Weps Air-to-Ground I, Preflight Prep Lecture Guide.doc

T-45C Air-to-Ground Weapons I:

Preflight PreparationPresentation

Prepared by CDR Sopko, TW-1 Air Reserves, SAU-9

Lesson Guide

April 2007

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Introduction.

Air-to-Ground Weapons Delivery, Part 1. Preflight Preparation.

Slide 2 Introduction.

Welcome to the Weps stage! Up to this point, your training has been designed in a developmental manner known as the building block approach. It wasn’t that long ago, you were in sitting in T-45C systems class, learning about what makes the aircraft tick. You were taught how to fly the aircraft on basic instruments, radio instruments, getting from point A to point B solely by referencing the navigation system. From there, it was into the front seat where you were taught how to takeoff and land safely, maneuver the aircraft by visual references, and how to handle simulated airborne emergencies. Once the learning objectives for the FAM stage were met, you soloed and were taught how to fly in formation, in section, then in a division.

At this point in the syllabus, some of you may have started or have completed single plane ONAVs, some may have been exposed to TACF. But the bottom line, the most dynamic mission which all of you have completed so far has been Cruise Formation flying. From this point on, you will use Formation to get you TO the mission and back again instead of Formation BEING the mission. We are now taking the initial steps in developing you into becoming an asset to Naval Aviation, teaching you the finer skills of becoming a Warrior. At some point in your service to your country, in some way, your Nation may call upon you to carry out a mission which puts you in harm’s way, being responsible for $30 million aircraft, the ordnance which it carries and the ultimate responsibility the combination of those two.

You, the Student Naval Aviator, are now being taught the basics of becoming a weapon; a weapon to be used to seek out, deny and destroy the enemies will to fight. This tremendous responsibility is not to be taken lightly. Our goal here is to develop the basic skill-set of Air-to-Ground weapons delivery in preparation for the more advanced aircraft and tactics of the Fleet Replacement Squadrons. Once again, welcome to the Weps stage!

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Overview.

During this lesson we will discuss:

1. A review of the T-45C Weapons stage;

2. Simulator and aircraft syllabus requirements, CEP Computation and Grading Criteria

3. Aircraft controls, switchology and indicators;

4. Preflight preparation and planning involved in conducting a weapons flight;

5. Delivery data tables; and

6. T-45C ordnance, preflight inspection and aircraft/weapon limitations.

Slide 4. References.

The references used to develop this lesson are the:

1. T-45C Weapons Flight Training Instruction (FTI);

2. T-45C Weapons Flight Procedures (WEPFP-02 – 04) Lecture;

3. T-45C NATOPS Manual; and,

4. T-45C Digital Total System Strike (TS) Flight Training Curriculum 2006;

Slide 5. Learning Objectives.

At the completion of this lesson you should be able to:

1. Describe the simulator and aircraft Weapons TS syllabus;

2. Recall the controls, switchology, and indicators specific to a Weapons flight;

3. Compute a CEP;

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4. Describe the accuracy grading criteria;

5. Recall the procedures of preparing for the preflight briefing;

6. State where to find the delivery data tables and some of the items located on the chart.

Slide 6. Learning Objectives (cont.).

7. Recall the items located on a Weps Z diagram;

8. Recall aircraft and weapon limitations specific to Weps; and finally,

9. Recall the procedures involved in an ordnance preflight.

Slide 7. The TS Weapons Syllabus.

As previously discussed, your training up to this point has been a building block approach. All training geared to get you to the mission and back safely. Now we get to learn the basics on what to do when we get to the mission.

All of you have completed Division Form, you now can be scheduled for a variety of stages. It’s not uncommon to be scheduled for 2 different flights in the same day. For instance, if the weather is 3000/5, you don’t have the weather for Weps, but you do have the weather for single plane ONAV or TACF. Combining stages of training is not encouraged by the OPSO, but it is allowed by CNATRA rules. A good rule is: if you’ve had the lecture, always be prepared to fly it; your fair game.

Slide 8. The TS Weapons Syllabus: CNATRA Objective.

Setting clear and obtainable objectives is the key to success in any program. Understanding the objectives is crucial to meeting the goals. The Weapons stage objective, set forth by CNATRA, states to: “Introduce the student to air-ground delivery with emphasis on dive angle control, airspeed control, pipper control, scan, corrections, accuracy, and pattern. Additionally, WEP-07 flights will introduce the dynamic flight regime found in fleet type rendezvous.”

