BY ORDER OF THE AIR FORCE MANUAL 11-2A-10C,

SECRETARY OF THE AIR FORCE Volume 3

22 JANUARY 2020

Flying Operations

A-10C--OPERATIONS PROCEDURES

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

ACCESSIBILITY: Publications and forms are available for downloading or ordering on the
e-Publishing website at www.e-publishing.af.mil.
RELEASABILITY: There are no releasability restrictions on this publication.

OPR: ACC/A3TO Certified by: AF/A3T

(Maj Gen James A. Jacobson)
Supersedes: AFI11-2A-10CV3, Pages: 90
22 March 2012

This publication establishes effective and safe operations of the A-10C and implements Air Force
Policy Directive (AFPD) 11-2, Aircrew Operations, AFPD 11-4, Aviation Service, and references
Air Force Instruction (AFI) 11-200, Aircrew Training, Standardization/Evaluation, and General
Operations Structure. This Air Force Manual (AFMAN) applies to all A-10C units in the Regular
Air Force, Air National Guard and Air Force Reserve. Ensure all records created as a result of
processes prescribed in this publication are maintained in accordance with (IAW) AFMAN 33-
363, Management of Records, and disposed of IAW the Air Force Records Disposition Schedule
located in the Air Force Records Information Management System. Refer recommended changes
and questions about this publication to the office of primary responsibility (OPR) using the AF
Form 847, Recommendation for Change of Publication; route AF Forms 847 from the field through
the appropriate functional chain of command. Air Combat Command/Air Operations (ACC/A3)
will coordinate all changes to the basic volume with all Major Command/Air Operations
(MAJCOM/A3s). This publication may be supplemented at any level, but route all direct
supplements to Air Force Flight Standards Agency (A3OF) and Air Combat Command/Flight
Operations and Training (ACC/A3TO) for coordination prior to certification and approval. Field
units below MAJCOM, direct reporting unit (DRU), field operating agency (FOA) level should
forward copies of their supplements of this publication to their parent MAJCOM/ DRU/FOA OPR
for pre-publication review. Note: The above applies only to those DRUs/FOAs that report directly
to Headquarters Air Force (HAF). Copies of MAJCOM/DRU/FOA-level supplements, after
approved and published, will be made available on the e-Publishing website at https://www.e-
publishing.af.mil. The authorities to waive wing/unit level requirements in this publication are
2 AFMAN11-2A-10CV3 22 JANUARY 2020

identified with a Tier (“T-0, T-1, T-2, T-3”) number following the compliance statement. See AFI
33-360, Publications and Forms Management, for a description of the authorities associated with
the Tier numbers. Submit requests for waivers through the chain of command to the appropriate
Tier waiver approval authority, or alternately, to the requestor’s commander for non-tiered
compliance items. Additional waiver authority to this publication is described in paragraph 1.2.

SUMMARY OF CHANGES

This document has been substantially revised and should be completely reviewed. Night Vision
Device (NVD) term consolidates all forms of night vision equipment. Tiered waiver authorities
(T-levels) have been added per AFI 33-360.

Chapter 1—GENERAL GUIDANCE 7

1.1. Roles and Responsibilities. ..................................................................................... 7

1.2. Waivers. .................................................................................................................. 7

Chapter 2—MISSION PLANNING 8

2.1. Responsibilities. ...................................................................................................... 8

2.2. General Procedures. ................................................................................................. 8

2.3. Map/Chart Preparation. ............................................................................................ 8

2.4. Unit-Developed Checklist/Local Pilot Aids: ........................................................... 9

2.5. Mission Data Cards. ................................................................................................ 9

2.6. Preflight Brief. ........................................................................................................ 10

2.7. Alternate Mission Briefs. ........................................................................................ 10

2.8. Briefing Guides. ....................................................................................................... 10

2.9. Multiple Sortie Days. ............................................................................................... 10

2.10. Post-flight Debrief. ................................................................................................. 11

