb. Small deviations at release (i.e.
not centering up on the azimuth steering line at release) will result in much greater
miss distances than traditional dive releases.
3. It is very important to transition expeditiously to 4Gs during the pull-up; otherwise the
bomb release angle will be shallow.
Source Documents: Air NTTP, NATIP

Name: Reactive Weaponeering Matrix
Purpose: To maximize the effectiveness of available munitions during CAS and AR

operations.
1. Review the reference lesson; Air NTTP.
2. Reactive weaponeering is a method to enable attack pilots to select the proper

weapon for the desired effects on a particular target in a reactive situation where
detailed planning is not an option (i.e. CAS, Armed Reconnaissance). Targets are
classified into sets and options are given to the pilot from which to select the proper
weapon and program to optimize effects on target. In situations where time is critical
reactive weaponeering charts can be used to aid in ordnance selection. When able,
JWS should be used to select the appropriate weapon, number of weapons and
aircraft required, fuze types and settings, release profile, and intervals.
3. Weapons are divided into two categories: unguided and guided.
4. Unguided reactive weaponeering

a. Unguided reactive weaponeering weapons are divided into the following
categories:
i. MK-82 high / low drag
ii. MK-83 high / low drag
iii. CBU-99 / 100 high and low angle
b. The weapon delivery for low drag ordnance is assumed to be a high angle (30/45
deg) delivery, 500+ knots.
c. Targets are divided into target class and target size. Target class is further
divided into hard, medium, and soft. Target size is divided into unitary or area
targets.
5. Guided reactive weaponeering

a. Guided reactive weapons are divided into the following categories:
i. JDAM
ii. Paveway II LGB
iii. AGM-65E Laser Maverick
b. The weapon delivery profile for a JDAM or an LGB is assumed to be a level
delivery at 480 knots at 20,000 feet height above target.
c. Targets are divided into five basic categories:
i. Personnel.
ii. Vehicles (stationary).
iii. Moving vehicles.
iv. Missile launchers.
v. Structures.

Planning:
1. Unguided reactive weaponeering

a. Reference one of the unguided reactive weaponeering charts that match your
weapon and type of delivery, i.e. MK-82 low drag. Each chart is then divided into
target class and unitary or area target. Pick the best program for each type of
target class (hard, medium, and soft) and size for the weapon carried. The
programs are listed in order of priority in relation to the calculated Pd (probability
of damage) for that target class. Select the highest priority program for the
weapons available. Next, select a legal interval that will put the stick length in, or
as close as possible to in, the optimum stick length listed in the tables. If
possible, make the interval the same for ease of inflight flexibility and pilot
workload reduction. In some cases it will not be possible to select an interval
within the optimum due to restrictions in NATIP. In these cases develop the stick
length to get as close as possible to optimum within the release limitations. Once
this is done, put the derived programs on the Z-diagram Weaponeering card. An
example is shown below:
Class Unitary Area

Hard 6x1x50 Sort
Medium 6x1x50 Sort
Soft 2x1x120 4x1x200
Unguided Reactive Weaponeering Charts:

MK-82 Low Drag
Unitary Area 50 to 100 Meters
Target
Class Release Release
PRI Opt Stick Length PRI Opt Stick Length
Pgm Pgm
1 Q8 : M1 [105 - 171] -
1 Q8 : M2 [97 - 128] -
2 Q6 : M1 [57 - 186] -
Hard 2 Q6 : M2 [50 - 150] - Sort to Unitary
3 Q4 : M1 [14 - 162] -
3 Q4 : M2 [10 - 100] -
4 Q3 : M1 [16 - 119] -
1 Q8 : M1 [174 - 246] -
2 Q8 : M2 [150 - 212] -
3 Q6 : M1 [144 - 234] -
Medium 4 Q6 : M2 [140 - 184] - Sort to Unitary
6 Q4 : M1 [122 - 151] -
7 Q4 : M2 [75 - 100] -
8 Q3 : M1 [71 - 126] -
1 Q2 : M1 [116 - 145] 1 Q4 : M1 [232 - 289]
Soft - - 2 Q4 : M2 [148 - 170]
- - 3 Q3 : M1 [196 - 279]

MK-82 High Drag
Target
Pgm Pgm
1 Q8 : M1 [0 - 87] -
1 Q8 : M2 [0 - 60] -
2 Q6 : M1 [0 - 80] -
Hard 2 Q6 : M2 [0 - 66] - Sort to Unitary
3 Q4 : M1 [0 - 88] -
3 Q4 : M2 [0 - 64] -
4 Q3 : M1 [0 - 91] -
1 Q8 : M1 [27 - 115] -
1 Q8 : M2 [26 - 95] -
2 Q6 : M1 [14 - 97] -
Medium 2 Q6 : M2 [13 - 76] - Sort to Unitary
3 Q4 : M1 [4 - 81] -
3 Q4 : M2 [3 - 55] -
4 Q3 : M1 [0 - 64] -
1 Q4 : M1 [77 - 143] 1 Q4 : M1 [145 - 224]
Soft 2 Q4 : M2 [45 - 103] 2 Q4 : M2 [110 - 162]
3 Q3 : M1 [55 - 108] 3 Q3 : M1 [119 - 165]
MK-83 Low Drag

Target
Pgm Pgm
1 Q6 : M1 [57 – 186] -
1 Q6 : M2 [50 – 150] -
Hard 2 Q4 : M1 [14 – 162] - Sort to Unitary
2 Q4 : M2 [10 – 100] -
3 Q3 : M1 [21 – 113] -
1 Q6 : M1 [144 – 234] -
2 Q6 : M2 [140 – 184] -
Medium 3 Q4 : M1 [122 – 151] - Sort to Unitary
4 Q4 : M2 [75 – 100] -
5 Q3 : M1 [67 – 129] -
1 Q2 : M1 [154 – 184] 1 Q4 : M1 [351 – 470]
Soft
- - - 2 Q4 : M2 [188 – 211]

MK-83 High Drag
Target
Pgm Pgm
1 Q6 : M1 [0 – 115] -
1 Q6 : M2 [0 – 93] -
2 Q4 : M2 [1 – 52] -
3 Q3 : M1 [0 – 61] -
1 Q6 : M1 [77 – 132] -
2 Q6 : M2 [51 – 122] -
Medium 3 Q4 : M1 [32 – 108] - Sort to Unitary
4 Q4 : M2 [23 – 76] -
5 Q3 : M1 [16 – 83] -
1 Q2 : M1 [42 – 184] 1 Q4 : M1 [208 – 247]
Soft 2 Q2 : M2 N/A 2 Q4 : M2 [147 – 184]
- - - 3 Q3 : M1 [150 – 214]
CBU99/100 High Angle

Area 50 – 75m
Target
Unitary Release Opt Stick Area 75 to 100m
Class
Pgm Length
Hard Q6 : M2: min Sort to Unitary Sort to Unitary
Medium Q6 : M2: min Q6 : M2 [84 – 200] Sort to Unitary
Soft Q2 : M2 Q4 : M2 : [82 – 170]
MK-20 Low Angle

Target
Pgm Pgm
1 Q2 : M1 [42 – 121] 1 Q4 : M1 [176 – 264]
Medium
2 Q2 : M2 N/A 2 Q4 : M2 [140 – 177]
1 Q2 : M1 [61 – 139] 1 Q4 : M1 [208 – 299]
Soft
2 Q1 : M1 N/A 2 Q4 : M2 [148 – 196]
2. Guided weapon reactive weaponeering

a. Guided weapons are, by design, more accurate weapons than unguided if used
properly. This yields greater Pd against targets with less weapons required.
There are three types of guided weapon categories, Laser Maverick, Paveway
LGB, and JDAM.
b. Target assumptions. There are five basic categories of targets used in the
development of the guided weapon reactive weaponeering charts:
i. Personnel.
ii. Vehicles (stationary).

iii. Moving vehicles.
iv. Missile launchers.
v. Structures.
c. Weapon assumptions.
i. Delivery parameters: Level deliveries at 480 knots at 20,000 feet height
above target
ii. Reliability: Assumes 0.98 reliability
iii. Configuration: Weapons are assumed to have an MXU-735 nose plug unless
configured for airburst with a DSU-33. Electric tail fuzes (FMU-139). JDAM
terminal impact angles are either 65 degrees or 85 degrees. V indicates a
target detector, delay settings listed are I – INST, 1 to 10 ms, 2 to 25 ms.
d. Planning. The charts are designed to be used in the mission planning and
briefing stage to derive a loadout and target specific reactive weaponeering
matrix that can be used inflight for quick reference. The charts can also be used
in determining required loadouts for time critical planning.
e. Execution. Inflight you will use your derived reactive weaponeering matrix to
determine the appropriate weapon and settings to use against a target set. This
will help maximize effects against targets. If two weapons are of similar effects,
choose the weapon that is least likely to be used later (e.g. a Laser Maverick has
a similar damage percentage against a single story wooden structure as a 500-
pound JDAM). If moving targets may be encountered later in flight the Laser
Maverick would be better to keep for that target set. The charts do not factor in
collateral damage estimates, asymmetric stores considerations. The charts are
simply a tool to use with other factors to help determine which weapon to select
for a situation.
f. PGM reactive weaponeering chart. This chart is an unclassified summary chart
derived from the classified JAWS based information. The colors represent
effectiveness categories; green is 75 to 100 percent, yellow is 50 to 74 percent,
and red is 0 to 50 percent.

Precision Guided Munitions Reactive Weaponeering
PRIORITY
TARGET DEFINITION 1 2 3 4 5 6 7 8 9 10 11 12 13
Personnel Open 10m Area J83 V 85/65 J83 In 85/65 G12 In/1 G16 In G16 1 G12 2 G16 2
J82 V 85/65 J82 In 85/65 J83 1/2 85/65
J82 1/2 85/65
LMAV In
Cover Hiding J83 V 85/65 J83 V 85/65 J82 1 85 J83 1 85/65 LMAV In/2 J83 1/2 85 J82 In 65 G12 In LMAV In/1 J82 1/2 85/65
J82 In 85 J83 1/2 65 G16 1/2
G16 In
Entrenched Berm/Foxhole J83 V 85 J83 V 65 J82 V 85 J82 V 65 J83 1/2 85 G16 In J82 In 85 G12 In J82 In 65 G12 1/2 LMAV 1 LMAV In/2
J83 In 85 J83 In 65 J83 1/2 65 J82 In 65 J82 1/2 65
G16 1/2
Vehicle Commercial K-Kill J83 In1/2 85 J82 In/1/2 85 J83 In/1/2 65 G16 1 G16 In G16 2 G12 In J82 1/2 65 J83 V 85 J83 V 65 J82 V 65
(Stationary) LMAV In/1 G12 1 J82 In 65 G12 2 J82 V 85
HMMWV K-Kill LMAV In/1 J83 V 85 J83 In 85 J82 V 85 J82 1 85 J83 In 65 J83 1 65 J82 2 85 J82 In 65 J83 2 85 G12 1/2 J82 V 65
J83 1 85 J83 2 85 G16 In G12 In G16 1/2 J82 1 65
J82 In 85 J83 V 65
Tank M-Kill LMAV In 1/2 J83 V 85 J82 V 85 G16 In J83 1 85 J82 V 65 J82 In 65 J83 2 65 G12 1/2 J82 2 85 J82 2 65
J83 In 85 J83 In 65 J82 In 85 J82 1 85 J82 1 65
G12 In G16 1/2 J83 2 85
J83 1 65
Vehicle Commercial M-Kill LMAV In/1/2 G12 In G16 In G12 1 G12 2
(Moving) G16 1 G16 2
HMMWV M-Kill LMAV In /1/2 G12 In G16 1 G16 2
G16 In G12 1 G12 2
Tank M-Kill LMAV In/1/2 G16 In G12 In G16 1 G12 1 G16 2 G16 2
Missiles SSM K-Kill LMAV In/1/2 J82 V 85 J83 V 65 J82 V 65 J83 In 85 J83 In 65 J83 1 65 J82 1 85 G12 In G12 1 J82 2 65
J83 V 85 J82 In 85 G16 1 J82 In 65 J83 2 85 J83 2 65 G12 2
J83 1 85 J82 1 65 J82 2 85
G16 In G16 2
SAM F-Kill LMAV In/1/2 J83 In 85 J83 V 85/65 J82 In 85 J83 1 85/65 J83 2 85/65
J82 In 65 J82 V 85/65 G16 In J82 1 85/65 J82 2 85/65
G12 In G16 1 G16 2
G12 1 G12 2
Structure Masonry SS/60x40x15 G16 In J83 In 85/65 G12 In J82 In 65 G16 1 J83 1 65 J82 1 65 LMAV In
LMAV 1 G12 1 J83 1 85
J82 1 85
Reinforced SS/60x40x15 J83 2 85 J83 2 65 J82 2 85/65 LMAV 2 J83 1 85 J83 1 65 G16 1 G12 2 G12 1 J82 1 65 J83 1 65
G16 2 J82 1 85 G16 In
Delivery for JDAM and LGBs based on 20,000' HAT/480 KTAS/No Wind
J82 = 500# JDAM V = Target detector 65 = 65 degree impact angle (JDAM)
J83 = 1000# JDAM In = Instantaneous (1.2 ms LMAV) 85 = 85 degree impact angle (JDAM)
G12 = GBU-12 1 = 10 ms delay (14 ms LMAV)
G16 = GBU-16 2 = 25 ms delay (30 ms LMAV)
LMAV = AGM-65E

Common Errors:
1. Poor or inaccurate weaponeering.

2. Failure to properly employ planned weaponeering matrix.
3. Failure to consider MSL release altitude, when calculating min intervals and max
stick length.
4. Failure to consider delay option for electrical fuzing based on target.
1. Ensure weaponeering is thorough and safe.

2. Build a thorough and easy to read matrix for employment airborne. Audible
weaponeering game-plan airborne as required. Review definitions of soft, medium
and hard targets per the Air NTTP.
3. Ensure planned MSL release altitude, plus the effects of a high release are
considered when calculating min intervals and maximum stick length.

Name: Laser Guided Bomb / LGTR Delivery
Purpose: To maximize the accuracy and effectiveness of laser guided bombs by

performing a standoff, level delivery.
1. Successful delivery of a LGB begins in the planning phase. NTRP provides a

description of laser guided bomb components and functions. Air NTTP provides
information on employment profiles, which will also be discussed later in this
chapter. The first step in the LGB planning process is to determine the required
ordnance for your target set. Utilize JMEMs to determine the type of ordnance and
delivery parameters required to destroy the target. Next, utilize PMPT to aid in
selecting a delivery profile that will meet the requirements for target destruction.
Other planning factors that must be taken into consideration include target area
winds, and the DTL (designator to target line) if a ground or helo-borne lasing
platform will be used. For winds, we would primarily like to drop with a tail wind, as it
will steepen the profile of the weapon, increasing both the impact angle and velocity
at impact. If it’s not feasible, drop with a headwind to minimize lateral drift due to
crosswind. If required to drop with a crosswind, select a final attack heading that will
minimize the crosswind component. Crosswinds of 30 kts or greater will significantly
decrease the probability of a successful attack. If utilizing a helo-borne or ground
based laser for terminal weapon guidance, the DTL must be taken into account. The
DTL is the magnetic heading from the lasing platform to the target. From that, we
can construct a ‘laser basket’. The best probability of laser acquisition occurs within
a 60 degree cone from the DTL, with the first 45 degrees being optimal. We
incorporate a 10 degree safety zone on either side of the DTL to minimize the risk of
the weapon guiding on the lasing platform. Air NTTP Figure, Laser Basket, provides
a diagram of the laser basket. With all of this information, we can select our planned
delivery profile. The profiles we will use at 203 are described in follow on pages.
General information on LGB preflight is contained in the TPG. Things of concern
include: ensuring the desired laser code is properly selected on the side of the
weapon, confirming the presence of an Mk-122 arming wire, and checking the
arming wires for the thermal battery and the fin release. During your CWAIVER
checks, select the LGB on the stores page and ensure that “AUTO” is selected, the
appropriate fuze arm time is selected (normally 10 seconds) and that the correct
fuze function time is selected. Once airborne, you will utilize the LST to verify the
laser spot. When ready for the attack, fly a disciplined aircraft. Center the velocity
vector on the ASL and maintain the correct altitude and airspeed for delivery. LGBs
are usually delivered at 480 kts and 15,000’ AGL or higher for level releases. When
the release cue appears at the top of the ASL, report “10 SECONDS.” You can
expect the instructor (or other lasing platform) to make a “LASING” call prior to
release. With release conditions met, hold down the bomb pickle button until
release. Realize that there are many release points that should result in a
successful attack. The Harrier community uses the “ballistic release point” (BRP) for
LGB deliveries. The BRP is the calculated release point for an Auto delivery, and is

the point of release where the weapon would theoretically impact the target if it
never guided on laser energy. At release, make the call, “MARS XX, ONE AWAY,
TIME OF FALL XX SECONDS.” At this point, both aircraft will initiate a 30 degree
‘crank’ maneuver until weapon impact. At impact, Lead will make a “SPLASH,
TERMINATE” call.
Common Errors:
1. Poor sensor planning / sensor timeline.

2. Inadequate knowledge of factors affecting laser guided bomb accuracy.
1. Plan sensor timeline IAW the FSG and Air NTTP. Plan to verify the laser spot using
the LST prior to weapons release. Ensure laser code entered in the LST
corresponds to code programmed in LGB. Review the TAWS data and adjust attack
parameters as necessary. Understand and be prepared to brief the impact of
release parameters and environmental conditions on laser guided bomb
performance.
Source Documents: Air NTTP, NATIP,

Paveway Munitions Planning Tool (1.0),

Name: Sensor Footprints / TAWS
Purpose: Utilize planning products to aid in target acquisition.
1. Sensor Footprints will allow you to overlay the FOV of the sensor on the target area.
Based on parameters you provide, you can construct a sensor footprint for the
planned sensor and see the amount of terrain that will be covered. These footprints
are helpful when conducting a transition profile into the target as well as the delivery.
They are especially helpful at night when utilizing the FLIR (or APG-65 for expand
mapping and Litening Pod CCD / FLIR when you are in the fleet). The footprint is
used in planning and the brief to enable the pilot to construct a mental picture of the
target. The mission planning computers have an Excel spreadsheet installed that
will produce these footprints electronically. To build a footprint, open the
spreadsheet and select the sensor on the tabs at the bottom of the sheet. Input the
data required in the green boxes and select “Calculate Footprint.” The spreadsheet
will create three footprints: one for a 1:50k scale map, one for a 1:100k and one for a
1:250k.
2. TAWS (target acquisition weather software) is a planning product provide by the

weather office. It provides information on the predicted acquisition range of specific
targets based on the senor and weather conditions that you provide. TAWS
worksheets are located on the mission planning computers. Fill in as much
information as possible on the worksheet and fax it to the weather office at least 24
hours prior to the mission. Weather will fax back a data sheet showing the predicted
acquisition range of your target. TAWS data will be used in planning and during the
brief to maximize the use of sensors and to select attack profiles.
Common Errors:
1. Incorrect data to construct footprint.

2. Lack of TAWS data for flights.
1. Ensure you input the correct data into the required fields. The Excel document will
do all the required calculations to create the footprint.
2. Submit the TAWS worksheet to weather far enough in advance to have the data
prior to brief.

Name: LGB Buddy (Left / Right) Attack
Purpose: To execute a level attack with a precision guided weapon as a wingman,

while maintaining stand-off from the target / threat and mutual support
within the section.
1. LGB deliveries at 203 will be conducted as “buddy” attacks. The instructor will
generate coordinates with a Litening pod and pass them to you. Enter the
coordinates into target point 1 through the data page. Once coordinates have been
passed and verified, the instructor will make the attack audible “MARS 12, BUDDY
RIGHT, 1 BY GBU-12, INSTANTANEOUS, 1688, PRESS.” Respond with “MARS
12, BUDDY RIGHT, 1 BY GBU-12, INSTANTANEOUS.” At this point, he will take
Deployed Echelon on you and climb 1000’. At the IP, conduct MWSS checks.
Expect to conduct a ramp profile from your ingress altitude down to your release
altitude, leveling roughly 1 NM prior to the BRP. The instructor will conduct targeting
with the pod and report “MARS 11, CAPTURE” once he has the target on the pod.
To maximize the chance for success, fly the briefed altitude and airspeed, and
maintain the velocity vector centered on the ASL. When you see the ‘weapons
release cue’ appear at the top of the HUD (approx 0.8 prior to the planned BRP),
report “MARS 12, TEN SECONDS.” Hold the pickle button down until weapons
release and report “MARS 12, ONE AWAY, TIME OF FALL XX SECONDS.” The
instructor will reply with, “MARS 11, LASING.” At this point, make a 30 degree hard
turn in the briefed direction and provide mutual support by maintaining sight of the
target area and looking for threats. The instructor will make a hard turn for 45
degrees at your release call, flowing outside of your flight path while supporting the
weapon to impact. At impact, the instructor will call, “MARS 11, SPLASH, LASER
OFF.”
Common Errors:
1. Inadequate knowledge of LGB release parameters.

2. Failure to account for winds in preflight planning.
3. Failure to complete MWSS checks at the IP.
1. Utilize PMPT and TAWS data to aid in selecting a release. Be able to brief the
planned BRP and subsequent impact angle and velocity of the weapon.
2. Get target area winds prior to the brief and select an attack direction that minimizes
the crosswind component during release.
3. Be methodical with MWSS checks at the IP. Ensure the master arm is on and the
weapon is selected in Auto mode with the appropriate arm time and fuze function
setting. Ensure that the coordinates entered for the target are your steer to point

and verify DESG STP on the EHSD. Move the sensor select switch aft once to bring
up the LST in the HUD.

Paveway Munitions Planning Tool (1.0)

Name: JDAM Absolute (Left / Right) Attack
Purpose: To execute a level attack with a joint direct attack munitions (JDAM), while
maintaining stand-off from the target / threat and mutual support within the
section.
1. JDAM attacks at 203 will be conducted as absolute attacks. Coordinates will either
be preplanned in JMPS or generated by an off board sensor (Lead’s targeting pod)
and passed to you. Having an understanding of the weapon and system is critical to
a successful attack. JDAM uses target contributors for attack. Target points can be
preplanned in JMPS using the target (triangle) symbol instead of a normal waypoint
symbol. Up to 32 target points can be planned. Of those, 4 can be assigned as
target contributors for attack at any one time. To do this in JMPS, select the aircraft
target assignment button near the bottom of the screen (aircraft with three small red
triangles around it). From there, you can drag the desired target points from the top
of the screen into the “flight position” and assign them as target contributor 1 through
4. Ensure you check the box next to each one to send it to the DSU / AMU during
mission transfer. You also have the option to set terminal parameters for target
point 0 on that screen. Select “Target 0 Parameters”, and input the desired attack
heading and impact angle. You must ensure to check “valid” if you want the
parameters to be utilized. Selecting terminal parameters for the individual Target
point is done by editing the point (right click on the triangle and select “edit route
point”). Scroll across the top of the route editor box to the last option and select “Tgt
Params.” Then select “Term Parameters” and enter the desired heading and angle
along with selecting the ‘valid’ option as appropriate. The last thing to be completed
in JMPS for a JDAM attack is to load the GPS crypto keys. To do this, you must be
running JMPS on a classified hard drive. Insert the PCMCIA card that contains the
current GPS crypto keys. At the bottom of the JMPS AV8 UPC screen you will need
to load the mission to the DSU / AMU as normal, and then select the “GPS Crypto”
option. Then select “Write DSU keys” or “Write Mission card keys” as appropriate.
Your DSU / AMU will now have the required keys to transfer to the JDAM. It is also
now classified and must be handled accordingly.
2. On start up, the jet will recognize the crypto keys on the DSU / AMU and will display
a “classified data” banner across the SDAT page. DTX as usual. Power will
automatically be applied to all JDAM on the aircraft and can be confirmed by noting
the “warm” under the weapon on the stores page. The weapon will conduct the
initial BIT, which takes roughly 2 ½ minutes. The Transfer Alignment process will
begin and the JDAM will transition from “warm” to “DALN-2”, then to “DALN-1” and
eventually to “RDY.” Realize that the weapon may still be in a DALN status by
takeoff time. You should confirm the appropriate target contributors and terminal
parameters were transferred during DTX. To check the terminal parameters, select
the WPN button on the UFC (with the JDAM store selected on the stores page).
Select ODU option 1 (TGPT). The ODU will display T1 through T4. Ensure the

desired target points are colonized and all others are not. You can also confirm the
Fuze time via the WPN button on the UFC. Bravo models (J82B or J83B….FMU-
139 with Mk-122 arming wire) will use 10 seconds arm time. Charlie models (J82C
or J83C….FMU-139 with a FZU-48) will use 20 seconds arm time. To confirm the
terminal parameters for a target point, select the data page and select the desired
target point between the waypoint arrows. Box “WYPT” on the bottom of the Data
page. On the ODU, select TGPT. ODU window 1 will switch to TERM. From there
you can select HDG or ANG and confirm the correct data. ANG should be set for 85
degrees. HDG will not be used at 203 and should be invalidated. Confirm this by
colonizing HDG and the colonizing INV.
3. If the JDAM stores show a weapon fail (WFAIL), select the SMSFF page to confirm
the type of failure. A station bit can be done by selecting SBIT on the stores data
page, moving the asterisk to the desired station and then selecting WBIT. If WBIT is
selected without selecting SBIT, all JDAM on the aircraft will go into BIT mode.
4. Once en route, confirm the status of the weapon. If the weapon is stuck in DALN-2,
it should not be released since the alignment quality is Unsat. If the weapon is in
DALN-1, an alignment maneuver can be accomplished by taking a 30 degree check
turn away from the target, turning to parallel the initial course, and then taking
another 30 degree check turn back to the original flight path. If this does not
upgrade the JDAM to a RDY status, it can still be released in the DALN-1 condition.
Time-of-fall should be maximized to allow the weapon the best chance of acquiring
GPS satellite updates. If the weapon is showing D-GPS, it can be released in an
“INS only” mode. Time-of-fall should be minimized to limit the amount of INS drift
that occurs during weapon time of flight.
5. Select target point 1 as your steer-to-point and designate it. With the JDAM selected
and in A/G master mode, you will get the NIRD circle and associated JDAM
symbology. Deliveries will be flown level at 480 KTAS. Select Terminal Parameters
Enabled or not enabled per the flight brief (toggle between the two via the cage /
uncage switch). Confirm your selection by verifying the “T” or “N” in the HUD and
the correct color of the LAR displayed on the EHSD (green for terminal parameters
enabled, red for terminal parameters off). Once you’ve flown 30 percent into LAR
(verified by the percentage of LAR display below the NIRD circle once in LAR),
press and hold the pickle button until the weapon is released. Remember that
JDAM stores take roughly 1 full second to release from the aircraft (up to 2 seconds
is possible), so ensure the pickle button remains depressed until weapon release.
Make your release call, “MARS 11, ONE AWAY, TIME-OF-FALL XX SECONDS”
(Time-of-fall will be displayed on the HUD in the JDAM data block on the right side
above GPS time once in LAR and until weapon release). Execute a 30 degree
crank in the briefed direction. Lead will conduct the same maneuver and will
maintain the Litening pod on the target until impact to verify the hit. Lead will report
“SPLASH, TERMINATE” once impact occurs.

6. Once the flight is complete, you will need to erase the crypto keys from the DSU. To
accomplish this, select the SDAT page, and select ERSE at the bottom of the page.
You must then colonize “ACPT” in the ODU. The only way to verify that the crypto
keys have been erased is by noting the “classified data” banner being removed from
the SDAT page. The Mission Computer and SMC will automatically dump the crypto
keys upon engine shutdown, but the pilot is responsible for removing them from the
DSU. If you forget to do it, you can accomplish it via JMPS with the classified hard
drive inserted by selecting GPS crypto at the bottom of the AV-8B UPC and
selecting “Erase Crypto Keys.” You must ensure that you do not give the DSU to
maintenance control until the crypto keys have been erased. The crypto keys on the
PCMCIA cards cannot be truly erased; therefore, the cards will remain classified and
will be stored in the safe.
Common Errors:
1. Programming the incorrect coordinates into a target contributor.

2. Failure to select the correct target contributor.
3. Not having Terminal Parameters selected as briefed.
1. Confirm correct coordinates for a preplanned target point via the data page. If Lead
passes you updated coordinates for a target, read back the coordinates directly from
the data page to confirm they were entered correctly.
2. Ensure that the desired target contributor is colonized and that the correct target
point is between the arrows on the EHSD, and that DESG STP is displayed in the
lower left corner of the EHSD.
3. Utilize the cage / uncage switch to select or deselect terminal parameters, and verify
by the “T” or “N” in the HUD and the correct color of the LAR displayed on the
EHSD.
Source Documents: Air NTTP, NATIP

Name: Laser Maverick (LMAV) (Left / Right) Attack
Purpose: To execute an LMAV attack utilizing the standard 20 degree ramp profile.
1. Review the reference lessons and Air NTTP.
Planning:
1. Ingress altitude: 14,000 ft

2. Ingress airspeed: 400 KTAS
3. 20 deg ramp
4. Use LMAV ROT (Air NTTP) to determine profile.
Contracts:
Contracts / Assumptions
Cover Shooter
1. De-confliction 1. Attack
2. Targeting (BHA if supported by an external 2. Target confirmation if able (ARBS)
laser)
3. 1 to 2 NM separation / Z + 1. 3. Tally / blind
4. Visual desired 4. Z altitude
Execution:
1. Review the confidential write up of the LMAV employment in the Air NTTP.
2. The LMAV attack is initiated with a call from the Lead, “MARS 12, LMAV LEFT,
DELAY 1, PRESS” to which Mars 12 replies, “MARS 12, LMAV LEFT, DELAY 1.” At
this point the shooter / cover roles are established. Pass target coordinates early so
they can be entered and read back as required, and the LMAV can center its search
at the target for quick acquisition on the system designation. The attack can be
executed without a system designation; in which case, laser acquisition may be
delayed and IN RNG information for the LMAV will not be available to the shooter.

3. Complete your MWSS checks prior to the IP.
Actions Prior to the IP

Cover Shooter
M Master Arm – verify On and TPOD arm. Master Arm – verify On.
W NA. Verify LMAV selected.
Weapon – RDY.
Quantity (1), fuze delay selected.
S System designation (STP and DESG/STP). System designation – STP, DESG/STP.
Map scale/mode as required Map scale/mode as required.
S TPOD Sensor mode (SSS down x 2). LMAV scan – NAR, if systems DES, HUD, or
AR/PT track (SSS aft) TPOD scan IAW Air wide if no system DES.
NTTP Figure, TPOD Scan Laser code.
WD Zoom 0/NAR Zoom 0 to search UNCAGE at ramp down.
NAR/Zoom 2 when target acquired. LST (NA aircraft) – SSS aft.
Laser code/laser or D&M
HUD DES/TRK DES until captured
4. If at any time during the attack the LMAV seeker loses laser energy it will continue to
scan in the previously selected scan volume. Continue the ramp while attempting to
regain a valid laser lock. If a valid lock is not achieved by Rmin, abort the attack,
cage the seeker head, reset, and re-attack.
Products:
1. LMAV employment time line.
Common Errors:
1. Failure to complete MWSS prior to the IP.

2. Not meeting LMAV employment time line (Air NTTP, Figure, LGB Self (Left/Right)
Attack).
3. Using trigger instead of pickle button to fire weapon.
4. Poor weapons delivery parameters (GPI outside of launch constraint circle, no laser
lock on, outside of optimal launch envelope altitude).
5. Poor expendable use.
6. Incorrect flow off target / flying over target area.
7. Not adhering to contract geometric de-confliction off target.
8. Poor LMAV / laser comm.
1. Plan to complete MWSS checks prior to IP.

2. Verify GPI in launch constraint circle.
3. Fly a precise, disciplined aircraft.
4. Use the course line function on the AMPCD to depict the restricted run-in heading or
zone. Ensure your aircraft remains on the correct side of the course line.
5. Study contracts and visualize / talk through required calls prior to sortie.

6. Execute briefed expendable plan.
7. Pay special attention to briefed contract de-confliction plan off target. Do not blow-
through briefed de-confliction altitude.

Name: Medium Altitude Same Side Attack
Purpose: Day or night section attack used when a restricted run-in heading or zone
is required, degraded section visual mutual support is acceptable, and
time in the target area needs to be minimized.
1. Review the reference lesson and Air NTTP.
Planning:
1. The SPINS for medium altitude same side attacks at VMAT-203 are as follows:
a. Level entry to dive delivery
b. Ingress altitude: Apex altitude for a 30 deg or 45 deg dive delivery
c. Ingress airspeed: 420 KTAS
d. Weapons
i. MK-76, simulating a MK-82 / BSU-86LD / FMU-139 (5.5) / thermally protected
/ blunt nose
e. Calculate PUC by using altitude loss in the dive for the longest stick length in
f. Reactive weaponeering per Air NTTP for hard / med / soft, unitary and area
targets. You will be dropping singles during the flight simulating the reactive
weaponeering.
Contracts:
1. In order for the standard target area attacks to work safely and effectively, each pilot
must adhere strictly to the contracts. For the same side and split attacks, the
contracts are in Air NTTP Figure, Medium-Altitude Same Side Attack, and Figure,
Medium-Altitude Same Split Attack; for the swept attacks, Air NTTP Figure, Swept
Attack; for the lead trail attacks, Air NTTP Figure, Medium-Altitude Lead Trail Attack.

Same Side / Split Attack Contracts
Contracts/Assumptions
Shooter Cover
1. Attack 1. De-confliction
2. TALLY prior to roll-in 2. Mutual Support
3. BLIND post separation 3. BLIND post separation
4. Z altitude 4. Z + 1 altitude
“OFF (DIR)” call when TALLY, at briefed sanctuary altitude, and ready to assume cover role.
Role Swap Implied at Shooter’s “OFF” Call
Cover Shooter
1. Mutual Support 1. Attack
2. TALLY/BLIND 2. TALLY prior to roll-in
3. Z + 1 altitude 3. At Z off target unless visual
2. It is important to have a firm understanding of the concept of shooter / cover and role
swap. The terms shoot and cover define what role each member of the flight is
playing, and role swap defines when those roles change. For the target area tactics
taught at 203, there will always be only one shooter and only one cover with no
overlap of roles. In more advanced attacks, there can be more than one shooter /
cover. Do not confuse shooter / cover with Lead / wingman.
3. The Air NTTP defines the shooter as the member of the flight who employs
ordnance and his responsibilities are to attack the target.
4. The cover is defined as the member of the flight who does not employ ordnance and
is responsible for flight de-confliction and mutual support.
5. Flight de-confliction is fairly self explanatory, do not hit your wingman.
6. Mutual support is a little more complicated. The idea is that when your wingman is
focused on attacking the target, you are looking for threats. Threats can be either
surface-to-air or air-to-air. As cover, you should be scanning your radar (if you have
one) and looking out of the cockpit for bandits, AAA, SAMs, and anything else that
might pose a threat to you or your wingman. If you see a threat, you can alert your
wingman who is probably very focused on his attack and may not be aware of the
threat. While in the MECH stage at 203, consider all threats are in the target area
and to focus you efforts there.
7. Role swap is as it sounds, is a swapping of cover / shooter roles. If the plan is to

attack the target with both aircraft, at some point in the attack the shooter will
become the cover and the cover will become the shooter. The attack contract tables
describe what is required in order for the role swap to safely occur.
8. The term TALLY refers to the target. When you are TALLY, it means that you have
SA of the target / target area. NO JOY means you do not have SA of the target /
target area.

The term VISUAL refers to your wingman. When you are “VISUAL”, it means you
have your wingman in sight. “BLIND" means you do not have your wingman in sight.
Execution:
1. A same side attack is initiated with an attack audible from Lead similar to the
following: “MARS 11 SAME SIDE RIGHT, 4 BY 1 BY 30 MK 82,
INSTANTANEOUS.” To which wing responds, “MARS 12, SAME SIDE RIGHT, 4
BY 1 BY 30, MK 82, INSTANTANEOUS.”
2. The attack commences at the IP with all aircraft MWSS complete, in defensive
combat spread, and at 420 KTAS. At the IP, but no later than 8 NM, wing executes
a separation maneuver and assumes cover responsibilities. The separation
maneuver is a 90-degree hard turn in the direction of the briefed attack (left or right),
with 15 to 20 seconds of wings-level time (medium altitude). This maneuver results
in approximately 30 to 45 seconds of separation. Once planned separation has
occurred, cover may descend to Z altitude. At this point, cover provides non-visual
mutual support by scanning the target area while crosschecking timing, airspeed,
and altitude. With timing complete, cover initiates a hard turn to place the target on
the nose. Six NM from the target, each aircraft offsets 20 degrees in the same
direction as the attack in order to acquire the target and provide mutual support. At
the IP, Lead assumes the shooter role and should make an “IN” call at
approximately the same time cover turns back towards the target area after
completion of the separation maneuver. Post-weapons release, shooter climbs off
target and executes any defensive maneuvers. Passing through sanctuary altitude
the shooter makes an “OFF” call once “TALLY” is regained and cover responsibilities
can be assumed. At this point, roles are swapped with no acknowledgement, as this
is preplanned. Wing is now shooter, Lead is now cover and both flight members
execute a preplanned altitude swap in accordance with their new roles. The shooter
employs his / her weapon via the planned dive delivery maneuver. Cover climbs to
Z + 1 off target and provides mutual support. Off target, the shooter climbs to Z until
“VISUAL” and egresses. Off target, cover is normally at shooter’s 10 or 2 o’clock
position in the direction of the off-target maneuver. Once shooter is “VISUAL” on the
egress, Lead will verbalize “MARS 11, SWAP.” When the “SWAP” is called, Lead
descends to Z altitude and wing climbs to Z + 1. The flight is now ready to
commence another attack with Lead as the shooter, and wing as the cover.
3. Assumptions. Separation occurs at the action point. At that point, cover is TALLY,
but may or may not be “VISUAL.” The shooter, meanwhile, is “TALLY” and “BLIND”
post-separation. An automatic role swap is affected with the shooters “OFF” call.

Products:
1. Z diagrams for tactical 30 deg or 45 deg

2. Reference Air NTTP Figure, Medium-Altitude Same Side Attack, for overlay
Common Errors:
1. Failure to complete appropriate actions at the IP, thus unprepared for shooter role.
2. Wingman executing poor timing / delay maneuver.
3. Not adhering to restricted run-in heading or zone.
4. Wingman spending too much time in the cockpit, not providing the desired level of
mutual support.
5. Improper comm.
6. Poor weapons delivery parameters.
8. Incorrect flow off target.
1. Focus on formation, target mechanics, basic target attack procedures, and actions at
the IP (Air NTTP Table, Actions Prior to the IP).
2. Wingman will take action as briefed / directed by Lead. After rolling out, time the
appropriate wings level portion of the delay using the clock in the HUD. Desired
separation for medium altitude attacks is 30-45 seconds.
4. Balance scan in and out of the cockpit to ensure desired level of mutual support is
maintained and proper start parameters are obtained. Maintain a tally.
6. After assuming shooter role, focus all attention on good start parameters, followed
by solid BCWD procedures. Remember that proper TPA is the cornerstone of reticle
sight bombing techniques.

Name: Medium Altitude Split Attack
Purpose: Day or night altitude section attack when different attack axes are
preferred, degraded section visual mutual support is acceptable, and time
in the target area needs to be minimized.
Planning:
1. The SPINS for medium altitude split side attacks at VMAT-203 are as follows:
d. Weapons
/ blunt nose
f. Reactive Weaponeering per Air NTTP for hard / med / soft, unitary and area
weaponeering.
Contracts:
1. The contracts for the split attack are exactly the same as the same side attack.
Execution:
1. The medium altitude split attack is identical to the same side attack with one primary
difference. This difference is the direction wing turns for the separation maneuver
and the resultant geometry. Wing turns opposite the direction of the audibled attack
(i.e. for a split right, wing actions to the left). All the contracts and in and off target
altitudes are the same as for the same side attack.
2. Assumptions. Separation occurs at the action point. At that point, cover is “TALLY”,
but may or may not be “VISUAL.” The shooter, meanwhile, is “TALLY” and “BLIND”
post-separation. An automatic role swap is affected with the shooters “OFF” call.

Products:

2. Reference Air NTTP Figure, Medium-Altitude Split Attack, for overlay
Common Errors:
mutual support.
4. Improper Comm.
2. Wingman will take action as briefed / directed by Lead. After rolling out, time the
separation for medium altitude attacks is 30-45 seconds.

Name: Medium Altitude Swept Attack
Purpose: Day or night section attack used when a restricted run-in is not required, a
vertical sanctuary exists, and section visual mutual support is desired.
Planning:
1. The SPINS for medium altitude split side attacks at VMAT-203 are as follows:
d. Weapons
/ blunt nose
f. Reactive Weaponeering per Air NTTP for hard / med / soft, unitary and area
weaponeering.
Contracts:
Swept Attack Contracts

Contracts/Assumptions
Shooter Cover
1. Attack 1. De-confliction
2. TALLY prior to roll-in 2. Mutual Support
3. BLIND post roll-in 3. TALLY
4. Z altitude 4. Visual Desired
5. Z + 1,000 feet altitude
6. ACD + 1 NM
Role Swap
“PRESS” directive required after:
“OFF” call (tally and sanctuary).
Must also have one of the following:
One aircraft visual (Lead can call “PRESS” wing can recommend “PRESS”), or > 90 degrees
geographic separation referencing sub-cardinal directions from the target, or 2 NM separation
from attack cone (e.g., “MARS 11, OFF SOUTH, BLIND,” “MARS 12 BLIND, 4 SOUTHWEST”,
“MARS 11, 6 SOUTH, PRESS”, “MARS 12”).
After Role Swap
Cover Shooter
1. De-confliction – climb to Z + 1,000 feet 1. Descent to Z altitude
2. Mutual Support 2. Attack
3. TALLY 3. TALLY / BLIND
4. Visual desired 4. Off target Z altitude until visual

Execution:
1. The contract for the swept attack is much different than that for the same side and
swept attacks. The attack commences at the IP with aircraft in defensive combat
spread, MWSS complete, and 420 KTAS. Initially, Lead assumes the shooter role
with wing as cover. Cover remains in defensive combat spread until shooter rolls in.
At 6 NM, the flight takes an offset in the direction of the attack in order to achieve a
visual look angle into the target area. The roll-in and off-target flow will be opposite
the direction of the offset (e.g., a swept right implies a right offset for a left roll-in and
a left pull off-target). Upon reaching the attack cone, shooter rolls in while cover
provides mutual support by maintaining Z + 1 and ACD + 1 NM with a tally of the
target area. If cover or shooter is “VISUAL”, the role swap will occur automatically
once shooter calls “OFF” on his / her climb up to sanctuary. However, if both
shooter and cover are “BLIND”, greater than 90 degrees of separation around the
attack cone or at least 2 NM of separation (based on distance to the target) is
required for a role swap. The shooter climbs to Z altitude. Cover maintains Z + 1
until the role swap occurs, or if “VISUAL”, cover can descend to Z altitude and close
in to attack cone in order to expedite the attack once the swap occurs. Cover can
audible “RECOMMEND PRESS” if “VISUAL” shooter or cognizant that the criteria
above are met. However, a role swap does not occur until shooter audibles,
“PRESS” and the call is acknowledged by cover. At role swap, the new cover
immediately elevates to Z + 1 while the new shooter descends to Z altitude and
executes the planned delivery maneuver. Off-target, shooter now climbs to Z
altitude looks for cover at Z + 1. Lead should maneuver in order to facilitate the off-
target join-up. Once shooter is “VISUAL” on the egress, Lead will verbalize “MARS
11, SWAP.” When the “SWAP” is called, Lead descends to Z altitude and wing
climbs to Z + 1. The flight is now ready to commence another attack with Lead as
the shooter, and wing as the cover.
2. Assumptions. Cover is “TALLY”, but may or may not be “VISUAL.” The shooter,
meanwhile, is “TALLY” and “BLIND” post roll-in. A role swap is only affected with
the shooter’s “PRESS” call.
Products:

2. Reference Air NTTP Figure, Medium-Altitude Swept Attack, for overlay
Common Errors:
2. Poor position as cover, flying too far inside or outside of the attack cone, or off
briefed altitude, thus not prepared to rapidly transition to the shooter role.
mutual support.
4. Improper communications.

2. Wingman should fly outside of the attack cone, at briefed altitude, in order to
maintain tally and be prepared to rapidly transition to the shooter role when required.

Name: Low Altitude Same Side Attack
Purpose: Day or night section attack used when a restricted run-in heading or zone
is required, degraded section visual mutual support is acceptable, and
time in the target area needs to be minimized.
Planning:
1. Ingress altitude will be the highest of the following conditions:

a. 500’ AGL
b. The ingress altitude the PUI performed the low altitude pop attack with an IP in
the T/AV-B on the low altitude transitions sortie (MECH-1434).
c. The altitude dictated by BASH conditions
d. IP comfort level
2. Ingress airspeed will be 450 KGS.
3. Plan a low altitude 20 deg pop attack to a 10 degree dive delivery.
4. Weapons
a. MK-76, simulating a MK-82 / BSU-86LD / FMU-139 (5.5) / thermally protected /
blunt nose
b. Calculate PUC by using altitude loss in the dive for the longest stick length in
c. Reactive Weaponeering per Air NTTP for hard / med / soft, unitary and area
weaponeering.
Contracts:
1. Target area mechanics will be performed at VMAT-203 using the contracts /

assumptions from Air NTTP 7.3.1.7.6, with the following additions:
a. Shooter and cover will be co-altitude on the ingress, with cover responsible for
de-confliction
b. Shooter will call “OFF” once he is tally and at his egress altitude.
2. The “OFF” call is still required for the role swap to occur.
Execution:
1. Executing the low altitude same side attack is a combination of the medium altitude
same side attack and the low altitude pop attack. The attack geometry works

exactly the same low as it does high, the track across the ground should be no
different; i.e. the overlays should look the same with the exception of the ACD. The
big difference is that each aircraft will be conducting a pop attack to the attack cone.
2. IP inbound, the flight should be in low altitude defensive combat spread (co-altitude),
450 KGS, with LAT and MWSS checks complete. At 8 NM, wing performs his action
in the direction of the attack. This action will require a slight climb to ensure de-
confliction with Lead. When rolled out on a heading perpendicular to the attack,
wing begins his timing and starts a descent back to the ingress altitude using small
descent rules. Because the ingress airspeeds are faster on the low altitude attacks,
it will not require the full 20 seconds to achieve the desired separation. After about
12-15 seconds outbound, begin your full power 4 G turn inbound. It may be
necessary to reduce power to maintain airspeed once in the turn. Out of the turn the
target should be off the nose. At this point, follow your low altitude pop procedures.
Prior to tipping in, the role swap needs to occur with shooters “OFF” call.
3. Off target, Lead will recover at the ingress altitude and the PUI will perform a 20°
straight oblique jink and recovery at ingress altitude +500’ until both the Lead and
the student are visual. The off target plan should also incorporate the use of terrain
to provide cover from threats. The off target plan must be briefed in detail and
thoroughly understood by all aircrew.
Products:
1. Z diagrams for a low altitude 20 deg pop to a 10 deg delivery

2. Reference Air NTTP 7.3.1.7.6 for overlay
Common Errors:

2. Poor turn technique.
3. Poor cockpit task management.
4. Improper Comm.
7. Target fixation.
10. Violating LAT rules of conduct.
1. Wingman will take action as briefed / directed by Lead. After rolling out time the
separation for low altitude attacks is 30-45 seconds.