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The TS Weapons Syllabus: Simulator and Aircraft Events.

Simulator Training. There are a total of seven simulator events: six are dedicated WEP events and one EP event with emphasis on emergencies associated with the weapons stage.

Aircraft Training. There are a total of ten aircraft events: one Off Target Rendezvous (with ordnance); eight ordnance flights, four are dual and four are solo; and one Pop-to-Attack flight, which is dual.

Slide 10. Simulator Training.

The purpose of Simulator Training is to introduce various Weapons patterns, ordnance deliveries, Comm, tracking techniques and emergency procedures.

Simulator events are flown as local flights to Searay target only. The sim does not have the capability of reproducing the environments of Det locations such as El Centro, CA or Salina, KS.

Due to the visual limitations of the sim, left hand patterns are only flown.

The delivery modes introduced will be both Manual and CCIP.

Curvilinear to Straight Path, Straight Path, and Straight Path to Straight Path (3-5-7) tracking methods are introduced.

Slide 11. Objectives / Priorities – SNA (Simulator).

Wep-01S

Pattern / Comm / Off Target Rendezvous / Safety of Flight

Pattern and Roll-in consistency – 30o Bombs

Roll-out and Line-up control

Curvilinear to Straight Path Tracking referencing Pipper to Target (calm wind)

Scan development

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Line-up control

Checkpoint altitude

Wep-02S

All of the above, (except Tracking Technique)

Pipper Placement / Error Corrections

Straight Path Tracking referencing Velocity Vector to Target from roll-in to checkpoint; Pipper to Target from checkpoint to release

Pattern and Roll-in consistency – 30o and 20o Bombs

Wep-03S

Straight Path Tracking3-5-7 (if done)


Offset Aim Point

Slide 12. Objectives / Priorities – SNA (Simulator Cont.)

Wep-04S


CCIP mode deliveries, Bomb / Rockets / Gun Strafe


Offset Aim Point calculation

EP-06S



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Weapons related emergencies

Wep-05SX

Pattern and Roll-in consistency - 30o, 20o and 10o Bombs; 10o Gun Strafe

Straight Path Tracking - CCIP and Manual modes3-5-7 (if done)

Wep-06S

30/30 Pop-to-Attacks

Slide 13. Aircraft Training.

The purpose of aircraft training is to introduce high-angles off division rendezvous, various Weps patterns, Weps comm, MK-76 deliveries, Off Target Rendezvous, ordnance preflight and carriage considerations.

Flights can be flown locally or on Det to places such as El Centro, CA or Salina, KS.

The Weps stage exposes the student to a 3 dimensional, dynamic environment for the first time while increasing multi-plane situational awareness. The beauty of weapons delivery is the instantaneous feedback from the hits on target. In most cases, a good tracking run results in good hits on target.

Slide 14. Objectives / Priorities – SNA (Aircraft).

Wep-07 and Wep-08

Basic Form / Pattern / Comm / Off Target Rendezvous / Safety of Flight

Weapons preflight / Arming procedures

Pattern and Roll-in consistency


Scan development

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Checkpoint altitudeTarget Placement Angle

Wep-09 – Wep-13

All of the above, plus;

Pipper Placement / Error Corrections / Hits

Wep-14X and 15

CCIP

Strafe / Guns Jink

Wep-16

30-30 Pop-to-Attack, CCIP

Slide 15. Objectives / Priorities – IUT.

Wep-01S

Pattern / Comm / Training Command Weps Procedures/ Safety of Flight

Pattern and Roll-in consistency

CCIP and Manual Modes


Scan developmentCheckpoint altitudeTarget Placement Angle

Wep-02 (F/C)

All of the above, plus;

Off Target Rendezvous

Wep-03 and 04 (F/C)

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CCIP and Manual (03); Manual (04)

Strafe / Guns Jink (CCIP)

Wep-05 (R/C)

Instructional Techniques

Rear Cockpit Deliveries

Demo Techniques

WEP-06X

Brief/LD

Slide 16. CEP and Grading Criteria.

Now let’s discuss CEP and grading criteria.

Slide 17. Circular Error Probable (CEP) Computation.

One item on the ATF is accuracy. Accuracy is graded by computing the CEP for the given hits. Hits are scored in distance from the target and the clock code relative to the run-in line. The distance is usually scored in feet, however, at some Air Force run targets (such as Salina), they can be scored in meters.

For example, if your bomb hits 250 feet from the target at the 12:30 position from the target, the resultant score will be “250@12:30”.