Chapter 3—NORMAL OPERATING PROCEDURES 12

3.1. Cockpit Preflight. .................................................................................................... 12

3.2. Starting Engines and Before Taxiing. ...................................................................... 12

3.3. Taxi. ......................................................................................................................... 13

3.4. Flight Lineup. .......................................................................................................... 13

3.5. Lineup Checks. ....................................................................................................... 13

3.6. Takeoff. .................................................................................................................... 13

AFMAN11-2A-10CV3 22 JANUARY 2020 3

3.7. Formation Takeoff. .................................................................................................. 14

3.8. Join-up/Rejoin. ........................................................................................................ 15

3.9. Formation, General: ................................................................................................ 15

3.10. Tactical Formations. ................................................................................................ 17

3.11. Chase Formation. .................................................................................................... 18

3.12. Show Formation. ..................................................................................................... 18

3.13. Maneuvering Parameters. ........................................................................................ 18

3.14. Ops Checks. ............................................................................................................. 19

3.15. Radio Procedures. ................................................................................................... 20

3.16. Airborne Communications Jamming Procedures. .................................................. 21

3.17. General Low Altitude Procedures. ........................................................................... 21

3.18. Air Refueling. .......................................................................................................... 23

3.19. Night Operational Procedures. ................................................................................. 23

3.20. Night Vision Device (NVD) Procedures. ............................................................... 24

3.21. Fuel Requirements. .................................................................................................. 26

3.22. Approaches and Landings. ....................................................................................... 26

3.23. Overhead Traffic Patterns. ....................................................................................... 27

3.24. Tactical Overhead Traffic Patterns. ........................................................................ 27

3.25. Low Approaches. ..................................................................................................... 28

3.26. Closed Traffic Patterns. .......................................................................................... 28

3.27. Formation Approaches and Landings. ..................................................................... 28

3.28. Chaff/Flare Procedures. .......................................................................................... 29

3.29. IMC Training. .......................................................................................................... 29

Chapter 4—INSTRUMENT PROCEDURES 30

4.1. Approach Category. ................................................................................................. 30

4.2. Takeoff and Join-up. ............................................................................................... 30

4.3. Trail Procedures. ...................................................................................................... 30

4.4. Formation Breakup/Spacing Procedures. ................................................................ 32

4.5. Formation Penetration.............................................................................................. 32

4 AFMAN11-2A-10CV3 22 JANUARY 2020

4.6. Formation Lead Changes in IMC. .......................................................................... 32

4.7. Use of the HUD. ..................................................................................................... 32

Chapter 5—AIR-TO-AIR WEAPONS EMPLOYMENT 33

5.1. General. .................................................................................................................... 33

5.2. Maneuvering Limits. ................................................................................................ 33

5.3. Simulated Gun/AIM-9 Employment. ...................................................................... 33

Chapter 6—AIR-TO-SURFACE WEAPONS EMPLOYMENT 35

6.1. General. ................................................................................................................... 35

6.2. Range Sorties. ......................................................................................................... 35

6.3. Battle Damage/Bomb Checks. ................................................................................ 35

6.4. Training Rules.......................................................................................................... 35

6.5. Live Ordnance Procedures. ...................................................................................... 36

6.6. Simulated Air-to-Surface Weapons Employment.................................................... 36

6.7. Weapons delivery through an undercast weather ceiling or in IMC. ....................... 36

6.8. Joint Air Attack Team (JAAT). ............................................................................... 37

6.9. Search and Rescue Training. ................................................................................... 37

6.10. Laser Command Pointer (LCP) and Laser Eye Protection (LEP) Procedures. ....... 37

Chapter 7—ABNORMAL OPERATING PROCEDURES 38

7.1. General. ................................................................................................................... 38

7.2. Ground Aborts. ........................................................................................................ 38

7.3. Takeoff Aborts. ........................................................................................................ 38

7.4. Air Aborts. ............................................................................................................... 39

7.5. Radio Failure............................................................................................................ 39