2. Execute proper low altitude turn techniques. There is no mission cross check time in
a turn. Adhere to LAT ROC.
3. Properly prioritize cockpit task management per LAT training.
5. After separation maneuver, focus on solid pop-up parameters, leading to good start
parameters, followed by solid BCWD procedures. Remember that proper TPA is the
cornerstone of reticle sight bombing techniques.
7. Do not fixate on the target.
8. Pay special attention to briefed contract de-confliction plan off target. Off target de-
confliction will be achieved via altitude contracts. Do not descend below briefed de-
confliction altitude until cleared by Lead.

Name: Low Altitude Split Attack
Purpose: Day or night low altitude section attack when different attack axes are
preferred, degraded section visual mutual support is acceptable, and time
in the target area needs to be minimized.
Planning:
1. Ingress altitude will be the highest of the following conditions:

a. 500’ AGL
b. The ingress altitude the PUI performed the low altitude pop attack with an IP in
the T/AV-B on the low altitude transitions sortie (MECH-1434).
c. The altitude dictated by BASH conditions
d. IP comfort level
2. Ingress airspeed will be 450 KGS.
3. Plan a low altitude 20 deg pop attack to a 10 degree dive delivery.
4. Weapons
a. MK-76, simulating a MK-82 / BSU-86LD / FMU-139 (5.5) / thermally protected /
blunt nose
b. Calculate PUC by using altitude loss in the dive for the longest stick length in
c. Reactive Weaponeering per Air NTTP for hard / med / soft, unitary and area
weaponeering.
Contracts:
1. Target area mechanics will be performed at VMAT-203 using the contracts /

assumptions from Air NTTP 7.3.1.7.6, with the following additions:
a. Shooter and Cover will be co-altitude on the ingress, with cover responsible for
de-confliction
b. Shooter will call “OFF” once he is tally and at his egress altitude.
2. The “OFF” call is still required for the role swap to occur.
Execution:
1. Executing the low altitude split attack is a combination of the medium altitude same
split attack and the low altitude pop attack. The attack geometry works exactly the

same low as it does high, the track across the ground should be no different. The
overlays should look the same with the exception of the ACD. The big difference is
that each aircraft will be conducting a pop attack to the attack cone.
2. IP inbound, the flight should be in low altitude defensive combat spread (co-altitude),
450 KGS, with LAT and MWSS checks complete. At 8 NM, wing performs his action
in the opposite direction of the attack. This action will require a slight climb to
ensure de-confliction with Lead. When rolled out on a heading perpendicular to the
attack, wing begins his timing and starts a descent back to the ingress altitude using
small descent rules. Because the ingress airspeeds are faster on the low altitude
attacks, it will not require the full 20 seconds to achieve the desired separation.
After about 12-15 seconds outbound, begin your full power 4 G turn inbound. It may
be necessary to reduce power to maintain airspeed once in the turn. Out of the turn
the target should be off the nose. At this point, follow your low altitude pop
procedures. Prior to tipping in, the role swap needs to occur with shooters “OFF”
call.
3. Off target, Lead will recover at the ingress altitude and the PUI will perform a 20°
straight oblique jink and recovery at ingress altitude +500’ until both the Lead and
the student are visual. The off target plan should also incorporate the use of terrain
to provide cover from threats. The off target plan must be briefed in detail and
thoroughly understood by all aircrew.
Products:
1. Z diagrams for a low altitude 20 deg pop to a 10 deg delivery

2. Reference Air NTTP Figure, Medium-Altitude Split Attack, for overlay
Common Errors:

2. Poor turn technique.
3. Wingman initiating “action” in wrong direction.
4. Poor cockpit task management.
5. Improper communications.
8. Target fixation.
1. Wingman will take action as briefed / directed by Lead. After rolling out time the
separation for low altitude attacks is 30-45 sec.

2. Execute proper low altitude turn techniques. There is no mission cross check time in
a turn. Adhere to LAT ROC.
3. Ensure turn in proper action is taken. Remember that the wingman goes opposite
the direction of the briefed flow (ex: split left – wingman action taken to the right).
4. Properly prioritize cockpit task management per LAT training.
6. After separation maneuver, focus on solid pop-up parameters, leading to good start
parameters, followed by solid BCWD procedures. Remember that proper TPA is the
cornerstone of reticle sight bombing techniques.
8. Do not fixate on the target.
9. Pay special attention to briefed contract de-confliction plan off target. Off target de-
confliction will be achieved via altitude contracts. Do not descend below briefed de-
confliction altitude until cleared by Lead.

Close Air Support Stage
Name: Plan a CAS Mission
Purpose: To thoroughly prepare for close air support missions. Consideration will
be given to threat counter-tactics, weather, terrain, and ordnance delivery.
CAS planning will be conducted in the CAS planning labs under IP
supervision.
1. During your planning lab you will be given a handout that will include an ATO,
SPINS, and general description of the flight requirements.
2. Review the stage readings to include JP 3-09.3, NATIP, Air NTTP.
3. Planning should be executed in a logical and sequential manner to ensure that all
planning factors are adequately addressed. The Joint Publication for the Application
of Firepower (JFIRE) contains a standardized mission planning checklist. Utilize this
checklist during your CAS planning lab to ensure thorough preparation.
4. Specific considerations for CAS planning at 203 include the following:
a. UTM datum. WGS-84 is the JPUB standard and should be utilized for both Yuma
and Cherry Point execution.
b. Your target area study should be extremely thorough. Utilize JMPS and 1: 50,000
maps to develop an intimate familiarity with the target area. The likely target area
should be plotted on a map along with all pertinent FSCMs in order to allow for
discussion during the brief. Tactical size targets are difficult to see, familiarity with
the big picture will allow for expeditious funneling of available sensors and a
higher probability of target acquisition. Additionally, geographic references that
are associated with control measures should be identified and discussed to aid in
de-confliction. When PGMs are going to be utilized, be sure to plot laser to target
lines, LARs and anticipated ballistic release points to ensure compliance with
range restrictions and other FSCMs This will aid in the development of a
gameplan prior to execution. Additionally, be familiar with the mean target area
elevation so that you understand how your Z-diagram will apply to varying target
elevations.
c. The CP / IP architecture should be included in the JMPS mission plan in its
entirety. Utilize both overlay 1 and 2 so that all information is visible to the
aircrew.
d. Include the effects of weather from the very beginning stages of your planning. Z-
diagrams should account for weather contingencies and additionally target
acquisition affects of various conditions should be discussed. Winds will have a
definite impact on the effectiveness of the mark and should be considered both in
planning and execution.
AV-8B FSG Ver.3.0 CAS 14 - 1

e. Detailed weaponeering is key to success. As mentioned, have redundant z-
diagrams but more importantly, know them cold to include the PUC and LAW and
how the target elevation will affect them. Dudded ordnance is not a mission
success.
Common Errors:
1. Insufficient chart, imagery, and doctrine study.

2. Insufficient attention to environmental conditions in planning (sun, moon, winds,
clouds, etc).
3. Inadequate Threat Counter-tactics game-plan.
4. Improper reactive weaponeering plan.
5. Not understanding HUD Mil relationship for FAC corrections.
6. No overlays of standard attacks.
7. Not understanding how to properly input data into aircraft systems.
Corrections for Errors and Amplifying Procedures:
1. Start planning with the target and target area in mind. Prepare charts per Air NTTP.
Maximize chart and imagery study before and during the brief.
2. Take environmental conditions into account in planning. Know environmental effects
on adaptive roll-in technique and target acquisition.
3. Ensure all aspects of the plan include considerations for the threat.
4. Weaponeering should be based off reactive weaponeering, not deliberate plan.
5. Correlate FAC corrections to HUD symbology (HUD symbology mil size from NATIP)
Utilize pre-flight preparation of imagery and target attack overlays to visualize
corrections from various final attack headings.
Source Documents: JP 3-09.3, NATIP, Air NTTP, DPA Courseware

Name: Combat Holding
Purpose: To hold in elements from section up to division at an assigned airspace

control point in a manner to balance tactical requirements with fuel
efficiency. Consideration should be given to sensor management.
1. Review the reference Air NTTP

2. Day section holding formation is either defensive combat spread or fighter wing.
Flight Leads will provide a detailed brief on holding procedures during the execution
phase of the specific sortie brief. At 203, fighter wing is commonly used due to the
fact that it lowers the work load while managing cockpit tasks and maintaining
formation.
3. Holding airspeed should be 300 KCAS simulating a low threat environment under
20,000 ft. Another technique that may be briefed is holding at a particular fuel flow.
This will vary based on aircraft gross weight, holding altitude and ordnance loadout.
If CAS is briefed for holding, consideration should be given to calculating the 300
KCAS to TAS conversion at a particular holding altitude as you will be holding in the
A/G master mode.
4. Racetrack holding pattern perpendicular to the threat / target area is often utilized at
VMAT-203 in order to optimize the opportunity to look into the target area and build
situational awareness. Remember, the holding formation and location must be in
compliance with assigned instructions, pertinent coordinating measures and range
restrictions.
5. Ensure that you comply with briefed responsibilities while in holding. Do not fixate on
position keeping and task management. The flight Lead is responsible for comm.
External to the section, managing navigation and attack timing control. Dash 2 is
responsible for lookout and de-confliction. Build this into your task management
timing control so that you complete the CAS syllabus with not only solid system
management and CAS procedures, but a solid foundation as a wingman.
6. Take the opportunity to quickly set your cockpit for receipt of the 9-line immediately
after you are established in holding. Ensure that your CAS page is ready for data
input and that your Tacadmin checks are otherwise complete. Notify your flight Lead
as soon as you are ready and able to receive a 9-line.
Common Errors:
1. Not orienting the formation to maximize available sensors.

2. Poor basic air work in holding (airspeed, altitude and position keeping).
3. Holding in incorrect master mode.
1. Ensure a detailed holding plan is briefed referencing CP / IP architecture per the

SPINS. Formulate a gameplan to request from the air officer or FAC if the holding

instructions do not optimize available sensors. Be sure to account for identified
threat envelopes and applicable FSCMs that may be in effect. Make every effort to
reference available imagery while in the holding stack in order to build SA and
correlate target location with information the FAC is providing prior to beginning your
weapons employment timeline.
2. Poor basic airwork can be mitigated through an active mission crosscheck scan.
Flight Leads will brief holding parameters. (Alt, formation, airspeed, etc.) Utilize
these parameters as a baseline when correcting for position errors. Accomplish
required mission tasks in small increments, crosschecking aerodynamic and vector
control as you would while operating at low altitude. AFC is an effective tool to utilize
to minimize the workload during this process.
3. Selecting air-to-ground master mode is considered part of the “fencing in” process.
Understand that once you are established in holding you may be called upon to
deliver ordnance in a very short period of time. Strive to develop disciplined habit
patterns so that prior to being established in holding, all of your administrative and
tactical checklists are completed.

Name: Close Air Support Threat Considerations
Purpose: To avoid or counter surface-to-air threats.
1. Review the MAWTS ASP reference lecture; Air NTTP.

2. Threat counter tactics for every enemy weapon system defined on a particular sortie
within the FSG will be briefed thoroughly.
Common Errors:
1. Not using established TACAIR / AV-8B surface-to-air countertactics.

2. Not including threat reaction fuel in planning.
3. Not planning for flight de-confliction during threat reaction.
4. Poor threat reaction Comm.
1. Adhere to counter-tactics planning considerations, timelines, maneuvers and de-

confliction gameplans introduced in TCT stage. The brief is where the TCT
gameplan is delineated. Identify key decision points based on the SPINS and known
threats and memorize how you will respond to any contingencies at these various
points in the weapons employment timeline that starts as you depart the IP.,
2. Utilize Air NTTP to formulate a fuel plan. Per the Air NTTP, Tiger fuel should
account for two minutes of sustained maneuvering at max fuel flow to support threat
counter tactics in order to “fight into a target area, kill it, and disengage.” This should
be in addition to JMPS derived fuel to proceed from the holding stack, through the
IP, to the target area and egress to the ECP at anticipated operating speeds.
3. Care must be taken to ensure energy is not needlessly depleted to the point that the
aircraft is unable to effectively react to employed threat. Continually reference IMN to
ensure that maneuvering energy remains on the aircraft. Though not executed at the
FRS, consideration must be given to jettison criteria during threat reaction.
Reference Air NTTP for some rules of thumb.
4. Utilize Multi-service Air-Air, Air-Surface, Surface-Air Brevity Codes (ALSA) comm.
when reacting to threats. Chair-fly various
Source Documents: JP 3-09.3, Air NTTP,

MCRP 3-25B Multi-service Air-Air,
Air-Surface, Surface-Air Brevity Codes (ALSA).

Name: CAS Check in Brief
Purpose: To exchange vital information between pilot and terminal controller.
1. CAS check in brief is per Air NTTP and JCAS-3-09.3.

2. CAS check in communication flow will simulate check in with the direct air support
center (DASC) and then a push to a tactical air direction (TAD) frequency. Aircraft
checking in with the DASC will report, “UP AS FRAGGED.” Once the DASC passes
the section to the TAD frequency the flight Lead will give the “CMNPOP” close air
support check-in brief to the forward air controller (FAC).
3. C – Callsign
4. M - Mission number
5. N – Number and type of Aircraft
6. P – Position and altitude
7. O – Ordnance (include weapon laser code)
8. P – Playtime (time on station)
9. Abort code – At VMAT-203 we will always just say “ABORT” instead of Comm
brevity.
Common Errors:
1. Not giving timely information in proper format. The format is “CMNPOP.” Callsign,
mission number, number of aircraft, position, ordnance and playtime- meaning time
on station. What is not part of this memory aid but must also be included is the abort
code as well as any remarks and/or special equipment / capabilities that the aircraft /
aircrew possess. Examples of details in the remarks could be the fact that a
targeting pod is being carried, LGB laser code or that the aircrew is a FAC (A). More
detailed examples can be found in the JCAS pub.
1. As a governing document for one of our primary missions, the JP 3-09.3 must be
read and thoroughly understood by all aircrew. In particular, the chapter on
execution.
2. Follow the CMNPOP template with all FACs. Understand that the FAC you are
checking in with in the real world may be operating in an austere location with little or
no access to the ATO. Do not simply tell him that you are checking in “AS
FRAGGED” as he may not know what the ATO called for, and more importantly may
only have a small period of time to make an appropriate weapon to target match
based on the threat or even collateral damage considerations. They will be using the
specific info that you provide them at check in to formulate their gameplan for target
prosecution and there is little time to be wasted asking questions for clarification.
Source Documents: JP 3-09.3, Air NTTP

Name: CAS Brief (9-line Format)
Purpose: To copy a CAS brief and set up aircraft systems to arrive on time via
planned routing with desired weapon program.
1. Review JP 3-09.3, NATIP,

2. JCAS 9-line format:
i. IP
ii. Heading (degrees magnetic from the IP to the target
iii. Distance (NM and tenths of nautical miles from IP to target)
iv. Target elevation (Feet MSL)
v. Target description
vi. Target location
vii. Mark
viii. Friendly location (Cardinal direction and distance in meters given)
ix. Egress instructions
*JP 3-09.3 requires that all readbacks of information from line 4 and 6 must come
directly from the system. This is to mitigate potential errors that may be a result
of data input.
Common Errors:
1. Incorrect systems set-up prior to copying CAS brief.

2. Copying CAS brief incorrectly.
3. Not using proper waypoint DATUM.
4. Incorrect data entry into system.
5. Not cross-referencing lines 2 and 3 of the 9-line brief against the system defined
bearing and distance to the target.
6. Not executing JP 3-09.3 read-back requirements directly from the system. (CAS
page)
7. Poor holding while copying and processing CAS brief.
8. Not applying reactive weaponeering matrix.
9. No target attack audible.
10. Not soliciting “Amplifying Remarks” from the FAC.
1. Reference the Air NTTP for appropriate aircraft systems set-up.

2. Carefully enter the 9-line information directly into the CAS page or copy the 9-line to
a kneeboard card. Strive to be able to enter information directly into the system-
apply lessons learned from in-ability to do so to subsequent sorties.

3. Ensure you are operating in the same datum as the FAC upon check-in. WGS-84 is
the JPUB standard. Ensure mission planning is done in accordance with this
standard.
4. Carefully cross check information you enter against information the FAC provided.
Often the FAC derives 9-line information on a 1:50,000 MAP or from a digital system
under austere conditions. Recognize that there may be minor differences based on
the fact that he is using tools he has available and the precision may not be equal to
that of the CAS page.
5. JP 3-09.3 requires that all readbacks of information from line 4 and 6 must
come directly from the system. This is to mitigate potential errors that may be
a result of data input.
6. Further cross check information inter-flight via the “ALPHA” check as described in
the Air NTTP.
7. Plot target coordinates on 1:50,000 chart and perform correlation between what the
data page is showing, the map indicates and the FAC description.
8. Practice disciplined holding to enable yourself and your wingman to maximize the
ability to complete mission critical cockpit tasking. Be on briefed heading, at briefed
airspeed and perform correct turns.
9. Apply weaponeering matrix to briefed target sets and audible the planned target
attack.
10. After complete with data entry query the FAC for “amplifying remarks” in order to
continue to build target SA.
Source Documents: JP 3-09.3, NATIP, Air NTTP

Name: Attack Preparation Checklist (MASAWPT)
Purpose: To ensure all flight members have plotted correct target location,
Apply correct reactive weaponeering, timing, and that the target location
has been correlated through all available information.
1. Review the reference lesson; Air NTTP

2. Air NTTP attack preparation checklist:
a. Alpha check
b. Systems check
c. Attack and weapons audible
d. Push time
e. Target plot
Common Errors:
1. Incorrect data entry into system.

2. Not applying reactive weaponeering matrix.
3. Not plotting target on 1:50,000 chart and comparing to DATA page or TAMMAC as
available.
1. Carefully enter the 9-line information directly into the CAS page
2. Apply weaponeering matrix to briefed target sets and audible the planned target
attack. Program an initial systems setup as part of CWAIVER checks based on flight
Lead guidance or pre-flight intel assessment. The flight Lead will modify the reactive
weaponeering or PGM profile as necessary based on the FAC request, destruction
criteria, collateral damage estimate or available ordnance.
3. Plot target coordinates on 1:50,000 chart and perform quick chart study in the
cockpit. Compare this location to the target location depicted on the data page after
use is boxed, as well as TAMMAC if available. The goal is to correlate the target
location with amplifying information provided by FAC. This will increase the
probability of visually acquiring the target for conventional weapons delivery.

Name: CAS Communications
Purpose: To clearly transfer information between an aircraft and a terminal

controller to coordinate target attacks and provide additional situational
awareness as available.
1. Review JP 3-09.3, Air NTTP; MCRP 3-25B Multi-service Air-Air, Air-Surface;

Surface-Air Brevity Codes (ALSA).
2. The term “TALLY” signifies that you have the specific target in sight. Conversely, the
term “NO JOY” indicates that you do not see the specified target.
3. The term “VISUAL” signifies that the friendly forces are in sight. “BLIND” indicates
that they are not.
4. The term “CONTACT” will be used to convey that you see a specified reference
point.
5. A singular “MARS XX IN FROM THE (cardinal direction)” at roll-in.
Common Errors:
1. Incorrectly interchanging “TALLY / NO JOY” and “VISUAL / BLIND” calls.

2. Using the term “TALLY” for a reference point.
3. Not using sub-cardinal directions with “IN” call.
4. Descriptive COMM after “IN” call.
5. Making “OFF” calls prior to meeting briefed criteria.
1. Use the terms “TALLY” and “NO JOY” for the target “VISUAL” and “BLIND” to
reference friendly forces. Criteria for each of these are delineated in the Air NTTP. If
there is any confusion clarify the terms in the brief with your flight Lead. Incorrect
language used during the flight can detract from everyone’s situational awareness
and potentially result in an abort be directed from the FAC. It is imperative that
accurate terminology be used.
2. Use the term “CONTACT” for reference points that are utilized by the FAC during the
target area talk on or as part of any amplifying information that they pass. If you are
referencing the point on imagery be sure to indicate that to the FAC and strive to
visually acquire the reference point as soon as able.
3. Make “IN” call with direction, based on sub-cardinal headings, just prior to initiating
roll-in. Utilize preflight study of standard target area attacks to have an idea of what
cardinal heading you may be rolling in from based on CP / IP architecture or
preplanned 9-lines.. In the aircraft, utilize the “centered” function of the EHSD to
reference a direction just prior to roll in. An accurate “IN CALL” can be the difference
between getting approval for weapons release and being told to abort during CAS
under type 1 control. The FAC has a very short period of time to visually acquire
your aircraft so it is imperative you are accurate with your in call.

4. Once you have rolled in and your nose is pointed at the target area, await further
instructions from the terminal controller (i.e. “CLEARED HOT” or “ABORT”). Make a
single “IN CALL” and wait for weapons release approval or the abort directive.
Subsequent calls may step on the FAC speaking.
Source Documents: JP 3-09.3, NATIP, Air NTTP,

MCRP 3-25B Multi-service Air-Air, Air-Surface,
Surface-Air Brevity Codes (ALSA)

Name: CAS Systems Management
Purpose: To set up aircraft systems for CAS data entry, and facilitate navigation,
target acquisition and weapons delivery.
1. Review the reference lecture; NATIP; Air NTTP

2. 9-line data entry and specific considerations are as follows:
a. Ensure that your CAS page is called up. Save any 9-line information that is
displayed if it is not going to be utilized. Be sure that you verify that the asterisk is
adjacent to line 1. The up or down arrow can be utilized to change the location of
the cursor. “UP” or “DOWN”, when displayed are utilized to alter specific
information on the line adjacent to the asterisk.
i. IP. This is the IP that you will be routed through on your way to the target. The
MC cannot accept text entry into this line so you must select the appropriate
waypoint from your mission plan based on its corresponding number. Once
you have selected the correct waypoint and hit “enter”, the selected
waypoint name will be displayed next to line 1. Waypoint names must be
entered into the MC via the DSU or AMU during the mission planning
process.
ii. Heading. There are two fields displayed for data entry on this line. The first is
the magnetic direction from the IP to the target. The second is the MC
calculated bearing. These two fields should be roughly similar. Additionally,
if an offset has been identified by the FAC, you can enter a direction via the
ODU, either left or right. Note that this must be done prior to entering the
numerical value of the heading on the UFC.
iii. Distance. Again, two fields are displayed on this line. The first is the FAC
provided distance in NM and tenths of NM provided by the FAC. This is the
number you enter via the UFC. The second data field contains the MC
computed distance from the IP to the TGT. Again, these should be roughly
similar.
iv. Elevation. Utilize the UFC to enter the target elevation provided by the FAC.
This standard is Mean Sea Level. (MSL)
v. Description. This line allows for a text entry of the target description.
Additionally, the “UP” and “DOWN” arrows allow the pilot to scroll through a
series of target descriptions loaded in the mission computer.
vi. Location. Enter the UTM coordinate provided by the FAC. This line accepts
up to 10 digit coordinates. Be sure to ensure that you are using the correct
1:100.000 grid zone identifier. The ODU will be energized with options that
are available from the mission computer. If you desire to enter LAT / LONG,
utilize the “UP” and “DOWN” arrows to change the format for data entry.
Additionally, if desired you can select POI via the “UP” and “DOWN” arrows
to transfer a previously stored waypoint, mark point, target point of MTC
from the LPOD. At VMAT-203 you will enter a 6 to 10 digit UTM as the
target location.

vii. Mark. This line allows for entry of the mark type.
viii. Friendly location. You can enter friendly location in relation to the target by
utilizing the sub-cardinal capability of the UFC (North being the #1 etc) and
a distance in hundreds of meters. Data entered in this line will be
geographically displayed in the HUD via the “rake” and should be
referenced during the attack.
ix. Egress. This line allows for egress data entry. Similar to line 1, the CP that
is to be utilized for egress must be identified via its waypoint number as
stored in the mission computer.
b. Line 14 allows for entry of the TOT as requested by the FAC / JTAC. Enter this
information via the UFC. An accurate time HACK should be conducted in the
brief and validated by referencing GPS time in the aircraft. GPS time is assumed
and an inability to operate this way must be identified to the FAC / JTAC.
3. Once data entry is complete, select the “USE” option via pushbutton. The ODU will
be energized with TGT, ensure that you are entering zero which will command the
target to be an offset of the selected IP.
Common Errors:
1. Failure to select A/G master mode after data entry, thus referencing CAS vice TAS
for airspeed.
2. Performing “ALPHA CHECK” to IP, vice the target.
3. Poor cockpit management to include card set up, map and waypoint availability.
4. Incorrect DATUM for IP and thus target.
5. Failure to plot target on 1:50,000 chart.
6. Performing “System Speed” checks with IP designated.
7. Poor formation work while performing cockpit tasks.
8. Failure to use sensors for target acquisition.
9. Blindly following command speed time.
1. A/G master mode selection should be completed as part of the Tacadmin checks
while entering the target area.
2. Ensure waypoint offset is selected (target) for “ALPHA CHECK” vice the waypoint
(IP).
3. Cockpit setup should be IAW Air NTTP. Flight Leads will brief deviations from the
standard. Ensure that your cockpit is ready to receive data input as soon as you are
established in assigned holding. When the CAS page is selected, ensure you know
exactly where the asterisk is prior to data entry.
4. Ensure all waypoints are programmed into the DSU in the briefed DATUM. Per the
JPUB, WGS-84 is the standard datum and should be planned for unless otherwise
identified in the SPINs or on a JTAR from the FAC.
5. After systems checks, plot target on 1:50,000 chart.

6. Save all CAS missions using the “SAVE” option on the CAS page.
7. Ensure appropriate ingress routing is selected and that no waypoints are designated
for “System Speed” check.
8. Use waypoint designation, ARBS, FLIR and other available sensors to aid in target
acquisition. Do not forget that your eyes are an available sensor. Strive to look into
the target area as soon as you are able. Realistically, this habit pattern is essential
to acquire the target area, and provide the mutual support that you are obligated to,
per the section contracts in the Air NTTP.
9. Crosscheck command speed time against real time and distance to go.

Name: CAS Ingress
Purpose: To push at the proper time, ingress to the target per routing instructions,
and deliver ordnance on-time-on-target.
1. Review the reference lecture; Air NTTP

2. After the completion of data entry and the exchange of amplifying information with
the FAC / JTAC, the section will at the prescribed time, begin its weapons
employment timeline by flowing through the IP and proceeding toward the target
area.
3. During this time, it is imperative that all aircrew have completed all actions
necessary prior to the IP: MWSS checks
a. Verify master arm on, and TPOD armed if applicable
b. Verify weapons selected and programmed
c. Systems
i. System designation verified
ii. H/VPE error checked
iii. Map scale / mode selected
d. Sensors
i. HAT source selected
ii. Sensor selected (TPOD or other as available)
4. While flowing through the IP it is necessary for the section to transition to the
appropriate formation to support the attack profile delineated in the attack and
weapons audible. If holding in fighter wing, be sure to transition to DCS prior to the
action point so that the geometry is correct to facilitate desired separation. At this
point in the weapons employment timeline, the roles of the aircraft are IAW the
standard target area attack templates, the shooter is focused on target acquisition
and the cover aircraft is responsible for de-confliction and mutual support. Anticipate
that the speed of the section will increase the briefed ingress speed to comply with
the TOT as requested by the FAC
5. All aircrew need to maneuver their aircraft to the parameters specified on the Z-
diagram in order to ensure that you are in a position to release accurate, fuzed
ordnance on the target on your first pass. Utilize mission crosscheck time to ensure
that you are managing critical tasks, but not disregarding the requirement to
maneuver the aircraft to a successful start on the attack cone or a position where a
safe, effective adaptive roll in can be initiated.
Common Errors:
1. Leaving holding late, resulting in a late arrival in the target area.

2. Leaving holding early, resulting in a slow ingress or an early arrival in the target
area.

3. Poor airspeed control on ingress.
4. Making large airspeed corrections in reaction to large CST fluctuations inside 12
miles.
5. Not following briefed routing.
6. Failure to conduct appropriate actions at the IP.
7. Failure to achieve good start parameters.
1. Ensure A/G master mode is selected as part of Tacadmin checks conducted while
entering holding.
2. Use CS/T function and back it up with simple math (420 KGS = 7 miles per minute)
to forecast push time. Reference Air NTTP for CS/T that will result in correct ingress
airspeeds.
3. If you do begin your ingress early, correct by making a pump maneuver to allow the
required ingress airspeed to increase prior to continuing. Do not fly a slower ingress
to account for poor timing. This will ensure that you maintain airspeed necessary for
threat reaction if required.
4. Scan airspeed and CS/T required airspeed on ingress. Once inside 12 NM to target,
ensure referencing “time-to-go” to target, vice CS/T.
5. Adhere to briefed routing. This is imperative to ensure de-confliction with active gun
target lines or other aircraft operating in the target area. Any deviations to routing
must be cleared with the FAC or air officer to ensure they can be conducted safely
IAW applicable FSCMs.

Name: Type 1 Control
Purpose: Execute Air NTTP standard attacks (same side or split) in support of
(ISO) FAC or FAC (A) from medium or low alt, IAW JCAS Type I
requirements.
1. Review JP 3-09.3, Air NTTP;

2. Type 1 control is defined in the JCAS pub as follows:
a. “Type 1 control is used when the JTAC must visually acquire the attacking
aircraft and the target for each attack. Analysis of attacking aircraft geometry is
required to reduce the risk of the attack affecting friendly forces.
Common Errors:
1. Improper separation maneuver.

2. Poor BCWD
3. Dropping without “CLEARED HOT” call.
4. Improper corrections from mark.
1. Adhere to timing per Air NTTP.

2. Ensure pre-briefed start parameters are achieved prior to roll in. Proper BCWD is
essential to first pass success as it optimizes the chances of accurate, fuzed
ordnance being delivered on target. Re-attacks increase the chances of surface to
air fires targeting the aircraft and should be avoided unless absolutely necessary.
Most importantly, a “CLEARED HOT” call is required for weapons release. Chair-fly
your BCWD so that it is second nature. At roll in, you need to be focused on visually
acquiring the target and communicating. BCWD needs to be second nature at this
point.
3. Do not touch bomb pickle button until “CLEARED HOT” call is broadcast.
4. Ensure orientation with cardinal direction prior to applying corrections. Utilize the
SKYVIEW function of JMPS prior to flight to see the target area from the perspective
of both roll in and check point altitudes from different azimuths. Know what the
cardinal headings are from these different perspectives so that appropriate
corrections can be applied if required.

Name: Type 2 Control
Purpose: Employ ordnance ISO FAC or FAC (A) IAW JCAS Type II requirements.
1. Review JP 3-09.3, Air NTTP;

2. Type 2 control is defined in the JCAS pub as follows:
Type 2 control is used when the JTAC requires control of individual attacks and any
or all of the following conditions exist.
a. JTAC is unable to visually acquire the attacking aircraft at weapons release.
b. JTAC is unable to visually acquire the target.
c. The attacking aircraft is unable to acquire the mark / target prior to weapons
release.
Common Errors:
1. Flying improper airspeeds / altitude for ballistic release point.

2. Dropping without a “CAPTURED” call from designating platform or the appropriate
ground controller.
3. Dropping without a “CLEARED HOT” call.
1. Ensure pre-briefed parameters are flown all the way to weapon release. Preflight
preparation should include building a detailed familiarity with the BRP, LAR and
EOTDA products. Review the Air NTTP and applicable PGM in-flight guides to be
familiar with various employment rules of thumb in the event that conditions require
a deviation from planned attack geometry.
2. For GBU deliveries, ensure “CAPTURED” call is broadcast prior to weapons release
if necessary. If utilizing a ground based laser, ensure that the ground controller
knows time of fall for the weapon. This allows him to economically employ his laser
while ensuring adequate opportunity for the weapon to acquire the laser energy and
accurately guide to the intended target.
3. Do not touch bomb pickle button until “CLEARED HOT” call is broadcast. Often
times a FAC will request an “IN WITH HEADING CALL.” As a measure to ensure
compliance with assigned restrictions. Remember, despite the range from the target
that weapons employment timelines for PGMs occur, it means nothing without a
release authorization from the FAC. Allow adequate time between your call and
ballistic release point for the FAC to communicate with you.

Name: Mission Reporting
Purpose: To report mission results to the command and control structure for tactical
decision making.
1. Procedures are in accordance with JP 3-09.3, and Air NTTP.

2. The template from joint publications is as follows:
3. Communications throughout the battle space is of utmost importance to the

commander as well as to other aircraft and ground troops fighting the battle. It is
important to report as quickly and accurately as possible type, location, number,
disposition, perceived intent and BDA of targets detected and / or prosecuted in any
mission. This usually happens in the “Return to Force” (RTF) phase of flight.
INFLTREP format is the preferred means of mission reporting. More precise
mission reporting will be conducted after landing. INFLTREP format is in your Brief
4 slot.
Common Errors:
1. Not doing mission report.

2. Giving inaccurate information in INFLTREP.
3. Not using INFLTREP format for mission report.
1. Build habits to provide mission reports during the RTF phase of all OAS sorties both
training and actual. Accurate IFREPS are integral to the targeting cycle that
contributes to the ATO. If you destroy a target it is essential to let the DASC know so
that other assets are not dedicated when not necessary. By the same token, be
accurate in your assessments when additional targeting is necessary.
2. Be very careful to give accurate information in the mission report. Be particularly
careful passing information using encryption and / or code words.
3. Have a card (loaded in the DSU and on your kneeboard) with the INFLTREP format
for quick reference. Practice using INFLTREP format during training.


Air Interdiction Stage
Name: Air Interdiction
Purpose: AI missions are flown against targets whose locations are known in
advance and usually involve the employment of large strike packages
against enemy infrastructure such as bases, runways, C3 nodes, bridges,
railways, lines of communication, and so forth.
1. AI employment: An AI force, or strike package, varies in size and composition as

required to accomplish the commander’s intent. There are two basic employment
options to consider when an air threat is expected: force concentration and defense
in depth.
Follow on information is classified and can be found in Air NTTP. Ideally the Air
Interdiction will have the following:
Assets Threats
SEAD Threat emitters
Sweepers (Blue Air) Adversaries (red air)
AIC / GCI Surface-to-air threats
Designation platform
Tankers
• You may have all, some, or none of these outside assets available for your strike.
• Some may be simulated (notional), while others omitted.
• You will get to drop ordnance on a known target; utilizing an electronic warfare
range and TACTS.
2. Mission planning: reference the MAWTS-1 Strike Mission Planning Guide and the
Air NTTP.
a. Objectives of an AI sortie are:
i. Locate target
ii. Deliver fuzed ordnance on target
iii. Survive the threat
b. Planning will determine what tactics are needed based on the target, threat and
environment.
c. Planning considerations are:
i. Collect information: targets, aimpoints, source of coordinates, date, TLE,
TOT, Comms, SEAD, ROE, SPINS
ii. Analyze the mission: What are the damage criteria, surface threats, air
threats, radio electronic combat, and weather
iii. Show stoppers: Threats? Ordnance available? Wx? Diverts?
AV-8B FSG Ver. 3.0 AI 15 - 1

iv. Build a time line
v. Formulate a general gameplan
vi. Identify contingencies. Reference Air NTTP
vii. Initiate detailed planning
3. Mission brief: The goal of the brief is to ensure that all strike package members have
a clear understanding of mission objectives and overall execution game plan.
Following this brief the package members will break into smaller groups for more
detailed briefing. Usually these groups are broken up based on platform, mission,
and location (Large strike packages typically do not have the entire package co-
located).
Considerations during the brief:

a. Air-to-surface time line. The time line essentially conveys how each flight
member will identify and attack the target.
b. Target attack templates. Use SOP target attacks in Air NTTP as a reference.
Draw the attack blueprint on a 1:50K map. Use scaled sensor footprints and
EOTDA to help determine the probability of acquisition. Highlight funneling or
limiting features that identify the target area and its surroundings. Brief in
sufficient detail to ensure that all fight members can rapidly find theirs DMPIs if
targeting is required. COMMON ERROR: to breeze through this part of the brief
when it will possibly have the most effect on the ability to identify the target and
execute the attack.
c. Snapshots. Import JMPS snapshots into PowerPoint to provide graphical
depictions of the strike package at important points during the mission and build
SA as to where every strike asset should be at the depicted times.
d. Push criteria. Carefully plan and clearly brief abort criteria at the marshal stack
and decision points.
e. Threat reaction game plan. Reference Air NTTP to construct contingencies.
Missions rarely go as planned. Many contingencies are easily anticipated due to
their historic rate of occurrence. Fallouts, bent sensors, hung ordnance, ROLEX,
are a few examples of what to consider.
f. Ideally this will be an electronic PowerPoint brief built off the example on the
JMPS. Secondary – white board brief. The instructor shall conduct the brief to
the RP as if he were a combat wingman.
4. Execution. First pass success requires mastery of the basics and disciplined
execution to avoid introducing friction into later parts of the mission.
Mission Considerations:
a. Tactical admin. Roll call, Stragglers.
AV-8B FSG Ver. 3.0 AI 15 - 2

b. Formations. Section, Division
c. Altitude. Threat avoidance, weather, range to target, Comm. reception, fuel
requirements.
d. Airspeed. Balance routing airspeed with range to target. Never sacrifice
survivability for time on station.
e. Timing. Is the basic means to coordinate AI missions. GPS time hack for the
entire package
f. Communication. With a known strike route, strive to execute the entire route
and attack without communication. This allows the package time to listen and
process threat information and SA.
g. Routing. Follow the detailed routing that developed in planning and presented
in the brief. Keep in mind the other packages in your AOR and near your
timeline.
h. Holding / marshaling. Arrive with FELPG-F checks complete. Hold in a
racetrack pattern oriented towards the major threat axis in the assigned altitude
block. Hold at max conserve if tactically sound. Build SA and listen to AIC and
mission common.
i. Ingress. Accelerate early enough to ensure they overfly the push point on time
at the briefed ingress speed. Continue to build SA based from mission
common.
j. Sensor usage. Map scales, air-to-air radar mode
k. Attack
i. DP. Pilot needs to decide whether or not to transition from an air-to-air
mindset to an air-to-surface mindset. Base the distance between DP to
target on type of delivery (visual or sensor).
ii. IP. Should be far enough away from the target to allow aircraft the time to
assume their final attack formation, altitude, and airspeed. A quick threat
assessment should be conducted and fine tune the target solution prior to
release. Once IP inbound focus on targeting the correct DMPI and only use
SA-enhancing calls that have been briefed or are otherwise required.
l. Egress. Do not loiter in the target area and be wary of presenting hot aspect to
follow-on fighters or strikers. There will probably be another section across the
same target area in about 2 minutes. And there may be one 2 minutes ahead of
you as well. Regain radar air picture and then mutual support.
5. If this seems like a lot of planning, it is. The AI sortie is a culmination of everything
you have learned at the FRS and is your opportunity to demonstrate your knowledge
and abilities. You are responsible for everything introduced in previous stages. If
there was a planning document required in a previous stage, you should utilize it for
this sortie as well.
AV-8B FSG Ver. 3.0 AI 15 - 3

Common Errors:
1. Not providing fuel and timing for routing.

2. Defaulting to a SOP attack instead of deliberate planning.
3. Not planning a threat reaction matrix for SAM and AA threats.
4. Not having a de-confliction plan for threat reaction.
5. Not setting Go / No-Go, reset, abort, and SIMULATED jettison criteria.
6. No sensor timeline or timeline does not match EOTDA.
7. Expendable programming doesn’t match expendable plan.
8. No target imagery, and not giving it due attention during the brief.
9. Not ensuring plan is within administrative range restrictions.
1. AI planning should be a challenging and rewarding evolution. An AI can be as

simple as a low level nav route to a target with no threats to a large force exercise to
include everything mentioned above.
Source Documents: All previously introduced documents and lessons
AV-8B FSG Ver. 3.0 AI 15 - 4

Name: AI-1451 – Graduation Sortie
Purpose: AI mission flown against target whose location is known in advance within
a large strike package (simulated) against enemy infrastructure such as
bases, runways, C3 nodes, bridges, railways, lines of communication, and
so forth.
1. IP and RP planning to execute an AI mission. The intent is to execute an AI sortie

within a strike package consisting of actual and simulated aircraft. Because this
sortie will depend on outside assets there will be leeway for planning and execution.
Fixed requirements are stated in the AI-1451 sortie description. Additional support
will be coordinated and scheduled by the aircrew. JMPS desktop computers contain
a folder with previous AI sorties, contact numbers, PPT briefs for all players, and
COMM cards.
Intent:
1. It is not the intent of this sortie for the IP and RP to schedule an LFE. However, the
effort shall be made to schedule and coordinate external assets. Boundaries set for
this flight are:
a. Target attack – low altitude to a pop and low level egress. BDU-45 or MK-76s if
in Yuma will be used for the attack.
b. Threat reaction – to emitters and/or air threat. MAWER range or 2301W will be
used.
c. External asset – every effort shall be made to have actual aircraft and controlling
agencies involved. A minimum or one asset should be coordinated.
d. Route – low is preferred but a route flown at 4k within the route structure is
acceptable if weather drives it higher.
e. This sortie may be planned with 2 sections from VMAT-203 with separate TOTs.
f. Brief / debrief – will be conducted by the IP. TACTS range should be used as a
debriefing tool.
g. Planning: At least one week should be given to plan and coordinate this sortie.
Planning considerations:
1. See examples on JMPS computers.
Suggested support:
1. Friendly:
a. Sweepers / escort – F-18, AV-8B, F-15, F-16, F-22
AV-8B FSG Ver. 3.0 AI 15 - 5

b. SEAD – Prowlers
c. TANKERS – USAF or USMC
d. AIC / GCI – MACS 1, AWACS, E-2, E-6
2. Threat
a. Surface threat in the R-5306 / R-2301 with emitters

b. Air threat - F-18, AV-8B, F-15, F-16, F-22
Supporting Activities:
1. Schedule VR route
2. TACTS range for support and debrief
3. Range scheduling to include emitters.
AV-8B FSG Ver. 3.0 AI 15 - 6

LFE COMM CARD EXAMPLE:
CONSOLIDATED SPINS FOR ALL PLAYERS, BIG PICTURE

PACKAGE C/S: COMAO 2 DATE: 18-Mar PACKAGE LEADER: MARS02 DEPUTY: MARS04 C/S Nº WPN DMPI AREA TARGET FLOW
Nº & A/A TGT TYPE: SP-WJ-001 DMPI01
CHICO 07 2 X 2MK82 F6
CALL SIGN MSN TYPE ROLE IFF TCN WALK TAXI T/O A/A / A/G ORD RUNWAY
TENIS 03 40AC1809 2/EF18A SWEP 1603 67X 0,4,2,+
MARS 02 2 X 1GBU12 F6
CHICO 07 40AC1810 2/MIRF1 AI 1607 65X 0,0,2,+ / 2XMK-84
WPT 6
MARS 04 40MC1860 2/AV8B ESCORT 7204 04Y 2,0,2,+
COBRA04 TGT
MARS 02 40MC1859 2/AV8B AI 7202 02Y 0,0,2,+ / GBU-12
2 min
WPT 5
THREATS (TYPE/RNG/ALT): CHICO07
IP
FOX3 COBRA02
AGENCY PRIMARY SECONDARY COMM FLOW CODEWORDS MODE 1
PEGASUS P03A 258.725 P03B 370.900 V R HOLDING ICE C/S HOLD PUSH INGRESS TOT ALTERNAT
PRINCE CROW 259,875 ROLEX TIMEX WPT ALT B-UP TIME ALT ROUTE (B.O.T.) TOT
KILL PASS P10A 342.425 WX ABORT MONZA TENIS 03 135W1 FL200 1943Z FL200 (*) 1-2-3
OFF STATION RADICAL MARS 04 180W1 FL180 1945Z FL200 1-2-3-4-5-6
PUSH PLAYSTATION CHICO 07 135W1 FL160 1947Z FL180 1-2-3-4-5-6 2000Z-2001Z 2010Z-2011Z
OFF TARGET MENPHIS MARS 02 180W1 FL140 1949Z FL180/5K 1-2-3-4-5-6 2003Z-2004Z 2013Z-2014Z
MSN SUCESS CASH
RTB MOONWALK
MSN CANCEL HOCKEY
BULLSEYE BASE PACKAGE INFO HOLDINGS
CASTOR INGRESS FLOW EGRESS FLOW HOLD1
WPT 1
LAT: 38º 30´ N ALT 9000 TENIS03 135WP1 C/S OFF TGT EGRESS NOTES
TENIS03
LON: 002º 55´ W NUM 68 300-340 10-20NM WPT ALT B-UP ALT ROUTE
2 min CHICO07 HOLD2
BLOCKS HDG 10 COBRA04 11-12K 180WP1 TENIS 03 F300-340 F300-340 2MIN AFTER MARS02 OFF TGT COORDINATE RTB WITH CAO
10-20NM
TENIS03 B III / MARS04 B II 2 min COBRA04 MARS 04 1 F200-240 F240-290 WP1 PROCEED WP1 2MIN AFTER MARS02 OFF TGT
CHICO07
CHICO7 B I / MARS02 B 0 / I 240-290 CHICO 07 F110-120 F110-120 PROCEED NORTH 10NM AND COORDINATE RTB
RAMROD DURESS 2 min 2 min COBRA04 TENIS03 MARS 02 1 F130-140 5K AGL F130-140 WP1
COBRA02 FL180 FL200
0 1 2 3 4 5 6 7 8 9 COBRA02 COBRA02 CHICO07
G R E Y H O U N D S 13-14K FL140 FL160
WPT/NAME LATITUDE LONGITUDE ALT BIG PICTURE
A1 :PUSH
A1 : N37º 57´ W 002º 44 F180
B2 :
B2: EXIT N38º 05´ W 002º 54´ F180
C3
C3: 3: N38º 20´ W 003º 04´
D4
D4: 4: N 38º 22´ W 002º 40´ NOTES: AA REFUELING
E5 :
E5: IP N 38º 39´ W 002º 14´ COMMIT CRITERIA: IAW ROE´S / TENIS03/MARS04 C/S TANKER C/S: TYPE: FREQ:
F6 : KICK CRITERIA: 30NM HOT AND SPIKED A/A TCN: FL: SPEED:
F6: TGT N 38º 56´53” W 001º 52´44” 2247
G7 : KICK REACTION: CRANK EAST INSIDE AREA LIMITS AARCP/CT(1) AARCP/CT(2) NOTES AAR
H8 : KICK AUTHORITY: MARS 02 / /
J9 : / /
K10: (*) TENIS 03 WILL COORDINATE WITH CAO / /
L11: TO CROSS CORRIDOR EC-013 IN BLOCK 3 / /
M12: / /
N13: / /
P14: / /
Q15: / /
/ /
AV-8B FSG Ver. 3.0 AI 15 - 7

AV-8B FSG Ver. 3.0 AI 15 - 8

Air-to-Air Stage
Name: Flight Preparation and Briefing
Purpose: To define the preparation and briefing requirements for air-to-air training
events.
1. Preparation: The FRS syllabus must be efficient because we have very few sorties
in which to instruct and enormous amount of knowledge and skills. The only way to
compensate for this is to aggressively pursue the relevant “book knowledge.” It is
imperative you capitalize on this opportunity.
2. Brief – You should have a Smart Pack with at least the Admin 1, Admin 2 and Admin
3 (SOE) cards. The white board should be set up in accordance with the template
for the specific event listed in the stage SPINS.
Common Errors:
1. Not being prepared for syllabus events, including ground school lessons.
1. Take advantage of the time available between the stage in-brief and the beginning of
the academic ground school. A large portion of the reading is classified so you will
not be able to do it at home at night. The ground school schedule is aggressive with
full days of classroom academics. If you do not get ahead on the reading list prior to
the ground school you will not be able to keep up.
AV-8B FSG Ver. 3.0 AA 16 - 1

Name: ACM Training Rules
Purpose: Ensure knowledge of ACM training rules.
1. Reference source documents.