Our weapons load-out will have us carry 4 Mk-76 on each side resulting in an even number of bombs dropped.

Slide 18. What’s the CEP?

Now let’s compute a CEP. Here are your hits.

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Get rid of the 3 best and 3 worst.

After removing the best and worst, we have 55 and 65 remaining. Take the average of those two and we come up with 60 feet.

60 feet? Hey, that’s an “E”!! A CEP of 75 feet or less constitutes an E award.

Slide 19. The CEP and You.

Accuracy is the one item on the grade sheet that the student has complete control over. It is objective vice subjective and is a direct result of you applying what you’ve been taught.

An average CEP on WEP-09 – 15 is 100 – 200. Accuracy is not graded on WEP-08 or in the sim.

An above average CEP is any CEP less than 100.

A below average CEP is any CEP greater than 200.

During your first three solo flights, WEP-11 – 13, you will need to achieve a CEP of less than 200 on at least one flight. A failure to accomplish this will result in an unsatisfactory, (i.e. a “Down”).

On any flight, a CEP of 75 or better will result in an “E” award.

Slide 20. Grading.

While we’re on the subject of grading, let’s talk a little more about it.Just because you bombed excellent, or got extremely lucky, doesn’t guarantee you an above average flight. There have been times when a student bombs excellent, earns an “E” for accuracy, but flies terrible form, has an unsafe off target rendezvous and receives a down for the flight. You need to be able to compartmentalize the entire Weps flight.

The Weps flights are four flights wrapped up into one. The excellent students are the ones who try to be the best at each individual phase of the flight. After the brief, you should be concentrating only on being the King of 4-plane Form. As the Lead fences the flight in and sets up for the Mach run, off goes the Form hat and on goes the Weps hat. Now we can concentrate on putting steel on target accurately. As the Lead calls for the Off Target Rendezvous, the time you call “Off Safe”, the Weps hat comes off and the Form hat goes back on. Fly the best

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form of your life until the break back at the field. At which time, the Form hat comes off and the FCLP hat comes on. Try to be the “King” of each phase.

Slide 21. T-45C Armament Controls and Indicators.

Now let’s take a closer look at the armament controls and indicators associated with the T-45C.

Slide 22. T-45C Manual Sight.

First off, let’s examine the T-45C Manual Bombing Sight.

The A/G mode can be entered two ways: Pressing the MODE button on the DEP twice or by using the MFD options, selecting MENU / STORES / A/G / BOMB.

The BOMB sight will initialize to 140 mils and can be adjusted by the SET DEP rocker switch located on the upper right corner of the DEP. This will raise or lower the depression of the sight angle setting or “pipper” below the Armament Datum Line (ADL) which is located on an imaginary line drawn across the top of the airspeed and altitude boxes in the HUD.

The tick marks associated with the pipper and manual sight each represent 25 mils and are measured from the pipper. There are 4 tick marks above and below the pipper and 2 tick marks left or right of the pipper.

The pipper is our aiming sight which indicates where the weapon will impact the ground, based on planned parameters and in a no-wind scenario.

The mil settings for a particular weapon and delivery parameters can be found in our delivery data tables located in the NATOPS, Chapter 22 and will be discussed in more detail later in this lesson.

Slide 23. T-45C Manual Sight (cont.).

The Manual Sight Mil setting defaults to 140 mils for BOMB, 12 mils for GUN, and 30 mils for ROCKET.

The normal setting for 30 degree bomb pattern is 128 mils, as shown in the left photo.

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The normal setting for 20 degree bomb pattern is 130 mils.

The normal setting for 10 degree bomb pattern is 117 mils.

The mil sight range is from 0 – 270 mils, as shown on the two right photos.

Slide 24. Armament Controls and Indicators.

The Armament Controls and Indicators consist of:

1. The control stick grip;

2. Multi-Function Display (MFD);

3. Data Entry Panel (DEP);

4. Master Armament Switch; and,

5. Emergency Jettison Button.

Slide 25. Armament Controls and Indicators.

Here are some photos showing the different controls and indicators. The upper left photo shows the location of the Master Arm Switch and Emergency Jettison Button. The lower left photo shows the aft cockpit control switches. The upper right photo shows the control stick grip and lower right, the MFDs with an A/G STORES page selected.

1. Master Arm Switch – FWD cockpit. This is the main armament switch which must be selected to ARM in order to allow the pickle button or gun trigger to be “hot” and energize the system. It also illuminates the MSTR ARM light in the AFT cockpit.