7.6. Severe Weather Penetration. ................................................................................... 41

7.7. Lost Wingman Procedures. ..................................................................................... 41

7.8. Spatial Disorientation. ............................................................................................ 42

7.9. Armament System Malfunctions. ............................................................................ 43

7.10. In-flight Practice of Emergency Procedures. ........................................................... 44

7.11. Manual Reversion Approach and Landing. ............................................................ 45

AFMAN11-2A-10CV3 22 JANUARY 2020 5

7.12. Search and Rescue Combat Air Patrol (SARCAP) Procedures. ............................. 46

7.13. Chemical, Biological, Radiological, Nuclear and High Yield Explosive (CBRNE)
Operations. .............................................................................................................. 46

Chapter 8—LOCAL OPERATING PROCEDURES 47

8.1. General. ................................................................................................................... 47

8.2. Procedures. .............................................................................................................. 47

8.3. Distribution of Local Supplements. ....................................................................... 48

Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 49

Attachment 2—GENERAL BRIEFING GUIDE 57

Attachment 3—SPECIAL SUBJECTS BRIEFING GUIDE 59

Attachment 4—INSTRUMENT/NAVIGATION BRIEFING GUIDE 61

Attachment 5—AIR REFUELING BRIEFING GUIDE 63

Attachment 6—(D)ACBT BRIEFING GUIDE 65

Attachment 7—ESCORT MISSION BRIEFING GUIDE 68

Attachment 8—LOW LEVEL NAVIGATION/LOW ALTITUDE TACTICAL

NAVIGATION (LATN) BRIEFING GUIDE 69

Attachment 9—AIR-TO-SURFACE WEAPONS EMPLOYMENT RANGE MISSION

BRIEFING GUIDE 71

Attachment 10—AIR-TO-SURFACE WEAPONS EMPLOYMENT SURFACE ATTACK

TACTICS BRIEFING GUIDE 74

Attachment 11—AIR-TO-SURFACE WEAPONS EMPLOYMENT CLOSE AIR

SUPPORT/INTERDICTION/ARMED RECCE FAC/JAAT BRIEFING
GUIDE 77

Attachment 12—AIR-TO-SURFACE WEAPONS EMPLOYMENT COMBAT SEARCH

AND RESCUE BRIEFING GUIDE 80

Attachment 13—AIR-TO-SURFACE WEAPONS EMPLOYMENT AIR STRIKE

CONTROL BRIEFING GUIDE 82

Attachment 14—NVD CONSIDERATIONS 84

Attachment 15—MISSION DEBRIEFING GUIDE 87

Attachment 16—CBRNE OPERATIONS 88

Attachment 17—WEATHER AND OPERATING MINIMUMS 90

6 AFMAN11-2A-10CV3 22 JANUARY 2020
AFMAN11-2A-10CV3 22 JANUARY 2020 7

Chapter 1

GENERAL GUIDANCE

1.1. Roles and Responsibilities. This manual prescribes procedures for operating the A-10C
aircraft under most circumstances. It is not a substitute for sound judgment or approval to override
any existing aircraft limitation. Procedures not specifically addressed may be accomplished if they
enhance safe and effective mission accomplishment.
1.1.1. Commanders. Commanders at their respective tier levels are responsible for complying
with guidance in this Manual. A-10C flying unit wing commanders, delegated no lower than
the operations group commander (or equivalent), are responsible for providing local operating
guidance to supplement the requirements in Chapter 8 of this manual.
1.1.2. Pilot in Command (PIC) Authority. The PIC, regardless of rank, is responsible for, and
is the final authority for the operation of the A-10C aircraft. PICs should use their best
judgement to safely conduct flying operations.
1.1.3. Deviations. Deviations from these procedures require a specific waiver unless an urgent
requirement or an aircraft emergency dictate otherwise. In that case, the PIC will take the
appropriate action to safely recover the aircraft.
1.1.4. Supplements. Comply with applicable supplements referenced in this volume. Develop
additional supplements IAW AFI 33-360.
1.2. Waivers. Forward waiver requests to the applicable MAJCOM/A3 or equivalent, or
Commander Air Force Forces (COMAFFOR) for those pilots and assets under the COMAFFOR’s
oversight, for approval. The COMAFFOR, MAJCOM/A3 (or equivalent) will notify ACC/A3 of
waivers within 72 hours of issuance. (T-1) Wing commanders will notify the publication OPR
within 72 hours of waiver approval. (T-1) IAW AFI 33-360, a copy of the approved waiver must
follow within 30 days of issuance (T-1). An email to the waived publication OPR that includes a
completed AF Form 679, Air Force Publication Compliance Item Waiver Request/Approval or
equivalent will suffice. Waiver authority for supplemental guidance will be as specified in the
supplement and approved through higher level coordination authority.
8 AFMAN11-2A-10CV3 22 JANUARY 2020