2. Utilize the VMAT-203 ACM Training Rules Briefing Guide, issued during air-to-air
ground school, for briefing of the training rules. This briefing guide summarizes the
training rules from the various source documents in a briefing format. It should not
be used as an all-inclusive source and does not relieve the pilot of studying and
being familiar with the training rules listed in the source documents.
3. The following items are included here for clarification and standardization of the
application of the ACM training rules at VMAT-203. In all cases, the following
guidance is more restrictive than that directed by the source documents.
4. The standard decks for VMAT-203 BFM training will be a 5000 ft AGL hard deck and
a 10,000 ft AGL soft deck. When fighting over terrain with elevation the MSL hard
and soft decks will be briefed based upon the highest terrain elevation within the
engagement area. In-flight the ACTI may audible a change to the standard decks
based upon cloud decks, visibility, airspace limitations, etc. The hard deck will
always be 5000 ft above a broken or overcast layer. The maximum acceptable hard
deck for VMAT-203 BFM training is 12,000 ft MSL.
5. Maneuvering below the soft deck will require greater attention to aircraft parameters
and engagement geometry to ensure that an unsafe situation is avoided due to the
proximity to the ground level. The following limits apply to maneuvering below the
soft deck while performing air-to-air training at VMAT-203 and will be strictly adhered
to:
• AOA will not exceed 20 units.
• Airspeed will be maintained above 120 KCAS.
• No TVC will be used.
• No out of plane nose low guns defense will be executed below the soft deck. A
nose high guns defense is allowed as long as all other “below the soft deck” limits
are complied with.
Common Errors:
1. Not knowing rules.
1. No excuse for lack of training rule knowledge. Review rules.
AV-8B FSG Ver. 3.0 AA 16 - 2

Name: AIM-9 and LAU-7 Preflight
Purpose: Perform aircraft preflight with CAIM-9 and LAU-7.
1. Aircraft preflight procedures remain the same.
Preflight checks
a. Parent rack with ADU-299 / LAU-7:
i. Safe / arm lever – SAFE
ii. Swaybraces adjusted
iii. Cartridges not installed; breech caps tight
b. LAU-7:
i. Detent wrench safety pin installed
ii. Detent hold-down pin installed
c. (MK 36 Mod 8 / 9 / 10 / 11 motor) SAFE / ARM mechanism T handle installed;

SAFE position
d. Dome protector installed
e. Umbilical connected to launcher
f. Target detector cover installed
g. AIM-9 hooks connected to missile umbilical block
h. Fin retainers engaged
i. LAU-7 detent and snubbers securely engaging hangers
j. Rolleron covers removed
k. (LAU-7) Aft fairing secured
After landing or ground abort (ground crew)

a. Safing (dearming area before engine shutdown)
i. Install launcher safety pins
ii. Install dome protectors
b. Safing (dearming / rearming area after engine shutdown)
i. Inspect missile exhaust ports; clean, no soot evident
ii. (MK 36 Mod 8 / 9 / 10 / 11 motor) as applicable, install SAFE / ARM
mechanism T-handle and rotate to SAFE
Common Errors:
1. Unsure how to determine which CAIM-9 version.

2. Unsure what to check on preflight.
AV-8B FSG Ver. 3.0 AA 16 - 3

1. Ensure the CAIM-9 preflight is demonstrated by an ACTI.

2. Review AIM-9 Lesson and / or ask questions.
3. Allow sufficient time to conduct the additional required preflight for the CAIM-9.
AV-8B FSG Ver. 3.0 AA 16 - 4

Name: In-the-Line Missile Checks
Purpose: Ensure CAIM-9 operational status before flight.
1. PRE-POSITIONING CHECKS are described in the FAM and air-to-surface stages

and NATOPS. As part of the CWAIVER checks, the CAIM-9 is checked prior to taxi.
This constitutes the “W” in CWAIVER.
2. After final checks, ordnance personnel will approach your aircraft to check the
serviceability of your missile. To check the operation of the seeker head we will use
the following procedure:
a. After starting the aircraft, select MENU / STRS and ensure the SMC recognizes a
missile on the appropriate station. (This should be done as soon after start-up as
possible while complying with NATOPS procedures. If the missile is not being
recognized you might have to shut-down for trouble-shooting, so it would be
pointless to conduct a majority of your checks prior to determining missile
functionality.)
b. Switch your IR COOL switch to ON (located on the ASCMI).
c. Select the air-to-air master mode by rocking forward on the air-to-air select
switch (BST).
d. Adjust the missile volume to about the two o’clock position on the rheostat
(should be loud enough to be mildly annoying).
e. While continuing with your post-start checks leave the captive AIM-9 selected
(air-to-air master mode) and listen; 5-30 sec after selecting IR COOL the seeker
will begin to cool down. This cool-down process is the best way to hear if the
missile is working properly. Take note of what the missile sounded like prior to
selecting IR COOL. Once the seeker starts to cool, the background noise will
dissipate. The background noise will change from a constant growl to a cool
hissing sound. Once the background noise starts to change, it will only take a
couple of seconds for the seeker to be completely cooled down.
f. After final checks as the ordnance Marines approach your jet, select the CAIM-9
BST and then show your hands to the ordnance supervisor.
g. Listen for a distinct growl as the ordnance Marine waves the torch in front of the
seeker. After you hear the tone change, give the ordnance supervisor a thumbs-
up. Many times the seeker on the CAIM-9 is no longer sensitive enough to see
the torch or the torch may not be operating correctly so if after a few waves of the
torch you do not hear a growl give the ordnance supervisor a “thumbs up”
anyway. The missile may still work in flight versus an actual aircraft. If not, write
a MAF against the missile and aircraft after the flight.
AV-8B FSG Ver. 3.0 AA 16 - 5

Common Errors:
1. Not selecting IR COOL.

2. Not adjusting the sound loud enough to hear missile tone.
1. Follow the procedures as outlined in the AV-8B NATIP.
AV-8B FSG Ver. 3.0 AA 16 - 6

Name: AIM-9M Missile Checks and Range Estimation Drill
Purpose: To determine the status of your CAIM-9(s) and to determine the range of
the target based on its size relative to either the seeker head position
indicator (SHPI) or the long / short range LCOS sight.
1. Normally, Dash 2 will perform the missile check immediately after take-off prior to
join up, en route to the working area. After the take-off, complete NATOPS After
Takeoff procedures then lag the Lead aircraft to arrive no greater than 1 NM in trail
to perform the check.
2. AIM-9M missile checks: Wingmen ensure master arm – OFF and assume a trail
position on their element Leader. Adjust tone level, lock the missile onto the heat
source and adjust seeker head position indicator (SHPI). To boresight the missile,
select BST on the stores page, slew the SHPI over the heat source with the TDC,
and deselect BST. Check all missiles in boresight and SEAM / STR. When
complete, continue with range estimation drill.
3. Range estimation drill: Select the AIM-9M Missile in the boresight and SEAM / STR
mode; and then assume a 1 mile trail position. Evaluate Lead’s aircraft size based
on the SHPI. Maneuver you aircraft to a 0.5-mile trail position and evaluate Lead’s
aircraft size based on the SHPI. Next call up the long-range gun sight and evaluate
Lead’s aircraft size. Move your aircraft to a position 45° AOT, 0.2-0.1 miles from
Lead. Finally position your aircraft in the briefed formation, and prepare for
expendable checks.
Common Errors:
1. Not understanding the method to determine ranging.

2. Not understanding the procedures to boresight the AIM-9 or not boresighting all
missiles.
3. Not completing NATOPS “After Takeoff” procedures prior to attempting the checks
and over-speeding the gear / flaps, etc.
Corrections for Error:
1. Take your time and get your aircraft safely airborne with all of you NATOPS
procedures completed before attempting missile / systems checks. There are
several minutes of transit time to the operating area in which to complete the missile
systems checks.
AV-8B FSG Ver. 3.0 AA 16 - 7

Name: Stadiametric Range Estimation
Purpose: Determine the range of the target based on the size of the target relative
to either the AIM-9 boresight SHPI or the long / short range gun sight.
1. In the AV-8B Night Attack variant, the ability to recognize a weapon engagement
zone (WEZ) or adversary range without a radar lock is dependent upon the pilot’s
ability to use stadiametric range estimation.
2. To determine the target’s range utilizing the gun sights, review the “Combat
Gunnery” Lesson and the AV-8B NATIP for LCOS long and short range sight size.
Determining target range utilizing the Sidewinder is a little more difficult. The SHPI
is 28 mils in diameter. Therefore, a Harrier with a wingspan of approximately 30’
would be at 1000’ if it fills the SHPI considering that 1 mil = 1’ at 1000’ range.
Furthermore, if the Harrier is approximately one-half the size of the SHPI, the range
would be 2000’; one-quarter the size of range is 4000’, etc. Using this method we
are able to determine whether or not the target is within the AIM-9 weapons range
envelope.
3. The only time the entire wingspan of the target is visible is when you are directly in
front of or behind it or when you are abeam the target and it is showing you pure
planform. In BFM these instances are rare so often it is more useful to use fuselage
apparent size to determine range or a combination of the fuselage and wingspan
apparent size. The non-radar visual range estimation table handed out to you during
air-to-air ground school (also in the AV-8B TPG) shows the apparent size of a
Harrier wingspan and fuselage compared to air-to-air weapon symbology at given
ranges. Study this table to gain a sight picture of when an air-to-air target is in range
for the selected weapon. The top of the table shows the apparent size of a target
when the fuselage or wingspan are visible with no offset and the bottom of the table
shows the apparent size with a 45° offset in the look angle.
Common Errors:
1. Not understanding the method to determine ranging.
1. Review the range estimation table for applicable ranges for the AIM-9 and GAU-12
WEZs.
AV-8B FSG Ver. 3.0 AA 16 - 8

Name: Shot Validation
Purpose: To determine whether an air-to-air weapons employment would have a

high probability of killing the target aircraft in a training environment.
1. Procedures are in accordance with Air NTTP

2. By having a solid understanding of the aircraft’s air-to-air weapons and systems, the
shot validation aspect of air-to-air training is intuitive. In a real air-to-air
engagement, the ultimate shot validation is “if the bandit is a flaming fireball in the
sky, the shot must have been valid.” Since we are not shooting real weapons at
each other in training, a tangible method to determine whether a shot would have
been valid and therefore the other aircraft is “dead” must be used.
3. Refer to the secret PowerPoint® lesson on the classified DPA laptop for AV-8B
examples.
Common Errors:
1. Not knowing weapons and systems capabilities.

2. Not knowing shot validation rules for air-to-air.
3. Not understanding Stadiametric Range Estimation
1. Review weapon LARs and shot validation rules
AV-8B FSG Ver. 3.0 AA 16 - 9

Name: Kill Criteria
Purpose: To define number of valid air-to-air weapons employments that must be

achieved to “kill” an adversary in a training environment.
1. Procedures are in accordance with the TOPGUN Manual.
Common Errors:
1. Not knowing kill criteria.

2. Failing to correctly apply shot validation to determine if kill criteria has been met.
1. Know your weapons and shot validation requirements.
AV-8B FSG Ver. 3.0 AA 16 - 10

Name: Kill Removal
Purpose: To identify to a participating aircraft in an air-to-air training environment

that kill criteria has been met.
1. The default kill removal at VMAT-203 will be shooter controlled kill removal (SCKR)
as defined in the TOPGUN Manual. For 1v1 sorties the kill call will normally dictate
the termination of the set. However, ACTIs may allow the RP to initiate a bug from
their kill to evaluate bug mechanics.
2. Missile shots will be called with “MARS-XX, FOX-2” and gunshots with a “TRIGGER
DOWN” call. If the Shooter evaluates the shot as valid, call “MARS-XX, KILL
HARRIER, LEFT / RIGHT HAND TURN, XX THOUSAND” (if it is the first valid snap-
shot of the engagement, just call “SNAP” if the shot was assessed to have been a
“hit”). If the shot is not deemed valid, then no follow-on call is required. All
defenders will acknowledge “KILL” calls with a “MARS-XX, COPY KILL” response. If
the kill call is not acknowledged by the defender, the proper call by the attacker will
be “REPEAT KILL, HARRIER LEFT / RIGHT HAND TURN, XX THOUSAND.”
3. Proper fine will be paid for kill calls derived from an invalid shot.
Common Errors:
1. Forgetting to make a kill call after a valid weapons employment and kill criteria met.
2. Forgetting to “time out” a shot prior to making a kill call.
3. Making an incorrect kill call.
1. Use the time-of-flight rule of thumb as described in the TOPGUN Manual or Air
NTTP for air-to-air weapons employment.
2. Think about what you are going to say before transmitting a kill call.
AV-8B FSG Ver. 3.0 AA 16 - 11

Name: Air-to-Air ALE-39/47 Employment
Purpose: To effectively use expendables to preemptively deny air-to-air weapons

employment or reactively defeat employed weapons.
1. Threat counter-tactics and ALE-39/47 employment are described in the Air NTTP
and TacNotes. PUIs shall simulate and be prepared to brief SEL 5 during all A/A
events.
2. Due to NCEA restrictions it is not feasible to carry a full expendable load for air-to-air
training at VMAT-203.
3. The P1 training load will be used for air-to-air events.
4. Proper expendable usage will also be determined via the DSP function in the HUD.
Common Errors:
1. Failing to properly setup ALE-39/47.

2. Failing to use expendables appropriately.
1. After the expendable check select P/P/P on ECM page.

2. Per the P1 program the expendable switch should be selected forward for a
preemptive program and inboard for a reactive program.
AV-8B FSG Ver. 3.0 AA 16 - 12

Name: Negative G Check
Purpose: To check the pilot’s security in the cockpit and the integrity of the cockpit
components and the aircraft prior to performing dynamic maneuvering.
1. On all sorties where there is an increased probability of departing the aircraft (i.e. all
BFM sorties) a negative G check will be conducted after the standard G-awareness
maneuver is performed. Prior to executing the negative G check ensure your lap
belts tight, harness locked and cockpit gear stowed and secured.
2. After performing standard Air NTTP / FSG G-awareness maneuver, the ACTI will
call for you to conduct your negative G check individually. Initiate the negative G
check by pulling the nose up to a 10-20° positive FPA and then roll the aircraft
inverted and push forward on the stick to unload the aircraft to approximately
negative (-)0.5 G for 2-3 seconds while checking the security of your lap belts,
cockpit components, loose gear and for any hidden FOD. The check must be
conducted deliberately yet expeditiously to abide by NATOPS limit for less than 1 G
and prevent engine problems due to oil starvation.
3. Once the check is complete, roll the aircraft upright and reestablish defensive
combat spread. The ACTI will conduct a negative G check individually after the PUI.
Common Errors:
1. Pushing too hard during negative G check.

2. Negative loaded rolls.
1. When performing forward push on stick you should smoothly unload to 0 G and then
ease the stick forward very slightly establish a slight negative G profile. If you snap
the stick forward it is quite likely you will “under-G” (-3 G limit) the aircraft.
2. G should be between 0-1G when performing rolls to enter and exit this check.
AV-8B FSG Ver. 3.0 AA 16 - 13

Name: Resets and Transitions
Purpose: To define the series of event that must occur after the completion of an
engagement to prepare the flight for the next engagement.
1. Resets and transitions will be in accordance with Air NTTP. Starting parameters are
defined using the acronym PADS, which stands for Position, Altitude, Distance, and
Speed.
2. The default formation between sets at VMAT-203 is defensive combat spread. The
ACTI may direct another formation to expedite the setup and flow of the sortie.
However, unless otherwise stated, the RP will regain a visual at the end of an
engagement, capture 300 kts IAS and then maneuver to combat spread while the
ACTI is climbing to setup the next engagement and writing notes. The RP’s primary
responsibility after formation-keeping is visual / lookout for the section, since the
ACTI is dividing MCT for navigation, notes and lookout.
Common Errors:
1. Not maneuvering expeditiously to establish correct formation.

2. Losing sight.
3. Poor TACFORM.
1. Once visual is re-established transmit your visual status to the ACTI. Fly your
aircraft to DCS or the next position on the SOE while maintaining de-confliction.
2. Flying good TACFORM minimizes time between sets and yields more training.
Ensure that you are making corrections to get into the proper formation.
AV-8B FSG Ver. 3.0 AA 16 - 14

Name: Conventional and TVC Slow Speed / High AOA Maneuvering
Purpose: To demonstrate Slow Speed / High AOA Maneuvering.
1. The PUI will commence this maneuver at 250 KCAS and 15,000’. When cleared by
instructor select full power and pull 10 units AOA to 40° nose-up. Passing 150
KCAS, reset nose attitude to maintain 120 KCAS (approximately 15° nose high). At
120 KCAS the AOA will be approximately 20 to 23 units and aircraft climbing slightly
in moderate buffet. The wind vane should be monitored to ensure no sideslip
buildup occurs. Coordinated use of aileron and rudder will be required to maintain
aircraft control. Initiating turns will require slight reductions in aft stick pressure to
prevent excessive AOA excursions. AOA above 25 units without TVC will normally
lead to a departure. Rapid AOA excursions can be stopped by momentarily
releasing aft stick pressure and reapplying appropriate force (this is known as
“pumping the stick”). Perform straight and level flight and turns in both directions
(attempt to prevent roll hesitation, roll reversal or auto roll).
2. This maneuver will be repeated to introduce TVC slow flight characteristics. The
procedures for entry into the TVC slow speed / high AOA maneuvering will be the
same as in conventional flight except that prior to initiation the instructor will direct
you to set your power to 100-103% instead of full power for the pull up. Then at 150
KCAS select 20-25° nozzles as you push the nose down to reset 120 KCAS. Notice
the lower nose attitude and turn characteristics. Conventionally you were required to
use mostly rudder to turn the aircraft, with TVC, ailerons can be used effectively due
to RCS.
Common Errors:

2. Due to VV lag you must lead the target FPA. If you do not lead the VV, you will
overshoot 40° and get excessively slow.
3. Allowing sideslip buildup thus leading to departure.
4. Not monitoring AOA / airspeed while maneuvering aircraft.
5. Flying in incorrect HUD master mode.
6. Not coordinating use of aileron and rudder resulting in excessive sideslip and
departure.

3. AOA / airspeed must be incorporated into scan to prevent excessive AOA and
departures.
4. Flying in Reject 1 or 2 will not display AOA greater than 20 units.
AV-8B FSG Ver. 3.0 AA 16 - 15

5. Coordinate use of flight controls to ensure excessive sideslip and departure does not
occur. Slow speed flight requires substantially more rudder input to maintain
controlled flight.
AV-8B FSG Ver. 3.0 AA 16 - 16

Name: Break Turns
Purpose: To develop proper techniques for the execution of a break turn while
exploiting the effects of plane-of-motion.
1. The PUI will start the maneuver at corner speed or 0.75 IMN, whichever is lower,
and at 20, 15 or 10 thousand feet. This maneuver will be repeated several times
with different planes of motion to show the effect of plane-of-motion on
instantaneous turn capability and energy sustainment.
2. For the oblique break turns once cleared by the instructor, execute an unloaded roll
to set the proper plane-of-motion then smoothly increase back stick pressure to
establish a lift limit pull for 180° of turn. Expendables should be utilized at the onset
of turn. For the vertical break turns you will use a 10 deg check turn in the vertical.
Following the “EXECUTE” call you will check 10 degrees nose up, pull power to idle,
unload roll, set the plane-of-motion and smoothly increase back stick pressure to
establish a lift limit pull for 180° of turn. Passing through -80 FPA begin adding
power to ensure you do not slow below 325 KCAS.
3. Exceeding the lift limit is characterized by wing rock, maneuvering tone or heavy
buffet (pitch hesitation). If any of these indications appear then reduce back stick
pressure to eliminate the indication. The target AOA for these break turns is 11-14
units from corner speed (below 0.78 IMN) down to 325 KCAS and 15-17 units below
325 KCAS.
4. The plane-of-motion for the 20 thousand foot break turns are:
a. Vertical low
a. 20° nose high (simulator)
b. Level (simulator)
c. 30° nose low
a. 20° nose high (simulator)
b. Level (simulator)
c. 30° nose low
7. At the completion of 180° of turn the PUI will unload and roll out while calling
airspeed and maximum G in the break turn to note energy bleed. The ACTI will
inform the PUI of the time required to turn 180° to assess turn rate performance.
8. If at any time during a break turn the speed exceeds 0.78 IMN, a knock-it-off will be
initiated by reducing the throttle to idle and extending the speed brake while
smoothly rolling to wings level and returning to level flight with a gradual increase in
AOA and G until the airspeed decreases below 0.78 IMN.
Common Errors:
1. Loaded rolls / overriding high-speed stops.
AV-8B FSG Ver. 3.0 AA 16 - 17

2. Use of rudder.
4. Exceeding 0.78 IMN.
1. To achieve the best roll rate you must unload, set the vector, smoothly apply G to lift
limit. Smooth G application does not imply that this cannot be accomplished
aggressively. We are trying to avoid “snatching” the G on the aircraft.
2. It is not recommended to use any rudder above 0.5 IMN. Don’t mistakenly push
rudders while attempting to acquire another aircraft in the aft quadrant.
and departure is imminent. PUI must quickly reduce AOA slightly until indications
subsides.
4. At 15,000 feet keep the throttle set when breaking in the oblique until the AOA is set
and the airspeed starts to decay. When performing vertical nose low break turns,
reduce the throttle (even to idle) prior to initiating the nose low pull. After the AOA is
established the throttle can be advanced but do not allow the aircraft to accelerate
above 0.78 IMN. Once the nose passes 90º down, the throttle definitely needs to be
advanced to full power if the airspeed has been maintained at or below corner
speed, to allow the engine to spool up and provide maximum thrust as the aircraft is
arriving on the bottom of the “egg” to avoid excessive energy loss. If airspeed is
greater than corner speed keep the throttle at idle and even extend the speed brake
at 90° down to decelerate back to corner speed.
AV-8B FSG Ver. 3.0 AA 16 - 18

Name: Deck Transitions
Purpose: To develop proper techniques for selecting and executing an energy rate
or positional deck transition.
1. This maneuver will be performed two times, once to perform an Energy Rate Deck
Transition (ERDT) and then to perform a Positional Deck Transition (PDT).
2. Deck transitions will be start at 10,000 feet AGL and 325 KCAS. When cleared by
the ACTI, perform an unloaded roll to establish a full power, 20-30° nose low plane
of motion hard or break turn to the specified deck transition. The 30-20-10 rule will
be used to transition to a level hard turn just above the hard deck.
3. At completion of deck transition the PUI should be slightly above the hard deck to
deny any nose low maneuvering for the bandit.
4. Two types of deck transitions may be performed:
a. Energy Rate Deck Transition (ERDT) – Target 12-13 units AOA and execute in
accordance with Air NTTP.
b. Positional Deck Transition (PDT) – Target 15 units AOA and execute in
accordance with Air NTTP. Adhere to training rules for minimum airspeed and
maximum AOA below the soft deck.
Common Errors:
1. Late application of 30-20-10 rule followed by a rolling pull to wings level in an

attempt to not go through the hard deck.
3. Incorrectly applying 30-20-10 rule and either leveling off well above hard deck and
giving bandit maneuvering room or hitting the hard deck.
4. Poor airspeed / AOA control for specified deck transition.
1. Apply 30-20-10 rule to level off 300-500 feet above the hard deck.
and departure is imminent. PUI must quickly relax the AOA until the indications
subsides.
3. ERDT: Assuming that airspeed is within the sustained rate band between 12-13
units AOA will maintain that airspeed / sustained turn rate.
4. PDT: Flying more than 13 units will bleed energy while allowing a decrease in turn
radius down to 150-170 KCAS just above the hard deck. Below 150 KCAS the turn
radius increases rapidly (bad for maintaining a positional advantage). For a two
circle flow, allowing the airspeed to bleed off below 250 KCAS will cause the
sustained turn rate to decrease.
AV-8B FSG Ver. 3.0 AA 16 - 19

Name: TVC Straight and Level and Turning Flight
Purpose: Develop a familiarity of the aircraft performance with introduction of TVC.
1. Procedures are in accordance with the CTVC lesson and Air NTTP.
2. At VMAT-203 post all TVC drills you will transmit “recovered” when all of the
recovery indications have been met. The nozzles are aft, airspeed is increasing past
150 KCAS, the AOA is less than 15 AOA and there is no apparent sideslip.
3. TVC straight and level – Accelerate the aircraft to 350 knots at 15,000’. The ACTI
will inform you to “SET THE POWER”, select 100%-103% RPM and report “POWER
SET.” When cleared by the ACTI, move the nozzles to 65°. You will need forward
stick to control AOA, G and flight path. Monitor aircraft handling characteristics.
Once cleared, select hover-stop with the nozzles. Continue to monitor aircraft
handling characteristics. A scan of the cockpit instruments will include the following
indications that all is well with both engine and aircraft with nozzles at other-than-aft
(i.e. HS or BS) are: 15 second caution light as JPT rises; lack of forward
acceleration; deceleration with high RPM; RPM at ~113.5%, above the 109% or
111% band; high duct pressure, above 0-3; loss of altitude while keeping AOA under
control, or increasing AOA at level flight; nozzle position indicator pointing to ~6
o’clock, or not to the 3 o’clock; nozzle lever position not forward; increase in pitch
sensitivity, etc. Finally select Braking Stop. Continue to monitor aircraft handling
characteristics. When instructed by the ACTI or at 200 KCAS, clean the aircraft up
by moving the nozzles aft and selecting full throttle. Once the aircraft has been
returned to normal flight transmit “RECOVERED.”
4. TVC turning flight – Accelerate the aircraft to 300 knots at 15,000’. Select 100%-
103% RPM. Next put the aircraft in a 2-3 G level turn to maintain 300 KCAS
constant airspeed. When instructed by the ACTI select 20-25° nozzles for 2-3
seconds and then return the nozzles to the aft position, without adjusting back stick
pressure. You should note an increase in turn rate, a reduction in airspeed, and an
instantaneous AOA and G spike. The G will tend to increase by 1 to 1.5 G as the
nozzles are deflected, however, do not allow the AOA to increase above 15 units.
Common Errors:

4. Flying in incorrect HUD master mode.
5. Not transmitting “recovered” post maneuver.
AV-8B FSG Ver. 3.0 AA 16 - 20

3. AOA / airspeed must be incorporated into scan to prevent excessive AOA induced
departures.
4. Select NAV or A/A master mode to display both G and AOA.
AV-8B FSG Ver. 3.0 AA 16 - 21

Name: TVC Hover Stop Push Over (HSPO)
Purpose: Introduce aircraft handling in the slow speed environment with TVC.
2. At VMAT-203 this maneuver will start at 15,000 feet and 250 KCAS.
3. Once PADS have been achieved the ACTI will clear you to set the power to 100-
103%. On the command to “EXECUTE”, initiate a 12- 15 unit pull to 65 degrees
nose high. While waiting for the aircraft to slow to 150 KCAS ensure you unload the
aircraft. Once the aircraft has slowed to 150 KCAS apply forward stick and move
the nozzles to the hover stop position (3 sec transition time). This maneuver will
almost require moving the stick to the forward stop. Stabilize the aircraft in a 10 – 15
degree nose low position increasing airspeed to 60 – 65 KCAS.
4. In the nose down hover stop position the ACTI may clear you for mild maneuvering,
if so ensure you do not allow the AOA or sideslip to build up.
5. On the command to “recover”, maintain forward stick pressure and slowly begin to
nozzles out. Allow the aircraft to increase airspeed while reducing AOA and keeping
the nose below the horizon.
6. Once all criteria for recovery have been met transmit “RECOVERED.”
Common Errors:

2. Allowing sideslip buildup thus Leading to departure.
4. Rapid nozzle inputs.
5. Incorrect timing for nozzle input.
6. Not maintaining sufficient forward stick deflection once maneuver initiated thus
leading to a departure.
7. If the aircraft departs controlled flight, leaving nozzles deflected after departure.

departures.
4. Near full forward stick is required once nozzles are introduced into maneuver or a
departure will result. Pitch trim can be used to eliminate excessive control forces.
AV-8B FSG Ver. 3.0 AA 16 - 22

Name: TVC Hover Stop Wing Over (HSWO)
3. This drill is performed similar to the TVC hover stop push over up until the selection
of hover stop. At 150 KCAS transition the nozzles to hover stop, roll the aircraft to
110 degree AOB and insert rudder. Continue to scan the wind vane to ensure you
do not build excessive sideslip. The intent is to get the nose coming down to
intercept 180º reverse heading. Use AOB to finish the heading reversal. You must
use forward stick to keep the nose coming down. Stabilize in a negative 40º FPA
and target 100 KCAS.
4. Completion of the maneuver is initiated by reducing nozzle angle slowly to zero
while maintaining required forward stick. Rapid nozzle angle reduction or late
initiation can lead to a departure. After completion of the maneuver, power should
only be adjusted once nozzles are aft.
Common Errors:

6. Not over banking during wingover.
7. Leaving nozzles deflected during last portion of maneuver.

departures.
AV-8B FSG Ver. 3.0 AA 16 - 23

Name: TVC Flop / Flop Immelman
3. Once PADS are achieved the ACTI will clear you to “SET THE POWER.” You will
then add power to 100 – 103%. On the command “EXECUTE” you will pull 12 – 15
units AOA until 70º and unload. Once the aircraft has slowed to 150 KCAS start
moving the nozzles 20-40º while simultaneously adding forward stick. Target AOA
should be 15-20 units AOA. 15-20º prior to the desired attitude, use forward stick to
stop nose movement and nozzle out.
4. For the Flop Immelman, complete as above except 15-20º prior to the horizon apply
forward stick and/or reduce nozzle angle. Roll the aircraft upright while keeping the
vane centered. Nozzle out to complete maneuver.
Common Errors:

2. HUD fixation.
7. Leaving nozzles deflected.
8. Not coordinating flight control inputs.

2. This maneuver should incorporate inside / outside scan.
departures.
5. This maneuver emphasizes AOA and vane control. If one of these parameters
becomes excessive due to the introduction of sideslip or abrupt control inputs a
departure will likely result. Smooth, coordinated input of flight controls is paramount
for success.
AV-8B FSG Ver. 3.0 AA 16 - 24

Name: Bug / Separation Drill
Purpose: Develop the proper techniques for the execution of a bug or tactical
separation and engaging turn from a separation maneuver.
1. This drill teaches the PUI the mechanics of unloading the aircraft to quickly increase
airspeed to create separation while monitoring FPA and altitude and keeping sight of
the adversary in an air-to-air engagement. Additionally, it teaches the sight picture
for a bug decision point for continuing or turning back in to re-engage. The PUI
should also gain Mach number awareness and control for commencing an engaging
turn.
2. To transition to the correct starting parameters for this drill, the lead will transmit,
“MARS 11, PUSH FOR SPEED, BUG DRILL.” Dash-2 will maneuver to:
P – Abeam
A – HD+5K (co-altitude)
D – 1.0 NM
S – 300 KCAS
3. Once correct parameters are achieved, Dash-2 will transmit, “MARS 12, SPEED
AND ANGELS.” Lead will check the flight 30-40° into the PUI to place the PUI acute.
Lead will then broadcast, “MARS 12, EXECUTE BUG DRILL.”
4. While the PUI is executing the drill the lead will maintain 300 KCAS straight and
level until the PUI reaches 1 NM range. Lead may then roll into 90° AOB to give the
PUI a wing flash to help achieve a “TALLY” if lost previously. After PUI calls
“TALLY” Lead will return to 300 KCAS, HD+5K, straight and level.
5. To execute the drill the PUI will select full power and overbank slightly to place the
plane-of-motion beneath the Lead while using a hard (energy sustaining) turn into
lead to attempt to pass 500-1000 feet directly underneath lead’s aircraft with 60-90°
TCA. After the turn the PUI will unload to 0 G to no more than 25° nose low. At
HD+2K the PUI will recover to level flight just above the HD while continuing to
accelerate. At 1 NM separation PUI will call out airspeed and Mach number to
evaluate bug effectiveness. Regardless of bug effectiveness, the PUI will regain a
tally on the lead (if lost), slow to 0.78 IMN (if faster) and start an engaging turn back
into lead. It is critical that if the Mach number is above 0.78 the PUI not try rolling
the aircraft quickly or introducing G / AOA until the speed is reduced. Pull the
throttle back to idle, as speed bleeds down to 0.78 IMN, roll aircraft to place the lift
vector on lead and select full power while initiating a hard turn back into lead to
arrive in pure pursuit. Once the PUI establishes nose-on to Lead, maintain pure
pursuit to a valid AIM-9 WEZ and take a “FOX-2.” The PUI will then time out the
missile and call the kill. Lead will then call, “TERMINATE” and the PUI will turn to
parallel lead’s heading and maneuver back to defensive combat spread.
AV-8B FSG Ver. 3.0 AA 16 - 25

Common Errors:
1. Not unloading to 0 G to get best acceleration.

2. Not adhering to NATOPS time limit for flight at less than 1 G.
3. Not keeping sight of lead during maneuver.
4. Not checking Mach number and adjusting speed prior to starting engaging turn.
5. Not having lead in sight and pulling for a blind Lead turn.
1. 0 G will give you the best acceleration because it will cause you to have a negative
FPA and it eliminates induced drag because the wings are not generating any lift.
Unload to 0 G for the separation.
2. NATOPS limits flight at less than 1 G to less than 15 seconds. If this drill is started
on the proper parameters, flight at 0 G should last for no more than 10 seconds,
however, take note of the seconds in the clock at the start of the unload and if you
have not hit -25° FPA or 1 NM prior to 15 seconds, increase back stick pressure to
re-establish 1G flight.
3. The scan will have to be in the HUD and over the shoulder while unloading to keep
track of flight parameters and sight. Priority goes to honoring flight parameters,
especially FPA, altitude and IMN. If sight is lost, look to re-acquire Lead at the 5 or 7
o’clock position, 25-30° above the horizon.
4. Check Mach number and reduce it to less than 0.78 prior to engaging turn.
AV-8B FSG Ver. 3.0 AA 16 - 26

Name: Heat to Guns Drill
Purpose: To introduce stadiametric range estimation, AIM-9 and GAU-12 weapons

engagement zones (WEZ), symbology and HOTAS against a cooperative
target
1. Setup and initiation of this exercise is per Air NTTP PADS for this drill will be:
P – Abeam
D – 1.0 NM
S – 350 KCAS
After both aircraft call, “SPEED AND ANGELS” the maneuver will be initiated by the
ACTI. The ACTI will check the flight 50º in the direction of the defender. The
attacking aircraft will execute a hard turn to achieve a BST mode lock-on. Once in
position the attacker will call for the defender to “REVERSE YOUR TURN.” The
defender will now reverse and enter a 30º AOB turn maintaining 300 KCAS. When
in range and all criteria have been met, the attacker will employ an AIM-9 shot,
calling “FOX-2” and the kill once the missile has timed out. The defender will
acknowledge the kill and continue in a 30º AOB turn.
2. Post the “FOX-2” the attacker will then maneuver the aircraft into a GAU-12 WEZ
and call up the short range LCOS sight. Prior to maneuvering for a tracking shot
solution the attacker must ensure that angles, range and closure have been solved
IOT prevent and overshoot or excessive closure.
3. When a tracking shot solution is achieved the attacker will call, “PIPPER ON,
TRACKING.” The defender will then change plane-of-motion to defeat the tracking
solution. When the tracking solution is defeated the PUI will call, “PIPPER OFF.”
The defender will then stabilize in a 3-4 G turn in the new plane-of-motion until the
PUI is able to achieve another tracking solution. This process will continue until 2
valid tracking shots are achieved. After the second tracking shot the exercise will be
terminated.
Common Errors:
1. Invalid weapons employment.

2. Slow to or unable to achieve WEZ.
3. Improper comm.
4. Excessive closure on the tracking shot.
1. Review TOPGUN AIM-9 rule-of-thumb envelope and Air NTTP GAU-12 envelope
and the range estimation table for visual range estimation.
AV-8B FSG Ver. 3.0 AA 16 - 27

2. Fly proper pursuit curves to achieve valid AIM-9 and GAU-12 tracking WEZ.
3. Study Air NTTP for proper comm for heat to guns exercise.
AV-8B FSG Ver. 3.0 AA 16 - 28

Name: IR Missile Defense (IRMD) Drill
Purpose: To learn proper procedures to defeat an IR missile in an air-to-air

engagement.
1. This maneuver will begin at 15,000 feet and 380 KCAS and will only be performed in
the simulator. The instructor will place a bandit at your 10 or 2 o’clock position at 3-4
NM range with heading, altitude and airspeed all matching your aircraft. When you
see the bandit, call “TALLY.” The instructor will then call “TURNING IN” and will
make the bandit turn into you to pure pursuit. This will cause the bandit to arrive at
or just slightly aft of your 3 / 9 line. When the bandit is in a valid WEZ the instructor
will call “FOX-2” and shoot an IR missile at you.
2. Execute an IR missile defense in accordance with Air NTTP.
Common Errors:
1. Poor timing on IRMD.

2. Poor G and/or vector control on IRMD.
3. Forgetting or incorrectly using expendables.
1. Study reference to visualize proper timing and execution of maneuver.

2. Use ALL program of expendables during maneuver and know what its time coverage
and effectiveness is against the suspected threat weapon.
AV-8B FSG Ver. 3.0 AA 16 - 29

Name: Flat Scissors Drill
Purpose: Introduce skills and procedures for offensive and defensive flat scissors
maneuvering.
1. The setup of this drill is per Air NTTP.
P – Abeam
D – 0.5 NM
S – 200 KCAS
2. Initiation will start with a “3-2-1 PULL” call. Start a 12-15 unit AOA pull up. As the
nose begins to rise, call, “FIGHT’S ON.” Continue the wings level pull to at least 45°
nose high. Call the de-confliction and then set your lift vector aft of the bandit to
initiate the weave.
3. The first execution of the drill the PUI will be offensive. The bandit will pause for 2-3
seconds after the PUI’s pull up. This will give the PUI a 3 / 9 line advantage and will
also likely make the PUI high on the first de-confliction call. The bandit will fly 120-
150 KCAS in the scissors to allow the PUI to work offensive.
4. The goal of the PUI in an offensive flat scissors is to work in-phase and in-plane. To
get in phase, reverse prior to the flight path crossing. Be careful that you do not
conduct a blind Lead turn if you reverse prior to the flight path crossing while you are
above the bandit. To work in plane with the bandit from above you need to reduce
power slightly with your plane-of-motion slightly underneath the bandit. Be sure to
make the appropriate de-confliction calls prior to converging flight paths.
5. On the second execution the PUI will be defensive. The bandit will start to pull up as
“3-2-1 PULL” is being called. The PUI will again initiate a 12-15 unit pull up to 45°
nose high, call de-confliction and then initiate the weave.
6. The goal of the PUI in a defensive flat scissors is to work out-of-phase and slightly
out of plane (enough to deny POM for a snap shot, but not so much that excess
turning room is given to the bandit – i.e. 500 - 800’) To stay out-of-phase reverse
when the bandit crosses your flight path.
Common Errors:
1. Poor AOA management on initial pull up and in weave.

2. Late or non-existent de-confliction calls.
3. Poor lift vector and velocity vector placement for offensive or defensive
maneuvering.
4. Departing controlled flight due to flying to slow.
5. Not controlling airspeed and spitting out in front.
AV-8B FSG Ver. 3.0 AA 16 - 30

1. Target 12-15 units on initial pull up. Once established in the weave, AOA should
typically be 15-17 units, but at no time should AOA ever exceed 22 units.
2. De-confliction must be called no later than 0° TCA prior to the aircraft developing
converging flight paths.
3. Review BFM procedures for winning and losing flat scissors in the Air NTTP.
AV-8B FSG Ver. 3.0 AA 16 - 31

Name: Rolling Scissors Drill
Purpose: Introduce skills and procedures for rolling scissors maneuvering
1. Setup and initiation of this drill is per Air NTTP. The PUI will always start the drill
from the rear position.
P – 40 º AOT
D – 0.5 NM
S – 250 KCAS
2. After the “3-2-1 PULL” call the ACTI will pull up at 12-15 units AOA to 40-50° nose
high, then roll into approximately 90-100° AOB towards the bandit, allowing the nose
to fall back towards the horizon to arrive at 2000 - 3000’ above the bandit with
approximately 90° TCA (a barrel-roll start). “FIGHT’S ON” will be called as the ACTI
crosses over the top of the bandit.
3. Once established in the rolling scissors, maneuver as per Air NTTP. Be careful
about pulling too hard and bleeding energy excessively. Target 12-15 units on the
pull up; unload to 0 G for the roll on top, no more than 20 units AOA on the pull down
and 15 units AOA on the nose low pull up back to the horizon. Catalyst for
beginning the pirouette will be 150 KCAS. Ensure a minimum airspeed of 180 - 200
KCAS is achieved as the nose is rising back towards the horizon. If necessary,
unload briefly to gain minimum airspeed prior to starting back up for next roll.
Common Errors:
1. Poor lift vector placement.

2. Poor energy management, AOA/airspeed control.
1. Review Air NTTP for proper lift vector placement based upon winning and losing in a
rolling scissors.
2. Cross-reference AOA and aircraft “feel” (buffet) while looking outside at the bandit
for lift vector placement.
AV-8B FSG Ver. 3.0 AA 16 - 32

Name: Snap Shot Drill and Defense
Purpose: Develop proper sight picture for snap-shot gun employment. Develop
proper techniques and timing for successful guns defense.
1. This exercise accomplishes several objectives. Primarily, it teaches snap-shot

gunnery. It also demonstrates the resultant geometry from a failed snap-shot
attempt. It teaches collision bearing recognition in a dynamic environment, and it
can be used to introduce snapshot defense. Details on snap-shot gunnery can be
found in Air NTTP, Combat Gunnery Lecture and TOPGUN Ch 21.
2. The PADS and set up for Snap Shot Drill (SSD) are:
P – Abeam
A – HD+10K
D – 1.0 NM
S – 300 KCAS
The stores code of 99 should be entered on station 4 and Training should be boxed
on the stores page. This will provide a round countdown based on trigger down
time. When a GAU-12 is not installed on the aircraft the MASTER ARM should be
switched to ARM in order to provide accurate symbology. With a GAU-12 installed
you should leave the MASTER ARM OFF to prevent bleed air spinning the GAU.
The proper gun sight for the snap shot drill is the short range LCOS.
3. Initiation of maneuvering for the SSD is per Air NTTP. The ACTI will initiate all
Comms for the drill regardless of what position the instructor is in. Maneuvering will
be initiated after Dash-2 calls “IN AS SHOOTER / TARGET.” The target will roll into
a 60° AOB / 2 “G” level turn at 300 KCAS. The shooter will initiate a 3 “G” level turn
into the target to ensure the aircraft is aft of collision bearing on the target and then
to achieve GAU-12 WEZ. After the snapshot attempt the shooter will clear aft and
above the target and then reverse back to the initial heading (beware of target
aircraft’s jet wash). The target will wait until the shooter has passed the extended 6
o’clock position and then reverse back to the initial heading. After each weave the
RP, regardless of shooter or target role, will expeditiously maneuver back to PADS
for the next weave. For the role definition “non-maneuvering” will be assumed, “…
MANEUVERING” will be stated after each aircraft’s role when a guns defense is to
be performed by the target. Dash-2 will be the target for the first two weaves with
the second being a “maneuvering” weave. Then a role swap will occur and the three
weaves will be repeated with Dash-2 as the shooter, third weave “maneuvering.”
The shooter will use the snap-shot ROT (Air NTTP) to position for the best possible
shot opportunity.
4. When acceptable shot parameters are met; the shooter will call “TRIGGER DOWN”
followed by and assessment call (“SNAP”, “MISS HIGH / LOW”, “LATE / EARLY” or
“UNASSESSABLE”). The goal for the shooter is to achieve the best snapshot
AV-8B FSG Ver. 3.0 AA 16 - 33

possible. This means trying to get a minimum line-of-sight rate shot in plane, in
range, and with adequate Lead.
5. There are several variables to control in order to achieve a valid snapshot. One
variable we have to control at all times is relative plane-of-motion. You have to
determine the target’s plane-of-motion (via line-of-sight rate analysis) and maneuver
your aircraft in the exact same plane. Two aircraft in the same plane-of-motion can
still be in different phases. If the two aircraft are turning in opposite directions, then
they are out-of-phase. If the two aircraft are turning in the same direction, then they
are in-phase. If both aircraft are not turning, then the phase isn’t relevant.
Obviously, an in-phase shot will have a lower line-of-sight rate than an out-of-phase
shot. A lower line-of-sight rate will allow for higher bullet density, assuming you are
still in plane with adequate Lead. If you can always maintain plane-of-motion
alignment (using it as a control variable), it will allow you to better assess the other
variables and have more success with high-deflection gunnery. For this reason,
getting in plane will be your first priority.
6. The other variable to control is the lead requirement. With the infinite number of
possibilities for lead that could exist, you need to condense the contingencies into
something useable. Assume worst case (maximum lead). Worst case is defined as
90° aspect and 500 KTAS. In this condition, 20° of lead is required. Any other
aspect and / or any lesser speed will require less total lead. If you make this lead
the “open fire” lead requirement for all situations, it can be assured that some bullets
will have enough lead.
7. With these two variables controlled, how do you make valid shots? As the Shooter,
make the initial turn-in at best performance G (which is about 3 G at 300 KCAS
level). This will preserve as much weapons separation as possible and allow you to
pull past the collision bearing quickly. The ability to recognize the collision bearing is
critical if you are going to get the lowest line-of-sight rate possible at the proper
range.
8. How do you recognize collision bearing while you are actively maneuvering your
aircraft? The response of “he’s staying at the same spot on the canopy” doesn’t
always apply since you’re in a turn and inducing a line-of-sight rate relative to your
own canopy. Sometimes the answer lies in how the target is moving relative to his
background. If the target is moving aft relative to the background (background can
be clouds, beach line, etc.) you are forward of the collision bearing. That means that
if you rolled out, you would pass in front of the target. If the target is moving forward
relative to his background, then you are aft of the collision bearing. This means if
you rolled out, you would pass behind the target. If the target is stationary relative to
his background, then you are on the collision bearing and will hit the target if you roll
out. Obviously, you must pull aft of the collision bearing, but only enough that allows
you to pass 500 - 1000’ nose to tail. How far past the collision bearing to pull
depends on the range to the target as the collision bearing is recognized. Shorter
ranges require you to pull farther aft of the collision bearing to achieve the same shot
range compared with longer ranges.
AV-8B FSG Ver. 3.0 AA 16 - 34

a. If at any point in the weave, you have < 20° of Lead aft of the collision bearing
(forward drift by bandit in relation to background), pull the trigger and don’t
change phase (don’t modify your plane-of-motion or AOB).
b. If at any point in the weave, you have < 20° of Lead but are still forward of the
collision bearing (aft drift by bandit in relation to background), abort the run. If you
recognize the necessity to abort a weave then execute the abort and broadcast
“SKIP IT” as an informative call. If you do not recognize an unsafe situation
developing the ACTI will call “SKIP IT” as directive Comm: level your wings and
maneuver out-of-plane with the target to ensure adequate altitude separation
exists. The standard de-confliction plan for a SSD is shooter high / target low.
However, if there is any doubt about de-confliction state your own intentions.
c. If you have pulled far enough past the collision bearing to realize 500 - 1000’
nose-to-tail and still have > 20° of Lead, roll out and continue your assessment.
If the target stays in a steady-state turn, pull the trigger when you have 20° of
Lead. If the target increases his turn rate, reinitiate a turn in plane towards the
target and start the process over again. If the target decreases his turn rate,
either accept a longer than desired shot or turn in-phase to limit opening.
9. The guns defense maneuver is covered in depth in the above stated reference and
will not be discussed due to the level of security classification. This maneuver has
the potential for high-speed departure if flown improperly. Guns defense will not be
conducted nose low below the soft deck.
Common Errors:
1. Not starting weave on parameters.