2. Master Arm Override Switch – AFT cockpit. This is a safety feature where the instructor has the option to override the FWD cockpit MA switch, allowing the instructor to “safe” the system, preventing an undesirable delivery. The switch is electro-magnetically held in the SAFE position when the FWD cockpit Master ARM switch is in the ARM position. The switch is spring loaded to the FORWARD position when the FWD cockpit switch is placed to SAFE.

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3. Control Stick Grip. The control stick grip contains the weapons release button or “pickle” button and the gun trigger. These switches are colored red. The pickle button, located left of the trim switch, will release any weapon that is selected on the STORES page for the given wing stations, either BOMBS or ROCKETS. The trigger, located on the front will simulate firing the gun and provide an aural gun tone. These switches function when the Master Arm switch is positioned to ARM.

4. The MFD’s. The MFD displays used in Weps are the STORES page, HSI and ADI displays. The normal set up is to have either the ADI or STORES page on the left MFD and the HSI on the right. The STORES page will be set on the ground at a time between After Engine Start and the Final Checker, before getting Armed in the line.

Slide 26. HSI Setup.

The procedure for setting up your HSI for a typical Weapons flight consists of:

1. Setup the HSI / NAV after engine start as normal. Typically, the target will be entered into WYPT 1, then you can enter diverts, such as Bravo Field, Alpha Field, etc., for local flights. As always, the landing runway in use should be entered as well.

2. After entering the waypoints you intend to use from the GPS stored wypts, select WYPT DATA page and verify the accuracy of target elevation. The current MDL load has 0 for SEARAY ELEV. Here is where you will enter the target height.

3. After entering the target height, select HSI and make the target waypoint the active WYPT, box WYPT as shown here in the picture.

4. Enter your run-in line for the intended target. Here we have entered 045 for SEARAY.

5. For Leads, a technique used is to set a 10 nm offset to aid you in setting the flight up for the Mach run.

6. Other techniques for waypoint usage can be to set up a SEQ string to outline the Restricted area which the target lies to aid you during the OTR/flight, keeping the flight established inside the working area.

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A/G STORES Page Setup.

The procedure for setting up your STORES page consists of:

1. After waypoint programming, you can set up the STORES page for your use. You can get to the stores page by entering MENU / STORES / A/G. The STORES page will initialize with GUN selected, MAN boxed, and MIL DEP 12.

2. Across the top of the page you will notice the weapon options. RKT stands for rockets, BOMB for MK-76s and GUN for the simulated gun. The two weapon options in the upper left, RKT and BOMB indicate the weapon stores you want to select for the left wing station. The upper right options are for the right wing station.

Selecting BOMB on either station will default to a MIL DEP of 140 and quantity (QTY) of 6. Selecting RKT will default to a MIL DEP of 40 and QTY of 7. These are default settings and need to be tailored to your exact loadout.

In the Simulator you’ll get the chance to employ all of these weapons. The aircraft will concentrate mainly on MAN BOMBS, with the last 2 flights introducing CCIP BOMBS and CCIP GUN Strafe.

3. After selecting the weapon and station, we can now tailor the quantity and mil setting. The quantity setting on the stores page is just a counter and only counts down after the pickle button is depressed. We set the quantity to show us the number of weapons remaining on the respective station. When we reach 0, it’s time to switch “racks” or call in “Winchester”.

It DOES NOT know, however, the status of the weapons on the PMBR, such as a HUNG bomb. It only serves as a counter when you send a pulse to the PMBR to initiate weapons release.

The syllabus calls for 8 MK-76 per flight, 4 MK-76 per station.

To change the QTY, first select the station/weapon combination then use the decrement arrow (as indicated in the photo) to “scroll down” to 4. Select the opposite station/weapon combination and do the same.

4. You are now ready to set the mils (sight angle) for the initial pattern you intend to fly, typically this will be 128 for the 30 degree pattern.

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This is accomplished by depressing the SET DEP +/- rocker switch on the DEP, using the decrement (-) on the switch. The mil setting is displayed in two places, on the STORES page, as shown here, as well as in the HUD, right side above the selected weapon.

5. In the center of the STORES display is the Master Arm Status. Shown here, the Master ARM and weapons system is in the SAFE status. Airborne, when the Master Arm switch is placed to ARM, “ARM” will replace “SAFE” on the STORES page and the X over the selected weapon in the HUD will be removed, also indicating an armed or “hot” system.