Chapter 2

MISSION PLANNING

2.1. Responsibilities. All flight members, as well as the operations and intelligence functions in
the unit, share the responsibility for mission planning.
2.2. General Procedures.
2.2.1. Accomplish sufficient flight planning to ensure safe mission accomplishment to include
fuel requirements, unit planning center data, map preparation and takeoff/landing data
(TOLD). In addition, consult AFIs 11-202V3, General Flight Rules and AFI 11-214, Air
Operations Rules and Procedures, for mission planning.
2.2.2. Standards. The appropriate unit commander is the approval authority for unit standards.
Operations Group Standardization/Evaluations (OGV) will review standards for
standardization and compliance with AFI/AFMAN 11-series guidance. (T-2).
2.2.3. Fuel Conservation. Aviation fuel is a limited commodity and precious resource.
Consider fuel efficiency throughout all phases of mission planning and execution. Design flight
plans and routing for optimal fuel use. Consider in-flight procedures such as climb or descent
profiles and power settings for efficient fuel usage.
2.3. Map/Chart Preparation.
2.3.1. Local Area Maps. A local area map is not required if pilot aids include jettison areas,
divert information, controlled bail-out areas and provide sufficient detail of the local area to
remain within assigned training areas.
2.3.2. During Visual Flight Rules (VFR) navigation above 3000 feet (ft) above ground level
(AGL), Flight Information Publication (FLIP) en route charts may be used instead of maps on
navigational flights within areas adequately covered by these charts.
2.3.3. Low Altitude Maps. Reference AFMAN 11-217, Flight Operations for low altitude map
requirements and procedures. During low altitude segments of a flight (below 3,000 ft AGL),
each pilot must operate with at least one of the following maps available for all segments (either
Tactical Awareness Display (TAD), paper copy, approved tablet/tactical tablet). (T-2). The
acceptable maps are:
2.3.3.1. Current sectional aeronautical chart.
2.3.3.2. A current and Chart Update Manual updated (either Electronic- Chart Update
Manual or manual) National Geospatial-Intelligence Agency map of the low altitude
route/operating area. The chart/map will be of such scale and quality that terrain features
and required items are displayed to allow navigation and safe mission accomplishment.
Ensure the following items are physically displayed on the chart/map or by other means
(overlay, draw file, handwritten, etc.):
2.3.3.2.1. Airports/heliports
2.3.3.2.2. Special use airspace boundaries
2.3.3.2.3. International Civilian Aviation Organization class B/C/D boundaries
2.3.3.2.4. Other airspace boundaries, military training routes, parachute jump
AFMAN11-2A-10CV3 22 JANUARY 2020 9