2. Poor Comm.
3. Not following snapshot procedures resulting in invalid shots.
4. Violation of training rules.
5. Not adhering to gun restrictions and limitations.
6. Weak pulls on start.
7. Shooting too early or excessively late.
8. Improper guns defense procedures.
1. Fly disciplined formation and start on parameters.

2. Follow prescribed snap shot drill procedures.
3. Watch loaded rolls, use of rudder, and wing-rock / maneuvering tone on defense.
AV-8B FSG Ver. 3.0 AA 16 - 35

Name: Approach to Fight Start
Purpose: To define the procedures to setup an offensive or defensive engagement.
1. Perch BFM sets are used to introduce specific learning points and create exact
geometry to achieve defined learning objectives. Classified details on BFM can be
found in Air NTTP and TOPGUN Manual, BFM and Air-to-Air Gunnery chapters, as
well as the BFM lesson. It is imperative that you have a solid understanding of this
material prior to the brief.
2. All BFM engagements will be started from an approach to fight start (ATFS) as
described in Air NTTP. Note that the PADS change for the ATFS based upon
whether a 3000’ or 6000’ start is being flown. Air NTTP does not have an altitude
delta between the attacker and defender. At VMAT-203 the standard is defender at
HD+10 and the attacker stepped up 500-1000 feet. Distance is always start range +
0.5 NM. So for the 3000’ start PADS distance should be 1 NM and for the 6000’
start, 1.5 NM. Airspeed also varies based upon the start range. The 3000’ start is at
325 KCAS and the 6000’ start is at 380 KCAS. Be aware of your speed as the
defensive aircraft, especially during the 3000’ start. If you select full power at 325
KCAS while only pulling 3-4 G’s to maintain the attacker at 40° AOT you will likely
get fast.
3. As the attacker, during the 50° check turn into the defender select BST or SEAM and
uncage the missile on the bandit. To make the geometry work correctly the attacker
should call for the reversal when the defender’s aircraft is on the canopy bow. The
defender will initially need to roll into 30-45° AOB to gain a tally. After calling
“TALLY” the defender is responsible for managing the G (typically between 3-4 G) to
maintain the attacker at 40° AOT until the “FIGHT’S ON” range.
4. Approaching the specified start range, Lead will start the countdown then call the
fights on, “1.2, 1.1, “MARS-11, FIGHT’S ON.” Maneuvering will commence once
Dash-2 replies, “MARS-12, FIGHT’S ON.”
5. After the termination of an engagement, lead aircraft will maneuver the flight as
discussed in the Resets and Transitions section or as briefed. It is important that
you fly expeditiously back to you assigned position with disciplined TACFORM.
Needless time and fuel can be wasted trying to redress the formation. Climbing
back to altitude the PUI should remain visual, check fuel, G’s, “powder state” and
sanitize the airspace in front of the flight visually.
Common Errors:
1. Not prepared for sortie (lack of knowledge on systems, weapons, threat and
procedures).
2. Not achieving desired start parameters prior to engagement.
3. Improper HOTAS.
4. Invalid shots.
AV-8B FSG Ver. 3.0 AA 16 - 36

5. Not employing the aircraft based on key performance numbers. Not monitoring
AOA, airspeed, altitude and POM.
6. Violation of ACM training rules.
7. Not recognizing impending departures.
1. Study the references.

2. All shots should be validated using TOPGUN shot criteria.
3. Fundamental BFM basics must be flown to achieve success.
4. Strict adherence to ACM training rules is mandatory.
AV-8B FSG Ver. 3.0 AA 16 - 37

Name: Neutral Setup
Purpose: To define the procedures to setup a neutral engagement.
1. In the last 1 v 1 sortie, you will be introduced to High Aspect BFM. The ACTI will
provide you with a bandit profile to teach you specific fight types and mechanics. A
tactically sound game plan should consist of a first move followed by contingency
plans for expected adversary counters. Contingency planning should provide
opportunities for you to gain turning room or deny weapons separation. Once the
roles are defined the engagement will evolve into offensive and defensive
maneuvering.
2. We will begin our neutral starts using the Butterfly Setup as described in Air NTTP.
3. The neutral setup is a cooperative entry into a neutral fight with the objective being
to arrive at a neutral, 500-1000’ abeam, wings level pass at the PADS altitude and
airspeed. Pre-merge, forward quarter IRCM should be used and forward quarter
missile shots may be attempted in accordance with training rules and the rule-of-
thumb envelop, however, no kill removal will be made from valid pre-merge shots.
Priority approaching the merge should be (1) de-confliction, (2) correct neutral
geometry at the merge, and (3) IRCM / weapons employment.
4. To reduce the risk of high speed departure due to high IMN, approaching the neutral
merge the PUI will call the de-confliction / pass direction and aircraft IMN, “MARS
12, LEFT-TO-LEFT, 0.77.” The allowable range is 0.72-0.78 IMN. Unintentional
Mach greater than 0.78 is a safety-of-flight issue and will warrant a “KNOCK-IT-OFF”
and an immediate reduction in airspeed prior to turning the aircraft. Unintentional
Mach less than 0.70 indicates a loss of SA or a performance error, requiring a
“TERMINATE” to reset the start on proper parameters.
5. At VMAT-203 the ACTI will set the flow IAW the line desired. Post initial merge the
PUI will execute a nose low turn across the bandits’ tail. The ACTI will then reverse
or set the flow as appropriate. Through follow on merges it will be the PUI’s
responsibility to maintain the pre-briefed flow.
Common Errors:
1. Not prepared for sortie (lack of knowledge on systems, weapons, threat and
procedures).
2. Not achieving desired start parameters prior to engagement.
3. Not adhering to game plan based on briefed profile.
4. Poor second merge maneuvering.
5. Improper HOTAS.
6. Invalid shots.
7. Not employing the aircraft based on key performance numbers. Not monitoring
AOA, airspeed, IMN, altitude and POM.
8. Violation of ACM training rules.
9. Not recognizing impending departures.
AV-8B FSG Ver. 3.0 AA 16 - 38

1. Study the references.

2. All shots should be validated using TOPGUN shot criteria.
3. Formulation of game plan based on the profile will enable you to effectively employ
your weapon systems.
4. Fundamental BFM basics must be flown to achieve success.
5. Strict adherence to ACM training rules is mandatory.
AV-8B FSG Ver. 3.0 AA 16 - 39

Name: BFM Profiles
Purpose: To define the objective and maneuvers of each air-to-air engagement.
1. VMAT-203 uses standard profiles for BFM instruction. The purpose behind this way
of training is to increase standardization and to provide RPs with a specific scenario
on each engagement against which to hone their skills. Each profile states the
objectives of the engagement and defines the bandit’s (IP) profile and the fighter’s
(RP) mechanics that will be flown to successfully meet the objectives of the profile.
It is highly recommended that RPs chair fly and even practice going through the
profiles using the briefing aircraft models prior to each event.
2. The standard start altitude is hard deck (HD) + 10,000 feet, typically 15-17,000 feet
MSL. The start altitude will be maintained until the “FIGHT’S ON” call during an
offensive or defensive approach to fight start or until after the first merge for neutral
sets. The PADS airspeed will be maintained until the “FIGHT’S ON” call for an
offensive and defensive approach to fight start or until after the first merge for neutral
sets.
LEGEND
1C One circle NH Nose high
2C Two circle NL Nose low
Offensive basic fighter
AW Attack window OBFM
maneuvers
BDT Bandit OOP Out of plane
BT Break turn O/S Overshoot
CZ Control zone POM Plane of motion
DBFM Defensive basic fighter maneuvers RS Rolling scissors
DBT Defensive break turn TC Turn circle
EF Engaged fighter TTK Time to kill
FF Free fighter WEZ Weapon engagement zone
FS Flat scissors
FTR Fighter
HD Hard deck
HOBS High off boresight
IRCM Infrared counter measures (flares)
OBT Offensive break turn
AV-8B FSG Ver. 3.0 AA 16 - 40

OFFENSIVE 1V1 PROFILES
3000’ Set 6000’ Set
Objective: Objective:
• CZ management • Nail AW for OBT
• Valid gun kill (snap or track) • Stabilize in CZ
• TTK < 45 sec / ~ 540° (1 ½ circles) • Valid AIM-9 or gun kill
• TTK < 1 min / ~ 720°
Bandit Profile: Bandit Profile:
• DBT for 90° • DBT for 90°
• Sustain 4-5G @ ~300 KCAS • Sustain 4-5G @ ~300 KCAS
Profile 1 • ~20° NL POM to HD +1k • ~20° NL POM to HD +1k
• Sustain 300 KCAS @ HD +1k (whatever G that • Sustain 300 KCAS @ HD +1k (whatever G
gives) that gives)
Fighter Mechanics: Fighter Mechanics:
• Lag entry to CZ • Pure pursuit off perch for AIM-9 WEZ
• OOP Lead to employ gun down to Rmin
• OOP lag back to CZ • Lag to AW
• Repeat until valid kill • OBT to CZ
• Follow-on maneuvering to valid AIM-9 /
gun WEZ
• Mis-aligned TC entry • Nail AW for OBT
• Valid AIM-9 kill • Ditch counter
• TTK < 30 sec / ~360° • Valid AIM-9 or gun kill
• TTK < 1 min / ~ 720°
Same as Profile 1 • DBT for ~60°
• Ditch as fighter arrives in sensor nose or
lags for mis-aligned TC
Profile 2 • Out of ditch ~4G 2C flow to HD
• Lag entry to CZ • Pure pursuit off perch for AIM-9 WEZ
• Ease G to flow outside bandit TC down to Rmin
• Sustained rate pull (don’t bleed below 300 • Lag to AW
KCAS) back inside TC w/ wep sep • OBT to CZ
• Valid Fox-2 • Ditch counter to follow-on WEZ or off. 2C
flow
gun WEZ
• Remain offensive on countering bandit • Remain offensive on BDT performing
• Valid AIM-9 or gun kill multiple ditches / redefines
• TTK < 1 minute / ~ 720° • Valid AIM-9 or gun kill
• TTK < 60 sec
• DBT for 90° • DBT for ~60°
• Counter fighter OOP Lead / lag maneuvers • Ditch as fighter arrives in sensor nose or
lags for mis-aligned TC
Profile 3 • Out of ditch - follow on ditch / redefine at
FTR sensor nose
• Lag entry to CZ (snap shot?) • Pure pursuit off perch for AIM-9 WEZ
• OOP Lead for WEZ and lag to manage CZ <OR> down to Rmin
• Mis-aligned TC for WEZ • Lag to AW
• Correct for BDT counters • OBT to CZ
• Ditch counter(s)
gun WEZ
AV-8B FSG Ver. 3.0 AA 16 - 41

DEFENSIVE 1V1 PROFILES
3000’ Set 6000’ Set
• Maintain sight • OOP Lead / lag counters
• WEZ recognition • WEZ recognition
• Deck awareness • IRCM
• In plane lag entry to CZ • AW to CZ entry
Profile 1 • Maneuver from inner side of CZ to Lead pursuit • OOP Lead / lag for WEZ and CZ
and then back to CZ (repeat until FTR is able to
consistently maintain sight)
• 20-30° NL DBT… • DBT (expendables)
• Down to sustained rate turn (no slower than 300 • OOP Lead / lag counters to BDT to create
KCAS) closure or angular problems
• 30/20/10 deck transition to HD +300 ft • Neutralize 2C flow or force O/S
• Overshoot recognition Ditch
• WEZ recognition
• IRCM
• Slightly OOP pure/Lead pursuit for snap shot • AW to CZ entry
• In-close O/S • OOP Lead / lag for WEZ and CZ
• Initial entry into FS or RS • At FTR ditch, pull pure pursuit (bad
counter) for immediate follow
Profile 2
• DBT (expendables) • DBT (expendables)
• Maintain sight • At sensor nose, ditch
• At O/S, unload and roll aircraft upright • Recognize BDT error and force O/S
• DRT stop pull: 12-15°α pull up to ~ 45° NH • Reverse to 1C flow or positional deck
• At 180 KCAS or when BDT starts to pull into transition (2C flow – altitude dependent)
FTR, assess altitude differential and either pull
towards BDT CZ for FS or pull over the top for
RS (call deconfliction as necessary)
Mis-aligned TC counter • NH redefine
• AW to CZ entry • TC to AW
• Ease out of TC to est. mis-aligned TC • OBT
• Maintain sustained rate pull (no slower than 300 • OOP Lead / lag to CZ
KCAS) to pull back inside TC with WEZ • At FTR NH redefine lag over top
• Rolling scissors or 2C rate war
Profile 3
• DBT (expendables) • DBT (expendables)
• Unload to regain energy when BDT lags • Prior to sensor nose, ditch (check altitude)
• Tighten down turn as BDT tightens down to hold or NH redefine
nose in lag • At top of redefine either roll underneath
• Repeat until BDT neutralized or… BDT to setup rolling scissors or overbank
• Ditch if unable to hold BDT’s nose in lag (sensor to 2C rate war
nose)
AV-8B FSG Ver. 3.0 AA 16 - 42

NEUTRAL 1V1 PROFILES
Objective:
• Forward quarter WEZ awareness
• Out rate inferior BDT
• Maintain sight
• Create weapon separation
• Valid AIM-9 kill
• TTK < 90 sec
Bandit Profile:
Profile 1 • IRCM approaching merge
2C OOP • At merge, best BT across tail for 2C flow for 90°
• Then G = 1% of KCAS (i.e. 450 KCAS = 4.5 G)
Rate Fight
• rd
If after 3 2C flow (~90 seconds engaged) FTR has not achieved WEZ – “TERMINATE”
Fighter Mechanics:
• Establish lateral separation approaching merge
• IRCM until inside forward quarter Rmin
• NL BT across bandit’s tail
• Execute energy rate deck transition to sustained rate numbers for rate war (no slower than 300)
[Be patient and allow rate advantage to work for you. Don’t over-pull and bleed below sustained rate
unless doing so will immediately yield a valid WEZ (watch min airspeed for weapons)]
• Transition to OBFM 2C flow and kill bandit when valid WEZ achieved
Objective:
• Transition from corner speed to radius fight airspeed
• Manage energy / AOA / and vector for OOP 1C flow
• Kill bandit or remain alive for > 1 min
Bandit Profile:
• IRCM approaching merge
• At merge, reverse NH away from FTR to force 1C OOP flow
Profile 2 • After each subsequent merge reverse as necessary to maintain 1C OOP flow
1C OOP • Transition to RS if geometry dictates
Radius Fight Fighter Mechanics:

• Establish lateral/vertical separation approaching merge, call the deconfliction
• At merge, 20° NL turn across bandit’s tail (bandit will reverse at the merge to force 1C flow)
• Maintain / regain tally on bandit 20-30° above horizon in the direction of your initial turn
• Transition to radius numbers (may need to reduce throttle to bleed down in NL turn)
• Once bandit is at your 3/9 line reduce AOB to begin to climb to next merge, call the deconfliction
• At next merge, reverse your turn direction to maintain the 1C flow along the initial down range travel
• Watch for opportunity/necessity to transition to a RS
• Recognize winning and losing and transition to OBFM / DBFM as appropriate
AV-8B FSG Ver. 3.0 AA 16 - 43

Objective:
• Transition from corner speed to radius fight airspeed
• Manage energy / AOA / and vector for in plane 1C flow
• Kill bandit or remain alive for > 1 min
Bandit Profile:
• IRCM approaching merge
• At merge, reverse NL away from FTR to force 1C in plane flow
Profile 3 • After each subsequent merge reverse NH or NL (FTR will force POM) to maintain 1C flow along initial down
1C In Plane range travel
Radius Fight Fighter Mechanics:
• Establish lateral/vertical separation approaching merge, call the deconfliction
• At merge, 20° NL turn across bandit’s tail (bandit will reverse at the merge to force 1C flow)
• Maintain / regain tally on bandit level on horizon in the direction of your initial turn
• Transition to radius numbers (may need to reduce throttle to bleed down in NL turn)
• Call the deconfliction
• At next merge, reverse your turn direction and set your POM to maintain the 1C in plane flow (BDT may
change POM, you will have to correct)
• Recognize winning and losing and transition to OBFM / DBFM as appropriate
Common Errors:
1. Not knowing profiles.

2. Not flying proper profile.
1. Study!
AV-8B FSG Ver. 3.0 AA 16 - 44

Night Systems Stage
Name: Night Aircraft Preflight
Purpose: Perform aircraft preflight at night
1. Aircraft preflight procedures remain the same for day or night. The preflight checklist
is contained within the NATOPS Pocket Checklist and clearly delineates the
necessary checks. The difference at night is the inability to clearly see aircraft
discrepancies due to lack of illumination. Lack of illumination can be overcome by
use of the pilot’s flashlight (using the clear lens). The red lens should be removed
prior to using the flashlight to preflight, as hydraulic fluid will not be detectable with
that lens in place. Should NVD compatible lighting be required, utilize the green lens
on the flashlight during preflight (this is not a consideration at the FRS, so the clear
lens should be used). Field-of-view to observe aircraft discrepancies with the
flashlight is limited to the area illuminated by the flashlight. Allow additional preflight
time (normally an extra 5 minutes will suffice) in order to conduct a satisfactory
check.
Common Errors:
1. Not using a flashlight under dusk conditions.

2. Weak flashlight batteries resulting in poor illumination.
3. Behind timeline resulting in missed items on preflight checklist or late start.
4. Improper preflight.
1. Always use a flashlight to preflight, even during dusk conditions to illuminate areas
that are shaded (such as the cold nozzles, main wheel well, and turbine blades for
example).
2. Always preflight your flight gear prior to leaving Flight Equipment; this means
checking the battery power (brightness) of your flashlight. If the flashlight is weak,
ask Flight Equipment for a replacement.
3. Allow sufficient time to conduct necessary steps to proceed safely with the flight.
4. Review Familiarization Stage and / or ask questions.
AV-8B FSG Ver. 3.0 Night 17 - 1

Name: Aircraft Exterior Lights
Purpose: The pilot should be able to adjust the aircraft exterior light package to suit
the environmental conditions.
1. All light switches should be set prior to start. The aircraft exterior lights will be
placed in the following condition prior to engine start for a night sortie:
a. Exterior Lights Master Switch – ON.
b. Anti-collision Light Switch – ON.
c. Position Lights Switch – OFF.
d. Formation Lights Knob – OFF.
e. Landing Light Switch – OFF.
f. Auxiliary Landing Light Switch – OFF.
2. Once the aircraft has been started, the following exterior lights will be turned on:
a. Position Lights Switch – BRT
b. Formation Lights Knob – BRT (fully rotated clockwise).
3. During final checks the plane captain will signal the pilot to:
a. Landing Light Switch – momentarily APRCH, then HVR, then OFF.
b. Auxiliary Landing Light Switch – momentarily AUX, then OFF.
4. The Landing Light Switch will be placed to the APRCH or HVR position for taxi at
night. Choosing the APRCH light over the HVR light is dependent on ambient light
levels and current environmental conditions. Generally, choose the position that
gives you the most SA on what is in front of your aircraft.
5. On sorties where NVDs are donned on deck, a light package drill will be conducted
in the warm-up area (or other marshal / hold-short area). When both aircraft are
positioned abeam and “UP AND READY” has been confirmed by the flight Lead, the
following will take place:
a. “MARS 11 FLIGHT, CLOAK” – at which point both aircraft will secure their
position lights and taxi light, and place the Exterior Lights Master Switch to the
NVD position. Each member of the flight will ensure that they can see the
formation lights and anti-collision lights of each aircraft through the NVGs. A
quick check underneath the NVGs will ensure that there is no overt lighting
coming from the anti-collision light of the wingman’s aircraft.
b. “MARS 11 FLIGHT, LIGHTS OUT” – at which point both aircraft will secure the
Exterior Lights Master Switch. Each member of the flight will then visually
confirm that there are no exterior lights on (either overt or cloaked).
c. “MARS 11 FLIGHT, LIGHTS ON” – at which point both aircraft will reconfigure to
the briefed overt lighting package for takeoff.
6. Aircraft position lighting is required thirty minutes prior to sundown to thirty minutes
after sunrise. Aircraft anti-collision lights (one minimum) are required any time the

engine is running. All three position lights (one complete set) must work in either the
dim or bright position.
7. Night lighting packages will be briefed IAW SOPs and the Air NTTP. On the east
coast, due to range constraints, either the NVG Admin or NVG Training with FAA
Restrictions will be used according to the appropriate portion of the sortie.
Common Errors:
1. Exterior Lights – Master in OFF or NVD position.

2. Formation Lights in the ON position before the generator is on line which can cause
arcing and light burnout.
3. Not using the APRCH or HVR light for taxi.
4. Improper switch positioning for the lights check when aided on deck.
1. Ensure your lighting package is IAW the brief.
Source Documents: NATOPS, OPNAV 3710.7,

MAG-14 SOP, VMAT-203 SOP

Name: Aircraft Interior Lights
Purpose: The pilot should adjust the aircraft interior light package to suit the
environmental conditions.
1. Adequate interior lighting is of the utmost importance during night operations. If the
intensity is too high, it will diminish night adaptation, generate unwanted canopy
reflections (known as “veiling glare”) and generally decrease visual acuity and
overall SA. Therefore, lighting should be set only as bright as necessary to read and
interpret instruments under the current ambient light levels and prevailing
environmental conditions. The aircraft interior lights should be completely checked
and operational. To facilitate this process, the following switch positions and
procedures will be performed prior to APU or engine start:
a. Instrument Panel Lights Knob – BRT.
b. Console Lights Knob – BRT.
c. Console Floodlights Knob – BRT.
d. Compass / Lights Test Switch – COMP.
e. Emergency Floodlights – BRT.
f. Chart / Kneeboard Lights – CHECK OPERATION.
g. Utility Floodlights – CHECK OPERATION / AS REQ..
2. After APU or engine start (and throughout the remaining portion of the sortie), the
following switch positions and procedures will be performed:
a. Instrument Panel Lights Knob – As desired.
b. Console Lights Knob – As desired.
c. Console Floodlights Knob – As desired (nearly always off; these lights will create
the most amount of veiling glare and decreased visual acuity).
d. Warning / Caution Lights Knob – RESET.
e. Charts / Kneeboard Lights – As desired.
f. Utility Floodlight – As desired.
g. HUD Symbology Brightness Control Knob – As desired.
h. AMPCD Brightness and Contrast – As desired.
i. EDP Brightness Control Knob – As desired.
j. UFC Brightness Control Know – As desired
k. ACNIP or RSC – As desired.
3. After you start the aircraft, you will place most interior lights to the full-bright position
(as stated above). Then, as your eyes adjust and you taxi away from artificial light
sources (the hanger), you will appropriately dim them. Interior lights are adjusted
often to suit the conditions throughout the flight. For example, when airborne and
away from cultural lighting, the interior lights will likely have to be dimmed. When

returning to land, with the bright cultural lights of the airfield and city, the interior
lights will almost definitely have to be brightened. This practice is most pronounced
with the HUD brightness. A good rule of thumb is to adjust (as necessary) the
different brightness levels of your interior lighting to the lowest acceptable levels.
4. While wearing NVGs, the cockpit lighting will need to be brighter in since stimulated
light is shown through the NVG tubes. This requires typical settings a bit higher
(than for unaided flight) so that when looking under the NVG tubes, the instruments
and displays can be seen.
a. AMPCD Brightness and Contrast – As desired.
b. Instrument Panel Lights Knob – turned up from the unaided setting.
c. Console Lights Knob – turned up from the unaided setting.
Common Errors:
1. Interior lights are too bright causing canopy reflections.

2. Unfamiliar with cockpit interior lighting.
3. Not adjusting the lighting for aided flight following donning / doffing of the NVDs.
1. Turn down the interior lights to the lowest acceptable levels.

2. There are many cockpit switches and knobs that control interior lighting. NATOPS
contains a description of the switches and knobs and also a diagram of their
location. During FAM stage use the opportunity to familiarize yourself with all of the
location and functions of the interior cockpit lights. The simulator is an excellent
instructional aide in this regard.
3. Adjust the interior lights as required so that the appropriate displays can be seen
while wearing NVGs or after they have been removed. Once NVGs have been
doffed, it will take several minutes for your eyes to adapt back to the unaided scene,
and cockpit lights will likely have to be progressively turned down.

Name: Night Plane Captain Signals
Purpose: Understand and react to night plane captain (visual communication)

signals.
1. Communication between the plane captain (PC) and aircrew is primarily visual. On
rare occasion, avionics troubleshooters will have a ground / aircraft intercom to
communicate with the pilot. During periods of darkness, PC hand and arm signals
may be difficult to see and interpret. For this reason, NATOPS contains the night
hand and arm signals used by the PC and signaled by flashlight , glow stick, or
wand. The sequence of events does not change from day to night. The pilot can
expect the conduct and execution of the pre-start, post-start and before taxi checks
to remain the same; the difference will be how the PC signals for and responds to
the pilot during the specified checks.
2. Instead of using hand signals for one- to four-finger checks, the plane captain will
flash wands the appropriate number of times to indicate the associated check.
Typically the plane captain will be able to see the pilots hand signal to indicate the
initiation of the check and will reply in kind with flashing wands. Use of interior flood
lights or left chart / kneeboard light will aid the PC in seeing your signals to him.
Remember, the sequence and tempo of the checks remains the same.
Common Errors:
1. Unsure of what plane captain is trying to communicate.
1. Familiarize yourself with the night visual signals prior to the first night sortie.

Name: Unaided Taxi and Takeoffs at Night
Purpose: Safely perform unaided takeoffs at night.
1. The procedures for night takeoffs are exactly the same as in the daytime
environment. The primary difference is a lack of visual cues that pilots become
comfortable with and accustom to when operating in daylight conditions.
2. Individual unaided takeoffs pose no significant problems. Pilots must understand the
lack of peripheral vision and depth perception and adjust their scan appropriately.
The decreased sense of motion at night will require increased scanning of the
ground speed in the HUD. The scan is more of an instrument scan than that used in
daylight conditions. If equipped, incorporation of the NAVFLIR display into the scan
can increase SA on what is in front of the aircraft. Once airborne, the instrument
scan is key to indicate the performance of the aircraft and allow the pilot to ensure
that a positive rate of climb is maintained.
3. Unaided section takeoffs involve a higher scan workload of Lead aircraft, instruments
and lineup. Unaided section takeoffs will be Stream STOs. Once airborne,
wingman should take lateral offset (placing Lead on the edge of HUD glass) and
abide by the night flying closure rules. The closer you get to Lead, the more you will
have to transition to a visual scan to fly a good position off Lead aircraft. However,
instruments must continuously scanned. In VMAT-203, unaided Section
Conventional Take Offs at night are not performed.
4. Lighting: Lead will utilize the briefed lighting package when flying with an unaided
wingman. Once close aboard, the wingman can ask for “LIGHTS” and the Lead will
secure the anti-collision light.
5. Lighting Configuration:
a. Lead: Smash lights on, NAV lights on, form lights bright.
b. Wing: Smash lights on, NAV lights on, form lights bright.
6. Rendezvous: The NAVFLIR shall not be used for rendezvous due to lack of depth
perception and visual distance assessment. Normal night rendezvous airspeeds will
apply unless otherwise briefed. Lead should be notified prior to closing inside 0.3
DME with a “VISUAL” call. This will indicate to Lead that you as the wingman have
Lead in sight and are providing adequate separation to prevent a possible mid-air.
Wingman will not position the velocity vector on the Lead aircraft within 1.0 DME.
7. For a night unaided vertical takeoffs, the pilot must select outside references similar
to daylight operations; at night these will probably be lights on the airfield. The
visual scan remains important; however the instrument scan becomes significantly
more important as you climb away from the ground. Small corrections are the key.
Due to the decreased visual references, it will become harder to notice movement
strictly by what the pilot sees. Thus instruments must be relied on (especially for
judging rate of climb).

Common Errors:
1. Fixating on Leads aircraft, dropping an instrument scan, and developing excessive

closure.
2. Not integrating a proper scan during takeoff and rendezvous.
3. At least one aircraft in section needs anti-collision lights on (almost always a
wingman).
1. Do not fixate on Lead aircraft. Maintain your side of the runway and cross check the
instruments with the outside picture.
.
2. Incorporate a visual / instrument scan during takeoff and rendezvous.
3. Ensure the proper lighting package has been selected prior to takeoff.
Source Documents: MAG-14 SOP, VMAT-203 SOP

Name: Unaided Landings at Night
Purpose: Safely land the aircraft unaided at night.
1. The night landing pattern remains the same as the day landing pattern. The
objective is to fly the same ground track regardless daytime or night. The difference
lies in the lack of the daylight visual reference provided by the horizon and the
unconscious cues that are derived from the pilot’s peripheral vision. At night, the
landing pattern is conducted with increased reference to instruments. A very
important thing to remember is that regardless of light conditions or proficiency level,
at no time should you fly a daytime approach. Always cross-reference and
incorporate your instruments into your scan. The pilot must strive to fly the approach
turn as depicted and described in the FSG to arrive at the start (groove or key) in an
advantageous position to ensure a safe and satisfactory pass. The actual
procedures to perform the approach turn leading to each type of landing do not
change. Our perceptions, due to the lack of visual references and motion cues, are
what have changed.
2. During the approach turn, the runway can be referenced, but the primary scan must
be with reference to the HUD. From the 180 to the 90 position, HUD indications
(mainly attitude, altitude and AOA) and AMPCD position (TRAK and course lines)
makes up the majority of the scan. From the 90 to the landing, your scan moves
increasingly to an “outside” or visual scan. Flying a disciplined pattern at night is
similar to flying instruments with the primary reference being the HUD-presented
flight information.
3. From the 45 to touchdown, there will be a tendency to want to move to a greater
outside scan. This is natural, but realize that the lack of peripheral vision will impact
your ability to judge rate of descent and speed as you approach touchdown.
Continue to scan your instrument indications for airspeed and rate of descent. The
outside scan of the runway environment will provide valid lineup cues and allow you
to adjust touchdown point. As the aircraft nears touchdown (at approximately 30’
AGL), the landing light will begin to illuminate the runway and provide additional
cues. Setting the landing attitude and touching down remains the same and during
the day.
4. Rollout will again require a combined instrument and visual scan to ensure that
centerline is maintained and that the aircraft is decelerating sufficiently to be stopped
appropriately. Use of the landing light and NAVFLIR (if so equipped) will provide the
best SA as to what lies in front of the aircraft.
5. Unaided decels to vertical landings are challenging due to the lack of depth
perception and inability to easily judge closure to the pad. Similar to the normal
pattern discussed above, the VL pattern is unchanged. The primary change comes
with the increased dependency on instrument scan to ensure that closure to the pad
is controlled and that proper altitudes are maintained. The pad will be lighted (in
blue) which will aid in judging closure. It is better to select hover stop early in a night
decel to avoid pulling the nose up in close to slow closure. Pulling the nose up can

be disorienting, as can the selection of braking stop during a night decel. Once in
position over the pad, the hover light will aid in lighting the landing surface, and more
of a traditional visual scan will be possible. The visual / instrument scan must be
maintained on the comedown to avoid drift or excessive rate of descent.
Common Errors:
1. Not wanting to descend from the 180° position or tentative approach turn, due to
lack of visual references and proximity of the ground (caused by poor instrument
scan).
2. High all the way during the approach to landing.
3. Too much rate of descent due to a lack of depth perception while attempting to use a
visual scan.
4. Late selection of hover stop during a decel to vertical landing resulting in pulling the
nose up and losing sight of the landing environment. This disorientation can be
exacerbated with the selection of braking stop.
1. Conduct the approach turn to the runway with reference to HUD and AMPCD to
arrive at a good start for the landing.
2. Visual illusion due to the runway lights being inboard of the actual edge of the paved
runway area making the landing area appear narrow. Reference HUD altitude
(remember to select RADALT!) and attitude throughout the pass and set the proper
landing attitude prior to touchdown.
3. Reference HUD flight information to assist in judging rate of descent and pattern
altitudes. Do not rely on visual reference only. Always cross-reference and
incorporate your instruments into your scan.
4. Select hover stop (slightly) early rather than late to allow for more of a level attitude
decel. If you begin to trundle, push the nose forward slightly to maintain closure or
nozzle out 1-2 degrees. Keep your scan going!

Name: Unaided Basic Formation
Purpose: Facilitate the execution of basic formation at night without the use of
NVGs.
1. Unaided parade position. Parade position in the night is no different than daylight
operations. The lighting package will have Lead aircraft with position and formation
lights on and typically the anti-collision light secured. The wingman’s lights will be all
on full bright (pos, form, and anti-coll). The wingman’s anti-collision light will
illuminate Lead’s aircraft enough to maintain a visual scan to maintain position.
2. Unaided cross under. The unaided night cross under is executed the same as in the
daylight. The key is to make small corrections to maintain a controlled position
throughout the maneuver.
3. Unaided lead change. The unaided Lead change is similar to the daytime Lead
change. The Lead aircraft will state, “STANDBY FOR LEAD CHANGE.” He will
then change his light package to that of the wingman (Pos lights to bright and anti-
collision light on). The comm cadence is as follows:
MARS 11 “YOU HAVE THE LEAD ON THE L/R.”
MARS 12 “I HAVE THE LEAD ON THE L/R.”
MARS 11 “YOU HAVE THE LEAD.”
Once the Lead has been changed, the new Leader will reconfigure his lighting
package to that of the Leader (Pos lights dim and anti-collision light off). We still
want a positive three-way change of Lead. A good memory aid for the night unaided
Lead change is “lights, lips, lips, lips, lights.”
4. Unaided night rendezvous: Night rendezvous shall be carried out in VMC. The
following procedures will be used:
a. Airspeed is 300 KIAS.
b. Altitude as briefed by Lead.
c. Trailing aircraft will call “VISUAL” when lead aircraft is identified. If a circling
rendezvous is required, the lead aircraft shall call and commence a port or
starboard 30° AOB turn. If a running rendezvous is required, the wingman will
take offset to one side and commence the approach.
d. Trailing aircraft will close slightly below lead’s altitude with lateral separation, and
call “LIGHTS”, “SMASH OFF” and / or “DIM” as required.
e. Maximum closure in-trail is 25 knots.
f. Maximum closure once on-bearing is 15 knots.
g. There will be NO mission crosschecks completed from the cruise position until
stabilized in parade position on all night rendezvous.
3. Night breakup and rendezvous practice:

a. “Breakup and rendezvous” will be performed in the same manner as day, with
the following additions:

i. Lead will turn his anti-collision lights on just prior to the breakup.
ii. Lead will transmit “LEFT” or “RIGHT” to indicate direction of turn.
b. Bearing line on a night rendezvous is difficult to discern. Using the taillight,

wingtip light, and anti-collision light, place the anti-collision light one-third of the
distance from the wingtip light to the taillight. At approximately one-half mile you
will be able to pick up the strip lighting. At this point, align lead’s wingtip light with
the strip light on top of his aircraft, just aft of the canopy. Once in close, your
anti-collision light will illuminate Lead’s wing, allowing you to complete the
rendezvous visually.
Common Errors:
1. Improper lighting package for lead and wing.

2. Too much closure during rendezvous.
1. Both aircraft are responsible to ensure that the lighting package is correct for the
flight. If there is a lighting package problem, fix it.
2. Keep scan working and adhere to the maximum closure rules.

Name: Don and Doff Procedures
Purpose: Developing standards for Donning and Doffing NVGs while airborne.
1. Transitioning from the “unaided” scene to the “aided” scene is done by resetting the
goggles from the up or stowed position to the down / operational position. Ensure
the battery switch is placed ON. This transition shall be a pre-briefed item and
performed when both aircraft are in a stabilized platform. A stabilized platform
requires:
a. VMC
b. > 1000’ above minimum safe altitude.
c. > 0.3 DME separation
d. Straight and level with AFC & altitude hold on.
e. Under positive communication with each other.
2. Communications sequence: (Donning NVGs)
a. Lead: “MARS 11 STANDBY TO GOGGLE”
b. Wing: “MARS 12 READY TO GOGGLE”
c. Lead: “MARS 11 FLIGHT GOGGLE”
d. Wing: “MARS 12 GOOD GOGGLES”
e. Lead: “MARS 11 GOOD GOGGLES”
3. Communications sequence: (Doffing NVGs)
a. Lead: “MARS 11 STANDBY TO DEGOGGLE”
b. Wing: “MARS 12 READY TO DEGOGGLE”
c. Lead: “MARS 11 FLIGHT DEGOGGLE”
d. Wing: “MARS 12 GOGGLES STOWED”
e. Lead: “MARS 11 GOGGLES STOWED”
4. The transition from aided to unaided can be a difficult shift. Ensure that there is
enough time allowed for all members of the flight to adjust their eyes and cockpit
lighting to the unaided scene. This will usually require cockpit lighting to be turned
down accordingly. It may also require several minutes for your eyes to adjust to the
unaided night scene.
Common Errors:
1. Incorrect brightness of the HUD and interior cockpit lighting.

2. Mixed aided flight. (One member either having goggles on / off – opposite of Lead)
3. Not being in stabilized platform while donning / doffing

1. Adjust the HUD to ensure that the display can be seen through the goggles when
donned. Adjust the interior cockpit lighting to the lowest acceptable levels.
2. Proper preflight briefing shall cover all aspects of the flight to include donning /
doffing procedures.
3. Ensure that your jet is trimmed up with AFC selected, prior to donning the goggles.
Source Documents: Air NTTP, NVD Manual, MAG-14 SOP

Name: NVD Environmental Assessment
Purpose: Properly execute a night environmental assessment to evaluate the

performance of NVGs and NAVFLIR (if so equipped).
1. The NVDs and the NAVFLIR are affected by environmental conditions which were
previously discussed in the NITE lab and stage briefs. Proper pre-flight planning will
show the effects on a particular sensor and what the pilot should expect during the
flight. It should be noted that your environmental conditions will change during the
flight. The pre-flight briefing should detail the predicted effects and the
environmental changes expected during the flight. Once airborne and aided, a
proper environmental assessment shall be accomplished. During this assessment,
note any adverse affects or conditions which would preclude mission success. The
environmental assessment is then continuous as the environment may change
during the flight. A proper environmental assessment will be performed by the flight
Lead, since he has the final authority in mission accomplishment and safe execution.
2. A proper environmental assessment will include but not be limited to an evaluation of
the following:
a. Lunar azimuth and elevation
b. Dynamic shadowing
c. Visibility and ground texture
d. Horizon definition
e. Ambient light levels
f. Ceiling
g. FLIR performance (If configured)
h. NVD performance
i. Cultural Lighting
j. Moon Phase
3. Once NVGs have been donned, the flight Lead will inform the flight to “STANDBY
FOR ENVIRONMENTAL ASSESSMENT.” The flight will accelerate to 300 KCAS in
deployed echelon. The flight Lead will then initiate a 300 KCAS turn away from the
wingman (to prevent the wingman from going belly up) for approximately 180 degrees.
During this turn the environment will be evaluated through the NVGs with the above
elements being considered. The flight will then execute another 180 degree turn (in the
same direction as the initial turn), again evaluating the above elements. Upon
conclusion of the full 360 degrees of turn, the flight Lead will state any specific factors
that may impact the mission. During the NS syllabus, the IP will describe what he is
seeing throughout the turn for the students benefit.
Common Errors:
1. Losing sight of Lead during environmental assessment.

1. If the wingman pulls inside of Lead’s turn radius, the potential exists to go belly up.
The proper corrective action for this is to lag Leads turn when required to facilitate
not going belly up. Remember that you are going to be looking at Lead through a 40
degree FOV (limitation of the NVGs). Keep your scan going.

Name: Aided Familiarization
Purpose: Facilitate the introduction of NVGs to the RP.
1. Following the donning of the NVGs and performance of the environmental

assessment, as scan drill will be performed at 5000’ and then at 1000’ (conditions
warranted). The scan drill will consist of a series of 4 G turns for 90, 180, and 360
degrees at 350 KCAS. During the night stage of the syllabus, these type turns are
no problem in the daylight, but at night with the goggles on your head you will be
presented with a new challenge. The idea behind the NS scan drill is to evaluate the
limited FOV of the goggles and their weighted effect on your head.
2. This will be accomplished in the TAV-8 on NS-1604. All of the turns will be called by
the IP. On the IP’s call, the RP will clear the turn by turning the head in the proper
direction to ensure that the path is clear. Remember that you are looking through a
40 degree tube, so you must move your head. Then initiate an unloaded roll in the
proper direction to set the proper AOB and POM. Apply full power and smoothly pull
the aircraft to establish a 4 G turn. Readjust power as required to ensure that 350
kts is maintained throughout the turn. Lead the rollout by unloading the back stick
and smoothly rolling the aircraft out on the new heading.
3. The scan will begin on the HUD and then move to the canopy bow and back (very
similar to the scan used in AAH). Altitude, airspeed, POM, and G will have to be
scanned and adjusted to maintain the target parameters.
4. The new wrinkle is obviously the NVDs. As G is applied to the aircraft, you will feel
the weight of the goggles on your helmet and a tendency to want to pull the mask
down your nose and the goggles into your face. This effect can be reduced by
ensuring a tight fit of your mask and a securely fastened chin strap. If things do
begin to slide, reposition your mask and helmet so that the full image can be seen
through the goggles.
Common Errors:
1. Being off airspeed, altitude, or G.
1. Fly a smooth aircraft and maintain a good scan.

Name: Aided Takeoffs at Night
Purpose: Safely perform aided takeoffs at night.
1. Aided takeoffs involve a higher workload and require an intensive scan of both Lead
aircraft and instruments. The standard individual takeoff will be STOL flap STOs.
Standard section takeoffs will be Stream STOs. On deck, donning of the NVGs will
be accomplished in the warm-up, marshal or hold-short area prior to calling “UP
AND READY.” At the completion of the “UP AND READY” call, the flight Lead will
assume the flight is goggled. Advise your lead of any alibis at that point if you are
not ready.
2. Once airborne, Dash-2 should take lateral offset from Lead and prevent “bore
sighting” Leads aircraft at all times. In VMAT-203, aided section conventional take-
offs will not be performed.
3. Upon unstick from a STO or VTO, the lack of peripheral cues will require that you
evaluate accelerating transitions (or transition to the hover for a press-up) via a good
instrument scan. This instrument scan will be combined with a visual scan to
facilitate a join-up or turn to downwind in the pattern.
4. Lighting configuration (master NORM):
a. Lead: Smash lights on, NAV lights DIM, form lights in the BRT position.
b. Wing: Smash lights on, NAV lights BRT, form lights in the BRT position.
5. Rendezvous: The NAVFLIR should not be used for rendezvous due to lack of depth
perception and visual distance assessment. Normal night rendezvous airspeeds will
apply unless otherwise briefed. Lead should be notified prior to closing inside 0.3
DME with a “VISUAL” call. This will indicate to Lead that you as the wingman have
Lead in sight and are providing adequate separation to prevent a possible mid-air.
Wingman will not position the velocity vector on the Lead aircraft within 1.0 DME.
Common Errors:
1. Fixating on Leads aircraft, and developing excessive closure.

2. Not integrating a proper “aided” scan during takeoff and rendezvous.
3. At least one aircraft in section needs anti-collision lights on.
1. Incorporate a proper “aided” scan during takeoff.

2. Incorporate a proper “aided” scan during takeoff.
3. Ensure the proper lighting package is complied with.
Source Documents: Air NTTP, NVD Manual

Name: Aided Landing at Night
Purpose: Safely perform aided landings at night.
1. Aided night landings are performed in a manner nearly identical to the unaided night
landings. A good instrument scan must be incorporated for aided night landings. A
proper instrument scan will aid the pilot in flying around the pattern when outside
visual cues are insufficient. The NVGs should not be utilized as the sole sensor;
they are an additional sensor used in the landing pattern. Remember: no NVDs will
ever turn night time into day! The two most apparent differences to landing on
NVGs is the lack of peripheral vision and depth perception. The lack of depth
perception may force you to think you are lower or slower than you actually are, so
resist the urge to spot or anticipate the deck; fly your AGL numbers with a solid
instrument-visual scan. The NAVFLIR can be used (if so equipped) during straight-
in approaches assist you in acquiring the appropriate landing environment.
2. Field lighting is very important in determining the workload that will be experienced
when landing with the goggles on. If the airfield lighting is too bright, it will de-gain
the goggles to the point that you will not be able to make out the landing spot.
Landings can be safely made with no runway lighting if the ambient light level is high
enough. As a rule of thumb, if the tower places the runway lights at their lowest
setting, then you will be able to make out the runway surface and landing spot while
not de-gaining the goggles to an extreme.
3. Cultural lighting must also be considered. At times (depending on the active
runway), cultural lighting can de-gain the goggles to the point that aided landings
become unsafe. If this is the case, it is often a good idea to doff the goggles and
land unaided. Otherwise, you may look under the goggles to get an “unaided”
appreciation for the outside scene. Often, a combined scan of looking through the
goggles and then under them paints the best “picture” of the outside world and
provides you with the best information to safely recover your aircraft. Additionally,
this combined scan is a good idea to ensure you are in fact lined up on the runway
and not on a taxiway.
4. All the while, you must not forget the importance of an instrument scan in the aided
night landing pattern. The goggles don’t turn night into day, and without the benefit
of peripheral vision, all that you see through the goggles must be cross checked with
instrument information.
Common Errors.
1. Not flying the aircraft all the way to the deck.