Below the QTY option are the two delivery mode options, Manual (MAN) and Constantly Computed Impact Point (CCIP).

Slide 28. CCIP Mode Selection.

Selecting CCIP will change the HUD weapon symbology to the computed mode.

With BOMB selected, the CCIP bomb sight will be displayed with the Bomb Fall Line (BFL) falling below the Velocity Vector with a CCIP cross (release cue) at the bottom of the BFL.

The CCIP cross indicates where the weapon will impact the ground based on the current aircraft conditions. Selecting RKT or GUN in the CCIP mode will select a CCIP cross in the HUD without a BFL.

When CCIP mode is selected, MIL DEP will be replaced with TARGET HEIGHT. The TARGET HEIGHT (THGT) shown will be the last entered value of either the active waypoint or the manually entered THGT.

The weapons computer uses the radar altimeter for it’s height above target (HAT) computations. Absence of the radar altimeter, it will use the baro altimeter minus the entered THGT to determine the HAT.

THGT should only be entered if the active waypoint’s elevation is 0. Flights have shown if waypoint elevation is entered and used and THGT is also entered, the systems computer will add the THGT to the waypoint height and an invalid break X will be seen at higher elevations such as in Salina, KS.

THGT is only used if the radalt is failed, turned off or degraded. Either case, you WILL NOT be pointing your training aircraft at the ground in any of those situations.

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THGT is entered through the DEP and the entry will be displayed in a scratch pad both in the HUD and on the STORES page. You must preface the elevation entry with either a “+” (#7) or a “–” (#9) in order to enter the desired elevation. ENT is then selected to enter the elevation into the system.

Slide 29. Preflight Preparation.

It would be nice to just show up at walk time, sign for the aircraft, head out and go drop bombs. Unfortunately, in the Training Command and especially in the Fleet, the majority of your time will be spent on preflight preparation and planning.

Let’s take a closer look at the preflight preparation associated with the T-45C Air-to-Ground Weapons flight.

Slide 30. Preflight Preparation (cont.).

The Marine Corps has a saying “The more you sweat in peace, the less you bleed in war”. This holds true to many aspects in life, but it especially holds true to our aviation profession. Being prepared for the flight will not only make you more proficient but it will make you a safer pilot. Knowing the “why’s” behind what we do manifests a learning environment. Understanding our limitations breeds safety and leads us to that well known Latin saying “rectus non bustus”. So let’s take a little closer look at some of the preflight preparation expected of you during your training here in Meridian.

The next few frames we will discuss:

1. Delivery Data tables;

2. “Z” Diagrams or weaponeering;

3. Weps Kneeboard cards;

4. Offset Aimpoint calculation and determination;

5. Safety of flight issues such as aircraft and weapons limitations, minimum ejection altitudes, and external stores considerations;

6. Briefing board setup, and;

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7. Ordnance and weapons preflight inspection.

Slide 31. Preflight Preparation (cont.).

The five P’s associated with success are “Proper Preparation Prevents Poor Performance”

The purpose of understanding the Z diagrams is not for you to create your own weaponeering, you will learn how to do that in your Fleet Replacement Squadron. We have already calculated the Z diagrams you’ll be using here in the training command. You just need to understand the components and information associated with the Z diagrams and what they mean to you.

We will introduce those tables and graphs associated with the Z diagrams.

At the end of this section, hopefully you’ll gain a better understanding for the aircraft limitations and the handling characteristics associated with Weps.

Most of all, again, the more we understand and prepare ourselves, the safer we will become.

Slide 32. Delivery Data Tables.

Now lets start off by discussing the Delivery Data Tables. These tables are sometimes referred to as the Weapon Ballistics Tables and are the basis for your weaponeering.

Slide 33. Delivery Data Table.

The data delivery tables for the T-45C can be found in the end of Chapter 22 of the NATOPS. There are a few tables so always check the headings first to ensure you’re looking at the correct one. Shown here is the table for the MK 76 Practice bomb.

In these tables you will find sight angle settings, recovery altitudes and weapon time of fall.

The numbers in the tables are release altitude, dive angle and airspeed specific.

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Delivery Data Table (con.t): TOF and Sight Angle.

For example, let’s take a closer look at the data delivery table for the MK 76. This is the primary (and only) weapon you’ll be dropping in the jet. To use this chart, first, check to ensure you’re looking at the right chart. Notice at the top it is labeled MK 76 MOD 5/BDU 33 PRACTICE BOMB.