2.3.3.2.5. Other potential high density traffic areas (e.g., flight activity areas and ultra-
light/hang glider/glider sites, etc.).
2.3.4. Specifically developed low-level mission products require the previous items indicated
within 5 nautical miles (nm) of the route or military training route lateral boundary. (T-3).
2.3.5. Use of electronic maps does not relieve pilots from their responsibility to thoroughly
brief possible areas of conflict such as: all routes, pertinent obstacles, applicable airfield
approach control frequencies in the vicinity of class A/B/C/D airspace, and intersections of
other Visual Routes/Instrument Routes (if applicable).
2.3.6. Pilots flying outside the continental United States will follow gaining MAJCOM,
theater or host nation guidance on mission planning. (T-2). If no gaining MAJCOM, theater or
host nation guidance exists, use the best available maps or electronic overlay options to
accomplish the requirements of paragraph 2.3.3.2
2.4. Unit-Developed Checklist/Local Pilot Aids:
2.4.1. Unit developed checklists of flight manual checklists may be used provided they
contain, as a minimum, all items (verbatim and in order) listed in the applicable checklist. OGV
will ensure that locally developed pilot aids will include, as a minimum:
2.4.1.1. Briefing guides. (T-2).
2.4.1.2. Local radio channelization and airfield diagrams. (T-2).
2.4.1.3. Impoundment procedures, emergency action checklists, and No Radio
(NORDO)/divert information. (T-2).
2.4.1.4. Bailout and jettison areas. (T-2).
2.4.1.5. Cross-country procedures to include: command and control, engine
documentation, Joint Oil Analysis Program samples, servicing, and other information
deemed necessary by individual units (e.g., stereo flight plans, turnaround procedures, and
local training areas). (T-2).
2.4.1.6. Other information as deemed necessary by the units (e.g., stereo flight plans, local
training area diagrams, and local area maps of sufficient detail to provide situational
awareness on area boundaries). (T-2).
2.5. Mission Data Cards. Squadron-generated line-up cards may be used if they contain the
necessary information for the type of mission being flown. Minimum required items are:
2.5.1. Call-sign. (T-3).
2.5.2. Minimum TOLD requirements on Mission Data Cards are:
2.5.2.1. Acceleration check speed. (T-3).
2.5.2.2. Refusal/maximum abort speed (dry/wet). (T-3).
2.5.2.3. Takeoff speed/distance. (T-3).
2.5.2.4. Normal/heavyweight landing distance (dry/wet). (T-3).
2.5.3. Joker and Bingo fuels. (T-3).
10 AFMAN11-2A-10CV3 22 JANUARY 2020

2.6. Preflight Brief. Flight Leads (FL) / Instructor Pilots (IP) are responsible for presenting a
logical briefing that promotes safe and effective mission accomplishment. All pilots should attend
the flight briefing and debriefing unless previously coordinated with the FL/IP and/or
unit/squadron supervisors. Anyone not attending the flight brief needs to receive, as a minimum,
a brief on mission events and emergency procedures (EP) prior to starting engines.
2.6.1. Brief start time should provide adequate time to discuss required items and accounts for
mission complexity. As a minimum, begin briefs at least 1.5 hours before scheduled takeoff.
Alert briefs need to start in sufficient time to be completed prior to pilot changeover.
2.6.2. Structure the brief to accommodate the capabilities of each flight member. For all low
altitude missions, place emphasis on obstacle/ground avoidance, altitude-warning features
(low altitude warning), low altitude comfort level, and complacency avoidance.
2.6.3. Contracts, roles, and responsibilities of each flight member are should be established,
briefed, and debriefed.
2.6.4. The briefer should ensure every member of the flight understands TOLD. Place
particular emphasis on takeoff abort factors during abnormal situations such as short or wet
runway, heavy gross weights, and abort sequence in formation flights.
2.7. Alternate Mission Briefs. The briefer should brief an appropriate alternate mission for each
flight.
2.7.1. The briefer should brief an alternate mission that is less complex than the primary
mission (e.g., Basic Fighter Maneuvers as alternate for Air Combat Maneuvers, Basic Surface
Attack for Surface Attack Tactics).
2.7.2. If the alternate mission does not parallel the planned mission, the briefer should brief
the specific mission elements that are different.
2.7.3. Mission elements may be modified and briefed airborne as long as flight safety is not
compromised. FL should ensure changes are acknowledged by all flight members.
2.7.4. Do not fly unbriefed (either on the ground or in the air) missions or events. (T-2).
2.7.5. Standard Missions. Operations group standards may outline alternate missions that
don’t require a dedicated brief. Standard missions are limited to ‘Basic Skill' missions as
outlined in A-10C Ready Aircrew Program Tasking Memorandum and AFMAN 11-2A-
10CV1, A-10C Aircrew Training.
2.8. Briefing Guides.
2.8.1. Reference the attachments to this manual for basic briefing guide examples.
2.8.2. Subjects may be briefed in any sequence.
2.8.3. Those items published in AFIs, AFMANs, Air Force Tactics Techniques and
Procedures (AFTTPs) or unit standards and understood by all participants may be briefed as
standard.
2.9. Multiple Sortie Days.
2.9.1. If all flight members attend an initial or mass flight brief, the FL on subsequent flights
need brief only those items that have changed from the previous flight(s).
AFMAN11-2A-10CV3 22 JANUARY 2020 11

