Faster funnier, here's what I got from Doc Baker on Friday:
Ground Ops: do your flow from rt to left based on the lower OSBs on the MFCD (i.e., stat page, DSMS + weapons crap in HUD, Comm/TADL stuff, TAD setup
For your SPADES, the last S stands for Steer/SOI/SPI, Doc recommends adding "Safe Escape Maneuver" as a quick review so you don't do the wrong one.
The canopy ref's (fist for 30s, on the rail for 45s) works nice in the sim.
As a crutch to the above, know your base dist in the brief, HOWEVER, you can add 0.2nm to that number, and that's where you should be when you're exactly abeam the two towers as your last get-well point.
The throttles on the target makes a good roll-in reference (no-wind)
After your pull/ctr/set, verbalize your dive angle (the number on the right of the HUD is REALLY nice for this), so when lead asks for parameters you don't just say "Uuuuuh.... I dunno"
For guns passes, the trick of going Master Arm to Train then back to ARM to force the WPNS OFF is money
Dropping in a bank is OK in CCIP mode, just put the PBIL over the damn target. Only worry about bank in manual bombing...
Strafe passes: aim high. If you shoot short, the acoustics can't score you.
Read the Luke Range Reg off the CoP site for range specific procedures.
Matt
Tuesday, February 22, 2011
Thursday, January 27, 2011
TR-7
My EGI didn't work today and the problem was there was no date or time or year listed. I had *** where the values should have been. The 1991 workaround checklist should correct that problem. I ran the 1991 workaround but the problem wasn't fixed until I shut the EGI off and back on for another 4 minute alignment (step 8 of the workaround). The entire process took about 15 minutes.
There was an AGE cart under the sunshade today that was well outside of a white 10ft line. I didn't notice it until I was releasing brakes to taxi. I pointed it out and the crew chief held up his arms like I'd miss it by 3 feet and tried to keep marshalling me. I had to point again before he moved it begrudgingly (sp?). My wing would have actually crossed over the top of it.
My IPs canopy did not lock in arming today. Maintenance had to come out and wrench on it to get it to work. Keep that unlocked light in your crosscheck bc there is no mastercaution warning.
I did the TWLO-1 to Libby today. Libby Approach 254.35 did not answer for 4 radio calls. This can be a problem on the TWLO-1 because the departure dumps you off at Tombs right imbetween the MOA and the Restricted area. I set up an orbit so not to fly into the MOA or Res Area and was able to raise Libby Tower who gave me an alternate frequency for approach.
Verbalize your descent checks (IP dependent).
The 5700ft restriction at Libby and 3700 at DM are for the entire inside downwind area. Probably a good idea to hold below those altitudes until well clear.
There was an AGE cart under the sunshade today that was well outside of a white 10ft line. I didn't notice it until I was releasing brakes to taxi. I pointed it out and the crew chief held up his arms like I'd miss it by 3 feet and tried to keep marshalling me. I had to point again before he moved it begrudgingly (sp?). My wing would have actually crossed over the top of it.
My IPs canopy did not lock in arming today. Maintenance had to come out and wrench on it to get it to work. Keep that unlocked light in your crosscheck bc there is no mastercaution warning.
I did the TWLO-1 to Libby today. Libby Approach 254.35 did not answer for 4 radio calls. This can be a problem on the TWLO-1 because the departure dumps you off at Tombs right imbetween the MOA and the Restricted area. I set up an orbit so not to fly into the MOA or Res Area and was able to raise Libby Tower who gave me an alternate frequency for approach.
Verbalize your descent checks (IP dependent).
The 5700ft restriction at Libby and 3700 at DM are for the entire inside downwind area. Probably a good idea to hold below those altitudes until well clear.
RMM Time
From Lt Col Piazza:
My RMM in debrief was off by 3 minutes from GPS time(shown in the hud). The way to correct this is make sure the time that pops up on RMM Tools matches the computer time (bottom right corner of task bar on any computer). Right click on the bottom right of the task bar and make sure it matches the RMM Tools time.
Might be something to inquire about w Harpoon. This was a high emphasis item from Lt Col Piazza especially for later on in weapons employment when we have to review tapes.