2. Not incorporating a proper instrument scan as well as a proper visual scan.

1. Fly the aircraft until you are at a complete stop. Utilize all of the information
available to you with respect to instruments as well as through the goggles. Do not
spot or anticipate the deck.
2. Anticipate differences using NVDs, and incorporate a proper scan to make up for a
lack of visual cues. Airfield and cultural lighting must always be evaluated so that a
decision can be made on whether to remain aided or to doff the goggles. Keep your
scan going; if you lose SA, wave off.
Source Documents: Air NTTP, NVD Manual

Name: Night Formation Using NVGs
Purpose: Developing the basic skills required to keep formation on NVGs.
1. Flying on the goggles requires a different scan and understanding of aircraft energy
states that you are not accustomed to. The lack of depth perception and other visual
cues mandates that you use other systems and a different scan in order to achieve
mission success. The standard formation at night is Deployed Echelon. Other
formations, such as Cruise, Parade, or Fighter Wing, may also be used.
2. Parade or Cruise formations are used during Section Approaches. Due to the lack
of peripheral views and depth perception, a slightly “sucked” position is allowable. A
“NVG parade” position is where the Lead aircraft is placed just inside the NVG
goggle FOV, with Lead’s nose and tail touching the sides of the FOV’s circle. It is a
difficult task to maintain proper parade position while on NVDs. The lead aircraft’s
anti-collision light will probably mandate that the anti-coll is secured. Ownship anti-
coll will provide abundant lighting to see the necessary cues as parade is
maintained. In parade, hand and arm signals typically will not work due to being
too close, so calls for configuration, Lead, and formation changes should be
accomplished over the radio.
3. Deployed Echelon will allow the wingman to accomplish inter-cockpit tasks and
maintain a safe distance from Lead (increased MCT). Turns in Deployed Echelon
can be performed at any speed or altitude. At no time should wing put his velocity
vector on Leads aircraft within 1.0 DME. A de-confliction plan should be briefed by
the Lead so that there is an altitude difference between aircraft within the flight.
a. Deployed Echelon: As defined in the Air NTTP. Flying a proper position will
require a proper scan both inside the cockpit and outside at Leads aircraft. The
pilots scan inside the cockpit should include, but is not limited to:
i. Airspeed
ii. Altitude
iii. A/A TACAN DME
b. The scan outside should include, but is not limited to:

i. Lead’s aircraft
ii. Lead’s attitude and altitude
iii. Scan through Lead’s aircraft to the horizon
4. Rendezvous on NVGs are accomplished in the same manner that they are when
unaided. The key on NVGs is to force the incorporation of an instrument scan and
to not be lulled into complacency just because you can “see.” The closure rules of
thumb apply in aided execution.

Common Errors:
1. Not flying the correct formations or not maintaining proper separation from Lead’s
aircraft.
2. Not incorporating an instrument scan with the NVD scan to ensure that airspeed,
altitude, and closure are kept under control
1. Proper understanding of your aircraft’s energy state. A proper pre-flight briefing and
an understanding of the mission requirements will allow for safe NVD operations.
2. Keep your scan going. Don’t become lazy, just because you can “see.”
Source Documents: Air NTTP, MAG-14 SOP, NVD Manual

NATOPS Stage
Name: NATOPS Evaluation
Purpose: Conduct NATOPS evaluation as required by OPNAV 3710.7.
1. The NATOPS check is an annual check flight. The NATOPS check is a four-part
event. The Open and Closed book NATOPS exam (parts 1 and 2) must be
completed, turned in to DSS, and graded within 60 days prior to the event brief. It is
your responsibly to ensure this happens. Failure to do this will result in an
unsatisfactory grade. The third part is an oral examination of aircraft systems
knowledge and procedures. The fourth part is the flight evaluation. Contact your
evaluator for planning specifics.
2. Although the plan and the brief are for a tactical sortie, the emphasis of this flight is
on knowledge of the AV-8B and the ability to safely operate it. You will brief the
flight IAW the Air NTTP briefing guides. You should strive to complete the
administrative portion of the brief within 20 minutes; the use of SOPs are highly
encouraged. The tactical portion of the brief should require the bulk of the briefing
time; this includes specifics on the route, weaponeering, the target attack, threat
reaction, and egress.
3. The following are required for the NATOPS check:
a. Completed and graded Open and Closed Book NATOPS Exams.
b. DD-175
c. Jet log and complete smart pack for the instructor.
d. Weaponeering.
e. A detailed route map and 1:50,000 target area chart.
4. A thorough review of the route, route restrictions, and diverts are recommended.
Also review the communication procedures to fly to the route, enter the restricted
area, BT-11, and return to Cherry Point. The instructor will simulate all controlling
agencies, base radio, and your wingman.
Common Errors:
1. Not applying the correct procedures for a given emergency or malfunction.

2. Being unfamiliar with divert field location and layout.
3. Not using CRM to help with an emergency or malfunction.
4. Improper NATOPS and SOP procedures.
5. Improper knowledge of aircraft systems.
6. Not following VR route and range restrictions
7. Poor navigation planning and execution.
8. Poor weaponeering and execution of air-to-surface attack skills.
AV-8B FSG Ver. 3.0 NATOPS 18 - 1

1. Apply appropriate procedures IAW NATOPS.

2. Review approach plates and IFR Supplement to become familiar with divert fields.
3. Use wingman, ODO, LSS / LSO, and ATC for help during an emergency or
malfunction.
4. Ensure knowledge of aircraft systems.
5. Brief and follow all VR route and range restrictions.
6. Detailed weaponeering is required along with appropriate charts and imagery.
Source Documents: NATOPS, VMAT-203 SOP, Air NTTP
AV-8B FSG Ver. 3.0 NATOPS 18 - 2

Sortie Descriptions
Ver. 3.0

VMAT - 203
March 2012
Mission: Duration: Prerequisites:
2.0 • FAM GS
SFAM-1100 • Instrument Procedures
Lesson
Goal: Aircraft:
Introduce the AV-8B cockpit and After Entering RNAWST
Cockpit, Pre-Start, Starting Engine, and Before
Taxiing Checks, AMPCD with emphasis on DVMS
modes, UFCS, communication systems, and HUD
with emphasis on V/STOL and navigation master
modes symbology.
Performance Standards: Ordnance: External Support:
PUI shall be familiar with all NATOPS aircraft • None • CSI
system functionality and normal procedures
checklists. Range:
• Simulated
Simulator Parameters:
• Initialize in VMAT-203 line
• CSI will conduct orientation from crew station
• SKC, 22°C, 30.00, 310/10 32 L/R
Requirements: Threat: None
Introduce: Sequence of Events:

• Cockpit orientation • Cockpit orientation
• Data transfer equipment installation • Before entering cockpit checks
• VRS installation • After entering cockpit checks
• After entering cockpit checks • Pre-start checks
• Pre-Start checks • Starting engine
• Starting engine checks • Before taxiing checks
• INS ground alignment • After landing checks
• Radar power up Emergency Procedures Discussion:
• DMT power-up • None
• AMPCD operations to include DMVS modes
• UFCS operations
• Radio system programming
• VSTOL and NAV master mode HUD symbology
• Before taxiing checks
• After landing checks
• Post-flight aircraft data retrieval
• Data transfer equipment removal
Review:
• None
Evaluate:
• None
AV-8B FSG Ver. 3.0 SORTIES - 1

Concepts and Discussion Topics:
• Crew resource management (CRM)
• DDI / AMPCD:
• EHSI / EHSD
• TACAN / TACAN offset
• WYPT / WYPT offset
• Course line and delta indication
• Range scales
• Data Page
° DTX / OLX
° GPS
• MAPM
° Color options
° Zoom function
° Track
° Map
° OLR 1 & 2
• AUTO BIT
• SMSFF
• SAAHS BIT

2.0 • SFAM 1100
SFAM-1101
Goal: Aircraft:
Review the AV-8B cockpit and After Entering RNAWST
Cockpit, Pre-Start, Starting Engine, and Before
Taxiing Checks, AMPCD with emphasis on DVMS
modes, UFCS, communication systems, and HUD
with emphasis on V/STOL and navigation master
modes symbology.
PUI shall be familiar with all NATOPS aircraft • None • CSI
system functionality and normal procedures
checklists Range:
• Simulated
• SKC, 22°C, 30.00, 310/10 32 L/R

• None • Cockpit orientation
• Before entering cockpit checks
Review: • After entering cockpit checks
• Cockpit orientation • Pre-start checks
• Data transfer equipment installation • Starting engine
• VRS installation • Before taxiing checks
• After entering cockpit checks • After landing checks
• Pre-Start checks Emergency Procedures Discussion:
• Starting engine checks • None
• INS ground alignment
• Radar power up
• DMT power-up
• AMPCD operations to include DMVS modes
• UFCS operations
• Radio system programming
• VSTOL and NAV master mode HUD symbology
• Before taxiing checks
• After landing checks
• Post-flight aircraft data retrieval
• Data transfer equipment removal
Evaluate:
• None

• Crew resource management (CRM)
• DDI / AMPCD:
• EHSI / EHSD
• TACAN / TACAN offset
• WYPT / WYPT offset
• Course line and delta indication
• Range scales
• Data Page
° DTX / OLX
° GPS
• MAPM
° Color options
° Zoom function
° Track
° Map
° OLR 1 & 2
• AUTO BIT
• SMSFF
• SAAHS BIT

2.0 • SFAM-1101
SFAM-1102
Goal: Aircraft:
Introduce blindfold cockpit check, data transfer / RNAWST
entry, taxi / pre-positioning / takeoff / in-flight /
landing checks, flight maneuvers, and landings.
Practice normal cockpit check procedures.
PUI will be familiar with the location of all cockpit • None • CSI
switches.
Range:
• R5306A
• CSI will conduct cockpit check from crew station
• SKC, 22°C, 30.00, 310/10 32 L/R

• Blindfold cockpit check • Blindfold cockpit check
• JMPS mission planning and data transfer • Line checks
• Engine data entry • Taxi
• Anti-skid, brake checks • Pre-positioning checks
• Pre-positioning checks • Takeoff checklist
• AMPCD VRST STO display • CTO
• Takeoff checklist • After takeoff checks
• One-finger checks • R5306A entry
• Two- / five-finger checks • Handling drills
• CTO • Approach to stall (clean, dirty)
• STOL flap STO • R5306A exit
• After takeoff checks • VFR straight-in to STOL flap FNSL
• VFR Climb technique • STOL flap FNSL
• Handling drills • STOL flap STO
• Approach to stall (clean, dirty) • Auto flap VNSL (2)
• VFR straight-in • PNB
• Landing checklist Emergency Procedures Discussion:
• STOL flap FNSL (2) • None
• Auto flap VNSL (2)
• PNB
Review:
• None
Evaluate:
• None

• CRM
• Starting limitations
• HUD:
° V/STOL, NAV, A/G master modes
° Reject modes
• AMPCD set-up for flight
• VRST displays – performance and assumptions
° CRUS
° BNGO
° VL
° VTO
° STO

2.0 • SFAM-1102
SFAM-1103 •
Goal: Aircraft:
Introduce CWAIVER checks, VRST VL display, RNAWST
takeoffs, landings PAR, missed approach, waveoff,
and emergency procedures. Practice takeoffs and
landings.
• Airspeed within 100 KCAS • None • CSI
• Altitude within 300 ft
Range:
• AOA within 4 units in landing configuration
• Simulated
• Initialize in VMAT-203 Line
• SKC, 26°C, 30.20, 050/10, 5 L/R

• CWAIVER checks • Ground checks / procedures
• AMPCD VRST VL display • CWAIVER checks
• PAR • CTO
• Missed approach • Depart VFR to GCA (PAR)
• Auto flap FNSL • Waveoff
• STOL flap VNSL (2) • STOL flap FNSL
• SL to roll and go procedure (2) • Auto flap FNSL
• Press-up (2) • STOL flap VNSL (2)
• Waveoff • Auto flap VNSL (2)
• Emergency procedures: • STOL flap STO
° Emergency shutdown • Press-up (2)
° Abnormal start • Emergency procedures
Emergency Procedures Discussion:
Review: • Emergency shutdown
• CTO • Abnormal start
• STOL flap STO • Over rotation on take-off
• STOL flap FNSL • Engine airstart procedures
Evaluate:
• None

CRM – Base , Tower, Metro, etc
• UFC
° Button pushing techniques
° RADALT
° IFF
° TACAN
° Radios
° TMR
• Engine:
° General information
° IGVs
° Oil system
° Air Induction system
° DECS, DECU, FMU
° DECS limiting
° Fire warning system
• Water Injection System

2.0 • SFAM-1103
SFAM-1104
Goal: Aircraft:
Introduce TACAN approach, conventional landings RNAWST
maneuvers, and emergency procedures.
Range:
• Simulated
• OVC 030, 32° C, 29.92, 300/10, 32 L/R

• TACAN approach • Ground checks / procedures
• CL to full stop (3) • STO
• CL to roll and go • Depart VFR to TACAN approach
• CL to touch and go (2) • Missed approach
• Emergency procedures: • Auto flap VNSL (2)
° Ground fire • CL to roll and go
° Loss of engine control • CL to touch and go (2)
° Oil system failure (oil caution light) • CL to full stop (3)
• Press-up
Review: • Emergency procedures
• STOL flap STO
• Missed approach
• Press-up (2)
Evaluate:
• None
Concepts and Discussion Topics: Emergency Procedures Discussion:
• CRM • Engine fire on ground
• Techniques for handling airborne emergencies • Oil system failure (oil caution light)
• (aviate, navigate, communicate) • Loss of engine control
• Engine controls
° Nozzle control lever
° Butterfly valve operation
° CMBT and JPTL switches
° Fire warning system
• Engine Displays
° EDP
° HUD
° DDI / AMPCD
° Engine Warning / Caution Lights
° OT Warning
° JPTL Warning

° 15 sec Light
° EFC Warning / Caution Light
• MFS
° MFS selection and considerations
° MFS emergency battery
• GTS / APU start and operating limits

2.0 • SFAM-1104
SFAM-1105
Goal: Aircraft:
Introduce VTO, VFR overhead, RVL, VL, and RNAWST
emergency procedures.
Range:
• AOA within 3.5 units in landing configuration
• Simulated
• SKC, 28° C, 29.92, 260/10, 23L/R

• Continuous VTO-accel (2) • Ground checks / procedures
• VFR overhead • STO
• RVL (3) • Depart / re-enter for Overhead break
• Decel to VL (2) • STOL flap VNSL
• Box pattern • CL to roll and go
• Emergency procedures: • RVL (3)
° Brake failure • Decel to VL (2)
° Abort • Box pattern
° No liftoff on STO • Press-up
° Main generator failure (GEN, DC, and STBY • Emergency procedures
TR Caution LTS)
Review:
• STOL flap STO
• STOL flap VNSL
• CL to roll and go
• Press-up
Evaluate:
• None

• CRM • Brake failure / Skid failure
• Electrical system • Abort
° AC system • No liftoff on STO
→ Generator • Main generator failure (GEN, DC, and STBY TR
° DC system • Caution LTS)
→ Main TRU
→ Stby TRU
° GTS / APU
° Battery system
° Emergency batteries
° External electrical power

• 408 water check procedures
• VSTOL handling techniques
° Crosswind take-off techniques
° Difference and requirements for continuous
v. non-continuous accelerating transitions

2.0 • SFAM-1105
SFAM-1106
Goal: Aircraft:
Introduce RVTO, HSSL, crosswind / SAAHS off RNAWST
decel VLs, and emergency procedures.
Range:
• Simulated
• Accurate completion of all check lists
• SKC, 30° C, 29.80, 020/010, 5 L/R

• RVTO (2) • Ground checks / procedures
• Hover stop slow landing • STO directly into landing pattern
• Crosswind decel VL • STOL flap FNSL
• SAAHS off decel VL (2) • Hover stop slow landing
• Emergency procedures: • CL to roll and go
° Over rotation on STO • RVL (2)
° Standby TRU failure (STBY TR caution light) • RVTO (2)
° Airstart • Crosswind decel VL
° SAS failure • SAAHS off decel VL (2)
Review: • Over rotation on STO
• STOL flap STO • Standby TRU failure (STBY TR Caution Light)
• Continuous VTO-accel • Airstart
• STOL flap FNSL • SAS failure
• RVL (2)
• Decel-VL
Evaluate:
• None

• CRM
• Engine operation and handling techniques
° Short lift selection and limits
° Max Continuous / Combat selection and
limits
° 60 kt check
° JPTL Off considerations
• SAAHS system
° AFC
° DEPRES
• SAAHS-off handling characteristics
• VSTOL Handling Techniques
° Crosswind decel and landing techniques
• SAAHS off decel and landing techniques

2.0 • SFAM-1106
SFAM-1107
Goal: Aircraft:
Introduce non-continuous VTO accel, pedal turn, RNAWST
and emergency procedures.
Range:
• Simulated
• SKC, 31° C, 30.00, 110/10, 14 L/R

• Non-continuous VTO accel (2) • Ground checks / procedures
• Pedal turn (2) • CTO
• Cruise flap decel to VL • STOL flap FNSL
• Emergency procedures: • Auto flap FNSL
° Landing gear fails to retract • STOL flap STO
° APU generator failure (APU GEN Caution • RVL (2)
Light) • Crosswind decel-VL
° Emergency DC bus failure • Cruise flap decel to VL
° Flap channel failure (flaps 1 or 2 caution); • Non-continuous VTO accel (2)
° Flap failure (flap warning light) • Pedal turn (2)
° Nose wheel steering caster failure • Press-up
Review:
• Landing gear fails to retract
• CTO • APU generator failure (APU GEN Caution Light)
• STOL flap STO
• Flap channel failure (flaps 1 or 2 caution)
• STOL flap FNSL
• Flap failure (flap warning light)
• Auto flap FNSL
• Nose wheel steering caster failure
• RVL (2)
• Crosswind decel-VL
• Press-up
Evaluate:
• None

• CRM
• Cruise flap decel technique
• Out-of-wind transitions / VSTOL equation
• Landing system
° Main gear
° Nose gear
° Wing gear
° Emergency extension
° LDG emergency battery
° Down lock override
° Warning lights
• NWS
• Brake system
• Anti-skid System

2.0 • SFAM-1107
SFAM-1108
Goal: Aircraft:
Introduce SAHHS off RVL, braking stop decel VL, RNAWST
emergency procedures.
• Airspeed within 45 KCAS • None • None
• Altitude within 110 ft • ON WING
Range:
• Simulated
• SKC, 30° C, 30.10, 030/10, 5 L/R

• SAAHS off RVL (2) • Ground checks / procedures
• Braking stop decel-VL (2) • STO depart / re-enter for VFR straight-in
• Emergency procedures: • STOL flap FNSL
° Uncommanded flap motion • Auto flap FNSL
° Uncommanded nose down pitch movement • HSSL
° Landing gear unsafe fails to extend • RVL (2)
° Reaction control failure • SAAHS off RVL (2)
• Braking stop decel-VL (2)
Review: • SAAHS off decel VL
• STOL flap STO • Press-up
• Non-continuous VTO-accel Emergency Procedures Discussion:
• STOL flap FNSL • Uncommanded roll on VTO
• Auto flap FNSL • Uncommanded flap motion
• HSSL • Uncommanded nose down pitch movement
• RVL (2) • Landing gear unsafe fails to extend
• SAAHS off decel VL • Reaction control failure
• Press-up
Evaluate:
• None

• CRM
• Flight control system
° Primary flight controls
→ Aileron
→ Stabilator
→ Rudder control system
° Secondary flight controls
→ Flaps
→ Aileron droop
→ Flap and aileron droop schedule
→ Speed brake
→ RCS
→ Butterfly valve operation
→ LIDS
° Duct pressure indicator
° Aircraft trim system
• Nose tuck during flap programming
• Braking-Stop Decel technique
• SAAHS off landing technique

2.0 • SFAM-1108
SFAM-1109
Goal: Aircraft:
Introduce emergency procedures. RNAWST
Range:
• Simulated
• SKC, 20° C, 29.80, 350/10 32 L/R

• Emergency procedures: • Ground checks / procedures
° Flight control malfunction • CTO
° HYD 1 failure (HYD 1 caution light) • STOL flap VNSL
• Auto flap VNSL
Review: • SAAHS off RVL
• CTO • STOL flap STO
• STOL flap STO • Crosswind decel VL
• Continuous VTO accel (2) • Braking stop decel VL (2)
• Auto flap VNSL • SAAHS off decel VL (2)
• STOL flap VNSL • Press-up
• SL to roll and go procedure Emergency Procedures Discussion:
• SAAHS off RVL • Flight control malfunction
• Crosswind decel VL • HYD 1 failure (HYD 1 caution light)
• Braking stop decel VL (2)
• SAAHS off decel VL (2)
• Press-up
Evaluate:
• None

• CRM
• Hydraulic power supply system
° HYD 1
° HYD 2
• Fuel system
° Fuel Shut-off Handle
° Engine Driven boost pumps
° Transfer system
° L or R TRANS
° L or R Tank
° Boost pumps
° Prop
° Wing fuel dump
° Fuel low level indicating
° Fuel quantity indicating
° Bingo setting and indicators
• SAAHS off landing technique

2.0 • SFAM-1109
SFAM-1110
Goal: Aircraft:
Range:
• Simulated
• OVC 005, 3 SM, 30° C, 29.70, 200/15, 23 L/R
for PAR then BKN 025, 7 SM for landing pattern

• Emergency procedures: • Ground checks / procedures
° Brake failure (airborne) • STO
° EFC caution and JPTL warning lights on • Depart VFR to GCA (PAR)
° Single DECS failure (EFC caution light) • Missed approach
° Dual DECS failure (EFC warning light) or loss • STOL flap VNSL (2)
of engine control • CL to full stop (2)
° Engine mechanical failure / engine vibration • RVL (2)
° IGV failures • Crosswind decel-VL (2)
• Continuous VTO accel (2)
Review: • SAAHS off decel-VL (2)
• STOL flap STO • Press-up
• Continuous VTO accel (2) Emergency Procedures Discussion:
• GCA (PAR)
• EFC caution and JPTL warning lights on
• Missed approach
• Single DECS failure (EFC Caution Light)
• STOL flap VNSL (2)
• Dual DECS failure (EFC warning light) or loss of
• CL to full stop (2) engine control
• RVL (2) • Engine mechanical failure/engine vibration
• Crosswind decel-VL (2) • IGV failures (full open and full closed)
• SAAHS off decel-VL (2)
• Press-up
Evaluate:
• None

• CRM
• Mission computer
• ADC
• Display computer
• Radar altimeter
• Lighting
° Cockpit
° Exterior
• Conventional handling characteristics
• 100% LERX
• VSTOL handling characteristics

2.0 • SFAM-1110
SFAM-1111 •
Goal: Aircraft:
Range:
• Simulated
• OVC 015-120, 5 SM, 22° C, 29.70, 010/15 5 L/R
Introduce:
• Emergency procedures: Sequence of Events:
° Minor RPM fluctuation • Ground checks / procedures
° Compressor stall • CTO
° Fuel transfer failure (L trans / R trans caution • Depart VFR for TACAN approach to FNSL
light) • STOL flap VNSL
° Fuel low level (L fuel / R fuel caution light(s) • Auto flap VNSL
flashing) • CL to full stop
° Loss of engine control in-flight • RVTO
° Engine fire (fire warning light) procedures • RVL
(takeoff / landing / vertical operation) • Crosswind decel VL
° Engine fire (fire warning light) procedures (in- • Braking stop decel VL
flight) • SAAHS off decel VL
• Pedal turn
Review: • Box pattern
• CTO • Press-up
• STOL flap STO
• RVTO
• Minor RPM fluctuation
• Continuous VTO accel (2)
• Compressor stall
• TACAN approach
• Fuel transfer failure (L trans / R trans caution
• Missed approach
light)
• STOL flap FNSL
• Fuel low level (L fuel / R fuel caution light(s)
• Auto flap VNSL
flashing)
• STOL flap VNSL
• CL to full stop
• RVL
• Crosswind decel VL
• Braking stop decel VL
• SAAHS off decel VL
• Press-up
• Pedal turn
• Box pattern
Evaluate:
• None

• CRM
• TACAN Navigation
° TACAN approach techniques
• INS
° NAV and IFA differences
° Update options
• Aircraft DATA page
• GPS page
• Stored GPS library
• NSEQ programming

2.0 • SFAM-1111
SFAM-1112
Goal: Aircraft:
Introduce emergency procedures and progress RNAWST
check.
Range:
• Simulated
• VMAT-203 Line
• OVC 003, 2 SM, 28° C, 29.95, 100/10 14 L/R for
PAR then SKC

• Emergencies: • Ground checks / procedures
° Total electrical failure (GEN, APU GEN, DC, • CTO
STBY TRU) • Depart VFR for GCA (PAR)
° No radio NORDO • Missed approach
° Low altitude flameout • GCA (PAR)
° Damaged aircraft procedures • Missed approach
• STOL flap FNSL
Review: • STOL flap VNSL
• CTO • Auto flap VNSL
• STOL flap STO • CL to full stop
• RVTO • RVTO
• Non-continuous VTO accel • RVL
• GCA (PAR) • Crosswind decel VL
• Missed approach • Braking stop decel VL
• STOL flap FNSL • SAAHS off decel VL
• Auto flap VNSL • Pedal turn
• STOL flap VNSL • Box pattern
• CL to full stop Emergency Procedures Discussion:
• RVL
• Total electrical failure (GEN, APU GEN, DC,
• Crosswind decel VL STBY TRU)
• Braking stop decel VL • NORDO recovery
• SAAHS off decel VL • Low altitude flameout
• Press-up (2) • Damaged aircraft procedures
• Pedal turn
• Box pattern
Evaluate:
• None

• CRM
• Plane captain signals
• ECS
° Air conditioning
° Pressurization
° Equipment cooling
• NATOPS aircraft limits and restrictions
• Slow flight and departure characteristics

1.3 • SFAM-1112
FAM-1113
Goal: Aircraft:
Introduce CTO, STOL flap STO, handling drills, (1) TAV-8B
approach to stalls, VFR overhead, STOL flap FNSL,
auto flap VNSL, waveoff, and hot refueling.
• Altitude +/- 200 ft • ON WING
Range:
• R5306A
• Checklists performed IAW NATOPS
• Glideslope control +/- 1 deg
• Centerline control

• Aircraft preflight • Start
• Ejection seat preflight • Taxi
• TAV-8 Intercom system • Marshal
• Visual signals • CTO
• CTO • Departure to VFR climb
• STOL flap STO • R5306A entry
• Handling drills • Handling drills
• Approach to stall (clean / dirty) • Approach to stall
• VFR straight in • R5306A exit
• STOL flap FNSL (2) • Recovery
• Auto flap VNSL (2) • VFR straight in
• Wave-off • STOL flap FNSL (2)
• Hot brake / de-arming inspection • Auto flap VNSL (2)
• Hot refueling Emergency Procedures Discussion:
• T-Bird emergencies
Demonstrate: • Emergency question of the day
• IP demo approach turn FNSL
• IP demo AFVNSL
Review:
• None
Evaluate:
• None

• CRM
• VRS: tape insertion, recording options
• TAV-8B differences
• HUD power margin indicator
• OSCAR TAV-8B / AV-8B
• DDI: EHSI display and scales, course line use
• CUE function
• NKT course rules and airfield layout
• MCAS Cherry Point VSTOL pads
• FOD awareness and avoidance
• R5306A area
• Canopy (TAV-8B / AV-8B)
• MDC
• Ejection seat / envelope TAV-8B / AV-8B

1.3 • FAM-1113
FAM-1114
Goal: Aircraft:
Introduce TACAN approach, auto flap FNSL, STOL (1) TAV-8B
flap VNSL, SL to roll and go, and press-up.
Range:
• None

• TACAN approach • Start
• Auto flap FNSL • Taxi
• STOL flap VNSL (2) • Marshal
• SL to roll and go procedure • CTO
• Press-up (2) • Departure to VFR Climb
• ACNIP usage • TACAN approach
• FNSL straight in off of approach
Review: • Roll and go
• STOL flap STO • STOL flap FNSL
• STOL flap FNSL • Auto flap FNSL
• Auto flap VNSL (2) • STOL flap VNSL (2)
Evaluate: • Press-up (2)
• None • ACNIP usage
• Emergency questions of the day

• CRM
• Nozzle usage for landing off of an instrument
approach
• ACNIP / RSC programming and usage
• Pit turn procedures
• RADAR altimeter
• ADC system
• Nozzle drive system
• IFF programming and modes

1.3 • FAM-1114
FAM-1115
Goal: Aircraft:
Introduce GCA (PAR), VTO – accel, decel-VL, • (1) TAV-8B
practice takeoff / in-flight / landing checks and
maneuvers.
Range:
• None

• GCA (PAR) • Start
• SL to touch and go procedure • Taxi
• CL to full stop (2) • Marshal
• CL to roll and go procedure • STO
• CL to touch and go procedure • Departure to IFR climb
• Continuous VTO-accel • GCA pattern
• Decel VL • Missed approach
• Tower downwind
Demonstrate: • Auto flap FNSL touch and go
• IP Demonstrate decel- VL • CL to touch and go
Review: • CL to full stop (2)
• STOL flap STO • Decel VL
• SL to roll and go • Press up
• Auto flap FNSL
• Press up
• HYD 1 failure
Evaluate: • Engine Fire indications
• None
• CRM
• Emergency procedures page of the AMPCD
• Default card setup
• NAV card usage
• ARC-210 radio usage

1.3 • FAM-1115
FAM-1116
Goal: Aircraft:
Introduce Continuous VTO accel, RVL decel VL, and (1) TAV-8B
box pattern. Practice takeoff / in-flight / landing
checks and maneuvers
Range:
• None
• Checklist completion IAW Air NTTP timeline

• RVL (2) • Start
• Box pattern • Taxi
• Marshal
Review: • STO
• STOL flap STO • Departure to IFR climb
• TACAN • TACAN
• Missed approach (2) • Tower downwind
• SL to roll and go procedure • SL to roll and go
• CL to full stop (2) • CL to full stop (2)
• Continuous VTO-accel • RVL (2)
• Decel VL • Decel VL
• Press-up • Box pattern
• Press-up
Evaluate:
• None
• CRM
• IGV operation
• INS theory
• Designation options
• Scan and priorities on RVL
• Wind effects on rate of descent during VL
• VL loss of performance with LIDS failure

1.3 • FAM-1116
FAM-1117
Goal: Aircraft:
Introduce RVTO, HSSL, and cruise flap decel VL. (1) TAV-8B
Review takeoff / in-flight / landing checks and
maneuvers.
Range:
• None

• RVTO • Start
• HSSL • Taxi
• Cruise flap decel VL • Marshal
• STO
Review: • Departure to IFR climb
• STOL flap STO • GCA pattern
• GCA (PAR) • Roll and go FNSL off of PAR
• STOL flap FNSL • Tower downwind
• SL to roll and go procedure • HSSL
• CL to full stop • CL to roll and go
• RVL • CL to full stop
• CL to roll and go • RVTO
• Continuous VTO-accel • RVL
• Decel VL • Cruise flap decel VL
• Continuous VTO-accel
Evaluate: • Decel VL
• None
• Emergency question of the day
• CRM
• Oil system
• Cruise flap landing differences
• High, hot and heavy operations
• VL exhaust gas re-ingestion

1.3 • FAM-1117
FAM-1118
Goal: Aircraft:
Introduce pedal turn. Review takeoff / in-flight / • (1) TAV-8B
landing checks and maneuvers.
• Altitude +/- 200 ft
Range:
• None

• VFR overhead • Start
• Crosswind decel VL • Taxi
• Pedal turn • Marshal
• STO
Review: • Depart and re-enter
• CTO • Overhead break
• STOL flap STO • FNSL
• Continuous VTO accel • RVL (2)
• FNSL • Crosswind decel VL
• RVL (2) • Continuous VTO accel
• Decel VL (2) • Decel VL (2)
• Press-up (2) • Pedal turn
• Press-up (2)
Evaluate:
• None
• Flap failure
• CRM
• NATOPS performance chart review
• VSTOL handling characteristics
• Intake momentum drag

1.3 • FAM-1118
FAM-1119 •
Goal: Aircraft:
Introduce SAAHS off RVL and decel-VL. Review (1) TAV-8B
takeoff / in-flight / landing checks and maneuvers
• Altitude +/- 200 ft
Range:
• None

• SAAHS off RVL • Start
• Taxi
Review: • Marshal
• STOL flap STO • STO
• VFR overhead • Depart and re-enter
• STOL flap FNSL • Overhead break
• STOL flap VNSL • STOL flap FNSL
• STOL flap VNSL
Evaluate: • SAAHS off RVL
• None • Incomplete landings from previous sorties
• CRM
• SAAHS system
• AFC
• DEPRES
• VSTOL handling techniques
• Crosswind decel and landing techniques

2.0 • FAM-1119
SINST-1120
Goal: Aircraft:
Introduce instrument flight planning, instrument flight RNAWST
procedures, instrument climb profile, instrument
level-off procedures, partial panel instrument
procedures, unusual attitude flight, max range cruise
profile, holding procedures, and approaches
Range:
• Simulated
• Correctly filled out DD-175, fuel plan IAW GP
and OPNAV 3710
• 006 OVC, 3 SM, 30° C, 29.90, 300/10, 32L/R

• Instrument flight planning • Initialize engine running
• Instrument flight procedures • Ground checks / procedures
• Instrument climb profile • STO
• Intermediate level-off procedures • Departure to IFR climb
• Partial panel instrument procedures • Intermediate level-offs
• Unusual attitude flight • Unusual attitude
• Max range cruise profile • Max range cruise
• Holding procedures • TACAN approach at Seymour Johnson AFB
• IFR penetration procedures • Climb / level-off / cruise RTB NKT
• En route descent to GCA (partial panel PAR) at
Review: NKT
• STOL flap STO • Missed approach
• TACAN approach • STOL flap FNSL
• GCA (PAR) • RVL
• Missed approach Emergency Procedures Discussion:
• STOL flap FNSL • Generator failure, APU not in stby & in stby
• RVL • DC failure
• Complete electrical failure
Evaluate:
• Lost communication in IMC conditions
• None

• CRM
• OPNAV 3710 Weather filing minimums
• Navigation systems
° INS / GPS
° TACAN
° Standby Compass
• Electrical system
• Fuel planning considerations
• IFR supplement

2.0 • SINST-1120
SINST-1121 •
Goal: Aircraft:
Introduce airways navigation on a round-robin flight. RNAWST
Practice instrument flight procedures, instrument
flight planning, and takeoff / in-flight/landing checks
and procedures.
Range:
• Simulated
and OPNAV 3710
• OVC 005, 3 SM, 22° C, 30.10, 280/10, 32 L/R

• Airways navigation on a round-robin flight • Initialize engine running
Review: • Ground checks / procedures
• Instrument flight planning • STO
• STOL flap STO • IFR climb to ISO, J121 to WEAVR direct TABUE
• Instrument flight procedures • TACAN approach at NAS Oceana
• Instrument climb profile • Missed approach to CLAPY
• Intermediate level-off procedures • En route descent to GCA (partial panel PAR) at
• Partial panel instrument procedures NKT to full stop
• Unusual attitude flight • Auto flap VNSL
• Max range cruise profile • RVL
• Holding procedures Emergency Procedures Discussion:
• IFR penetration procedures • Standby TRU failure in IMC
• TACAN approach • APU advisory light / APU GEN caution light
• GCA (PAR) • Emergency question of the day
• Missed approach
• Auto flap VNSL
• RVL
Evaluate:
• None
• CRM
• High altitude charts and approach plates
• Mission Computer
• ARC-210
• GPS coupling and master mode selection for
• IMC flight
• Flight information handbook

2.0 • SINST-1121
SINST-1122
Goal: Aircraft:
Introduce minimum fuel PAR. Review instrument RNAWST
flight procedures, airways navigation, and instrument
flight planning.

Range:
• Simulated
and OPNAV 3710
• OVC 005, 2.5 SM, 28° C, 30.00, 240/5, 32 L/R

• Minimum fuel GCA (PAR) • Initialize engine running
• Ground checks / procedures
Review: • STO
• Instrument flight planning • IFR climb to ISO, TILTZ, J40, TYI, CVI, DRONE
• STOL flap STO • TACAN approach at NAS Norfolk
• Instrument flight procedures • Missed approach to GCA (PAR) at NAS Norfolk
• Instrument climb profile • Missed approach to WEAVR, NKT
• Intermediate level-off procedures • En route decent to GCA (minimum fuel PAR)
• Airways navigation on a round-robin flight • STOL flap FNSL
• Max range cruise profile
• IFR penetration procedures Emergency Procedures Discussion:
• TACAN approach • HUD failure
• GCA (PAR) • Display computer failure
• Missed approach • HYD-1 failure in IMC
• STOL flap FNSL • Emergency question of the day
Evaluate:
• None
• CRM
• Standby Instruments (TAV-8 and AV-8B)
• Lost comm. Procedures
• Hydraulic Power supply system
• AWLS

1.5 • SINST-1122
INST-1123
Goal: Aircraft:
Introduce instrument climb profile, intermediate (1) TAV-8B
level-off procedures, max range cruise, holding
procedures, IFR penetration procedures, and missed
approach procedures.
Range:
• R5306A
• Accurate completion of all checklists within Air
NTTP timeline
and OPNAV 3710

• Instrument climb profile • Ground checks / procedures
• Intermediate level-off procedures • STO
• Max range cruise profile • Departure to IFR R5306A
• Holding procedures • Holding procedures
• IFR penetration procedures • TACAN approach at NKT
• Missed approach procedures • Missed approach
• GCA (PAR)
Review: • Missed approach
• Instrument flight planning • RVL
• STOL flap STO • Decel VL
• TACAN approach Emergency Procedures Discussion:
• GCA (PAR) • ADC failure IMC
• RVL • Oil light IMC
• Decel VL • Emergency question of the day
Evaluate:
• None
• CRM
• VRST page
• AOA system
• Landing system
° Flap and aileron droop schedule
° LIDS
• ADC
• TAV-8 instrument location

1.5 • INST-1123
INST-1124 •
Goal: Aircraft:
Introduce airways navigation on a round robin flight (1) TAV-8B
and minimum fuel GCA (PAR).
Range:
• None
NTTP timeline
and OPNAV 3710

• Airways navigation on a round-robin flight Ground checks / procedures
• Minimum fuel GCA (PAR) • STO
• IFR climb to ISO, J121 to WEAVR direct TABUE
Review: • TACAN approach at NAS Oceana
• Instrument flight planning • Missed approach to CLAPY
• STOL flap STO • En route descent to minimum fuel GCA (PAR) at
• Instrument climb profile NKT to full stop
• Intermediate level-off procedures • RVL
• Max range cruise profile • Decel VL
• Holding procedures
• IFR penetration procedures
• Mission computer failure IMC
• TACAN approach
• Fire light in IMC
• Missed approach procedures
• RVL
• Decel VL
Evaluate:
• None
• CRM
• Fuel system
• IFF system
• Wet compass operation

1.5 • Inst GS
SINST-1125 •
Goal: Aircraft:
In-type instrument check. RNAWST
Range:
• None
• Accurate completion of all checklists within the
Air NTTP timeline
and OPNAV 3710
Simulator Parameters: SPINS:
• Center Mat • Route NKT-NTU-NKT
• 006 OVC, 3 SM, 25° C, 29.99, 300/10, 32 L/R • VMAT-203 DSS SharePoint site contains the
current weather and forecast weather that must
be used for planning:
https://intranet.2dmaw.usmc.mil/mag14/VMAT20
3/DSS/Natops/Forms/AllItems.aspx

• None • Ground checks / procedures
• STO
Review: • IFR climb (for route ask instructor)
• None • TACAN approach at (instructors choice)
• Missed approach
Evaluate: • RTB NKT (instructors choice)
• Instrument flight planning • GCA (PAR)
• Instrument flight procedures
• Instrument climb profile
• Intermediate level-off procedures
• Partial panel procedures
• Unusual attitudes
• Airways navigation on a round-robin flight
• TACAN approach (to an unfamiliar field)
• GCA (PAR)
• Missed approach
• CRM
• Review flight publications
• Emergencies in IMC
• Review of filing and flight weather minimums
• Lost comm. procedures

1.3 • SINST-1125
FAM-1126
Goal: Aircraft:
Introduce flight briefing, VFR straight in, and SAAHS (1) TAV-8B
off decel VL.
Range:
• None
NTTP timeline

• RP to conduct flight briefing • Ground checks / procedures
• SAAHS off decel VL • CTO
• Depart for VFR straight-in to full stop
Review: • STOL flap FNSL
• STOL flap STO • Depart / re-enter for overhead break
• Non-continuous VTO accel • Auto flap VNSL
• VFR straight-in • CL to roll and go
• VFR overhead • CL to full stop
• STOL flap FNSL • RVL (3)
• Auto flap VNSL • SAAHS off decel VL
• CL to full stop • Non-continuous VTO accel
• CL to roll and go procedure Emergency Procedures Discussion:
• RVL (3) • SAS failure
• Decel VL • HYD-1 failure
• Emergency landing gear extension
Evaluate:
• None
• CRM
• DECS, DECU, FMU

2.0 • FAM-1126
SFAM-1127 •
Goal: Aircraft:
Introduce compound emergencies. RNAWST
Range:
• Simulated
NTTP timeline
• PUI will correctly identify system malfunctions
and apply appropriate corrective procedures
• PUI will utilize CRM effectively to diagnose and
correct malfunction or land aircraft
• SKC, 19° C, 30.00, 200/10, 23 L/R

• Compound emergencies • Ground checks / procedures
• STO
Review: • Depart IFR to TACAN Z approach at NKT
• STOL flap STO • Landing pattern work
• Continuous VTO-accel *** Note ***
• Instrument flight procedures All emergencies will be taken to the appropriate
• TACAN approach landing / ejection decision
• Auto flap VNSL
• STOL flap VNSL
• SAAHS off RVL • Handling compound emergencies
• SAAHS off decel VL ◦ Recognize indications of malfunctions
• Press-up ◦ Prioritize by severity
◦ Assess effects of other factors
Evaluate: → WX
• None → Fuel
→ Wingman
Concepts and Discussion Topics: → Communication capability
• CRM – Using the ODO / LSI → External stores
• Water Injection System ◦ Develop gameplan
• MFS ◦ Communicate gameplan
• Emergency procedures page of AMPCD ◦ Execute gameplan
• NATOPS aircraft limits and restrictions ◦ Above all else: AVIATE, NAVIGATE,
• Ejection envelopes COMMUNICATE
• Ejection decision

1.3 • SFAM-1127
FAM-1128 •
Goal: Aircraft:
Safe for solo check. (1) TAV-8B
• PUI will perform all maneuvers IAW NATOPS • None • None
standards without exhibiting any unsafe trends
• Airspeed within 10 KCAS Range:
• Altitude within 30 ft • None
NTTP timeline

• None • Ground checks / procedures
• CTO
Review: • Depart to GCA (PAR)
• None • Missed approach to tower downwind
• STOL flap FNSL
Evaluate: • STOL flap VNSL
• CTO • Auto flap VNSL
• STOL flap STO • CL to full stop
• Continuous VTO accel • STOL flap STO
• Instrument flight procedures • RVL
• GCA (PAR) • Decel VL
• Missed approach • Continuous VTO accel
• STOL flap FNSL • Press-up
• Auto flap VNSL
• STOL flap VNSL
• Any emergency procedures listed in NATOPS
• SL to roll and go procedure
Chapters V-13 through V-18
• CL to full stop
• AVIATE, NAVIGATE, COMMUNICATE
• RVL
• Decel VL
• Press-up
• CRM – ODO and LSI
• Check ride procedures
• Any systems listed in NATOPS Chapter I-02
• Any limitations listed in NATOPS Chapter I-04

1.5 • Open Book
FAM-1129 NATOPS Test
• FAM-1128
Goal: Aircraft:
Solo Flight (1) AV-8B(E)
• Perform all maneuvers IAW NATOPS standards • None • LSI
without exhibiting any unsafe trends
• Altitude within 30 ft • RSTD / MOA
Introduce:
• None Sequence of Events:
• Ground checks / procedures
Review: • CTO
• CTO • Depart to GCA (PAR) (perform GCAs until
• STOL flap STO landing weight)
• Continuous VTO accel • Option to tower downwind
• GCA (PAR) • STOL flap FNSL
• STOL flap FNSL • STOL flap VNSL
• Auto flap VNSL • Auto flap VNSL
• STOL flap VNSL • CL to full stop
• SL to roll and go procedure • RVL
• CL to full stop • Decel VL
• RVL • Continuous VTO accel
• Decel VL • Press-up
• Press-up Emergency Procedures Discussion:
Evaluate:
• None
• CRM
• Night Attack / Radar differences:
◦ Cockpit differences
◦ HOTAS
→ Speed brake
→ Bore sight for DMT and FLIR
→ WINC
→ DAT button
→ HUD layout
◦ Warning and caution light differences
◦ AMPCD operation and flight set-up
◦ MAP set-up and use
◦ GPWS system
◦ Standard LSI calls
◦ Solo wind and weather SOP limits
• Fuel pit procedures

1.0 • FAM-1129
SFOB-1200 • FOB GS
Aircraft:
Goal:
RNAWST
Introduce FOB and emergency procedures.
Ordnance: External
Performance Standards:
• None Support:
Satisfactorily execute all procedures IAW AV-8B
• CSI
NATOPS. Achieve an average pass grade of 2.5. Range:
• Simulated
Simulator Parameters: Threat: None
• Initialize in center mat
• SKC, 22° C, 30.00, 200/10, 23 L/R
Requirements: Sequence of Events:

Conduct FOB operations and simulated emergency • Initialize in warm up engine running
procedures. Perform 3 maximum performance STO and • STO
4 precision RVL at an air facility. • Departure
• Paddles check-in
Introduce: • Marshal stack
• FOB operations • Entry Into Bogue Field
• Maximum performance STO (3) • Overhead
• FOB arrival and pattern entry procedures • FOB pattern
• Precision RVL (4) • Departure from Bogue
Review: • Recovery at NKT
• Brake failure (air) procedures
• Engine fire (fire warning light) procedures (takeoff /
landing / vertical operation)
Evaluate:
• Landings

• NWS failure
• No liftoff on STO
• Abort
Concepts and Discussion Topics: • Over rotation on STO
• Bogue Field course rules • NORDO
• Wave-off
• Standard LSS calls

1.2 • SFOB-1200
FOB-1201
Goal: Aircraft:
Introduce FOB. (1) TAV-8B
Satisfactorily execute all procedures IAW AV-8B • None • LSS
NATOPS. Achieve an average pass grade of 2.5.
Range:
• Air facility
Conduct FOB operations at an air facility. Perform 3
maximum performance STO and 4 precision RVL.
• FOB operations • STO
• Maximum performance STO (3) • Departure
• FOB arrival and pattern entry procedures • Paddles check-in
• Precision RVL (4) • Marshal stack
• Entry Into Bogue Field
Review:
• Overhead
• None • FOB pattern
Evaluate: • Hot refueling
• Landings • Departure out of Bogue
• Recovery at NKT

• Bogue Field course rules
• Wave-off Emergency Procedures Discussion:
• FOB fuel requirements • Brake failure
• Standard LSS calls • No liftoff on STO
• FOD prevention • Abort
• Ground procedures / taxi plan • V/STOL loss of thrust
• Grading criteria • Emergency question of the day

0.8 • FOB-1201
FOB-1202
Goal: Aircraft:
Practice FOB. (1) AV-8B(E)
Satisfactorily execute all procedures IAW AV-8B • None • LSS
NATOPS. Achieve an average pass grade of 2.5.
Range:
• Air facility
Conduct FOB operations at an air facility. Perform 3
maximum performance STO and 4 precision RVL.
• None • STO
• Departure
Review:
• Maximum performance STO (3) • Marshal stack
• Precision RVL (4)
• Entry Into Bogue Field
Evaluate: • Overhead
• FOB operations • FOB pattern
• FOB arrival and pattern entry procedures • Hot refueling
• Departure out of Bogue
• Recovery at NKT

• Bogue Field no fly areas
• Waveoff Emergency Procedures Discussion:
• FOD prevention • Landing gear malfunctions
• Fire:–In-flight, Takeoff / landing

1.0 • FAM-1129
SFCLP-1210 • FCLP GS
Goal: Aircraft:
Introduce day FCLP normal and emergency RNAWST
procedures.
Satisfactorily execute all procedures IAW AV-8B • None • CSI
NATOPS, V/STOL / LSO NATOPS, Shipboard
Operating Bulletin, and LHA/LHD NATOPS. Range:
Achieve an average pass grade of 2.5. • Simulated
• SKC, 22° C, 30.00, 250/10, 23 L/R
Perform day FCLP normal and emergency FCLP
procedures to a simulated L-Class ship. Perform a
Case 1 recovery, 5 VL, and 4 STO.
• Day FCLP Case 1 recoveries • Initialize in warm up engine running
• Fuel ladder • STO
• Charlie time • Departure
• Shipboard STO (4) • Paddles check-in
• FCLP Decel VL (5) • Marshal Stack
• Abort (afloat) • Entry Into Bogue Field
• NORDO approach • Overhead
• Emergency procedures • FCLP pattern
◦ RPM stagnation / loss of thrust afloat • Shipboard emergencies
◦ Abort – afloat (STO) procedures • Departure out of Bogue
• Recovery at NKT
Review:
• Dual DECS failure (EFC warning light)
Evaluate:
• Landings and pattern work
• Course rules • Electrical failures
• Fuel ladder construction / management • Landing gear malfunctions
• AMPCD setup • BRAKE FAILURE
• NWS use • NO LIFT OFF ON STO
• Waveoff procedures • Loss of thrust
• LSO terminology and proper response • DUAL DECS FAILURE (EFC WARNING LIGHT)
OR LOSS OF ENGINE CONTROL or RPM
FLUCTUATION during VL
• ABORT
• OVER ROTATION ON STO
• FIRE (FIRE light)
• NORDO approach

1.0 • SFCLP-1210
FCLP-1211
Goal: Aircraft:
Introduce day FCLP. (1) AV-8B
Satisfactorily execute all procedures IAW AV-8B • None • LSO
NATOPS, V/STOL / LSO NATOPS, Shipboard • Launch Officer
Achieve an average pass grade of 2.5. • Sim LHA Deck

Perform day FCLP normal and emergency FCLP
procedures to a simulated L-Class ship. Perform a
Case 1 recovery, 4 VL, 3 STO, and test waveoff.
Introduce launch officer signals.
• Day FCLP Case 1 recoveries • STO
• Fuel ladder • Departure
• Charlie time • Paddles check-in
• Shipboard STO (3) • Marshal stack
• Shipboard launch signals • Entry Into Bogue Field
• FCLP Decel VL (4) • Overhead
• Test wave-off • FCLP pattern
• Test wave-off
Review:
• Hot refueling
• None
Evaluate: • Recovery at NKT
• None
• Bogue Field course rules
• Engine management Emergency Procedures Discussion:
• Waveoff procedures • Electrical failures
• Proper communication during FCLP sortie • Landing gear malfunctions
• Launch Officer / LSE signals • BRAKE FAILURE
• FOD prevention • NO LIFT OFF ON STO
• Ground procedures / taxi plan • Loss of thrust
• OLS / HPI lighting systems • DUAL DECS FAILURE (EFC WARNING LIGHT)
• STO with nozzles lever vice throttle.
• Release of brakes on STO
• ABORT
• NORDO approach

1.0 • FCLP-1211
FCLP-1212
Goal: Aircraft:
Introduce simulated NORDO approach. Review day (1) AV-8B
FCLP.