2.9.2. On multiple flying period days when aircraft turn times do not allow follow-on mission
brief(s) and only the initial flight brief is accomplished for all flying periods, the following
guidance applies:
2.9.2.1. Upgrade missions should be flown on the first sortie. Upgrade missions may be
flown on the second sortie if the first is non-effective for weather, maintenance, or airspace
availability.
2.9.2.2. Operations supervisors will ensure that subsequent missions are of equal or less
complexity with no additional upgrade training. (T-3).
2.9.2.3. Participants in continuation training (CT) missions may fly their primary or
alternate missions in any sequence.
2.10. Post-flight Debrief. All missions will be debriefed. (T-2). All flight debriefs should
include, at a minimum, the in-flight execution of flight member responsibilities, de-confliction
contracts, tactical employment priorities, and task management. FLs should debrief safety of flight
on all missions. Review as much of the tactical portion of each mission as possible; however, FLs
should ensure that all learning points of the mission(s) are debriefed.
12 AFMAN11-2A-10CV3 22 JANUARY 2020

Chapter 3

NORMAL OPERATING PROCEDURES

3.1. Cockpit Preflight. Pilots will take special care when using and storing extra equipment in
the cockpit that is not part of the integral cockpit design. Pilots will secure equipment throughout
all phases of flight, night or day, to prevent inadvertent contact with crucial cockpit switches.
3.1.1. Ground Visual Signals. Normally, pilot and ground crew communicate by the intercom
system during all Starting Engines, Before Taxi and End of Runway (EOR) checks. Use the
intercom system to the maximum extent possible anytime maintenance technicians are
performing maintenance actions on the aircraft with the pilot in the cockpit. The pilot will not
activate any system that could pose any danger to the ground crew prior to receiving proper
acknowledgment from ground personnel. When not using ground intercom, visual signals will
be IAW AFI 11-218, Aircraft Operation and Movement on the Ground, and this volume. The
crew chief will repeat the given signal when it is safe to operate the system.
3.1.2. The following signals augment AFI 11-218
3.1.2.1. Auxiliary Power Unit Start. Pilot rotates three fingers above head in a circular
motion.
3.1.2.2. Flight Control Check. Raise arm, clench fist, and make a stirring motion.
3.1.2.3. Trim Check. Pilot forms a "T" with hands: then raises one finger for elevator trim,
two for an aileron trim, and three for rudder trim while each system is being checked for
proper movement.
3.1.2.4. Brake Check. Hold left or right arm horizontal, open hand and push forward,
breaking at the wrist (as in applying rudder pedal pressure with feet).
3.1.2.5. Slat Check. Pilot points to transducer vane.
3.1.2.6. Gun and Armament Check. Pilots point index finger forward with thumb upward
simulating a pistol to indicate a “hot gun” (i.e., arm the gun for live fire) or thumb down to
indicate a “cold gun” (i.e., gun remains pinned safe).
3.2. Starting Engines and Before Taxiing.
3.2.1. Pilots are cleared by the crew chief prior to starting the Auxiliary Power Unit, engines
or actuating primary or secondary flight controls.
3.2.2. All flights require the bleed air function of the Auxiliary Power Unit. (T-2).
3.2.3. Aircraft stall warning devices will be fully operational for all flights. (T-2).
3.2.4. In addition to the requirements of AFI 11-202V3, as supplemented, and FLIP, the
following equipment will be operative if Instrument Meteorological Conditions (IMC) is
anticipated at any point in the flight:
3.2.4.1. Tactical air navigation (TACAN). (T-2).
3.2.4.2. Heading attitude reference system (HARS). (T-2).
3.2.4.3. Standby attitude indicator. (T-2).
AFMAN11-2A-10CV3 22 JANUARY 2020 13