My RMM in debrief was off by 3 minutes from GPS time(shown in the hud). The way to correct this is make sure the time that pops up on RMM Tools matches the computer time (bottom right corner of task bar on any computer). Right click on the bottom right of the task bar and make sure it matches the RMM Tools time.
Might be something to inquire about w Harpoon. This was a high emphasis item from Lt Col Piazza especially for later on in weapons employment when we have to review tapes.
Wednesday, January 26, 2011
EPE Nugs
EPE with Hagarty... Call me if you have him for an EPE
1.) If you get a cockpit overtemp in flight go land at the nearest field even if you get the cockpit back to normal temps. Also, if you don't need the stuff the main air supply provides (i.e. gsuit, px, defog, etc) then don't turn it back on.
2.) When he starts his jet (technique) he leaves the switch in motor until the jet lights off, that way if it doesn't like in the 20 secs you can shut it off and its already motoring. Otherwise, you'd have to wait till it stopped spinning to reengage the motor switch.
3.) If your left engine won't start have an idea how to get the right one started based on the Dual Engine flameout checklist. Also, check your alititudes as your descending to ensure you don't get below 4,000 ' AGL if you're uncontrolled or 2,000' AGL if you're controlled.
4.) He's big on TOLD, he'll ask what every number means.
happy hunting,
gonzo
1.) If you get a cockpit overtemp in flight go land at the nearest field even if you get the cockpit back to normal temps. Also, if you don't need the stuff the main air supply provides (i.e. gsuit, px, defog, etc) then don't turn it back on.
2.) When he starts his jet (technique) he leaves the switch in motor until the jet lights off, that way if it doesn't like in the 20 secs you can shut it off and its already motoring. Otherwise, you'd have to wait till it stopped spinning to reengage the motor switch.
3.) If your left engine won't start have an idea how to get the right one started based on the Dual Engine flameout checklist. Also, check your alititudes as your descending to ensure you don't get below 4,000 ' AGL if you're uncontrolled or 2,000' AGL if you're controlled.
4.) He's big on TOLD, he'll ask what every number means.
happy hunting,
gonzo
EGI Problems
I think most of you have heard about my EGI problems the other day. I had some EGI alignment problems which caused the EGI not to work at all. Had to fly the whole sortie with no EGI, TAD, TVV, and in HARS.
The main problem I think was that the initial position was not loading from the DTC or last position. On the align page it was showing the position to be Lat Long of all zeros. After the sortie the specialist had me put in the coordinates of the Dragon Ramp (N 32 10.58 / W 110 53.05) when the EGI first started to align. This made the EGI align correctly, from what we could tell. The coordinates for the Dragon ramp are on page 1-5 of the IFG. Hope you guys never have this problem but if you do hope this helps.
Here is the stuff I sent out from work too, so it is saves forever on our blog.
The main problem I think was that the initial position was not loading from the DTC or last position. On the align page it was showing the position to be Lat Long of all zeros. After the sortie the specialist had me put in the coordinates of the Dragon Ramp (N 32 10.58 / W 110 53.05) when the EGI first started to align. This made the EGI align correctly, from what we could tell. The coordinates for the Dragon ramp are on page 1-5 of the IFG. Hope you guys never have this problem but if you do hope this helps.
Here is the stuff I sent out from work too, so it is saves forever on our blog.
DO NOT PUT MASTER ARM INTO TRAIN WHILE FLYING!!!!!
I know in academics they said to mess with the RWR and things, but do not mess with the master arm switch. It can mess with the rounds count. I would recommend not to turn any of that shit on until we need it for the sortie. Harpoon told me to make sure everyone knows this so he doesn't have to bring up to Two Dogs.
More NUGS:
-1 and -34 checklist dividers are on the table in the vault.
Make sure you know the 11-202v3 WX requirements for an alternate. Page 2-24 in the warrior guide is wrong, still the old requirements. Now they are: ALT REQ: <2000'>
Pre programmed AWE ARC210 preset freq's 21-25. In awe under the COMM tab, then ARC210 tab, one preset freq option is TRFREQ.153 file. Drag that to the right with the current zulu days file and the following will be loaded as pre-sets as long as you load ARC210 on start up. 21-ABQ HI, 22-ABQ LO, 23-LIBBY ATIS, 24-LIBBY APP, 25-TW-1.