Second, find the delivery parameters we will be releasing the weapon. We have already determined that we will be dropping in a 30 degree dive, 450 KTAS, at 3,000’. You now follow that line across for the information you need.

The info you’ll become most familiar with is Time of Fall (TOF) and Sight Angle (SA), as highlighted here.

For our example, TOF is 6.7 and SA is 128.

TOF is used in determining our offset aim point and will be discussed later.

The Sight Angle setting is the value we use when we set our mil setting for the pipper.

Notice, the sight angle is the sum of the trajectory drop, AOA, and Parallax in mils.

Slide 35. Delivery Data Table (cont.): Recovery Altitude.

Another important item found on the data delivery table is the Recovery altitude. This is very important information to know and tells you the altitude you will “bottom out” if you initiate the recovery at the respective parameters.

These values are based on the assumptions shown in the figure to the left of the table, which also is found in the NATOPS manual. Normally, you will recover higher than these altitudes and are based on a longer reaction time and max gross weight.

Take a moment to review the recovery altitudes highlighted for the patterns we use here in the training command.

30 degree: 1468 (altitude loss in the recovery: 1532’)



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Our LAW settings are based on this information and will help to ensure you don’t hit the ground, YOU MUST RECOVER THE AIRCRAFT IMMEDIATELY IF YOUR NOSE IS STILL IN THE DIVE AND YOUR LAW TONE GOES OFF!!!

Slide 36. Delivery Data Table (cont.): Summary.

In summary:

In the fleet you will become thoroughly familiar with these charts and their meaning. You just need to understand the basics for now.

The T-45C weaponeering have already been completed for you.Be familiar with the location of these charts and the information which they provide.

This information is the basis for our Z diagrams.

Slide 37. The Z Diagram and Weps Kneeboard Cards.

Now that we’ve discussed the tables let’s take a look at the “Z” diagrams and the Weps Kneeboard cards.

Slide 38. The Training Command “Z” Diagram.

The “Z” diagram represents the weps pattern. The line across the top indicates the pattern altitude, the diagonal line represents the dive and tracking run and the line on the bottom represents the release altitude.

Pattern airspeed is in KIAS.

Pattern altitude is AGL, add target height to find MSL pattern altitude.

Attack Cone Distance or ACD is the distance from the target you need to begin your pull down to establish the planned dive angle.

Dive angle is the planned dive angle delivery.

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Checkpoint Altitude is a “how goes it” altitude. It is the altitude where the Target Placement Angle (TPA) must be set to achieve a weapons release solution close to the planned release altitude.

Checkpoint altitude is derived by multiplying the release altitude by 1.5.

Target Placement Angle (TPA) is the number of degrees the V V needs to be placed above the target. It is also where errors will be evaluated so the proper corrections can be applied.

Initial Pipper Placement is the number of mils the pipper needs to be below the aimpoint at the checkpoint so the pipper will arrive at the aimpoint close to the planned release point.

Sight Angle setting is the setting for the pipper and indicates the aiming sight setting in mils.

Time of Fall (TOF) is the weapon time of fall from release to ground impact, based on release parameters in seconds. Used in determining Offset Aim Point.

Release airspeed is the planned airspeed the weapon trajectory is based upon.

Planned Release Altitude in AGL, add target height to find MSL release altitude. This is the planned release altitude.

Minimum Release Altitude is the altitude in which you will not drop below.

LAW setting for the particular dive angle.

Power setting is in percent and is the power setting set just prior to roll in. This is the power setting with will result in obtaining the planned release TAS.

Slide 39. The Weps Kneeboard Card.

The Weps kneeboard card is made out for each Weps flight and should contain the following:

A/C lineup, callsign, Weps syllabus event.

Target Data

Other pertinent admin data

Plot the Offset Aim Point based on forecasted release altitude winds

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Off Target Rendezvous altitudes

The Z diagrams have spaces to add MSL altitudes

Any other pertinent specific data lead briefs.

Slide 40. Weps Kneeboard Card – The back.

Here is where you’ll find the good to know info such as:

MCG requirements and reminders

Grading criteria

Error sensitivities, and

Offset Aim Point calculation formula.

Slide 41. Offset Aim Point Calculation (OAP).

Our pipper reflects where the weapon will impact the ground on a no-wind day, at our precise release parameters. VERY rarely, will you bomb on a no-wind or calm wind day. During your first few simulators, you will have the conditions of no-wind so you can concentrate on pickling “pipper-to-bull”. In the aircraft and on late simulator events, you will be introduced to winds.