Perform simulated NORDO approach. Review day
FCLP normal and emergency procedures to a
simulated L-Class ship.
• Simulated NORDO approach • STO
• Departure
Review:
• Day FCLP Case 1 recoveries • Marshal stack
• Fuel ladder • Entry Into Bogue Field
• Charlie time
• Overhead
• Shipboard STO (3) • FCLP pattern
• Shipboard launch signals • Simulated NORDO approach
• FCLP Decel VL (4)
• Hot refueling
Evaluate: • Recovery at NKT
• None
• Course rules no over fly areas
• Waveoff procedures Emergency Procedures Discussion:
• FOD prevention • Electrical failures
• Water system • Landing gear malfunctions
• BRAKE FAILURE
• NO LIFT OFF ON STO
• Loss of thrust
• DUAL DECS FAILURE (EFC WARNING LIGHT)
• ABORT
• NORDO approach

1.0 • FCLP-1212
FCLP-1213
Goal: Aircraft:
Review day FCLP. (1) AV-8B

Review day FCLP normal and emergency
procedures to a simulated L-Class ship
• None • STO
• Departure
Review:
• Charlie time
• Overhead
• Shipboard STO (3)
• FCLP pattern
• Shipboard launch signals • Test Wave-off
• FCLP Decel VL (4) • Hot refueling
Evaluate: • Departure out of Bogue
• None • Recovery at NKT

• Landing gear malfunctions
• BRAKE FAILURE
• Loss of thrust
• ABORT
• NORDO approach

1.0 • FCLP-1213
FCLP-1214
Goal: Aircraft:

procedures to a simulated L-Class ship.
• None • STO
• Departure
Review:
• Charlie time
• Overhead
• FCLP pattern

• BRAKE FAILURE
• Loss of thrust
• ABORT
• NORDO approach

1.0 • FCLP-1214
FCLP-1215
Goal: Aircraft:

• None • STO
• Departure
Review:
• Charlie time
• Overhead
• FCLP pattern

• BRAKE FAILURE
• Loss of thrust
• ABORT
• NORDO approach

1.0 • FCLP-1215
FCLP-1216
Goal: Aircraft:
Day FCLP qualification. (1) AV-8B
Execute all procedures IAW AV-8B NATOPS, • None • LSO
V/STOL / LSO NATOPS, Shipboard Operating • Launch Officer
Bulletin, and LHA/LHD NATOPS. Range:


• None • STO
• Departure
Review:
• Charlie time
• Overhead
• FCLP pattern

• BRAKE FAILURE
• Loss of thrust
• ABORT
• NORDO approach

1.3 • FAM-1129
VCON-1220
Goal: Aircraft:
V/STOL Consolidation (1) AV-8B
• Safely perform all maneuvers IAW the AV-8 • None • LSI
NATOPS Range:
• RSTD / MOA
• None • Takeoff
Review: • TACAN approach to (LSI directed entry to landing
• STOL flap STO pattern)
• Continuous VTO accel • Landing pattern work
• TACAN approach
• STOL flap FNSL
• Auto flap VNSL
• STOL flap VNSL
• CL to full stop
• RVL
• Decel-VL
• Press-up
Evaluate:
• None
• None • Emergency question of the day

1.0 • FAM-1129
SVCON-1221
Goal: Aircraft:
Review compound emergencies. RNAWST
• Safely perform all maneuvers IAW the AV-8 • None • CSI
NATOPS Range:
• Simulated
• Initialize in warm-up area one
• SKC, 22°C, 30.00, 010/10 32 L/R
Review: • TACAN approach to (CSI directed entry to landing
• TACAN approach • Landing pattern work
• STOL flap FNSL
• Auto flap VNSL
• STOL flap VNSL
• CL to full stop
• RVL
• Decel VL
• Compound emergencies
Evaluate:
• None

1.3 • FAM-1129
VCON-1222
Goal: Aircraft:
Review V/STOL. (1) AV-8B
NATOPS Range:
• RSTD / MOA
Review: • TACAN approach to (LSI directed entry to landing
• TACAN approach
• STOL flap FNSL
• Auto flap VNSL
• STOL flap VNSL
• CL to full stop
• RVL
• Decel VL
• Press-up
Evaluate:
• None

1.3 • FAM-1129
VCON-1223
Goal: Aircraft:
Review V/STOL. (1) AV-8B
NATOPS Range:
• RSTD / MOA
Review: • GCA approach to missed approach
• STOL flap STO • Depart and re-enter the initial for VFR overhead
• GCA (PAR)
• VFR overhead
• STOL flap FNSL
• Auto flap VNSL
• STOL flap VNSL
• CL to full stop
• RVL
• Decel VL
• Press-up
Evaluate:
• None

1.3 • FAM-1129
FORM-1300 • Basic Form GS
Goal: Aircraft:
Introduce administrative formation procedures. (2) TAV-8B or
(1) TAV-8B and (1) AV-
8B
• Altitude +/-100’, airspeed +/-5 KCAS from target • None • None
during rendezvous.
Range:
• Warning/MOA/Rstd

• Formation taxi procedures • Taxi
• Formation marshal procedures • Marshal
• Section CTO • Section CTO
• Stream STO • Departure / Rendezvous
• Parade formation • Area check-in
• Section cross under • Cross under
• Section lead change • Lead change
• Section cruise formation • Break-up and rendezvous
• Section running rendezvous ◦ (3) short range
• Section break up and rendezvous ° (3) long range
• Section battle damage / ordnance checks • Cruise
• Section TACAN approach • Running rendezvous
• Section VFR break maneuver • Battle damage / ordnance check
• Formation TACAN approach
Review: ° Separate on final
• STOL flap FNSL ° Straight-in FNSL
• Auto flap VNSL • Rejoin in warm-up / marshal area
• Decel VL • SSTO
• Press-up • Depart and re-enter
• Overhead break
Evaluate: • Landing(s)
• None
• Section emergency procedures
Concepts and Discussion Topics: • Inadvertent IMC
• CRM-wingman coordination and integration • NORDO/LCLS
• Parade position reference points & corrections • Midair
• Formation comm. standards
• Formation visual signals
• Underrun and overrun procedures
• Approach speed and aileron droop
• Separation on final

1.3 • FORM-1300
FORM-1301
Goal: Aircraft:
Review administrative formation procedures and (2) TAV-8B or
introduce section approaches. (1) TAV-8B and (1) AV-8B
• Altitude +/-100’, airspeed +/-5 KCAS from • None • None
target during rendezvous.
Range:
Sequence of Events:
Introduce: • Taxi
• Section GCA (PAR) to low approach • Marshal
• Section GCA (PAR) to roll and go landing • Stream STO
• Departure / Rendezvous
Review: • Area check-in
• Formation taxi procedures • Cross under
• Formation marshal procedures • Lead change
• Section CTO • Break-up and rendezvous
• Stream STO ◦ (3) short range
• Parade formation ◦ (3) long range
• Section cross under • Cruise
• Section Lead change • Running rendezvous
• Section cruise formation • Battle damage / ordnance check
• Section running rendezvous • Section PAR
• Section break up and rendezvous • Missed approach
• RVL • Section PAR
• CL to refused landing ° Separate on final
• Decel VL (2) ° Straight-in RVL
• Landing(s)
Evaluate:
• None Emergency Procedures Discussion:
• Section emergency procedures
• A/A and prox functions
• Section weather minimums

1.0 • FORM-1301
SAAH-1310 • AAH GS
Goal: Aircraft:
Introduce advanced aircraft handling. RNAWST
• PUI will demonstrate knowledge of all introduced • None • CSI
flight drills and procedures.
• PUI will demonstrate knowledge of all Range:
emergency procedures and discussion items. • Simulated
• PUI will demonstrate knowledge of discussed
aircraft systems.
• AOA control ± 1 unit
• Airspeed ± 20 knots, ± 0.3 G
• Initialize in warm up area, engine running
• SKC, 16° C, 29.90, 340/08, 32 L/R
• Tacadmin Checks • STO
◦ FELPG-F • Departure to training area
• Medium altitude break turns • Tacadmin Checks
• Deck transition drills ° FELPG-F
• Hard turns • Slow speed departure
• Aerobatics • Slow speed / high AOA drill
• 3 G weave • Accelerated stall / high speed stalls
• AOA / energy management drills • AOA / energy management drill
• Turn rate drills • Turn rate drill
• Accelerated / high speed stalls • Hard turns
• Slow speed departure • Medium altitude break turn (20K/15K/10K)
• Slow speed / high AOA drills • Deck transitions (10K)
• 250-knot loop • Aerobatics
• 250-knot loop
Review: • 3 G weave
• None
Evaluate:
• None
• Departure / spin characteristics • Out of control recovery
• NATOPS prohibited maneuvers • Compressor stall
• Break turn technique / departure avoidance • Engine mechanical failure / engine vibration
• AOA control • Airstart
• Airspeed control

1.0 • SAAH-1310
AAH-1311
Goal: Aircraft:
Introduce advanced aircraft handling. (1) TAV-8B
• PUI will demonstrate knowledge of all introduced • None • None
emergency procedures and discussion items. • MOA
• PUI will demonstrate knowledge of discussed • RSTD
aircraft systems.
• Hard turns • STO
• Aerobatics • Departure
• 3 G weave • Area check-in
• Turn rate drills • Tacadmin Checks
• Unloaded rolls ° FELPG-F
• Tacadmin checks • Unloaded rolls
◦ FELPG-F • Turn rate drill
• Hard turns
Demonstrate: • Nozzle deflection training
• IP demonstrate - nozzle deflection training • Aerobatics
• 3 G weave
Review: • Recovery
• CL to full stop • Landing(s)
• Decel VL
Evaluate: • Departure Recovery
• None • Compressor stall
• Airstart
Concepts and Discussion Topics: • Emergency question of the day
• CRM
• Performance numbers
• AOA control
• TAV-8 G limits
• TAV-8 Prohibited maneuvers

1.0 • AAH-1311
AAH-1312
Goal: Aircraft:
Introduce advanced aircraft handling. (2) AV-8B
• PUI will demonstrate knowledge of all introduced • None • None
emergency procedures and discussion items. • MOA
• PUI will demonstrate knowledge of discussed • RSTD
aircraft systems.

• Medium altitude break turns • Stream STO
• AOA / energy management drills • Tacadmin Checks
• Slow speed departure ◦ FELPG-F
• Slow speed / high AOA drills • Slow speed departure
• 250-knot loop • Slow speed / high AOA drills
• Deck transition drills • AOA / energy management drills
• Medium altitude break turns (20K/15K/10K)
Review: • Deck transition drills (10K)
• Tacadmin Checks • 250-knot loop
◦ FELPG-F • Recovery to decel VL
• Decel VL
Evaluate:
• Out of control recovery
• Airstart
• CRM
• POM effects
• Qxαxβ
• Impending departure warning signs

1.1 • Complete
TACFORM-1320 TACFORM stage
ground/academic
Goal: Aircraft: training
Introduce section tactical formation at medium (2) TAV-8B or • AAH-1312
altitude. (1) AV-8B and (1) TAV-8B
•
• Proper MCT scan for tactical formation • None • None
• Deviation detection/correction – 10 sec
Range:
• Out of turn, position regained – 20 sec
• Airspeed ± 20 KCAS / 0.05 IMN
• AOA ± 1 unit / G ± 0.3

• Defensive combat spread • Marshal
• Offensive combat spread • Stream STO
• Deployed echelon • Departure / rendezvous
• Medium altitude COMM-in turns: • Tacadmin Checks
° Check turns ◦ FELPG-F
° NAV turns • Defensive combat spread
° TAC turns ° COMM-in turn series
° Cross turns • Offensive combat spread
° Hook turns ° COMM-in turn series
° Shackle turns • Deployed echelon
• FENCE out
Demonstrate: • Rejoin – IP demo
• IP demonstrate - nozzle use during running • Battle damage check
rendezvous • Section approach
• Recovery
Review: • Landing(s)
• Tacadmin Checks
◦ FELPG-F
• Section emergencies
• STOL flap FNSL
• Inadvertent IMC
• Auto flap VNSL
• NORDO / LCLS
Evaluate: • Midair
• None
• Formation definitions
• MCT in different formations
• Deviation correction
• A/A TACAN
• Reasons for the different tactical formations
• Canopy gouge
• Formation and turn standards – G, AOA,
KCAS/IMN
• Turn circle and AOA relationships
• Section approach minimums

1.1 • TACFORM-1320
TACFORM-1321
Goal: Aircraft:
Introduce COMM-out maneuvering at medium (2) AV-8B or
altitude. (1) TAV-B and (1) AV-8B

Range:
• AOA ± 1 unit / G ± 0.3
• Correct COMM-out turn interpretation

• Fighter wing formation • Marshal
• Medium altitude COMM-out turns: • Stream STO
° Check turns • Departure / rendezvous
° NAV turns • Tacadmin Checks
° TAC turns ◦ FELPG-F
° Cross turns • Defensive combat spread
° Hook turns ° COMM-in turn series
° Shackle turns ° COMM-out turn series
• Offensive combat spread
Review: ° COMM-in turn series
• Tacadmin Checks • Fighter wing
◦ FELPG-F • FENCE out
• Defensive combat spread • Rejoin
• Offensive combat spread • Battle damage check
• Medium altitude COMM-in turns: • Recovery
◦ Check turns • Landing(s)
◦ NAV turns
◦ TAC turns Emergency Procedures Discussion:
◦ Cross turns • Inadvertent IMC
◦ Hook turns • NORDO / LCLS
◦ Shackle turns • Midair
• STOL flap VNSL • Section emergencies
• Decel VL (2)
Evaluate:
• None

• Formation and turn standards – G, AOA, KCAS /
IMN
• Reason for COMM-out maneuvering
• COMM-out maneuvering rule of thumb

1.1 • TACFORM-1321
TACFORM-1322
Goal: Aircraft:
Introduce section tactical formation at low level. (2) AV-8B

Range:
• AOA ± 1 unit / G ± 0.3
SPINS:
• Minimum altitude – 1000’ AGL
• Maximum altitude – 3000’ AGL

• Low altitude COMM-in turns: • Marshal
° Check turns • Stream STO
° NAV turns • Departure / rendezvous
° TAC turns • Tacadmin Checks
° Cross turns ◦ FELPG-F
° Hook turns • Defensive combat spread
° Shackle turns ° COMM -in turn series
• Terrain clearance tasks • FENCE out
• Mission tasks (CT and NCMT) • Rejoin
• Mission crosscheck time • Battle damage check
• Recovery
• Tacadmin Checks
◦ FELPG-F
• Defensive combat spread
• Offensive combat spread
• RVL
• Decel VL (2)
Evaluate:
• Inadvertent IMC
• None
• NORDO / LCLS
• Midair

• Formation and turn standards – G, AOA, KCAS /
IMN
• BAM / BASH and obstructions
• LAT rules of conduct
• Emergencies in low altitude environment
• Deconfliction
• Operating terrain and environmental effects

1.1 • TACFORM-1322
TACFORM-1323
Goal: Aircraft:
• Introduce section tactical formation at high (2) AV-8B
altitude.
Range:
• AOA ± 1 unit / G ± 0.3
SPINS:
• Altitude: 25,000-30,000 ft
• Target speed: 0.70 IMN
• Max speed: 0.75 IMN

• High altitude energy sustaining turns (chased) • Marshal
• High altitude COMM-in and COMM-out turns: • Stream STO
° Check turns • Departure / rendezvous
° NAV turns • Tacadmin Checks
° TAC turns ◦ FELPG-F
° Cross turns • High altitude energy sustaining turns (chased)
° Hook turns • Offensive combat spread
° Shackle turns • High altitude COMM-in and COMM-out turns
FENCE out
Review: • Rejoin
• Tacadmin Checks • Battle damage check
◦ FELPG-F • Recovery
• Offensive combat spread • Landing(s)
• RVL
• Decel VL (2)
Evaluate:
• None
• MCT in different formations Emergency Procedures Discussion:
• Deviation correction • Section emergencies
• Expected turn performance – AOA / G • Inadvertent IMC
• Turn standards – KCAS / IMN only • NORDO / LCLS
• Midair

1.1 • TACFORM-1323
TACFORM-1324
Goal: Aircraft:
Introduce division formation at medium altitude. (4) TAV-8B
Range:
• AOA ± 1 unit / G ± 0.3
• Altitude ± 200 feet

• Division marshal • Marshal
• Division stream STO • Div stream STO
• Balanced parade formation • Departure / rendezvous
• Fingertip formation • Fingertip formation
• Running rendezvous • Balanced parade
• Break up and rendezvous • Section cross unders
• Division cruise • Division cruise
• Division box • Break up and rendezvous
• Division deployed echelon • Tacadmin Checks
• Fluid four ◦ FELPG-F
• Division VFR break ◦ Division G awareness (Fluid four or Division
• Division COMM-in tactical turns box)
◦ NAV turns • Fluid four
◦ TAC turns • Division box
◦ Cross turns • Division deployed echelon
• Running rendezvous
◦ Hook turns
• FENCE out
◦ Shackle turns
• Battle damage check
• Recovery – VFR break
• Tacadmin Checks
◦ FELPG-F
• Decel VL
Evaluate:
• None
• MCT in different formations Emergency Procedures Discussion:
• Inadvertent IMC
• NORDO / LCLS
• Midair

0.8 • FAM-1129
MNAV-1330
Goal: Aircraft:
Introduce ingress / egress string and CST NAV MTT
system.
Reach final point within +/- 20 seconds of IP given • None • None
TOT.
Range:
• None
• Per the MTT MNAV training mission
Perform navigation at low altitude on input ingress
string. Sequence of Events:
• Tacadmin Checks
Introduce: ◦ FELPG-F
• Low level navigation on a MTR • Route check-in
• Navigate to low level start point • Alpha check
• Systems navigation to low level • Systems check
• Alpha check • Command speed time
• Visual navigation techniques • Turn point assessment
• Chart map interpretation • TOT
• Visual checkpoint identification • Knock it off
• Turn point technique • Climb to cope
• Flyover of final point at preplanned TOT • FENCE out
• AMPCD displays
• TACAN options
• Waypoint options
• Markpoint options
• Command speed / time options
• Waypoint overfly options
• Non-Sequential route strings Emergency Procedures Discussion:
• HUD symbology differences • Low altitude flameout
• Targetpoint options • Airstart
• Steer-to-point options
• Point of Interest options
• Quick Access
• Null points
• Bingo profile
Review:
• Tacadmin Checks
◦ FELPG-F
Evaluate:
• None

• Command speed time vs. real time
• Terrain clearance tasks
• Mission tasks
• Critical tasks
• Noncritical tasks

1.5 • MNAV-1330
SNAV-1331
Goal: Aircraft:
Introduce navigation at low altitude. RNAWST

• Satisfactorily execute all procedures IAW AV-8B • None • CSI
NATOPS.
Range:
• Overfly the final point +/- 20 seconds of planned
timing • Simulated
• Arrive at the final point +/- 500 pounds of
planned fuel.
• Initiate on the ground with the engine running

Perform navigation at low altitude on an MTR
emphasizing JMPS planning, TACAN navigation, Sequence of Events:
waypoint and markpoint utilization, command speed • Tacadmin Checks
/ time, non-sequential route strings, HUD symbology ◦ FELPG-F
differences, targetpoint, steer-to-point, point of • Route check-in
interest, quick access, and null points. • Alpha check
• Systems check
Introduce: • Command speed time
• Low level navigation on a military training route • Turn point assessment
• Navigate to low level start point • TOT
• Alpha check • Knock it off
• System navigation to low level • Climb to cope
• Visual navigation techniques
• Chart map interpretation Emergency Procedures Discussion:
• Visual checkpoint identification • Bird strike
• Turn point technique
• Flyover of final point at preplanned TOT
• JMPS mission planning and data transfer
• Bingo profile
Review:
• Tacadmin Checks
◦ FELPG-F
Evaluate:
• None
• Command speed time
• Real time assessment
• TACFORM

1.3 • SNAV-1331
NAV-1332
Goal: Aircraft:
Introduce navigation at low altitude. (1) TAV-8B

• Satisfactorily execute all procedures IAW AV-8B • None • None
NATOPS.
Range:
• Overfly the final point +/- 20 seconds of planned
timing • MTR
• Arrive at the final point +/- 500 pounds of
planned fuel.
• N/A
Perform navigation at low altitude on an MTR Sequence of Events:

emphasizing JMPS planning, TACAN navigation, • Marshal
waypoint and markpoint utilization, command speed • Take-off
/ time, non-sequential route strings, HUD symbology • Departure / rendezvous
differences, targetpoint, steer-to-point, point of • Tacadmin Checks
interest, quick access, and null points. ◦ FELPG-F
• Route check-in
Introduce: • Alpha check
• Low level navigation on a military training route • Systems check
• TACAN options • Command speed time
• Waypoint options • Turn point assessment
• Markpoint options • TOT
• Command speed / time options • Knock it off
• Non-Sequential route strings • Climb to cope
• HUD symbology differences • FENCE out
• Targetpoint options • Rejoin
• Steer-to-point options • Battle damage check
• Point of Interest options • Recovery
• Quick Access • Landing(s)
• Null points •
Review: Emergency Procedures Discussion:

• Alpha check • Low altitude flameout
• JMPS mission planning and data transfer • Airstart
• Decel VL • Birdstrike
Evaluate:
• None

• Systems management
• Command speed time vs. real time
• Terrain clearance tasks
• Mission tasks
• Critical tasks
• Noncritical tasks
• T-bird limitations

1.5 • TACFORM-1324
AAR-1340 • AAR Stage Brief
• AAR Stage Exam
Goal: Aircraft:
Introduce Day Air-to-Air Refueling qualification. (2) AV-8B
• Execute IAW ATP-56(B) without exhibiting any • None • AAR Platform
unsafe trends.
Range:
• Perform 2 wet and 4 dry plugs on the tanker
drogue. • AAR

• Four-finger ground check • Ground checks (4-finger)
• In-flight refueling in accordance with the AV-8B • Marshal
NATOPS Chap 9 and ATP-56(B) • Take-off
• In-flight refueling in a COMM-in environment • Departure Rendezvous
• Tanker rendezvous • Area Check-in
• Aerial refueling checklist • Tanker Check-in
• Observation position • Tanker Rendezvous
• Astern position • Aerial Refueling Checklist
• Drogue contact • Observation Position
• Refueling position • Astern Position
• Disconnect procedure • Drogue Contact
• Reform position • Refueling
• Post-refueling checks • Disconnect
• Tanker departure • Reform Position
• Post Refueling Checks
Review: • Tanker Departure
• RVL • Recovery
• Decel VL • Landings
Evaluate:
• Emergency Breakaway
Concepts and Discussion Topics: • NORDO Procedures
• Flap Setting for Aerial Refueling (Cruise / STOL) • Dead Hose
• Transfer Lights During Refueling • Canopy-Aircraft Strike
• Press Switch Position • Damaged Aircraft/Probe
• AV-8B Refueling Equipment and Limitations
• KC-130 / KC-10 / K-707 Refueling Equipment,
Lighting, Limitations (as applicable)
• Required Communications
• IFR on Tanker
• TANK Light
• Probe Fails to Retract

0.8 • TACFORM-1324
MTCT-1350 • TCT Stage Brief
Goal: Aircraft:
Introduce expendable page setup, expendable MTT
programming, ECM panel, and CMDS functions.
Execute all procedures IAW AV-8B NATIP and Air • None • None
NTTP
Range:
• None
• None

• Expendable page setup • TCT Ground Checks
• Expendable programming Emergency Procedures Discussion:
• ALR-67 BIT • None
• ALQ-164 BIT
Review:
• None
Evaluate:
• None
• ALQ-164 setup
• ALE-39/47 setup
• ALR-67 setup
• Countermeasures dispensing system
• ECM panel

1.0 • MTCT-1350
STCT-1351
Goal: Aircraft:
Introduce EW suite and applicable communication RNAWST
and surface to air threat counter tactics at Medium
Altitude.
• Execute TCT maneuvers IAW Air NTTP • (4) Mk-82LD • None
• Adhere to TCT decision matrix • ALQ-164
• Adhere to ALSA COMM brevity • SEL-1
• Employ ASE IAW Air NTTP and NATIP
Range:
• Simulated
• SKC, 20 SM, 25° C, 30.00, 300/10, Rwy 32
Requirements: Threat: SA-2, S-60, SA-7

• Medium altitude threat counter-tactics • Initialize in warm-up with engine running
◦ Lean • ALR / ALQ BITs
◦ Notch • Marshal
◦ Beam • STO
◦ Level S • Departure
• Area check-in
◦ Guns jink
• Tacadmin Checks
◦ SAM weave
◦ E-pole tactics ◦ FELPG-F
• Threat counter-tactics
• Jettison criteria
• FENCE out
• TCT ALSA communications
• Recovery
• Pre-emptive expendable game plan
• Reactive expendable game plan
• ALQ-164 setup and employment
◦ ALQ-164 BIT
• ALE-39/47 setup and employment Emergency Procedures Discussion:
• ALR-67 setup and employment • Departure / spin
◦ ALR-67 BIT • Compressor stall
• Damaged aircraft
Review:
• Tacadmin Checks
◦ FELPG-F
Evaluate:
• None

• CRM
• Departure avoidance
• Range known vs. range unknown tactics
• E-pole determination
• Medium altitude E-pole tactics
• RWR interpretation
• INS smoothing
• Decision matrix for jettison criteria
• ALR-67 BIT procedures
• ALQ-164 BIT procedures
• TCT ALSA COMM
° Brevity terms
° Directive / descriptive priority

1.0 • STCT-1351
TCT-1352
Goal: Aircraft:
Introduce surface to air threat countertactics at (2) AV-8B(E)
medium altitude.
• Execute TCT maneuvers IAW Air NTTP • TACTS Pod-Stn 1 • TACTS Debrief
• Adhere to TCT decision matrix • 40 CHF / 10 FLR
• Adhere to ALSA COMM brevity
Range:
• Employ ASE IAW Air NTTP and NATIP
• EW
• TACTS
SPINS:
•
Requirements: Threat: SA-6, ZSU 23-4, SA-14/16

• Jettison criteria • Pre-Flight
• ALE-39/47 arming and de-arming • Arming ALE-39/47
• Medium altitude threat counter-tactics • Marshal
◦ Lean • Take-off
◦ Notch • Departure
◦ Beam • Area check-in
◦ Level S • Tacadmin Checks
◦ Guns jink ◦ FELPG-F
◦ SAM weave
• FENCE out
◦ E-pole tactics
• Rejoin
• TCT ALSA communications
• Recovery
• RVL
Review: • Decel VL
• Tacadmin Checks • De-arming
◦ FELPG-F
• ALE-39/47 setup and employment
• ALR-67 setup and employment Emergency Procedures Discussion:
• RVL • Departure / spin
• Decel VL • Compressor stall
• Midair
Evaluate: • Damaged aircraft
• None • NORDO / LCLS

• CRM
• Gaining and maintaining sight of threat
• Ground reference
• Notch and chaff effectiveness vs. radar types

1.0 • TACFORM-1324
MAS-1400 • TCT GS
• A/S GS
Goal: Aircraft:
Introduce weapons system programming, high angle MTT
BCIP / GCIP and ARBS / TV deliveries.
• Weaponeering IAW NATIP utilizing WARP • (6) Mk-82 LD • None
• Familiar with SMC programming • M-904
• Familiar with HAT source cascade employment • FMU-139
(BCIP, GCIP)
Range:
• Familiar with HUD A/G symbology and HOTAS
• None
• Per MTT DMT training mission • 30° / 500 KTAS delivery
• 0.6M, 10,000’
• SKC

• WARP weaponeering • Initialize MTT airborne
• Weapons system programming • STRS page manipulation / weapons program
• Air-to-surface HOTAS (MTT on Freeze)
• High angle BCIP / GCIP deliveries (3) ° General munitions (parent station / ITER)
• High angle ARBS / TV deliveries (3) ° Q / M / I programming
° GAU-12
Review: ° Fuze programming
• N/A ° Training mode
° Tone function
Evaluate: ° Weapon system programming errors (per
• None chart in FSG Weapon System Programming
discussion)
° Site angle
° PUC / LAW
° WRD function
• HUD symbology demonstration
• Entry to medium altitude raked range pattern
(execute minimum of six 30 degree deliveries)

• None
• Use of ASCMI vs. UFC
• Stores codes / ballistic algorithm relationship
• MWSS / symbology scan pattern
• Air-to-surface HOTAS

1.0 • MAS-1400
SAS-1401
Goal: Aircraft:
Introduce computed weapon delivery from medium RNAWST
altitude
• Correct WARP weaponeering • (12) Mk-76 • None
• Roll-in ACD ± 0.1 NM, 200’ • SEL-1
• IRCM – 50% execution minimum
Range:
• TPA ± 1 degree
• Simulated
• Dive deliveries ±5° / 30 knots / 500’
• Off target maneuver IAW FSG
• CEP about MPI < 14 mils
• Adherence to tactical abort parameters
• Database that corresponds to planned execution • 45° / 500 KTAS delivery
(Yuma: Cactus West or Cherry Point: BT-11) • 30° / 500 KTAS delivery (tactical)
• Scored target • 30° / 500 KTAS delivery (wx backup)
• SKC, 20 SM, 25° C, 30.01, 040/15 • Weapon programming: Q1 / M1

• Weapons system programming in CWAIVER • Initialize in warm-up engine running
• Clearing / spacer pass • Marshal (C-WAIVER checks)
• Academic bombing pattern • STO
• High angle BCIP / GCIP deliveries (12) • Departure
• Adaptive roll-in technique • Area check-in
• Target placement angle • Tacadmin Checks
• Curvilinear to straight path tracking ◦ FELPG-F
• Jettison system • IP – MWSS checks
• High angle off target maneuver • Clearing / spacer pass
• Air-to-surface HOTAS • Bombing pattern
◦ High angle 45° BCIP / GCIP deliveries (6)
Demonstrate: ◦ High angle 30° BCIP / GCIP deliveries (6)
• IP brief weaponeering limitations • FENCE out
• Recovery
• WARP weaponeering
• Tacadmin Checks
◦ FELPG-F
Evaluate:
• None
• Flameout in bombing pattern
• Hung ordnance recovery

• CRM
• Local area ordnance procedures course rules
• Target area chart preparation
• Pattern / Range communication
• Curvilinear to straight path tracking
• Settling time prior to release
• Wind effects
• Jettison system
• Air-to-surface grading criteria (HITS calculation
software)
• A/S expendable usage

1.0 • SAS-1401
SAS-1402
Goal: Aircraft:
Introduce 10-degree computed weapon deliveries RNAWST
• Correct WARP weaponeering • (6) Mk-76 (2/6) • None
• Roll-in ACD ±0.1 NM, 200’ • (2) MK-82 BSU-86
• IRCM – 50% execution minimum LD/HD (3/5)
• TPA ± 1 degree • FMU-139
• Dive deliveries ± 5° / 30 knots / 500’ • SEL-1
• Proper off target maneuver (360 KCAS min)
Range:
• Simulated
(Yuma: Cactus West or Cherry Point: BT-11) • Weapon programming: Q1 / M1
• Scored target.
• OVC 090, 7 SM, 25° C, 29.98, 200/10

• Low angle deliveries of high drag ordnance (4) • Initialize in warm-up engine running
• Low angle deliveries of low drag ordnance (4) • Marshal
• Low altitude off target maneuver • STO
• Departure
• WARP weaponeering • Tacadmin Checks
• Weapons system programming ◦ FELPG-F
• Academic bombing pattern • IP – MWSS checks
• Adaptive roll-in technique • Clearing / spacer pass
• Target placement angle • Bombing pattern
• Curvilinear to straight path tracking • FENCE out
• Air-to-surface HOTAS • Recovery
• Tacadmin Checks • Landing(s)
◦ FELPG-F
Evaluate:
• None
• CRM • SMC / ASCMI failure
• FMU-139 Fuze arm time • HYD 1 failure
• Break “X”
• Pull-up cue
• Low altitude off target maneuver / recovery
• Asymmetric dive recovery
• RADAR altimeter HAT / BOMB option
• Fragmentation patterns
• Reflected cue

1.0 • SAS-1401
SAS-1403
Goal: Aircraft:
Introduce ARBS / TV deliveries RNAWST
• Roll-in ACD ±0.1 NM, 200’ • (12) Mk-76 • CSI
Range:
• Valid cascade plan on every pass
• Simulated
• Dive deliveries ± 5° / 30 knots / 500’
(Yuma: Loom Lobby / Shade Tree or Cherry • 30° / 500 KTAS delivery (tactical)
Point: BT-11) • Weapon programming: Q2 / M2
• Scored target
• SKC, 20 SM, 25° C, 30.01, 040/15

• WOF update / designation • Initialize in warm-up engine running
• J-hook maneuver • Marshal
• Straight path to straight path tracking • STO
• CCIP to AUTO conversions • Departure
• Point blank bomb pickle • Area check-in
• ARBS / TV deliveries from high angle (12) • Tacadmin Checks
• Cascade plan ◦ FELPG-F
• ARBS / TV HOTAS • IP – MWSS checks
• Clearing / spacer pass
Review: • Bombing pattern
• WARP weaponeering ◦ ARBS / TV deliveries from 45° (6)
• Tacadmin Checks ◦ ARBS / TV deliveries from 30° (6)
• Weapons system programming • Recovery
• Academic bombing pattern • Landing(s)
• Adaptive roll-in technique
• Target placement angle
• Off target maneuver
Evaluate:
• None

• CRM • ASCMI failure
• Upgrade / cascade plan • Lost Communication
• ARBS designation criteria • Uncommanded nose gear extension
• TDC action and no action slewing
• Indications and actions for running designation
• Systems / target fixation
• Slewing below checkpoint altitude
• EOTDA

1.0 • SAS-1403
SAS-1404
Goal: Aircraft:
Introduce ARBS / LST deliveries RNAWST
• Roll-in ACD ±0.1 NM, 200’ • (12) Mk-76 • CSI
• TPA ± 1 degree • SEL-1
Range:
• Simulated
(Yuma or Cherry Point) • 30° / 500 KTAS delivery (tactical)
• Scored target • Weapon programming: Q2 / M1
• SKC, 20 SM, 25° C, 30.01, 200/15

• ARBS / LST deliveries from high angle (12) • Initialize in warm-up engine running
• ARBS / LST / ARBS / TV handoff (3 minimum) • Marshal
• LST basket overlay • STO
• ARBS / LST HOTAS • Departure
• Area check-in
Review: • Tacadmin Checks
• WARP weaponeering ◦ FELPG-F
• Tacadmin Checks • IP – MWSS checks
◦ FELPG-F • Clearing / spacer pass
• Academic bombing pattern • Bombing pattern
• Straight path to straight path tracking ◦ ARBS / LST deliveries from 45° (6)
• ARBS / TV deliveries from high angle ◦ ARBS / LST deliveries from 30° (3)
◦ ARBS / LST / ARBS / TV handoff 30° (3)
Evaluate: • FENCE out
• None • Recovery
• Landing(s)

• CRM • Selective / emergency jettison
• LASER basket • Dump target location and procedures
• LASER joint COMM brevity • Asymmetric stores
• Cascade plan
• EOTDA

1.0 • SAS-1402
SAS-1405
Goal: Aircraft:
Introduce GAU-12 and rocket deliveries RNAWST
• Roll-in ACD ±0.1 NM, 200’ • (300) 25 mm • CSI
• IRCM – 70% execution minimum (8) 5.00” Zuni Rockets
Range:
• Simulated

• Database that corresponds to planned execution • 10° / 550 KTAS delivery (GAU-12 300rds)
(Yuma or Cherry Point) • 20° / 550 KTAS delivery (5” Zuni Rockets)
• Scored target
• BKN 050, 7 SM, 25° C, 30.03, 220/10

• Low angle attacks with the 25 mm gun (4) • Initialize in warm-up engine running
• High angle rocket deliveries (8) • Marshal / forward firing ordnance arming
• Gun / rocket pattern • STO
• Gun / rocket safe escape off target maneuver • Departure
• Gun / rocket weaponeering • Area check-in
• Gun not clear procedures • Tacadmin Checks
◦ FELPG-F
Review: • IP – MWSS checks
• WARP weaponeering data • Clearing / spacer pass
• Weapons system programming • Strafing / rocket pattern
• Tacadmin Checks • Gun not clear procedures
• Straight path to straight path tracking • Recovery
• Landing(s)
Evaluate:
• None

• CRM • Bird Strike
• Arm / De-arm procedures • Battle damage / Frag
• Gun firing techniques • Gun malfunctions
• Rocket / Gun sight picture
• Rocket / Gun off target maneuver
• 25mm ammunition types
• Safe escape table to ensure safe releases
• Maximum frag envelope chart to ensure safe
releases

1.0 • SAS-1404
AS-1406
Goal: Aircraft:
Introduce computed weapons deliveries (1) TAV-8B
• Roll-in ACD ±0.1 NM, 200’ • (6) Mk-76 • Weapons scoring
• Set TPA ± 1 degree
Range:
• RKD RNG
SPINS:
• 45° / 500 KTAS delivery (RP shall conduct 45° deliveries in TAV-8B prior to conducting 45° deliveries
solo)
• Tactical 30° / 500 KTAS delivery (Weather 30° if weather dictates)
• Weapon Programming: Q1 / M1
Requirements: Threat: ZSU-23-4

• Weapons preflight • Preflight
• Weapons system programming • Marshal
• Clearing / spacer pass • STO
• High angle BCIP / GCIP deliveries (4) • Departure
• High angle auto deliveries (2) • Area check-in
• Adaptive roll-in technique • Tacadmin Checks
• Target placement angle ◦ FELPG-F
• Straight path to straight path tracking • MWSS checks
• High angle off target maneuver • Clearing / spacer pass
• Academic bombing pattern • Bombing pattern
• Air-to-surface HOTAS • FENCE out
• Recovery
• WARP weaponeering data
• STOL flap STO
• Tacadmin Checks
◦ FELPG-F
• RVL
• Decel VL
Evaluate:
• None

• CRM • ADC Failure
• Local area ordnance procedures and course • RPM fluctuation
rules
• Straight path to straight path tracking
• Wind effects
• Airborne hit analysis and error corrections
• TAV-8B limitations
• Canopy/ cockpit gouge
• HUD scan pattern

1.0 • AS-1406
AS-1407
Goal: Aircraft:
Practice high angle deliveries. (2) AV-8B(E)
• Roll-in ACD ±0.1 NM, 200’ • (6) Mk-76 • Weapon scoring
• Set TPA ± 1 degree. • (10) FLR
• IRCM – 60% execution minimum.
Range:
• Dive deliveries ± 5° / 30 knots / 500’.
• RKD RNG
• Proper off target maneuver (360 KCAS min).
• EXP
• Adhere to deconfliction plan.
• CEP about MPI < 14 mils.
SPINS:
solo)
Requirements: Threat: SA-7, SA-14, SA-18

• Off target rendezvous • A/S briefing (RP will brief weaponeering portion)
• Marshal
Review: • Take-off
• WARP weaponeering data • Departure / rendezvous
• Running rendezvous • Area check-in
• High angle BCIP / GCIP deliveries (4) • Tacadmin Checks
• High angle Auto deliveries (2) ◦ FELPG-F
• Adaptive roll-in technique • MWSS checks
• Target placement angle • Clearing / spacer pass
• Straight path to straight path tracking • Bombing pattern
• Academic bombing pattern • FENCE out
• Expendable switch usage • Off-target rendezvous
• High angle off target maneuver • Ordnance / battle damage check
• Ordnance / battle damage check • Recovery
• Auto flap VNSL • Landing(s)
• Decel VL
Evaluate:
• None

• CRM • EFC Caution
• Adaptive roll-in • EFC Warning
• Importance of good start and its effects on
parameters
• Wind effects
• Pattern deconfliction
• Expendable arm / de-arm and expendable
checks
• FMU-139 fuze

1.0 • AS-1407
AS-1408
Goal: Aircraft:
Introduce ARBS / TV deliveries. (2) AV-8B (NA)
• Set TPA ± 1 degree. • (10) FLR
Range:
• Employ sensor cascade plan on every pass
where ordnance is released. • RKD RNG
• Dive deliveries ± 5° / 30 knots / 500’. • EXP
SPINS:
solo)
• Weapon programming: Q1 / M1
Requirements: Threat: S-60, 2S6

• J hook maneuver • Marshal
• High angle ARBS / TV deliveries (6) • Take-off
• Departure / rendezvous
• WARP weaponeering data • Tacadmin Checks
• Running rendezvous ◦ FELPG-F
• Adaptive roll in technique • MWSS checks
• Academic bombing pattern • Clearing / spacer pass
• Expendable switch usage • Bombing pattern
• High angle off target maneuver • FENCE out
• Straight path to straight path tracking • Off-target rendezvous
• Off target rendezvous • Ordnance / battle damage check
• Ordnance / battle damage check • Recovery
• RVL • Landing(s)
• Decel VL
Evaluate:
• None

• CRM • Lost communication procedures
• EOTDA / PAR for ARBS TV lock • Airstart procedures
• DMT Boresight
• ARBS designation criteria / rule of thumb
• Cascade plan
• System / target fixation

1.0 • SAS-1402
AS-1409
Goal: Aircraft:
Introduce 10-degree deliveries with low drag (1) TAV-8B
ordnance.
• Set TPA ± 1 degree.
Range:
• RKD RNG
SPINS:
• 10° / 500 KTAS delivery
Requirements: Threat: Stinger Basic

• Low angle CCIP deliveries of low drag ordnance • Marshal
(6) • STO
• Low altitude off target maneuver • Departure
• Area check-in
Review: • Tacadmin Checks
• WARP weaponeering data ◦ FELPG-F
• Weapons preflight • MWSS checks
• Weapon system programming • Clearing / spacer pass
• Tacadmin Checks • Bombing pattern
• Clearing / spacer pass • Recovery
• Air-to-surface HOTAS • Landing(s)
• Academic bombing pattern
• STOL flap STO
• RVL
• Decel VL
Evaluate:
• None

• CRM • INS failure
• TAV-8B G limits • Cockpit temperature hot / cold
• RADAR altimeter HAT • DC caution light
• :BOMB v. :GPS HAT
• WOF usability and functions
• Low altitude raked range pattern
• Break X
• PUC
• GPWS
• Scan pattern techniques

1.0 • SAS-1405
AS-1410 • AS-1409
Goal: Aircraft:
Introduce GAU-12 employment and 10-degree (2) AV-8B(E)
deliveries with high drag ordnance.
• Roll-in ACD ±0.1 NM, 200’ • (2) BDU-45 HD 3/5 • Weapon scoring
• Set TPA ± 1 degree. • (300) Rounds 25mm
• IRCM – 80% execution minimum. • (20) FLR
Range:
• Adhere to RPM limits for gun
• STRAFE
• Execute proper breakaway maneuvers.
• HVY INERT
• WISS
• EXP
SPINS:
• 10° / 550 KTAS delivery (GAU-12)
• Weapon programming: Q1 / M1
Requirements: Threat: SA-9

• Low angle / high drag ordnance deliveries (2) • Marshal
• Low angle attacks with the 25 mm gun (2) • Take-off
• Running rendezvous ◦ FELPG-F
• Academic bombing pattern • MWSS checks
• Low altitude off target maneuver • Clearing / spacer pass
• Expendable switch usage • Bombing pattern
• Off target rendezvous • Strafe pattern
• Ordnance / battle damage check • FENCE out
• Decel VL • Off-target rendezvous
• Ordnance / battle damage check
Evaluate: • Recovery
• None • Landing(s)

• CRM • Compressor stall
• Gun / ordnance preflight • Engine mechanical failure/vibration
• 25mm safe escape table / ricochet pattern
• System / target fixation
• Low angle strafing
• Burst length
• Insufficient recycle time between gun bursts
• Gun failures
• Hot gun cross
• Nozzle creep during gun firing and effects on
pitch sensitivity
• Low altitude gun off target maneuver
• Gun arming / de-arming procedures
• DSU-33 Proximity Sensor
• Safe escape table to ensure safe releases
• Maximum frag envelope chart to ensure safe
releases