Tuesday, January 25, 2011
TR-5C Big 3
1.) If you switch Gila Bend to DUG in AWE as your anchor point, you can use it like a TACAN when the Douglas TACAN is OTS. You can also show it in your HUD as a bullseye using the EGI pages... if you want to know how to do this I'll show you on a HOTAS trainer
2.) Make everything you are doing evident to SEFE i.e fly missed appch at 200 KIAS then level off at 5700 (i.e. Libby) then turn at depature end while accelerating. Once clear from traffic ptn, then exchange that a/s for enery and climb up at 200 KIAS again and then level at whatever alt and accelerate to 250 again.
3.) Use a wingspan above the horizon instead of a beer can b/c it will keep you in a better plane with him. If you use the beer can the entire time while he is further away, you will be too low. If you use the wingspan while you close your range it'll keep you from dropin' in the hole STS.
gonzo
2.) Make everything you are doing evident to SEFE i.e fly missed appch at 200 KIAS then level off at 5700 (i.e. Libby) then turn at depature end while accelerating. Once clear from traffic ptn, then exchange that a/s for enery and climb up at 200 KIAS again and then level at whatever alt and accelerate to 250 again.
3.) Use a wingspan above the horizon instead of a beer can b/c it will keep you in a better plane with him. If you use the beer can the entire time while he is further away, you will be too low. If you use the wingspan while you close your range it'll keep you from dropin' in the hole STS.
gonzo
EPE
Talked with several of you about Lt Col Culp's EPE sim with me, so here are some broad EPE nuggs useful for all IPs:
Warrior Guide has great intel in there on about 4 pages 2-24 (green pages) has info on when to file alternates and all that jazz. and the end of the yellow pages has quick conversions and fuel planning info.
Know basic divert fuel considerations (10lb/NM) and where to find local info (back of IFG)
Have current NOTAMS handy and/or your local approaches amended to reflect the notams.
Know what all your TOLD #s on your card mean. esp min idle (CIT sensor fail), min fan and what fpm that gets you, Check speed (validate TOLD), ...etc
You are not wrong getting in the checklist. BF, fly away from ground if needed, get in the checklist! to include ones in the IFG as well
Use SEFE as IP, SOF, ATC, who ever you want them to be. They may help, they may not...
Sing Eng Appch speed and TD speed (15x -10 = TD speed)
Bring an approach book just in case! Every SEFE is different and you don't want to get caught with you pants down not having the plates to a divert base (or get caught with your pants down at anytime for that matter)
If you're unsure of an answer, use the resources you have in the jet to get the answer (warrior guide, IFG, checklist, ...etc) I said, "blah blah blah and I'm going to verify in my pubs..." He said, "ok, let me know when you find it." Found the answer and we pressed.
Relax, fly the jet like you know how....then get in the checklist.
BOOM,
Elm
Warrior Guide has great intel in there on about 4 pages 2-24 (green pages) has info on when to file alternates and all that jazz. and the end of the yellow pages has quick conversions and fuel planning info.
Know basic divert fuel considerations (10lb/NM) and where to find local info (back of IFG)
Have current NOTAMS handy and/or your local approaches amended to reflect the notams.
Know what all your TOLD #s on your card mean. esp min idle (CIT sensor fail), min fan and what fpm that gets you, Check speed (validate TOLD), ...etc
You are not wrong getting in the checklist. BF, fly away from ground if needed, get in the checklist! to include ones in the IFG as well
Use SEFE as IP, SOF, ATC, who ever you want them to be. They may help, they may not...
Sing Eng Appch speed and TD speed (15x -10 = TD speed)
Bring an approach book just in case! Every SEFE is different and you don't want to get caught with you pants down not having the plates to a divert base (or get caught with your pants down at anytime for that matter)
If you're unsure of an answer, use the resources you have in the jet to get the answer (warrior guide, IFG, checklist, ...etc) I said, "blah blah blah and I'm going to verify in my pubs..." He said, "ok, let me know when you find it." Found the answer and we pressed.
Relax, fly the jet like you know how....then get in the checklist.
BOOM,
Elm
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