With winds, if we aimed at the target, the wind will cause the bomb to drift away from the intended impact point. To counter this effect, we need to place our pipper in a position into the wind and let mother nature take it’s course. There is a formula that can be applied to find the distance we need to offset our aim point. Here’s where knowing the Time of Fall (TOF) of our weapon from the delivery data table comes into play.

To find the Offset Aim Point (OAP) we apply the following formula:

1.7 x Weapon Time of Fall (TOF) x wind velocity at release altitude (Vwind@Relalt)

For example: The run-in heading for Searay is 045 degrees. The wind at our 30 degree release altitude (3,000’) are 315 degrees at 015.

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1.7 x 6.7 x 15 = 170’

Applying the above formula we derive that the aim off distance is 170’. We move 170’ in the direction INTO the wind from the target and we find our OAP. As shown here.

Slide 42. Briefing Board Setup.

For the most part in Weps, Briefing Boards are set up utilizing a electronic briefing board in the Weps Room in the squadron. There is a PowerPoint brief set up and all you will need to do is change the required administrative information for the flight. However, when you are on Det, or if the computer and/or projector is down, you’ll have to revert to “old school” methods of putting up a briefing board.

Here is that information which is needed for a board.

The lineup, wx, winds and Offset Aim Points need to be filled in and plotted, just as in the briefing kneeboard cards.

Slide 43. T-45C Ordnance and Weapons Preflight.

Our last topic of discussion deals with the type of carriage equipment and ordnance you will see on the airplane and the weapons preflight which it entails.

Slide 44. Ordnance.

You will be exposed to 3 types of ordnance carriage and deliveries in the T-45C “Light Attack” Super Goshawk; Bombs, Rockets, and the Gun. Currently, the funding for our weps program only allows for the employment of practice bombs on your aircraft flights, however, you will be introduced to simulated rocket and strafe (gun) deliveries in the simulator.

Simulated strafe runs will be introduced on late stage flights as well. The ordnance for training is as follows:

MK-76 or BSU -33 practice bombs.

2.75” FFAR Rockets

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A/G Gun

Having this ordnance, we need a way to carry them on our aircraft. The equipment used to carry the ordnance is called Suspension Equipment.

The 2 types of suspension equipment used on the T-45C are:

Practice Multiple Bomb Rack or “P-M-B-R” carries the MK-76’s (bombs); and,

LAU-7 carries the 2.75 FFAR rockets.

As stated previously, we do not carry rockets on the actual airplane. For details on the LAU-7 and the 2.75” rockets, see your NATOPS, Chapter 22 for details. We will only concentrate on the PMBR and MK-76’s from here on.

Slide 45. Mk -76 / BDU-33.

The two types of practice bombs you may see hanging on your mighty T-45C will be the MK-76 and the BDU-33. They are almost identical, with the exception of the addition of a firing pin assembly on the BSU-33 (which is removed before flight), they are the basically same. See figure 22-9 for other details.

Each one weighs approximately 25 lbs and shares the same ballistics (meaning they fall through the sky) as a MK-82 (500 lbs) low drag series bomb.

Each bomb contains a MK-4 smoke cartridge (looks like a big shotgun shell) which is inserted into the nose of the bomb. The cartridge is held in place by a retaining cotter pin.

Once the bomb impacts the surface, the cartridge fires, sending a plume of white smoke through the hole in the back of the bomb, into the air making it easier to score the impact of the hit.

Typically you will see the MK-76, which is the Navy/USMC version. The BSU-33 is the Air Force version.

Slide 46. The MK-76 practice bomb.

Here is a view of a MK-76 attached to the aircraft’s right store station PMBR.

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You can see a portion of the nose cartridge and cotter pin, the attachment lug and sway braces, the bomb casing and fins.

Slide 47. The Practice Multiple Bomb Rack or PMBR.

The PMBR is attached to a pylon which is attached to the aircraft’s store station.

The PMBR weighs 87 lbs.

The pylon weighs 77 lbs.

The PMBR has a station selector switch on the back which is switched from SAFE (the preflight position) to “1” during arming.

The release sequence, as the electric pulses are received, will release the center aft station first, followed by the center forward, left aft, right aft, left forward and right forward.

This is the reason behind the way ordnance is loaded onto the PMBR.