1.0 • TACFORM-1324
SLAT-1420
Goal: Aircraft:
Introduce basic LAT procedures and rules of conduct RNAWST
• No low altitude training rule violations • None • CSI
• No violations of MCT Range:
• No more than 5 low altitude warnings • Simulated
• Airspeed +/- 20 kts
• G +/- 0.5
• Initialize in warm up engine running
• SKC, 16° C, 29.98, 340/08, 32 L/R
Sequence of Events:
Introduce:
• STO
• Level high G turns
• Tacadmin Checks
• 50 percent rule
◦ FELPG-F
• Dive recovery rules
• Small descent rule
• Step down recovery
• Level hi G turns (90 / 180 / 360 / 720)
• Terminate procedures
• Test knock-it-off / climb-to-cope
• Knock-it-off / climb-to-cope procedures
• 50 percent rule
• 10 degree ridge line crossing
Review: • Level hi G turns (90 / 180 / 360 / 720)
• Terminate maneuver
• Tacadmin Checks
• Ridge line crossing
◦ FELPG-F
• 1 conventional landing
• Mission cross-check time
• 1 STOL flap VNSL
• Low altitude checklist
• Unloaded rolls
• CL to full stop
• STOL flap VNSL
Evaluate:
• None

• Radar altimeter • Low altitude birdstrike
• GPWS system • Low altitude flameout
• 50 percent rule • Bingo profile
• Dive recovery rules • Damaged aircraft
◦ Assumptions
◦ Step down recovery
◦ Immediate recovery
• TCT and MCT
• COMM Cadence
• Level turn technique and corrections
• Terminate v. knock-it-off procedures
• Comfort level
• Low altitude hazards
• Ridge line crossing techniques
• Cockpit indications of nozzle deflection during
wingborne flight

1.0 • SLAT 1420
SLAT-1421
Goal: Aircraft:
Review basic and introduce advanced LAT RNAWST
procedures.
• No low altitude training rule violations • None • None
• G +/- 0.5
• BKN100, 10 SM, 18° C, 30.03, 030/05, 05 L/R
• Yuma database
Sequence of Events:
Introduce:
• Straight oblique jink (SOJ)
• STO
• Vertical jink (VJ)
• Tacadmin Checks
• Turning oblique jink (TOJ)
◦ FELPG-F
• Reverse oblique jink (ROJ)
• 50 percent rule
• 10 degree rule
Review: • Small descent rule
• Level hi G turns (90/ 180/ 360 / 720)
• Tacadmin Checks
• Test knock-it-off / climb to cope
◦ FELPG-F
• 50 percent rule
• SOJ
• 50 percent rule
• VJ
• TOJ
• ROJ
• 1 AUTO flap VNSL
• Level hi G turns
• 1 decel - VL
• Unloaded rolls
• 1 press-up
• Auto flap VNSL
• Decel VL
• Press-up
Evaluate:
• None

• 50 percent rule • Low altitude damaged aircraft
• Dive recovery rules • Low altitude flameout
◦ Assumptions • AFTBAY caution light
• TCT and MCT
• 10° rule
• COMM cadence
• Rolling terrain considerations
• RADALT awareness

1.0 • SLAT-1420
SLAT-1422 • STCT-1351
Goal: Aircraft:
Introduce low altitude transition and surface-to-air RNAWST
threat countertactics at low altitude.
• G +/- 0.5
• SKC, 16° C, 29.98, 340/08, 32 L/R
Requirements: Threat: SA-2 & ZSU-23-4
Sequence of Events:
Introduce:
• Medium to low deck transition
• ALE-39/47 and ALR-67 setup
• Low altitude threat reaction lean maneuver
• STO
• Low altitude level S
• Tacadmin Checks
• Low altitude guns jink
◦ FELPG-F
• Low altitude SAM weave
• Medium to low altitude deck transition
• Low altitude beam maneuver
Review: • Low altitude threat reaction beam maneuver
• ALSA communications
• ALE-39/47 usage and employment
• ALR-67 usage and employment
Evaluate:
• None
• CRM
• Allowable risk level v. threat – affects on mission
• E-Pole determination Emergency Procedures Discussion:
• RWR interpretation • Low altitude flameout
• Medium to low deck transition point • Dept / spin recovery
• LAT dive recovery rules • Compressor stall
• Threat counter-tactics maneuver descriptions • Damaged aircraft
° RF pre-emptive / reactive
° IR pre-emptive / reactive
° AAA pre-emptive / reactive
• TCT COMM
° Brevity terms
• Directive / descriptive & priority

1.0 • SLAT-1421
LAT-1423
Goal: Aircraft:
Introduce basic and advanced LAT procedures. TAV-8B
• No more than 5 low altitude warnings • MOA
• Airspeed +/- 20 kts • RSTD
• G +/- 0.5 • LAT
SPINS:
• None
Sequence of Events:
Introduce:
• STO
• Area check-in
• 10 degree ridgeline crossing
• Tacadmin Checks
• 50 percent rule
◦ FELPG-F
• Level hi G turns ( 90 / 180 / 360 )
• Ridgeline crossing
• Practice knock-it-off / climb-to-cope
• 50 percent rule
• Straight oblique jink
• Vertical jink
• SOJ
• Turning oblique jink
• VJ
• Reverse oblique jink
• TOJ
• 10 degree rule
• ROJ
Review: • Terminate
• Area check-out
• Tacadmin Checks
• Recovery
◦ FELPG-F
• 1 RVL
• RVL
Evaluate:
• None

• 50 percent rule • Low altitude emergencies general procedures
• Dive recovery rules • Low altitude damaged aircraft
◦ Assumptions • Low altitude flameout
• TCT and MCT
• COMM cadence
• Scan patterns
• Rolling terrain considerations
• RADALT awareness
• Visual flow patterns

1.0 • SLAT-1423
LAT-1424
Goal: Aircraft:
Practice basic and advanced LAT procedures. (2) AV-8B
• No more than 5 low altitude warnings • MOA
• Airspeed +/- 20 kts • RSTD
• G +/- 0.5
SPINS:
• None
Sequence of Events:
Introduce:
• STO
• None
• Area check-in
• Tacadmin Checks
Review:
• Tacadmin Checks ◦ FELPG-F
◦ FELPG-F
• Level high G turns ( 90 / 180 / 360 )
• Ridgeline crossing
• Knock-it-off / climb-to-cope maneuver
• 50 percent rule
• 10 degree ridgeline crossing
• 50 percent rule
• SOJ
• VJ
• TOJ
• ROJ
• Terminate maneuver
• Rejoin
• Straight oblique jink
• Area check out
• Vertical jink
• Recovery
• Turning oblique jink
• 1 RVL
• Reverse oblique jink
• 10 degree rule
• RVL
Evaluate:
• None

• EHSD Map setup • Compressor Stall
• Turn performance with 100% LERX • Low altitude flameout / airstart
• Break turn technique / departure avoidance • Low altitude birdstrike
• AOA control • Damaged aircraft
• POM effects
• Impending departure warning signs
• 50 percent rule
° Assumptions
° Step down recovery
• TCT and MCT
• COMM cadence
• Scan patterns
• Dangerous v. performance errors

1.0 • LAT-1424
LAT-1425 • TCT-1352
Goal: Aircraft:
Introduce surface-to-air threat countertactics at low (2) AV-8B
altitude.
• No low altitude training rule violations • TACTS pod • TACTS / EW debrief
• No violations of MCT • (40) chaff facility
• No more than 5 low altitude warnings • (10) flares
• Airspeed +/- 20 kts Range:
• G +/- 0.5 • TACTS
• Hi Fi EW
SPINS:
• Medium to low deck transition will be conducted to an artificial deck of 5,000 AGL
• Minimum altitude for low altitude TCT: 500' AGL
Requirements: Threat: ZSU-23, SA-2
Sequence of Events:
Introduce:
• SSTO
• Medium to low deck transition
• Area check-in
• Tacadmin Checks
◦ FELPG-F
• Medium to low altitude deck transition
• Low altitude beam maneuver
• Low altitude threat reaction beam maneuver
• Low altitude E-pole tactics for range known
threats
• Decision matrix for jettison criteria
Review: • FENCE out
• Low altitude checklist • Recovery
• ALSA communications • 1 RVL
• ALE-39/47 setup and employment
• ALR-67 setup and employment
• RVL
Evaluate:
• None

• CRM • Compressor Stall
• Incorporating ALR-67 and ALQ-164 into ground • Midair
checklists • Damaged aircraft
• Range known v. range unknown tactics • NORDO / LCLS
• E-Pole Determination • Low Altitude Flameout
• RWR interpretation
• INS smoothing – operation / pros / cons
• Medium to Low Deck transition point
• LAT Dive Recovery Rules
• Threat counter-tactics maneuver descriptions
° RF Pre-emptive / Reactive
° IR Pre-emptive / Reactive
° AAA Pre-emptive / Reactive
• TCT COMM
° Brevity terms
• Directive / Descriptive & priority

1.0 • AS-1409
MMECH-1430
Goal: Aircraft:
Introduce PGM basic functionality and employment. MTT
Introduce JDAM and LGB symbology and employment

profile execution.

Successful release of LGB and JDAM • (2) GBU-12 • None
• (2) GBU-38
Range:
• None
• MTT MMECH-1430 mission set • Level entry to level delivery at 480 KTAS, 15K
AGL
• Weapon programming:
◦ Terminal parameters enabled
◦ 85 degree impact angle
• GBU-38 – Q2
• GBU-12 – Q2
• Perform 2 LGB Buddy (L/R) Profiles
• Perform 2 JDAM Absolute (L/R) Attack Profiles
Sequence of Events:
Introduce:
Initialize airborne
• JDAM and LGB symbology
• LGB Buddy (L/R) Profile (2) • Tacadmin Checks
• JDAM Absolute (L/R) Attack Profile (2) ° FELPG-F
• IP – MWSS checks
Review:
• Level entry to level delivery
• Tacadmin Checks
• Egress
Evaluate:
• None
• Energy management during profiles Emergency Procedures Discussion:
• Cross checks during profiles • Asymmetric stores recovery
• Error corrections for early / late to the attack cone
during a buddy dive.

1.0 • Complete MECH
SMECH-1431 stage
ground/academic
Goal: Aircraft: training
Introduce GP Bomb profiles, heavyweight aircraft RNAWST • AS-1409
handling, and reactive weaponeering • SLAT-1421
• Roll-in ACD ±0.1 NM, 200’ <or> proper adaptive • (6) Mk-82 • None
roll-in correction ° Fin: BSU-86
• Set TPA ± 1 degree ° Fuze: FMU-139
• Employ sensor cascade plan on every pass where Range:
ordnance is released • East: BT-11
• Dive deliveries ± 5° / 30 knots / 500 ft • West: Cactus West
• Database that corresponds to planned execution • Pop: 10° / 500 KTAS delivery
(Yuma or Cherry Point) • Loft 500 ft ingress / 450 KGS / 38° loft angle
• SCT 200, 10SM, 25°C, 29.98, 200/10 • Cruise climb to 45° or 30° / 500 KTAS delivery
• Ramp down to 45° or 30° / 500 KTAS delivery
• Level entry to 45° or 30° / 500 KTAS delivery
• Weapon programming:
° Mk-82 – Per reactive weaponeering
Requirements: Threat: SA-7 / SA-14 / SA-16
Sequence of Events:
Introduce:
• Initialize in warm-up engine running
• Level entry to high angle deliveries
• Weapon programming in CWAIVER checks
• Ramp down to high angle delivery
• STO
• Cruise climb to high angle delivery
• Departure
• Low pop-up to low angle delivery
• Area check-in
• Loft delivery
• Tacadmin Checks
• Heavyweight STO
° FELPG-F
Review:
• GP Bomb profiles
• Tacadmin Checks ◦ Pop to 10° dive (2)
◦ FELPG-F ◦ Loft
• Adaptive roll-in technique ◦ Cruise climb to 45° or 30° dive
• Target placement angle ◦ Ramp to 45° or 30° dive
• Curvilinear to straight path tracking ◦ Level to 45° or 30° dive
• FENCE out
Evaluate: • Recovery
• None • Landing(s)

• Canopy code / reference points
• Birdstrike
• Sensor timeline & sensor management
• Energy management during profiles
• Cross checks during profiles
• Target acquisition
• Reason for low-to-high transition maneuvers
• Transition attack: scan for HUD info / target tally

1.0 • MMECH-1430
SMECH-1432
Goal: Aircraft:
Introduce low altitude transition and JDAM profiles RNAWST
Performance Standards:. Ordnance: External Support:
• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • AGM-65E • None
roll-in correction • (2) GBU-12
• Set TPA ± 1 degree • (1) GBU-38
• Employ sensor cascade plan on every pass where Range:
ordnance is released • East: BT-11
• Dive deliveries ± 5° / 30 knots / 500 ft • West: R2507 N/S Abel
• Level deliveries on ASL and ± 20 KTAS N/S (Punch Bowl)
• Database that corresponds to planned execution • LGB Buddy (L/R) attack, 480 KTAS, 15K AGL
(Yuma or Cherry Point) • LGB Buddy 30° dive (L/R) attack, 500 KTAS, 7K
• OVC 200, 7 SM, 25° C, 29.98, 200/10 AGL release
• JDAM absolute (L/R) attack, 480 KTAS, 15K AGL
• LMAV Tactical 20° / 400 KTAS delivery / 20° ramp
•
• Perform (5) PGM profile attacks
Sequence of Events:
Introduce:
• Initialize in warm-up engine running
• LGB buddy (L/R) (2)
• Marshal
• LGB buddy Dive (L/R)
• JDAM absolute (L/R)
• STO
• Laser Maverick attack
• Departure
• Area check-in
Review:
• Tacadmin Checks
• Tacadmin Checks
° FELPG-F
◦ FELPG-F
• WARP
• PGM Profiles
• Reactive weaponeering
° LGB Buddy (L/R)
• Heavyweight STO
° LGB Buddy dive (L/R)
° JDAM Absolute (L/R)
° LMAV 20° ramp
• FENCE out
• STOL flap FNSL
• Recovery
• Decel VL
• Landings
Evaluate:
• None

• Canopy code / reference points • Compressor stall

1.0 • SMECH-1432
MECH-1433
Goal: Aircraft:
Introduce PGM profiles (2) AV-8B

• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • (2) LGTR • Ground-based laser
roll-in correction • (1) GBU 38 or Litening Pod-
• Set TPA ± 1 degree • (10) Flares equipped Lead A/C
• IRCM – 70% execution minimum or
• Employ sensor cascade plan on every pass • (1) GBU-12
where ordnance is released • (1) LGTR
• Dive deliveries ± 5° / 30 knots / 500 ft • (1) CLMAV
• Level deliveries on ASL and ± 20 KTAS • (1) GBU 38
• Proper off target maneuver (360 KCAS min) • (10) Flares
Range:
• HE
• JDAM
• LSR
SPINS:
• Level to 30° LGB / 500 KTAS delivery / 7000’ AGL REL
• Level delivery: 480 KTAS, 15K AGL
• Perform, (1) LGB 30° dive, (1) level LGB profile, (1) level JDAM profile, and (1) 20° ramp / 20° dive
LMAV profile
• Operable ARBS / LST is desired but not required for this event
Sequence of Events:
Introduce:
• Marshal
• PGM Deliveries
° JDAM absolute (L/R) attack
• STO
° LGB/LGTR (L/R) buddy
• Departure
° LGB/LGTR buddy dive
• Area check-in
° Captive LMAV
• Tacadmin Checks
° LST (not required for completion)
° FELPG-F
Review:
• PGM Profile deliveries
° LGB/LGTR (L/R) buddy
• Tacadmin Checks
° LGB/LGTR buddy dive
◦ FELPG-F
° JDAM absolute (L/R) attack
• Heavyweight STO
• FENCE out
• Recovery
• Landings
• RVL
• Decel VL
Evaluate:
• None

• CALA operations • Fire in-flight
• HE ordnance pre-flight • Airstart
• Environmental effects (wind / sun angle) and
chart study
• EOTDA (PAR ARBS / TV, LST)
• Heavyweight aircraft maneuvering
• Ordnance jettison procedures

1.0 • SMECH-1431
MECH-1434 • LAT-1424
Goal: Aircraft:
Introduce medium and low altitude GP Bomb profiles • (1) TAV-8B
• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • (6) Mk-76 • None
roll-in correction
• Set TPA ± 1 degree
• Dive deliveries ± 5° / 30 knots / 300 ft Range:
• AUTO / LOFT deliveries on ASL and ± 20 KTAS • TGT
• Proper off target maneuver (360 KCAS min) • WISS
• LSR
SPINS:
• Pop: 500‘ ingress / 10° / 500 KTAS delivery
• Loft 500’ ingress / 450 KGS / 38° loft angle
• Cruise climb 500’ ingress to 30° or 45° dive
• Ramp to 30° dive
Sequence of Events:
Introduce: • Marshal
• Low altitude pop attacks to 10° delivery (2) • Take-off
• Cruise climb to a 30° or 45° dive delivery • Departure / rendezvous
• Ramp to a 30° dive delivery • Area check-in
• Loft delivery • Tacadmin Checks
° FELPG-F
Review: • IP – MWSS checks
• WARP weaponeering data • GP Bomb Profiles
• Tacadmin Checks ° Pop to 10° delivery (2)
◦ FELPG-F ° Loft delivery
• Adaptive roll-in technique ° Cruise climb to dive delivery
• Target placement angle ° Ramp down to dive delivery
• Curvilinear to straight path tracking • FENCE out
• STOL flap FNSL • Recovery
• Decel VL • Landings
Evaluate:
• None

• CRM • Hyd 1 failure
• Environmental effects (wind / sun angle) and
map study
• Error corrections for early / late to the attack
cone
• Loft setup, cueing and timeline

1.0 • SMECH-1431
MECH-1435
Goal: Aircraft:
Introduce section target area tactics at medium (2) TAV-8B
altitude
• Fly attack geometry • (6) Mk-76 • None
• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • (10) Flares
roll-in correction Range:
• Set TPA ± 1 degree • TGT
• Dive deliveries ± 5° / 30 knots / 500 ft • WISS
Adhere to deconfliction plan
• Regain visual mutual support less than 45
seconds off target
SPINS:
• 45° / 500 KTAS delivery or 30° / 500 KTAS delivery (for range restrictions)
• Weather 30° / 500 KTAS delivery (for back-up only – event may be completed using this profile)
• Perform (5) attacks to 30° or 45° dive deliveries
Requirements: Threat: Roland II, ZSU-23
Sequence of Events:
Introduce:
• Marshal
• Medium altitude same side attack (2)
• Take-off
• Medium altitude split attack (1)
• Medium altitude swept attack (2)
• Area check-in
• Tacadmin Checks
Review:
° FELPG-F
• Tacadmin Checks
• Medium altitude standard attacks
◦ FELPG-F
• Egress
• FENCE out
• Rejoin
• RVL
• Recovery
• Decel VL
• FNSL
Concepts and Discussion Topics: • Inadvertent IMC
• Section contracts • On-scene commander checklist
• Mutual support
• Map / imagery study, GEOREF and overlay use
• Sensor timeline / management

1.0 • MECH-1435
MECH-1436
Goal: Aircraft:
Review section target area tactics at medium altitude (2) AV-8B
• Fly attack geometry. • (6) Mk-76 • None
• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • (10) flares
• IRCM – 70% execution minimum • WISS
• Employ sensor cascade plan on every pass where • EXP
ordnance is released
• Dive deliveries ± 5° / 30 knots / 500 ft
• Adhere to deconfliction plan
seconds off target
SPINS:
• 45° / 500 KTAS delivery or 30° / 500 KTAS (for range restrictions)
• Weapon Programming: Q2 / M1 / INT = to reactive weaponeering
• Operable ARBS / TV is desired but not required for this event
• Review (5) attacks to 30° or 45° dive deliveries
• None • Marshal
• Take-off
Review:
• Area check-in
• Tacadmin Checks
• Tacadmin Checks
◦ FELPG-F
° FELPG-F
• Medium altitude same side attack (2)
• Medium altitude split attack (1)
• Medium altitude standard attacks
• Medium altitude swept attack (2)
• Egress
• FENCE out
• Rejoin
• CL
• Recovery
• Decel VL
• CL
• None
• Section contracts
• Mutual support

1.0 • MECH-1434
MECH-1437 • LAT-1425
Goal: Aircraft:
Introduce section target area tactics at low altitude (2) AV-8B

• Fly attack geometry • (6) Mk-76 • None
• Roll-in ACD ±0.1 NM, 200 ft <or> proper adaptive • (10) FLR
• IRCM – 70% execution minimum • WISS
• Employ sensor cascade plan on every pass where
ordnance is released
• Dive deliveries ± 5° / 30 knots / 500 ft
• Adhere to deconfliction plan
seconds off target
• Adhere to LAT ROC and MCT
SPINS:
• Pop: 500’ ingress / 10° / 500 KTAS delivery
• Operable ARBS / TV is desired but not required for this event.
• Perform (1) chased single ship low pop to 10° delivery.
• Perform (2) same side attack and (2) split attacks to 10° deliveries
Sequence of Events:
Introduce:
• Marshal
• Low altitude same side attack (2)
• Take-off
• Low altitude split attack (2)
• Area check-in
Review:
• Tacadmin Checks
° FELPG-F
• Tacadmin Checks
◦ FELPG-F
• Low altitude standard attacks
• Low pop-up to low angle deliveries
• Egress
• Adaptive roll in technique
• FENCE out
• Rejoin
• RVL
• Recovery
• Decel VL
• RVL
• None

• Low altitude flameout
• Pop-up attacks
• Low altitude target acquisition
• Target chart / imagery study, GEOREF and
overlay use
• Lateral versus vertical sanctuary
• Terrain Masking
• TCT / MCT
• Target fixation

1.0 • MECH-1437
MCAS-1440
Goal: Aircraft:
Introduce medium altitude Type 1 CAS, 9-line CAS MTT
briefing format, CAS page programming, MASAW PT
procedures.
PUI shall exhibit ability to perform a direct entry of 9- • (6) Mk-82 LD, parent • None
line information into the CAS page. stations
Range:
• Simulated
• SKC, 20 SM, 25C, 30.01 • Tactical 30 deg / 500 KTAS delivery
• Weaponeering to include reactive weaponeering
matrix
Requirements: Threat: N/A
• Medium altitude Type 1 CAS • Initialize airborne
• 9-line CAS briefing format • C3 Check in
• CAS page programming • Tacadmin Checks
• Alpha / system checks ◦ FELPG-F
Review: • Combat holding
• Tacadmin Checks • 9-line brief
◦ FELPG-F • Attack preparation
• ALSA communication • CAS attacks (4)
• Medium altitude same side attacks • Egress / IFREP
• FENCE out
Evaluate: Emergency Procedures Discussion:

• None • N/A
• JCAS check in format: “CMNPOP”
• Initial system setup procedures
• CAS page data entry
• MASAW PT procedures

1.0 • MCAS-1440
SCAS-1441 • CAS GS
• CAS lab
Goal: Aircraft:
Introduce medium altitude CAS utilizing type 1 control, RNAWST
9 line CAS briefing format, attack preparation
checklist, and CAS page programming.
• Execute CAS IAW JP 3-09.3 • (6) Mk-82 LD • None
• No unsafe / invalid weapons release. Range:
• Proper corrections from the mark • Simulated
• TOT +/- 90 seconds
• Data base that corresponds to planned execution • Tactical 30 deg / 500 KTAS delivery
(Yuma or Cherry point) • CAS sortie planned in CAS planning lab
• SKC, 20SM, 25C, 30.01, 040/15 • 1:50,000 target area chart and objective area
chart with applicable FSCMs, CPs and IPs
required
Requirements: Threat: SA-16, S-60
• Combat holding • Initialize in warm up with engine running
• CAS check in brief • Marshal
• 9-line CAS briefing format • STO
• CAS page programming • Departure
• Attack preparation checklist • Area check in
° MASAW PT • Tacadmin Checks
• CAS communication ◦ FELPG-F
• Attack timing control • C3 sequencing
• Corrections from a mark • Combat holding
• Medium altitude CAS under type 1 control • 9-line brief
• Attack preparation
• CAS attacks
Review: • Egress / C3 sequencing - IFREP
• WARP weaponeering data • FENCE out
• Reactive weaponeering matrix • Recovery
• Tacadmin Checks • Landing
◦ FELPG-F Emergency Procedures Discussion:
• ALSA communication • Damaged aircraft
• Level entry to high angle delivery
Evaluate:
• None

• CRM
• Type 1 control requirements
• “Paperless” cockpit setup
• CAS page usage / data entry
• JCAS communication requirements
• FAC corrections / HUD MIL relationships
• Re-attack considerations / procedures
• DASC – role / capabilities / limitations
• FAC / FAC (A) capabilities
• KY-58 / HAVEQUICK / SINCGARS
• Secure vs. non-secure COMM
• Authentication procedures

1.0 • SCAS-1441
SCAS-1442
Goal: Aircraft:
Introduce medium altitude CAS under type 2 and 3 RNAWST
control, utilize PGMs to conduct attacks on targets
utilizing ground based lasing and absolute JDAM
deliveries.
• Execute CAS IAW JP 3-09.3 • (2) GBU-12, FMU-139 • None
• CAS page programming done utilizing direct data • (2) GBU-38, FMU-139
entry Range:
• All weapon releases valid IAW Air NTTP • Simulated
Simulator Parameters: SPINS
• OVC 200, 7SM, 25C, 29.98, 090/6 • PGM delivery IAW PGM planning in CAS Lab
• Winds: FL 150 120/35 • 1:50,000 target area chart and objective area
◦ FL 100 100/12 chart with applicable FSCMs, CPs and IPs
◦ FL 050 080/10 required
• Medium altitude CAS under type 2 and 3 control • Initialize in line
• PGM employment during CAS • PGM programming
• Marshal
Review: • STO
• WARP weaponeering data • Departure
• Tacadmin Checks • Area check in
◦ FELPG-F • Tacadmin Checks
• 9-line CAS briefing format ◦ FELPG-F
• CAS page programming • C3 sequencing
• Attack preparation checklist • Combat holding
• ALSA communication • 9-line brief
• RVL • Attack preparation
• Decel VL • CAS attacks (2)
• Egress / C3 sequencing- IFREP
• None • Recovery
• Landings
• Mission Computer failure

• Type 2 and 3 control definitions / procedures /
communications
• Bomb on coordinate versus bomb on target
considerations
• Terminal parameters
• JDAM symbology
• GBU-12 lasing considerations
• Target contributor use
• Ballistic release point / weapon time of fall
considerations in relation to TOT
• JDAM target height considerations HAE / MSL

1.0 • SCAS-1442
SCAS-1443
Goal: Aircraft:
Introduce low altitude CAS under type 1 control RNAWST
• Execute CAS IAW JP 3-09.3 • (6) Mk-82 HD ITERS • None
• CAS page programming done utilizing direct data 2/6
entry Range:
• No unsafe / invalid weapons release. • Simulated
• Effective TCT and MCT
• Proper corrections from the mark
Simulator parameters: Spins:
• Database that corresponds to planned execution • Pop: 10 deg / 500 KTAS
• Tactical target • Weapon programming: reactive weaponeering
• OVC 070, 7SM, 25C, 29.98, 200/10 • CAS sortie planned in CAS planning lab
• 1:50,000 target area chart and objective area
chart with applicable FSCMs, CPs and IPs
required
Requirements: Threat: SA-7, SA-14
Sequence of Events:
Introduce:
• Initialize in warm up with engine running
• Low altitude CAS under type 1 control
• Marshal
• STO
Review:
• Departure
• Area check in
• Reactive weaponeering matrix
• Tacadmin Checks
• Tacadmin Checks
◦ FELPG-F ◦ FELPG-F
• C3 sequencing
• 9-line CAS briefing format
• Combat holding
• Attack preparation checklist
• 9-line brief
• CAS page programming
• Attack preparation
• Alpha / system checks
• CAS attacks
• ALSA communication
• Egress / C3 sequencing- IFREP
• Corrections from a mark
• FENCE out
• Low pop-up to low angle delivery
• Recovery
Evaluate: • Landing
Concepts and Discussion Topics: • Lost SA
• CRM
• Scenarios for low altitude CAS (wx, threat)
• TCT / MCT for low altitude CAS
• Re-attack considerations at low altitude
• Wounded bird procedures
• Wingman of opportunity / lost comm.
• LAT ROC / dive recovery rules / MSA

1.0 • SCAS-1441
CAS-1444
Goal: Aircraft:
Introduce medium altitude CAS utilizing type 1 control, (1) TAV-8B
9 line CAS briefing format, attack preparation
checklist, and CAS page programming
• Execute CAS IAW JP 3-09.3 • (6) Mk-76 • FAC/FAC(A)/SCAR
• CAS page programming done utilizing direct data Range:
entry • TGT
• No unsafe / invalid weapons release.
SPINS:
• 45 deg / 500 KTAS delivery
• Tactical 30 deg / 500 KTAS backup
• Weapon programming: reactive weaponeering
• 1:50,000 target area chart with FSCMs, CPs and IPs required
Requirements: Threat:
• Combat holding • Marshal
• CAS check in brief • STO
• 9-line CAS briefing format • Departure
• CAS page programming • Area check in
• Attack preparation checklist • Tacadmin Checks
° MASAW PT ◦ FELPG-F
• CAS communication • C3 sequencing
• Attack timing control • Combat holding
• Corrections from a mark • 9-line brief
• Medium altitude CAS under type 1 control • Attack preparation
• CAS attacks (2)
Review: • Egress / C3 sequencing - IFREP
• WARP weaponeering data • FENCE out
• Reactive weaponeering matrix • Recovery
• Tacadmin Checks • Landing(s)
◦ FELPG-F
• ALSA communication
• STOL flap FNSL
• Decel VL
Evaluate:
• None

• CRM • Hung ordnance
• MAP DATUM • Engine mechanical failure / engine vibration
• FSCMs (FEBA, FLOT, FSCL, CGRS, etc.)
• Target area GEOREF and environment

• ALSA communications
• Re-Attack considerations / procedures
• FAC corrections / TAC abort
• Collateral damage estimates
• Danger close

1.0 • SCAS-1442
CAS-1445
Goal: Aircraft:
Introduce medium altitude CAS under type 2 and 3 (1) TAV-8B
control, utilize simulated PGMs to conduct attacks on
targets utilizing simulated ground based lasing and
absolute JDAM deliveries.
• Execute CAS IAW JP 3-09.3 • (1) GBU-12 SIM • FAC/FAC(A)/SCAR
• CAS page programming done utilizing direct data • (2) GBU-38 SIM
entry Range:
• All weapon releases valid IAW Air NTTP • TGT
SPINS:
• PGM planning done in CAS Lab
• GBU-12 level and 30 degree dive delivery weaponeering
• 1:50,000 target area chart with FSCMs and LAR plotted
• Medium altitude CAS under type 2 and 3 control • PGM programming
• PGM employment during CAS • Marshal
• STO
Review: • Departure
• Tacadmin Checks • Area check in
◦ FELPG-F • Tacadmin Checks
• CAS page programming ◦ FELPG-F
• Alpha / system checks • C3 sequencing
• ALSA communication • Combat holding
• Corrections from a mark • 9-line brief
• RVL • Attack preparation
• Decel VL • CAS attacks (4)
• Egress / C3 sequencing - IFREP
• FENCE out
Evaluate:
• Recovery
• None
• Landings
• Type 2 and 3 control definitions / procedures / • Degraded JDAM modes
communications
• Bomb on coordinate versus bomb on target
considerations
• JDAM stores programming
• GBU-12 Lasing considerations
• Target contributor use
• Ballistic release point / weapon time of fall
considerations in relation to TOT
• JDAM target height considerations (MSL)
• PGM Collateral Damage Estimates

1.0 • CAS-1445
CAS-1446
Goal: Aircraft:
Introduce section medium altitude CAS utilizing type (2) AV-8B
1 control.
• Effects on assigned target • (20) flares
• CAS page programming done utilizing direct data Range:
entry • TGT
• No unsafe / invalid weapons release. • EXP
• Proper attack geometry
• TOT 30 – 45 sec after Lead aircraft
SPINS:
• Tactical 30 deg / 500 KTAS
• 30 deg WX backup
• 1:50,000 target area chart with FSCMs, CPs and IPs required
• Section medium altitude CAS under Type 1 • Marshal
control • STO
• Departure
Review: • Area check in
• Reactive weaponeering matrix ◦ FELPG-F
• Tacadmin Checks • C3 sequencing
◦ FELPG-F • Combat holding
• 9-line CAS briefing format • 9-line brief
• Attack preparation checklist • Attack preparation
• CAS page programming • CAS attacks (2)
• Alpha / system checks • Egress / C3 sequencing - IFREP
• ALSA communication • FENCE out
• Corrections from a mark • Rejoin
• RVL • BDA
• Decel VL • Recovery
• Landing (s)
Evaluate:
• None

• CRM • IGV failure
• Contracts
• Map study and environment
• Systems management / MCT as a wingman
• Combat holding

1.0 • SCAS-1443
CAS-1447 • CAS-1446
Goal: Aircraft:
Introduce section low altitude CAS under type 1 (2) AV-8B
control.
• CAS page programming done utilizing direct data • (20) flares
entry Range:
• No unsafe / invalid weapons release. • TGT
• Proper attack geometry • EXP
• TOT 30 – 45 sec after Lead aircraft
• Adherence to LAT ROC / TCT
SPINS:
• Pop: 10 deg / 500 KTAS
• CAS sortie planned in CAS planning lab
• 1:50,000 target area chart and objective area chart with applicable FSCMs, CPs and IPs required
• Section low altitude CAS under type 1 control • Marshal
• Low pop-up entry to low angle delivery • STO
• Departure
Review: • Area check in
• Reactive weaponeering matrix ◦ FELPG-F
• Tacadmin Checks • C3 sequencing
◦ FELPG-F • Combat holding
• 9-line CAS briefing form • 9-line brief
• Attack preparation checklist • Attack preparation
• CAS page programming • CAS attacks (2)
• Alpha / system checks • Egress / C3 sequencing - IFREP
• ALSA communication • FENCE out
• Corrections from a mark • Rejoin
• STOL flap FNSL • Battle Damage Check
• Decel VL • Recovery
• Landing
Evaluate:
• None
• CRM • Ejection envelopes
• Scenarios for low altitude CAS (wx, threat) • Airstart
• Low altitude combat holding / systems
management
• TCT / MCT for low altitude CAS
• Re-attack considerations at low altitude
• LAT ROC / dive recovery rules / MSA

1.5 • CAS-1447
SAI-1450 • AA-1507
• NS-1606
Goal: Aircraft:
Introduce Air Interdiction. RNAWST
TOT +/- 20 sec. BCWD within TAC abort parameters • Per AI Planning Lab • Per AI Planning Lab
and adherence to threat reaction matrix and preflight Range:
fuel plan.
• Per AI Planning Lab
SPINS: Per AI Planning Lab
Requirements:. Threat: Per AI INTSUM

• Air Interdiction • Tacadmin Checks
• JWS-derived weaponeering ◦ FELPG-F
• JMPS-derived fuel planning • Alpha Check
• Plan and coordinate with external assets • Threat reaction
• Threat analysis • Target area mechanics
• Egress
Review: • Knock-it-off
• Ingress to target attack • FENCE out
• BDA
• RTB, landing
Evaluate:
• Threat reaction gameplan
• Timing
• Target area mechanics

• Threat reaction • Low altitude flameout
• Bingo: fuels and countermeasures • MFS recovery
• What are DMPI and cascade plan • Damaged aircraft

1.0 • SAI-1450
AI-1451
GRADUATION SORTIE
Goal: Aircraft:
Review Air Interdiction. (2) AV-8B

BCWD within TAC abort parameters and adherence • Per AI Planning Lab • Per AI Planning Lab
to threat reaction matrix and preflight fuel plan. • TACTS pod
Range:
• Per AI Planning Lab
SPINS:
Per AI Planning Lab
Requirements: Threat: Per AI INTSUM

• Air Interdiction • Start / marshal / taxi / takeoff
• JWS-derived weaponeering • Tacadmin Checks
• JMPS-derived fuel planning ◦ FELPG-F
• Plan and coordinate with external assets • Roll call
• Threat analysis • Alpha check
• Holding • Ingress routing
• Threat reaction
Review: • Target area mechanics
• Ingress to target attack • Off target maneuver
• Off target rendezvous
• Knock it off
• Target area mechanics • BDA
• Threat reaction game plan • RTB / decel VL
• Weapon employment

• Target area mechanics • Low altitude flameout
• Threat reaction • CSAR
• SEAD • EQD
• ESCORT
• DMPI sort/bump plan

0.8 • TACFORM 1324
MAA-1500 • AA GS
Goal: Aircraft:
Introduce AIM-9 weapons setup, HOTAS usage, and MTT
HUD / symbology usage.
Properly set up AIM 9 stores • 4 AIM-9L • None
Familiar with controls and displays Range:
• Simulated
Simulator Parameters: SPINS: None
• Initialize airborne 15,000, 300KCAS
• AIM-9 weapons setup • Soft Freeze
• A/A HOTAS usage • Introduce AIM 9 Store programming
• A/A HUD / symbology usage • Review ALE programming
• Introduce proper acquisition and “lock on” of
Review: bandit
• Tacadmin Checks • Employ valid F-2 and Gun
◦ FELPG-F
Evaluate:
• None
• GAU-12 envelope / employment restrictions
• AIM-9 envelope / employment restrictions
• Stadiametric range determination (mil size
relationship) Emergency Procedures Discussion:
• ACM HOTAS • None
• ALE-39/47 set-up and employment

1.0 • MAA-1500
SAA-1501
Goal: Aircraft:
Introduce AIM-9 boresight, high and low speed RNAWST
departure recoveries, Thrust Vector Control
• Proper execution of AV-8B NATOPS departure • (2) AIM-9M • None
recovery procedures. • SEL 5
• Execution of drills and maneuvers IAW Air NTTP Range:
and FSG Standards.
• Simulated
Simulator Parameters: SPINS: None
• Initialize airborne 15,000 feet, 300 KCAS
• AIM-9 weapons setup • Initialize airborne
• TVC straight and level drill • Post take-off checks
• TVC assisted turn drill • Combat checks
• TVC slow speed / high AOA drill • Unfreeze
• TVC hover stop push over • Area check-in
• TVC flop • Tacadmin Checks
• TVC hover stop wing over ◦ FELPG-F
• TVC spiral drill • Accelerated / high speed stalls
• IR missile defense drill • Low speed departure
• TVC straight and level
Review: • TVC assisted turn drill
• Tacadmin Checks • TVC slow speed / high AOA maneuvering
◦ FELPG-F • Hover stop push over (HSPO)
• Accelerated / high speed stalls • Hover stop wing over (HSWO)
• Low speed departure • Flop
• ALE-39/47 employment • TVC spiral drill
• IR missile defense (IRMD) drill
• FENCE out
Evaluate:
• Recovery
• None
• ACM specific limitations and prohibited
maneuvers
• Aerodynamic changes with TVC
• Nozzle use techniques
• Engine management with TVC (25 counts max)
• Instantaneous AOA and AOA sensitivity with Emergency Procedures Discussion:
nozzle movement • Departure / spin recovery
• Departure / spin characteristics with TVC • Compressor stall
• AOA and vane control with TVC • Airstart
• Break turn technique and departure prevention

1.0 SAA-1501
AA-1502
Goal: Aircraft:
Introduce TVC maneuvers, aircraft handling and BFM (2) AV-8B
drills.
• Proper execution of AV-8B NATOPS departure • CAIM-9M-8 • None
recovery procedures. Range:
• Execution of drills and maneuvers IAW Air NTTP • AA
and FSG Standards
• Manage energy correctly
• Control airspeed and lift vector during redefine
rate fight
SPINS: None
Requirements: Threat: MiG-21 / AA-2C / AA-8B
• AIM-9 preflight • Preflight
• Oblique break turns • Marshal
• Vertical break turns • Take-off
• TVC straight and level drill • Departure / rendezvous
• TVC assisted turn drill ° Range estimation drill
• TVC slow speed / high AOA drill • Area check-in
• TVC HSPO • Tacadmin Checks
• TVC HSWO ◦ FELPG-F
• Range estimation drill • TVC straight and level
• Separation / bug drill • TVC assisted turn
• TVC slow speed / high AOA maneuvering
Review: • Break turns
• Tacadmin Checks ° 20’k – Vertical
◦ FELPG-F ° 15’k – Oblique
• RVL ° 10’K - Oblique
• Deck transition drills • HSPO
• HSWO
• Separation / bug drill
Evaluate:
• Rate fight mechanics
• None
° ERDT
• FENCE out
• Rejoin
• Recovery
• Landing(s)

• Departure / Spin Characteristics (conventional • Departure/Spin Recovery
and TVC) • Compressor Stall
• Engine management during BFM (conventional • Airstart
and TVC) • Midair
• NATOPS Prohibited maneuvers • NORDO
• Qxαxβ
• Aerodynamic changes with TVC
• Nozzle use techniques
• AOA control
• POM effects
• LERX effects
• Break turn technique/departure avoidance
• Deck transitions

1.0 AA-1502
AA-1503
Goal: Aircraft:
Introduce 1V1 Offensive BFM. (2) AV-8B
• Adhere to ACM training rules. • (2) CAIM-9M-8 • None
• Recognize WEZ, select appropriate weapon and • (20) flares
call only valid shots. Range:
• 3000’ Perch TTK less than 60 seconds. • AA
• 6000’ Perch TTK less than 90 seconds.
• No 3-9 line overshoots
SPINS: Per A/A Spins and Profiles
Requirements: Threat: MiG-25 / AA-6 ACRID
• Heat to guns drill • Marshal
• Flat scissors drill • Take-off
• Snap shot drill • Departure / rendezvous
• 3000 / 6000 foot perch • Area check-in
° Turn circle entry • Tacadmin Checks
° Attack window timing ◦ FELPG-F
° Offensive break turn • Snap shot drill
° Control zone entry / management • Heat to guns drill
° Mis-aligned turn circle maneuvering • Flat scissors drill
° Offensive rate fight • 3000 ft perches (2)
° Ditch counter • 6000 ft perches (2)
Review: • FENCE out
• AIM-9 preflight • Rejoin
• Tacadmin Checks • Battle damage check
◦ FELPG-F • Recovery
• RVL • Landing(s)
• Decel VL
Evaluate:
• None
• Offensive objectives
• Turn circle entry
• Attack window timing
• Offensive break turn
• Departure / spin recovery
• Control zone entry / management
• Lead / lag maneuvers & counters / redefines
• Airstart
• Mis-aligned turn circle maneuvering
• Midair
• Offensive rate fighting
• NORDO
• Redefine rate fight (cooperative)
• Redefine rate fight (non-cooperative)
• Ditch counter
• Rolling scissors
• EM safety & performance

1.0 AA-1503
AA-1504
Goal: Aircraft:
Review 1V1 Offensive BFM. (2) AV-8B
• Adhere to ACM training rules. • (2) Captive AIM-9 •
• Recognize WEZ, select appropriate weapon and • (20) flares
call only valid shots. Range:
• 3000’ Perch TTK less than 45 seconds. • AA
• 6000’ Perch TTK less than 60 seconds. •
• No in-close overshoots
Requirements: Threat: MiG-29 / AA-10 ALAMO / AA-11 ARCHER
• Rolling scissors drill • Marshal
• Take-off
Review: • Departure / rendezvous
• AIM-9 preflight • Area check-in
• Tacadmin Checks • Tacadmin Checks
• Flat scissors drill • Heat to guns drill
• 3000 / 6000 foot perch • Flat scissors drill
° Turn circle entry • Rolling scissors drill
° Attack window timing • 3000 ft perches (2)
° Offensive break turn • 6000 ft perches (2)
° Control zone entry / management • FENCE out
° Mis-aligned turn circle maneuvering • Rejoin
° Offensive rate fight • Battle damage check
° Ditch counter • Recovery
• STOL flap VNSL • Landing(s)
• Decel VL
Evaluate:
• None
• Airstart
• Midair
• NORDO

• Offensive objectives
• Turn circle entry
• Attack window timing
• Offensive break turn
• Control zone entry / management
• Lead / lag maneuvers & counters / redefines
• Mis-aligned turn circle maneuvering
• Offensive rate fighting
• Redefine rate fight (cooperative)
• Redefine rate fight (non-cooperative)
• Ditch counter
• Flat scissors

1.0 AA-1504
AA-1505
Goal: Aircraft:
Introduce 1V1 defensive BFM. (2) AV-8B
• Adherence to ACM training rules. • (2) CAIM-9M-8 • None
• Manage AV-8 energy to deny valid follow-on shot • (20) flares
by offensive aircraft. Range:
• Recognize bandit WEZ and conduct appropriate • AA
defense.
•
• Recognize overshoots.
• Execute timely expendable usage.
• Take valid shots.
Requirements: Threat: Mirage F1 / Super 530F
• 3000 / 6000 foot perch • Marshal
° Defensive break turn • Take-off
° Maintaining sight • Departure / rendezvous
° Executing lost sight game plan • Area check-in
° Sensor nose recognition • Tacadmin Checks
° Ditch maneuver ◦ FELPG-F
° Overshoot recognition / counters • Snap shot drill
° Defensive rate fighting • Heat to guns drill
° Guns defense • Rolling scissors drill
• 3000 ft perches (2)
Review: • 6000 ft perches (2)
• AIM-9 preflight • FENCE out
• Tacadmin Checks • Rejoin
° FELPG-F • Battle damage check
• Snap shot drill • Recovery
• Heat to guns drill • Landing(s)
• Rolling scissors drill
• Employ ALE-39/47
• RVL
• Decel VL

• None • Departure / spin recovery
• Airstart
• Midair
• NORDO

• Defensive objectives
• Maintaining sight
• Lost sight gameplan execution
• Defensive break turn
• Sensor nose recognition
• Ditch maneuver
• Overshoot recognition / counters
• Defensive rate fighting
• Guns defense
° Snap shot
° Tracking shot
• Rolling scissors

1.0 AA-1505
AA-1506
Goal: Aircraft:
Review 1V1 Defensive BFM. (2) AV-8B
• Adherence to ACM training rules. • (2) CAIM-9M-8 • None
• Manage AV-8 energy to deny valid follow-on shot • (20) flares
by offensive aircraft. Range:
• Recognize bandit WEZ and conduct appropriate • AA
defense.
• Recognize overshoots.
• Execute timely expendable usage.
• Take valid shots.
Requirements: Threat: Mirage 2000 / Magic II
• Take-off
Review: • Departure / rendezvous
• AIM-9 preflight • Area check-in
• Tacadmin checks • Tacadmin Checks
• Heat to guns drill • Heat to guns drill
• Flat Scissors drill • Flat scissors drill
• Rolling Scissors drill • Rolling scissors drill
• 3000 / 6000 foot perch • 3000 ft perches (2)
° Defensive break turn • 6000 ft perches (2)
° Maintaining sight • FENCE out
° Executing lost sight game plan • Rejoin
° Sensor nose recognition • Battle damage check
° Ditch maneuver • Recovery
° Overshoot recognition / counters • Landing(s)
° Defensive rate fighting
° Guns defense
• RVL
• Decel VL