Due to the PMBR release sequence, the aircraft will be loaded with 2 bombs on the center stations and 2 on the aft side stations, as you’ll see pictured on the next 2 slides.

Slide 48. The Practice Multiple Bomb Rack or PMBR.

Here is a good view of the PMBR and bomb loadout.

Slide 49. Ordnance Loadout.

Once again, the ordnance loadout for your aircraft flights will be 8 MK-76 total, 4 on each PMBR.

The loadout on the PMBR is based on the release sequence of the PMBR.

This is also a good view of the nose smoke cartridges, retaining cotter pins, sway braces and pylon attachments.

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The Weapons Preflight: Cockpit Preflight.

Now for the Weps preflight itself.Follow your normal preflight checklist items with the following exceptions.

1. First of all, obviously approaching the aircraft you will see ordnance hanging on the wings. Climbing into the cockpit, you will notice a red control stick cover indicating weapons have been loaded onto the aircraft. Before beginning your walk around, ensure the Master Arm switch is in the SAFE position. You can leave the control stick cover on the stick until you climb back into the jet, before engine start.

Slide 51. The Weapons Preflight: Nose Wheelwell.

2. When coming to the nose wheel well, check the weight on wheels switch, located in the left aft section as highlighted here, to be in the WEIGHT ON WHEELS position. This switch is used when the “ordie’s” test the weapons system after installing the PMBRs to the aircraft.

Slide 52. The Weapons Preflight: Pylon, PMBR and Bomb Preflight.

3. Preflight of the wings will now encompass the Pylon, PMBR and Practice Bombs. The checklist is located in the pocket checklist as well as the NATOPS, as shown here.

Slide 53. The Weapons Preflight: Pylon., PMBR and Bomb Preflight.

Here are the items of interest when conducting the Weps preflight:

PMBR – Secure

Safety Pin – Installed

Breech Caps/cartridges – Installed and tight

Cannon Plug (pigtail) – Connected and seated properly

Sway braces – secure

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The Weapons Preflight: Safety Pin.

Here is a close-up of the safety pin, cartridges and sway braces.

Slide 55. The Weapons Preflight: Mk-76 Inspection.

Continuing down onto the PMBR you inspect each bomb.

WARNING: When inspecting ordnance, always handle with both hands, visor down. The MK-76 again weighs 25 pounds. Most of that is in the front part of the bomb.

In the event of a failure of the suspension lug and/or loose attachment when holding the bomb on the skinny end with one hand, the front portion of the bomb may impact the tarmac surface, causing detonation of the smoke charge, which will result in serious injury. ALWAYS handle with both hands.

Bomb – Secure; It should be loose enough where the bomb can be pulled away from the back sway brace, not the front, but tight enough that when released, the bomb returns to the seated position.

If the bomb is too overly tight, you may run the risk of having a hung bomb when release is initiated.

Attachment lug (in between the sway braces) is straight and secure, attachment L hook fully seated, not partially.

Cartridges installed, retaining cotter pins bent as shown here.

Bomb fins – not bent.

Slide 56. The Weapons Preflight: Station Select Switch Preflight.

Here is a good view of the Station selector switch in the SAFE position.

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Also, this is a good view of the cannon plug or “pigtail” which is the connection which provides the electrical pulse to the PMBR when the pickle button is depressed.

Slide 57. Weapon Limitations.

Anytime you change the configuration or loadout of your aircraft, you introduce new limits on your aircraft. Whether it’s a blivet for a cross country or a PMBR full of MK 76s, certain limitations will be placed on you that are different from having a clean jet. You need to know these limitations so you can safely operate your aircraft in these regimes.

This chart is located in the limitations section of the NATOPS. By finding your aircraft configuration, you read right to find all of the associated limits.

Carriage: 525 KIAS/0.80 mach. This is how fast you can carry these external stores.

Release: 500 KTAS/0.80 mach. This is the limit on how fast you are allowed to release the weapon (press the pickle button)

Jettison: 290-310 KIAS This is the a/s limit if you wanted to emergency jettison the PMBR from the aircraft.

LBA stands for the Limit of the Basic Aircraft

G at release is 0.5 to 1.5g

Maximum dive angle is 45 degrees.

It gives the weight of the PMBR, bomb and any applicable notes. This can be used to aid you in your takeoff planning calculations.

Slide 58. Conclusion.

This concludes your lesson on Air-to-Ground Weapons, Part I. Are there any questions?

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Weps Air-to-Ground I, Preflight Prep Lecture Guide.doc

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