• None • Departure / spin recovery
• Airstart
• Midair
• NORDO

• Defensive objectives
• Maintaining sight
• Lost sight gameplan execution
• Defensive break turn
• Sensor nose recognition
• Ditch maneuver
• Overshoot recognition / counters
• Defensive rate fighting
• Guns defense
° Snap shot
° Tracking shot
• Flat scissors

1.0 AA-1506
AA-1507
Goal: Aircraft:
Introduce 1V1 Neutral BFM. (2) AV-8B
• Proper expendables usage. • CAIM-9M-8 • TACTS Debrief
• Adheres to ACM training rules. • TACTS Pod
• Control merge IAW gameplan • (20) flares
• 2 Circle: maintain sight and kill bandit within 60 Range:
seconds. • AA
• 1 Circle: force 1C in-plane flow and kill • TACTS
bandit/deny WEZ greater than 60 seconds.
• 1 Circle: force 1C OOP flow and kill bandit/deny
WEZ greater than 60 seconds.
Requirements: Threat: Su-22
• Neutral setups controlling merge • Marshal
• Neutral two circle fight • Take-off
• Neutral one circle in plane fight • Departure / rendezvous
• Neutral one circle out of plane fight • Area check-in
• Forward quarter IRCM • Tacadmin Checks
◦ FELPG-F
Review: • Snap shot drill
• AIM-9 preflight • Heat to guns drill
• Snap shot drill • 3000 ft perch (Offensive)
• Heat to guns drill • 6000 ft perch (Defensive)
• 3000 foot perch (1 – offensive) • Neutral sets
• 6000 foot perch (1 – defensive) ° 2 Circle OOP
• STOL flap VNSL ° 1 Circle IP
• Decel VL ° 1 Circle OOP
• FENCE out
Evaluate: • Rejoin
• None • Battle damage check
• Recovery
• Landing(s)

• Airstart
• Midair
• NORDO

• Neutral objectives
• Pre-merge weapons employment
• Forward quarter IRCM
• Controlling the merge
• Fight types / recognition
• One circle
• Two circle
• Advantages / disadvantages
• In-plane v. out-of-plane
• Game plan management
• Pressure
• Separation
• Performance & energy cues
• Recognizing winning and losing
• EM Safety & performance

1.0 • CAS-1447
SNS-1600 • NITE Lab
• NS GS
Goal: Aircraft: (Ground/Academic
Introduce night V/STOL procedures and NVD usage. RNAWST Training)
Satisfactorily execute all procedures IAW AV-8B • None • None
NATOPS and Air NTTP without exhibiting any unsafe Range:
trends.
• None
• Initial conditions: Unaided visuals, SKC, 25° C,
29.92, 310/10 32 L/R
• NVG conditions: NVG visuals, same weather
• Lunar data: 75%, 180° / 60°

• Unaided STOL flap STO • Initialize in warm-up engine running
• Unaided continuous VTO accel • Marshal
• Unaided STOL flap FNSL (2) • Unaided STO
• Unaided STOL flap VNSL (2) • VFR Departure
• Unaided SL touch and go procedure • R5306A Entry
• Unaided SL roll and go procedure • (IOS - switch to NVG visuals)
• Unaided RVL (2) • Don NVGs
• Unaided decel VL • NVG environmental assessment
• Unaided press up • Doff NVGs
• Don / doff procedures airborne • (IOS – switch to unaided visuals)
• NVD environmental assessment • R5306A Exit
• Unaided RTB
Review: ° TACAN approach to low approach
• None ° VFR Straight-in
• Landing(s)
• None • Ejection
Concepts and Discussion Topics: • Night electrical emergencies
• Interior lighting • Lost communications
• Exterior lighting
• APU use
• NAVFLIR, NVG
• Unaided night flying, visual cues and illusions
• Don / Doff NVGs airborne
• Airfield lighting
• Night crosswind limits

1.0 • SNS-1600
SNS-1601
Goal: Aircraft:
Introduce night V/STOL procedures with NVDs. RNAWST
trends. • None
• NVG conditions: NVG visuals, SKC, 25° C, 29.92,
310/10 32 L/R
• Lunar data: 75%, 180° / 60°
Requirements Threat: None
• Ground don and doff procedures • Initialize in warm-up engine running
• Aided STOL flap STO • Marshal
• Aided STOL flap FNSL (3) • Unaided STO
• Aided RVL (3) • VFR Departure
• Aided decel VL (2) • R5306A Entry
• Aided press up • (IOS - switch to NVG visuals)
• Don NVGs
Review: • NVG environmental assessment
• NVD environmental assessment • Aided familiarization
• Doff NVGs
• (IOS – switch to unaided visuals)
Evaluate: • R5306A Exit
• None • Unaided RTB
° TACAN approach to low approach
° VFR Straight-in
• Landing(s)
Concepts and Discussion Topics: • NVG Battery Failure
• Interior lighting (aided) • NVG Tube Failure
• Cockpit setup • Flight in clouds (aided)
• APU use • Ejection with NVGs
• NAVFLIR, NVG
° Scan
• Aided night flying, visual cues and illusions
° FOV
° Depth perception
° Scintillation
° Albedo
° Cultural lighting
° Moon effects (LUX, azimuth, phase)
° Atmospheric effects
• Don/Doff NVGs on ground
• Airfield lighting
• Night crosswind limits
• Aided familiarization

1.3 • SNS-1601
NS-1602
Goal: Aircraft:
Introduce night V/STOL procedures and NVD usage. (1) TAV-8B

trends.
• MOA / RSTD
Requirements Threat: None
• Unaided STOL flap STO • Preflight
• Unaided continuous VTO accel • Start
• Unaided STOL flap FNSL (2) • Taxi
• Unaided STOL flap VNSL (2) • Marshal
• Unaided SL touch and go procedure • Unaided STO
• Unaided SL roll and go procedure • VFR Departure
• Unaided RVL (2) • R5306A Entry
• Unaided decel VL • Area conduct:
• Unaided press up ° Don NVGs
• Don / doff procedures airborne ° NVG environmental assessment
• NVD environmental assessment ° NVG scene appreciation
• Unaided TACAN approach ° Doff NVGs
• R5306A Exit
Review: • TACAN approach to low approach
• None • VFR straight-in
• Unaided Landing(s)
Evaluate:
Concepts and Discussion Topics: • CRM and night emergencies
• Night plane captain signals • NVG Battery Failure
• Airfield layout and lighting • NVG Tube Failure
• Unaided night visual cues and illusions • Flight in clouds (aided)
• Aided night visual cues and illusions • Ejection with NVGs

1.3 • NS-1602
NS-1603
Goal: Aircraft:
Introduce night unaided administrative formation. (2) TAV-8B
trends.
• MOA / RSTD
• Unaided stream STO • Pre-flight
• Unaided parade formation • Taxi
• Unaided cross under • Marshal
• Unaided Lead change • Unaided Stream STO
• Unaided running rendezvous • Departure/Rendezvous
• Unaided break up and rendezvous • R5306A Entry
• Unaided GCA (PAR) wingman / low approach • Area conduct
• Aided deployed echelon formation • Unaided formation
° Cross under
Review: ° Lead change
• Unaided STOL flap STO ° Break-up and rendezvous
• Unaided STOL flap FNSL (2) • Don NVGs
• Unaided RVL (2) • Environmental assessment
• Unaided decel VL (2) • Deployed echelon (aided)
• Don / doff procedures airborne • Doff NVG
• NVD environmental assessment • Running rendezvous
• R5306A Exit
Evaluate: • Unaided RTB
• None ° Section PAR to low approach
° Tower downwind
• Landing(s)
Concepts and Discussion Topics: • CRM
• Light triangle • Night emergencies
• Night lighting (unaided / aided) • NVG Battery Failure
• Night turn circle positioning • NVG Tube Failure
• Night illusions • Flight in clouds (aided)
• Systems fixation • Ejection with NVGs
• Night scan

1.3 • NS-1602
NS-1604
Goal: Aircraft:
Night system V/STOL consolidation. (1) TAV-8B

trends.
• MOA / RSTD
• Ground don and doff procedures • Pre-flight
• Aided TACAN approach • Taxi
• Aided STOL flap STO • Marshal
• Aided STOL flap FNSL (2) ° Don NVGs
• Aided STOL flap VNSL (2) • Aided STO
• Aided RVL (2) • VFR Departure
• Aided press up (2) • R5306A Entry
• Area conduct
Review: ° NVG environmental assessment
• NVD environmental assessment ° Aided area familiarization
° Level turns at 5K and 3K (350 KCAS, 4G)
Evaluate: • R5306A Exit
• None • Aided RTB
° TACAN approach to low approach
° VFR straight-in
• Aided Landing(s) [airfield conditions permitting]
Concepts and Discussion Topics: • CRM
• NVG night airfield procedures • APU failure
• Night aided scan • Generator failure
• Systems fixation • NVG Battery Failure
• Aided night visual cues and illusions • NVG Tube Failure
• APU use • Flight in clouds (aided)
• Aided area familiarization • Ejection

1.3 • NS-1604
NS-1605
Goal: Aircraft:
Introduce NS formation. Demonstrate lighting (2) TAV-8B
packages and perform formations including parade,
deployed echelon, running rendezvous, and break-up
and rendezvous.
trends.
• MOA / RSTD
• Aided stream STO • Pre-flight
• Lighting packages • Taxi
• Aided parade formation • Marshal
• Aided running rendezvous ° Don NVGs
• Aided break up and rendezvous • Aided Stream STO
• Aided GCA (PAR) wingman / low approach • Departure/Rendezvous
Review: • R5306A Entry
• Ground don and doff procedures • Area Conduct
• Aided STOL flap STO • Environmental Assessment
• Aided deployed echelon formation • Aided formation
• Aided STOL flap FNSL (2) ° Parade
• Aided RVL (2) ° Cross under
° Lead change
° Breakup and rendezvous
° Running rendezvous
° Deployed echelon
• Running rendezvous
• R5306A Exit
• Aided RTB
° Section PAR to low approach
° Tower downwind
• Aided Landing(s) [airfield conditions permitting]
• None • CRM
Concepts and Discussion Topics: • NVG Battery Failure
• Light triangle • NVG Tube Failure
• Night lighting (aided) • Flight in clouds (aided)
• Night turn circle positioning • Ejection
• Night aided scan
• Systems fixation
• NVG night airfield procedures
• Systems fixation
• Aided night visual cues and illusions
• APU use

1.3 • NS-1603
NS-1606
Goal: Aircraft:
Review night unaided procedures, takeoffs, and (1) AV-8B
landings. Practice night unaided procedures and
V/STOL.
trends.
• MOA / RSTD
• None • Start
Review: • Taxi
• Unaided STOL flap STO • Marshal
• Unaided continuous VTO accel • STO
• Unaided STOL flap FNSL (2) • Departure to IFR Climb
• Unaided STOL flap VNSL (2) • TACAN Approach to low approach
• Unaided SL touch and go procedure • PAR
• Unaided SL roll and go procedure • Touch and go FNSL off PAR
• Unaided RVL • Landing(s)
• Unaided decel VL
• Unaided press up
• None • CRM
Concepts and Discussion Topics: • Techniques for handling emergencies
• Night plane captain signals • Lost COMM procedures
• Night solo procedures (ground and center mat)
• Night cockpit setup (NA / RADAR specific)
• Unaided visual cues and illusions
• SOP and NATOPS limits for night ops
• Standard paddles calls

1.5 • All stages complete
SNTPS-1700
Goal: Aircraft:
Evaluate pilot knowledge of aircraft systems and RNAWST
normal and emergency procedures
PUI shall perform all maneuvers and procedures IAW • (4) Mk-82 inert • None
AV-8B NATOPS, OPNAV 3710, and Air NTTP Range:
standards
• Simulated
Simulator Parameters: Spins
• SKC, 20° C, 29.80, 350/10 32 L/R • Raked Range at BT-11
• VFR recovery at NKT
Sequence of Events:
Introduce:
• Take-off
• None
• Departure
• En route procedures
Review:
• Tacadmin Checks
• None
◦ FELPG-F
Evaluate: • R5306A / BT-11 entry
• Conduct briefing • Raked Range
• Navigation procedures • Egress
• Target attack • FENCE Out
• All takeoffs and landings types • Recovery
° Heavy Weight STO (>30,000 lbs, OAT 30°C) • Landing(s)
° SAAHS OFF
• CRM
• Instructor selected emergencies

Concepts and Discussion Topics: • Any emergency procedures listed in NATOPS
• Any aircraft systems listed in NATOPS Chapter I-
02 • AVIATE, NAVIGATE, COMMUNICATE
• Any aircraft limitations listed in NATOPS Chapter • Emergency question of the day
I-04

Refresher Sortie Descriptions
Ver. 3.0

VMAT - 203
March 2012
1.0 • FAM CBT complete
RSFAM-1100 R M SS
Goal: Aircraft:
Practice normal and emergency procedures. RNAWST
• Altitude within 100 feet
Range:
• Simulated
• SKC, 22°C, 30.00, 310/10 32 L/R
• None • Start
• Taxi
Review:
• Marshall
• CTO • STO
• STOL flap STO
• Departure to IFR Climb
• TACAN approach
• TACAN Approach
• FNSL • Missed approach
• Auto flap VNSL • Tower downwind
• STOL flap VNSL
• Landing Pattern Work
• RVL (2)
• Continuous VTO-accel • Emergency shutdown
• Decel-VL • Abnormal start
• Press-up • Engine fire (fire warning light)
• Instructor selected emergencies • Over rotation on take-off
• Engine airstart procedures
Evaluate:
• Engine fire on ground
• None
• Oil system failure (oil caution light)
• Loss of engine control
• Brake failure / Skid failure
• CRM
• Techniques for handling airborne emergencies
(aviate, navigate, communicate)
• Engine controls
• Engine Displays
• MFS
° MFS selection and considerations
° MFS emergency battery
AV-8B FSG Ver 3.0 REFRESHER SORTIES - 1

1.0 • RSFAM-1101
RSFAM-1103 R M SS
Goal: Aircraft:
Practice normal and emergency and IFR RNAWST
procedures.
Range:
• Simulated
• SKC, 15°C, 29.75, 070/10 05 L/R
• None • Start
• Taxi
• Marshall
• CTO
• TACAN Approach
• Missed approach
• PAR
• FNSL Straight-in off GCA
• Abort
Review: • No liftoff on STO
• CTO • Main generator failure (GEN, DC, and STBY TR
• STOL flap STO Caution LTS)
• TACAN • Over rotation on STO
• PAR • Standby TRU failure (STBY TR Caution Light)
• FNSL • Airstart
• Auto flap VNSL • SAS failure
• STOL flap VNSL
• RVL (2)
• CL to full stop
• Decel-VL
• Press-up
Evaluate:
• None

• CRM
• Electrical system
• Water check procedures
° Crosswind take-off techniques
• Difference and requirements for continuous v.
non-continuous accelerating transitions

1.0 • RSFAM-1103
RSFAM-1104 R M SS
Goal: Aircraft:
Practice normal and emergency and IFR RNAWST
procedures.
Range:
• Simulated
• SKC, 26°C, 30.20, 120/10, 14 L/R
• None • Start
• • Taxi
• • Marshall
• STO
• TACAN Approach
• Missed approach
• PAR
• Non-continuous VTO-accel • Landing gear fails to retract
• Cruise flaps decel-VL • APU generator failure (APU GEN Caution Light)
• STOL flap STO • Flap channel failure (flaps 1 or 2 caution)
• TACAN approach • Flap failure (flap warning light)
• PAR • Nose wheel steering caster failure
• FNSL • Uncommanded roll on VTO
• SL to roll and go procedure • Uncommanded flap motion
• Auto flap VNSL • Uncommanded nose down pitch movement
• STOL flap VNSL • Landing gear unsafe fails to extend
• RVL (2) • Reaction control failure
• CL to full stop
• Decel-VL
• Press-up
Evaluate:
• None

• CRM
• Engine operation and handling techniques
° Short Lift selection and limits
° Max Continuous / Combat selection and
limits
° 60kt check
° JPTL Off considerations
• SAAHS system
° AFC
° DEPRES
° SAAHS off decel and landing techniques

1.0 • RSFAM-1104
RSFAM-1111 R M SS
Goal: Aircraft:
Practice normal and emergency and IFR RNAWST/WST
procedures.
Range:
• Simulated
• Accurate completion of all check lists within Air
NTTP time constraints
• OVC 030, 32° C, 29.92, 200/10, 23 L/R
• None • Start
• Taxi
• Marshall
• STO
• TACAN Approach
• Missed approach
• PAR
• Crosswind decel-VL • Flight control malfunction
• Braking Stop decel-VL • HYD 1 failure (HYD 1 caution light)
• STOL flap STO • EFC caution and JPTL warning lights on
• TACAN approach • Single DECS failure (EFC Caution Light)
• PAR • Dual DECS failure (EFC warning light) or loss of
• FNSL engine control
• Auto flap VNSL
• STOL flap VNSL
• RVL (2)
• CL to roll and go procedure
• Press-up
Evaluate:
• None

• Braking-Stop Decel technique
• Hydraulic Power supply system
• Fuel system
• ADC
• Display computer
• Radar altimeter
• Lighting
° Cockpit
° Exterior

1.0 • RSFAM-1111
RSFAM-1112 R M SS
Goal: Aircraft:
Normal and emergency procedures progress check. RNAWST
Range:
• Simulated
• SKC, 28° C, 29.92, 260/10, 23L/R
• None • Start
• Taxi
• Marshall
• STO
• PAR
• FNSL Straight-in of GCA
• RPM fluctuation
Review: • Compressor stall
• SAAHS-off Decel-VL • Fuel transfer failure (L trans / R trans caution
• STOL flap STO light)
• PAR • Fuel low level (L fuel / R fuel caution light(s)
• FNSL • flashing)
• Auto flap VNSL • Total electrical failure (GEN, APU GEN, DC,
• STOL flap VNSL STBY TRU)
• RVL (2) • NORDO recovery
• CL to full stop • Low altitude flameout
• Non-continuous VTO-accel • Midair
• Decel-VL • Bird strike procedures
• Press-up • Engine mechanical failure/engine vibration
• Instructor selected emergencies • IGV failures (full open and full closed)
Evaluate:
• None

• Conventional handling characteristics
VSTOL handling characteristics
• Flight control system
° Primary flight controls
° Secondary flight controls

1.3 • RSFAM-1112
RFAM-1113 R M SS
Goal: Aircraft:
Practice normal and IFR procedures. (1) TAV-8B
Range:
• MOA / RSTD
• None • Start
• Taxi
• Marshall
• CTO
• TACAN Approach
• Missed approach
• PAR
• Tower downwind
• T-Bird emergencies
Review: • Emergency question of the day
• CTO
• TACAN approach
• STOL flap STO
• FNSL
• CL to full stop
• Auto flap VNSL
• STOL flap VNSL
• RVL
• Decel-VL
• Press-up
Evaluate:
• None

• CRM
• TAV-8 differences
• HUD Power Margin Indicator
• DDI: EHSI display and scales, course-line use
• CUE function
• NKT course rules and airfield layout
• MCAS Cherry Point V/STOL pads
• FOD awareness and avoidance
• R5306 area
• Canopy (TAV-8/AV-8)
° MDC
• Ejection seat / envelope TAV-8/ AV-8

1.3 • RFAM-1113
RFAM-1114 R M SS
Goal: Aircraft:
Practice normal and IFR procedures. (1) TAV-8B
Range:
• MOA / RSTD
• None • Start
• Taxi
• Marshall
• STO
• TACAN
• Missed approach
• PAR
• Tower downwind
• Hyd 1 failure
Review: • Engine fire indications
• STOL flap STO • NORDO recovery procedures
• PAR • Emergency question of the day
• FNSL
• Auto flap VNSL
• STOL flap VNSL
• RVL
• Decel-VL
• Press-up
Evaluate:
• None
• Pit turn procedures
• Nozzle drive system
• IGV’s
• INS theory
• Designation options
• Scan and priorities on RVL
• Wind effects on rate of descent during VL
• VL loss of performance with LIDS failure

1.3 • RFAM-1114
RFAM-1115 R M SS
Goal: Aircraft:
Practice normal and IFR procedures . (1) TAV-8B
Range:
• MOA / RSTD
• None • Start
• Taxi
• Marshall
• STO
• TACAN
• Missed approach
• PAR
• Tower downwind
• STOL flap STO • Flap failure
• PAR • SAS failure
• FNSL • Emergency question of the day
• CL to full stop
• Auto flap VNSL
• STOL flap VNSL
• RVL
• Decel-VL
• Press-up
Evaluate:
• None
• CRM
• Oil system
• Cruise flap landing differences
• High, hot and heavy operations
• VL exhaust gas re-ingestion
• SAAHS system
° SAAHS off decel and landing techniques

1.5 • RFAM-1115
RSFAM-1119 R M
Goal: Aircraft:
Practice instrument and emergency procedures. RNAWST
• Altitude within 30 Ft
Range:
• None
and OPNAV 3710
• 005 OVC, 3 SM, 22° C, 30.10, 280/10, 32 L/R
• None • Initialize engine running
• Taxi
• Marshall
• STO
• Intermediate level-offs
• En route cruise
• Unusual attitude recovery
• TACAN approach NAS Oceana
• Climb / level-off / cruise RTB NKT
• En route descent
• Partial panel PAR NKT
• Airways navigation • Standby TRU failure in IMC
• Instrument flight planning • APU advisory light / APU GEN caution light
• Instrument flight procedures • Emergency question of the day
• Instrument climb profile
• Intermediate level-off procedures
• Partial panel
• Unusual attitudes
• TACAN approach
• PAR
Evaluate:
• None

• CRM
• OPNAV 3710 Weather filing minimums
• Fuel planning considerations
• IFR supplement
IMC flight

1.0 • RSFAM-1112
RSINST-1121 R M
Goal: Aircraft:
Practice instrument and emergency procedures. RNAWST
Range:
• Simulated
and OPNAV 3710
• OVC 005, 3 SM, 22° C, 30.10, 280/10, 32 L/R

• None • Initialize engine running
Review: • Ground checks / procedures
• Airways navigation on a round-robin flight • STO
• Instrument flight planning • IFR climb to ISO, J121 to WEAVR direct TABUE
• STOL flap STO • TACAN approach at NAS Oceana
• Instrument flight procedures • Missed approach to CLAPY
• Instrument climb profile • En route descent to GCA (partial panel PAR) at
• Intermediate level-off procedures NKT to full stop
• Partial panel instrument procedures • Auto flap VNSL
• Unusual attitude flight • RVL
• Max range cruise profile Emergency Procedures Discussion:
• Holding procedures • Standby TRU failure in IMC
• IFR penetration procedures • APU advisory light / APU GEN caution light
• TACAN approach • Emergency question of the day
• GCA (PAR)
• Missed approach
• Auto flap VNSL
• RVL
Evaluate:
• None
• CRM
• Mission Computer
• ARC-210
• IMC flight

1.3 • RSFAM-1121
RINST-1124 R
Goal: Aircraft:
Practice instrument and emergency procedures. (1) TAV-8B
Range:
• None
NTTP timeline
and OPNAV 3710
• None • Start
• Taxi
• Marshall
• STO
• Intermediate level-offs
• En route cruise
• TACAN approach Seymour Johnson
• Missed approach
• Missed approach
• Climb / level-off / cruise RTB NKT
• TACAN Z NKT
• Missed approach
• PAR
• Simulated minimum fuel PAR
• Partial panel procedures and approach • ADC failure IMC
• Instrument flight planning • Oil light IMC
• Instrument climb profile • Mission computer failure IMC
• Intermediate level-off procedures • Fire light in IMC
• Airways navigation • Emergency question of the day
• TACAN approach
• Minimum fuel PAR
• V/STOL:
° RVL (1)
° Decel-VL (1)
Evaluate:
• None

• CRM
• VRST page
• AOA system
• Landing system
° Flap and aileron droop schedule
° LIDS
• ADC
• TAV-8 instrument locations

1.0 • Inst GS
RSINST-1125 R M • RFAM-1124 (R)
• RSFAM-1121 (M)
Goal: Aircraft:
In-type instrument check. RNAWST
Range:
• None
NTTP timeline
and OPNAV 3710
Simulator Parameters: SPINS: Route NKT-NTU-NKT
• Center Mat
• 006 OVC, 3 SM, 25° C, 29.99, 300/10, 32 L/R
• None • Start
• Taxi
Review:
• Marshall
• None
• STO
Evaluate: • Departure to IFR Climb
• Instrument flight • Intermediate level-offs
• Non-precision approach to an unfamiliar field • En route cruise
• Precision approach to that field or the home field • TACAN approach NAS Oceana
• Unusual attitude recovery • Missed approach
• Partial panel procedures and approach • PAR NAS Oceana
• Missed approach
Concepts and Discussion Topics: • Climb / level-off / cruise RTB NKT
• CRM • PAR NKT
• Review flight publications • Landing Pattern Work
• Review of filing and flight weather minimums
• Emergencies in IMC

1.0 • NA
RSFAM-1127 R M SS
Goal: Aircraft:
Practice compound emergencies. RNAWST
Range:
• Simulated
• SKC, 30° C, 29.80, 020/010, 5 L/R
• None • Start
• Taxi
• Marshall
• CTO
• PAR
• Compound Emergencies
Review: • Midair
• CTO • Bird strike procedures
• PAR • Engine mechanical failure/engine vibration
• STOL flap STO • IGV failures (full open and full closed)
• FNSL
• CL to full stop
• Auto flap VNSL
• STOL flap VNSL
• RVL
• Decel-VL
• Press-up
• Compound emergencies
Evaluate:
• None

• INS
° NAV and IFA differences
° Update options
• Aircraft DATA page
• GPS page
• Stored GPS library
• NSEQ programming
• Plane captain signals
• ECS
° Air conditioning
° Pressurization
° Equipment cooling

1.3 • RSFAM-1127 (M, R)
RFAM-1128 R M SS • RFAM-1115 (SS)
Goal: Aircraft:
Safe for solo check. (1) TAV-8B
• Perform all maneuvers IAW NATOPS standards • None • None
without exhibiting any unsafe trends
• Altitude within 30 Ft • MOA / RSTD
NTTP timeline
• None • Start
• Taxi
Review: • Marshall
• None • CTO
• HI TACAN
Evaluate: • Missed approach
• CTO • GCA Pattern
• STOL flap STO • FNSL straight-in off approach
• FNSL • Landing Pattern Work
• CL to full stop
• Auto flap VNSL
• STOL flap VNSL
• RVL (1)
• Decel-VL
• Press-up
• CRM – ODO and LSI
• Check ride procedures Emergency Procedures Discussion:
• Lost comm. procedures • Any emergency procedures listed in NATOPS
• Any systems listed in NATOPS Chapter I-02
• AVIATE, NAVIGATE, COMMUNICATE
• Any limitations listed in NATOPS Chapter I-04

1.3 • Open Book
RFAM-1129 R M SS NATOPS Test
• RFAM-1128
Goal: Aircraft:
Solo flight. (1) AV-8B
• Perform all maneuvers IAW NATOPS standards • None • LSI
without exhibiting any unsafe trends.
• Altitude within 30 Ft • RSTD / MOA
• None • Start
• Taxi
Review:
• Marshall
• CTO
• CTO
• GCA • Departure to IFR Climb
• STOL flap STO • GCA Pattern
• FNSL
• Missed approach
• GCA Pattern
• Auto flap VNSL • FNSL straight-in off approach
• STOL flap VNSL • Landing Pattern Work
• RVL
• Decel-VL
• Press-up

• CRM
• Night Attack/Radar differences:
° Cockpit differences
° HOTAS
→ Speed brake
→ Bore sight for DMT and FLIR
→ WINC
→ DAT button
→ HUD layout
° Warning and caution light differences
° MPCD operation and flight set-up
° MAP set-up and use
° GPWS system
• Standard LSI calls
• Solo wind and weather SOP limits
• Fuel pit procedures

1.3 • RFAM-1129
RTACFORM-1320
RM
Goal: Aircraft:
Practice section tactical formation at medium (2) AV-8B or TAV-8B
altitude. Lead
• Parade formation with no more than 20 ft • None • None
deviations during level flight, through standard
rate turns and configuration changes Range:
• Altitude ± 100 feet, airspeed ± 5 KCAS from • MOA / RSTD
target during rendezvous
• No more than 1 under-run/over-run during
rendezvous
• Proper MCT scan for tactical formation
• Deviation detection – 10 sec
• Deviation correction – 20 sec
• AOA ± 1 unit / G ± 0.3
• Correct comm. out turn interpretation
• None • Taxi
• Marshal
Review:
• Take-off
• Parade position • Departure/Rendezvous
• Cross under • Area check-in
• Lead change
• Cross under
• Breakup and rendezvous
• Lead change
• Fighter wing • Break-up and rendezvous
• Offensive combat spread formation • Defensive combat spread
• Defensive combat spread formation
° Comm-in turn series
• Medium altitude comm-in turns: ° Comm-out turn series
° Check turns • Offensive combat spread
° NAV turns
° Comm-in turn series
° TAC turns
• Fighter wing
° Cross turns • Running rendezvous
° Hook turns • Battle damage / ordnance check
° Shackle turns
• Recovery – VFR break
• V/STOL: • Landing(s)
° STOL flap VNSL
° Decel-VL
• Nozzle use during running rendezvous

• None • Section emergency procedures
• Inadvertent IMC
• NORDO / LCLS
• Midair

• CRM – wingman coordination and integration
• Parade position reference points & corrections
• Formation comm. standards
• Formation visual signals
• Under-run & over-run procedures
• Approach speed v. aileron droop
• Separation on final
• Formation and turn standards – G, AOA,
KCAS/IMN
• COMM-out maneuvering rule of thumb
• Indications of nozzles down during wingborne
flight

1.0 • RSFAM-1129
RSTCT-1351 R M
Goal: Aircraft:
Practice low and medium altitude threat counter- RNAWST
tactics.
• Execute TCT maneuvers IAW Air NTTP • 4 Mk-82LD PS • None
• Adhere to TCT decision matrix • ALQ-164
• Use proper comm. brevity • SEL-1
• Employ ASE equipment IAW Air NTTP and AV-
Range:
8B NATIP
• Simulated
• Center mat
• SKC, 20 SM, 25° C, 30.00, 300/10, 32 L/R
Requirements: Threat: SA-2, S-60, SA-7
• None • Initialize in warm-up engine running
• ALR/ALQ BITs
Review:
• Marshal
• Medium altitude threat counter-tactics: • STO
° Lean / Notch
• Departure
° E-pole
• Area check-in
° Level S • Tacadmin Checks
° Guns jink ° FELPG-F
° SAM weave
• Low altitude threat counter-tactics: • FENCE Out
° Medium to low deck transition • Recovery
° Lean / Notch
° E-pole
° Level S
° Guns jink
° SAM weave
• TCT communications
• ALE-39 setup and employment
• ALR-67 setup and employment
• None • Dep / Spin recovery
• Compressor Stall
• Damaged aircraft

• CRM
• Allowable risk level v. threat –affects on mission
• Range known v. range unknown tactics
• E-Pole Determination
• INS smoothing – operation / pros / cons
• Medium to Low Deck transition point
• LAT Dive Recovery Rules
• Threat counter-tactics maneuver descriptions
° RF Pre-emptive / Reactive
° IR Pre-emptive / Reactive
° AAA Pre-emptive / Reactive
• TCT comm
° Brevity terms
° Directive / Descriptive & priority

1.0 • RFAM-1129
RSAS-1403 R M
Goal: Aircraft:
Practice low and medium angle deliveries. NAWST / WST
• Roll-in ACD ±0.1 nm, 200’ • (9) Mk-76 • IP
• Set TPA ± 1 degree • TPOD
• IRCM – 50% execution minimum • SEL-1
Range:
• Dive deliveries ± 5 degrees/30 knots/500’
• Simulated
(Yuma / LL or Cherry Point / BT-11) • 30° / 500 KTAS delivery (tactical)
• Scored target • 10° / 500 KTAS delivery
• SKC, 20 SM, 25° C, 30.01, 040/15 • Weapon Programming: Q1 / M1
• Marshal
Review: • STO
• Brief weaponeering limitations
• Departure
• Academic bombing pattern
• Area check-in
• Medium angle ARBS/TV deliveries • Tacadmin Checks
• Medium angle LAUT deliveries ° FELPG-F
• Low angle RCIP/GCIP deliveries
• Clearing spacer pass
• WARP weaponeering data • MWSS / TACL checks
• Weapons system programming in CWAIVER • Bombing pattern
• FENCE Out
• J-hook maneuver (no desg)
• Recovery
• Straight path to straight path tracking (AUTO) • Landing(s)
• ARBS/TV, TPOD for height above target data
• (Initial) Target placement angle
• Curvilinear to straight path tracking (CCIP)
• Flameout in bombing pattern
• Hung ordnance recovery
• Selective / emergency jettison
Evaluate:
• None

• CRM
• Local area ordnance procedures and course
rules
• Pattern communication
• Upgrade / cascade plan
• ARBS designation criteria / rule of thumb
• TDC action and no action slewing
• Indications and actions for running designation
• Systems / target fixation
• Jettison system

1.0 • RSAS-1403
RSAS-1405 R M
Goal: Aircraft:
Practice gun and rocket deliveries RNAWST
• Roll-in ACD ±0.1 nm, 200’ • (300) 25 mm • None
• Set TPA ± 1 degree • (8) 5.00” Zuni
• IRCM – 70% execution minimum Rockets
• Dive deliveries ± 5 degrees / 30 knots / 500’ • TPOD
• Off target maneuver (360 KCAS min)
Range:
• Simulated
• Database that corresponds to planned execution • 10° / 550 KTAS delivery (GAU-12)
(Yuma / LL or Cherry Point / BT-11) • 20° / 550 KTAS delivery (5” Zuni)
• Scored target
• SKC, 20 SM, 25° C, 30.01, 040/15
• Marshal
Review:
• STO
• Brief weaponeering limitations
• Departure
• Academic bombing pattern • Area check-in
• Low angle GCIP / LCIP deliveries • Tacadmin Checks
° FELPG-F
• Weapons system programming in CWAIVER
• Clearing spacer pass
• Adaptive roll-in technique • MWSS / TACL checks
• Height above target data • Gun / Rocket pattern
• FENCE Out
• Curvilinear to straight path tracking (CCIP)
• Recovery
• Off target maneuver • Landing(s)
• Selective / emergency jettison
• Gun malfunction
Evaluate: • Fwd firing ordnance recovery
• None
• CRM
• Arm / de-arm procedures
• Gun firing techniques
• Rocket / Gun sight picture
• Rocket / Gun off target maneuver
• Safe escape maneuver
• Max frag envelope to ensure safe release
• Low altitude TPOD usage

1.0 • RTACFORM-1320
RAS-1408 R M • RSAS-1405
Goal: Aircraft:
Practice medium altitude deliveries. (2) AV-8B
• Roll-in ACD ±0.1 nm, 200’ • 6 Mk-76 • Weapons scoring
• Set TPA ± 1 degree. • 10 FLR
• Dive deliveries ± 5 degrees/30 knots/500’.
Range:
• RKD RNG
• EXP
SPINS:
• 30° / 500 KTAS delivery (Weather 30° if weather dictates)
Requirements: Threat: SA-7, SA-14, ZSU-23-4
• None • Preflight
• Marshal
Review:
• Take-off
• WARP weaponeering data • Departure/Rendezvous
• Weapons preflight and ordnance line procedures
• Area check-in
• Weapons system programming in CWAIVER
• Tacadmin Checks
• Medium angle GCIP / LAUT deliveries ° FELPG-F
• Adaptive roll-in technique • Clearing spacer pass
• (Initial) Target placement angle
• MWSS / TACL checks
• Curvilinear to straight path tracking • Bombing pattern
• Straight path to straight path tracking • FENCE Out
• Off target maneuvers
• Off-target rendezvous
• Off target rendezvous
• Battle damage / ordnance check
• Battle damage / ordnance check • Recovery
• V/STOL: • Landing(s)
° RVL
° Decel-VL
Evaluate:
• None
• CRM
• Local area ordnance procedures and course

rules Emergency Procedures Discussion:
• Adaptive roll-in • ADC Failure
• Importance of good start and its effects on • RPM fluctuation
parameters
• Wind effects
• Expendable arm / de-arm and expendable
checks
• FMU-139 fuze
• TAV-8B limitations

1.0 • SAS-1405
RSMECH-1431 R
Goal: Aircraft:
Practice transition profiles with GP ordnance. RNAWST
• Roll-in ACD ±0.1 nm, 200’ <or> proper adaptive • 6 Mk-82 LD • None
roll-in correction. ° BSU-86
• Set TPA ± 1 degree. ° FMU-139
• IRCM – 70% execution minimum. • TPOD
• Dive deliveries ± 5 degrees/30 knots/500’. • SEL-1
• AUTO / LOFT deliveries on ASL and +/- 20 KTAS Range:
• Proper off target maneuver (360 KCAS min). • East: BT-11
• West: R2507 N/S Abel
N/S
• SKC, 20 SM, 25° C, 30.01, 040/15 • Pop: 500’ ingress / 10 degree / 500 KTAS delivery
• Loft: 500’ ingress / 450 KGS / 38 degree loft angle
• Cruise climb: 500’ ingress to 30 or 45 degree dive
• Ramp to 30 dive
• Level entry to 30 dive
Requirements: Threat: SA-7 / 14 /16
Review: • Marshal
• Pop attack • STO
• Loft delivery • Departure
• Cruise climb • Area check-in
• Ramp down • Tacadmin Checks
• WARP weaponeering data ° FELPG-F
• Adaptive roll in technique • MWSS / TACL checks
• Target placement angle • Tansition attacks
• Straight path to straight path tracking • Egress
• FENCE Out
• Recovery
Evaluate: • Landing(s)
• None
• Heavy weight STO
• Reason for high-to-low transition maneuvers
• Canopy code / reference points Emergency Procedures Discussion:
• Sensor timeline & sensor management • Bird strike
• Error corrections for early / late to the ACD

1.5 • RSMECH-1431
RSMECH-1432 R
Goal: Aircraft:
Practice attack profiles with PGMs. RNAWST
• Valid Aimpoint • (2) GBU-38 2/6 • None
• Valid Release • (2) GBU-12 3/5
• TPOD sta 4
• SEL 1
Range:
• Simulated
• OVC 200, 7 SM, 25° C, 29.98, 200/10 • LGB Auto delivery
• JDAM BOC / BOT attacks
• JDAM multi-rel attack
Review: • Marshal
• WARP weaponeering data • Weapon programming in CWAIVER checks
• Reactive weaponeering • STO
• Mark point use for cataloging targets • Departure
• MWSS checks • Area check-in
• TACL checks • Tacadmin Checks
• Valid Aimpoint (LGB, JDAM) ° FELPG-F
• Valid Release (LGB, JDAM) • Holding
• Laser marksmanship • MWSS / TACL checks
• Bomb hit assessment (BHA) • PGM deliveries
° Capture
Evaluate: ° Optimize
• None ° Attack
Concepts and Discussion Topics: ° Support
• Reason for low-to-high transition maneuvers • Egress
• Canopy code / reference points • FENCE Out
• Sensor timeline & sensor management • Recovery
• Energy management during profiles • Landing(s)
• Cross checks during profiles Emergency Procedures Discussion:
• Error corrections for early / late to the ACD • Asymmetric stores recovery
• Loft setup, cueing and timeline

1.0 • RAS-1408
RMECH-1434 R • RSMECH-1432
Goal: Aircraft:
Practice low and medium altitude transition profiles. TAV-8B
• Fly attack geometry. • 6 Mk-76 • Weapon scoring
• Roll-in ACD ±0.1 nm, 200’ <or> proper adaptive Range:
roll-in correction. • TGT
• Set TPA ± 1 degree. • WISS
• Dive deliveries ± 5 degrees/30 knots/500’. • LSR
seconds off target.
SPINS:
• Pop: 500’ ingress / 10 degree / 500 KTAS delivery
• Loft: 500’ ingress / 450 KGS / 38 degree loft angle
• Cruise climb: 500’ ingress to 30 or 45 dive
• Ramp to 30 dive
• Take-off
Review: • Departure/Rendezvous
• Low altitude pop attacks to 10 degree delivery • Area check-in
• Cruise climb to a 30 or 45 degree dive delivery • Tacadmin Checks
• Ramp to a 30 degree dive delivery ° FELPG-F
• Loft delivery • MWSS / TACL checks
• WARP weaponeering data • Transition attacks
• Adaptive roll in technique • Egress
• Target placement angle • FENCE Out
• Straight path to straight path tracking • Rejoin
• V/STOL: • Recovery
° STOL flap FNSL • Landing(s)
° Decel-VL
• None • Hyd 1 failure
• Mutual support
• Loft set-up / cueing
• Canopy reference points

1.0 • RMECH-1432
RMECH-1436 R
Goal: Aircraft:
Practice target area mechanics at medium altitude. (2) AV-8B
• Fly attack geometry. • (6) Mk-76 • None
• Roll-in ACD ±0.1 nm, 200’ <or> proper adaptive • (10) FLR
roll-in correction. • TPOD
• Set TPA ± 1 degree. Range:
• IRCM – 70% execution minimum. • TGT
• Straight path to straight path tracking • WISS
• Dive deliveries ± 5 degrees/30 knots/500’. • EXP
seconds off target.
SPINS:
• 45° / 500 KTAS delivery or 30 degree / 500 KTAS (for range restrictions)
• Review 95) attacks to 30 or 45 degree dive deliveries
Review: • Take-off
• Medium altitude standard attacks: • Departure/Rendezvous
° Same side attack (2) • Area check-in
° Swept attack (2) • Tacadmin Checks
° Split attack (1) ° FELPG-F
• WARP weaponeering data • MWSS / TACL checks
• Adaptive roll in technique • Medium altitude standard attacks
• Target placement angle • Egress
• Straight path to straight path tracking • FENCE Out
• V/STOL: • Rejoin
° CL to full stop • Battle Damage Check
° Decel-VL • Recovery
• Landing(s)
• None • Midair
• Mutual support

1.0 • RSMECH-1432
RSCAS-1441 R
Goal: Aircraft:
Practice medium altitude Type 1 and 2 CAS. RNAWST
• Execute CAS IAW JP 3-09.3. • TPOD • None
• Effects on assigned target. • (1) GBU-12
• No unsafe/invalid weapons release. • (2) GBU-38
• Proper corrections from the mark. • GAU-12
• TOT ± 30 seconds. Range:
• Simulated
• Tactical target • Level delivery tables
• SKC, 20 SM, 25° C, 30.01, 040/15 • JDAM LAR predictions tables
• SOP JMPS CAS plan
• 1:50,000 target area chart and objective area
chart, with CP’s and IP’s, required (JMPS)
Requirements: Threat: SA-16, S-60
Review: • Marshal
• Combat holding • STO
• CAS check-in brief • Departure
• 9-line CAS briefing format • Area check-in
• CAS page programming • Tacadmin Checks
• Alpha checks ° FELPG-F
• Attack preparation checklist • Combat holding
• CAS communication • 9-Line brief
• Attack timing control • Attack preparation
• Keyhole template • MWSS / TACL
• Corrections from a mark • CAS attacks
• Medium altitude CAS type 1 and 2 control • Egress
• Correct weapon selection • FENCE Out
• LGB level self / buddy • Recovery
• JDAM BOC / BOT • Landing(s)

• None • Damaged aircraft
• CRM
• BOC vs BOT
• CAS page usage / data entry
• Communications
• FAC corrections / HUD / mil relationships
• Wounded bird procedures
• Wingman of Opportunity / Lost COMM

1.5 • All stages complete
RSNTPS-1700
Goal: Aircraft:
Evaluate pilot knowledge of aircraft systems and RNAWST
normal and emergency procedures
PUI shall perform all maneuvers and procedures IAW • (4) Mk-82 inert • None
AV-8B NATOPS, OPNAV 3710, and Air NTTP Range:
standards
• Simulated
Simulator Parameters: Spins
• SKC, 20° C, 29.80, 350/10 32 L/R • Raked Range at BT-11
• VFR recovery at NKT
Sequence of Events:
Introduce:
• Take-off
• None
• Departure
• En route procedures
Review:
• Tacadmin Checks
• None
° FELPG-F
Evaluate: • R5306A / BT-11 entry
• Conduct briefing • Raked Range
• Navigation procedures • Egress
• Target attack • FENCE Out
• All takeoffs and landings types • Recovery
° Heavy Weight STO (>30,000 lbs, OAT 30°C) • Landing(s)
° SAAHS OFF
• CRM

Concepts and Discussion Topics: • Any emergency procedures listed in NATOPS
• Any aircraft systems listed in NATOPS Chapter I-
02 • AVIATE, NAVIGATE, COMMUNICATE
• Any aircraft limitations listed in NATOPS Chapter • Emergency question of the day
I-04

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Flight Syllabus Guide

United States Marine Corps Harrier Force

Stage Change Page

Course Training Standardization 1-1

Familiarization (FAM) 2-1

Forward Operating Base (FOB) 3-1

Field Carrier Landing Practice (FCLP) 4-1

Formation (FORM) 5-1

Advanced Aircraft Handling (AAH) 6-1

Tactical Formation (TACFORM) 7-1

Navigation (NAV) 8-1

Aerial Refueling (AAR) 9-1

Threat Counter Tactics (TCT) 10-1

Air-to-Surface (AS) 11-1

Low Altitude Training (LAT) 12-1

Mechanics (MECH) 13-1

Close Air Support (CAS) 14-1

Aerial Interdiction (AI) 15-1

Air-to-Air (AA) 16-1

Night Systems (NS) 17-1

NATOPS Evaluation (NATOPS) 18-1

AV-8B FSG Ver. 3.0 i

FROM (Originator) UNIT

TO (Model Manager) UNIT

RECOMMENDATION (BE SPECIFIC)

JUSTIFICATION Check if continued on back

SIGNATURE RANK TITLE

To be filled in by Model Manager (Return to Originator)

AV-8B FSG Ver. 3.0 ii

I. TRAINING OFFICER’S GUIDANCE

2. Why do we tell you this? Several reasons:

II. Academic and Flight Training Standards

AV-8B FSG Ver. 3.0 Course 1 - 1

Grade Exam Value Comment

3. Task grade. Task grades reflect student performance in specific mission

GRADE / PROF. LEVEL DESCRIPTION OF PERFORMANCE

AV-8B FSG Ver. 3.0 Course 1 - 2

NET Task Grade Mission Grade

VI. End of Stage Marginal.

1. Students must achieve minimum course training standards required of each

Academic Stage Exam (0.20)

AV-8B FSG Ver. 3.0 Course 1 - 3

End of Syllabus Grade

Stage Weighted Value

Weighted Values x Stage Grades = Stage Values

VIII. Mid Course Calculations (minimum of 5 stages complete)

1. Adjusted Stage Weight = (Stage Weight / Cumulative weight of completed

AV-8B FSG Ver. 3.0 Course 1 - 4

a. Leave Policy. Your time to train in VMAT-203 is dependent on your

AV-8B FSG Ver. 3.0 Course 1 - 5

AV-8B FSG Ver. 3.0 Course 1 - 6

Name: Basic Mission Planning

AV-8B FSG Ver. 3.0 FAM 2 - 1

Approach or landing type Fuel required

1. DSU or AMU not loaded.

Corrections for Errors:

1. Review FSG for event description and Master Flight Schedule.

Source Documents: VMAT-203 SOP, NATOPS

AV-8B FSG Ver. 3.0 FAM 2 - 2