3.2.5. Minimum required operational exterior lighting for night flying is:
3.2.5.1. Landing and taxi light, (T-2).
3.2.5.2. Both wingtip position lights, (T-2).
3.2.5.3. 1 out of 2 wingtip strobe anti-collision lights and at least one of the tail lights, (T-
2). and
3.2.5.4. Either the fuselage tail position (stinger) light or strobe anti-collision light. (T-2).
3.3. Taxi.
3.3.1. Minimum taxi interval is 150 ft. Spacing may be reduced when holding short of or
entering the runway. Minimum taxi interval is 300 ft at night, when carrying live bombs, and
when operating on a Runway Condition Reading (RCR) of less than 12.
3.3.2. Quick Check and Arming. Place hands in view of ground personnel while the quick
check inspection, arming/de-arming, or hot refueling are in progress.
3.3.3. Do not taxi in front of aircraft actively arming/de-arming forward firing ordnance.
3.3.4. When ice or snow is present, aircraft will not be taxied until all portions of the taxi route
and runway have been checked for safe conditions. Units will specify minimum RCR for taxi
operations.
3.4. Flight Lineup. Flights will line up appropriately based on weather conditions, runway
conditions and runway width. Spacing between separated elements/flights will be a minimum of
500 ft. If performing formation takeoffs, wingmen must maintain wingtip clearance with their
element leader. If runway width precludes line up with wingtip clearance between all aircraft in
the flight, use 500 ft spacing between elements or delay run-up until the preceding aircraft has
released brakes. Normally, place wingman on the upwind side if the crosswind component exceeds
5 knots.
3.5. Lineup Checks. After completing the “Lineup Checks” and prior to takeoff, all flight
members inspect each other for proper configuration and any abnormalities. Wingmen indicate
they are ready for takeoff by a head nod, radio call, or landing/taxi light signal as briefed.
3.6. Takeoff.
3.6.1. Do not attempt a takeoff if the RCR is less than 12 or as specified otherwise by
MAJCOM. (T-2). MAJCOMs may permit Operations Group Commanders (OG/CC) to waive
RCR minimum for specified units operating in cold weather locations, but in no case will
takeoffs be conducted with an RCR of less than 8. (T-2).
3.6.2. On training missions, do not takeoff if the computed takeoff roll exceeds 80 percent of
the available runway single ship, or 70 percent for a formation or rolling takeoff.
3.6.3. If a VFR takeoff is required for mission accomplishment, the aircraft must be capable
of achieving a minimum single-engine climb rate of 150 ft/minute (gear up, failed engine wind-
milling, flaps up, fuel flows normal, and all jettisonable stores-jettisoned), unless a higher rate
of climb is required for unique obstacle clearance requirements. (T-3). Instrument flight rules
(IFR) takeoffs will be conducted IAW AFI 11-202V3. Aircraft operating under IFR that are
unable to comply with the required minimum climb gradients may be required to reduce fuel
and ordnance loads, cart selected stores, or wait for environmental conditions to change.
14 AFMAN11-2A-10CV3 22 JANUARY 2020

3.6.4. If operational requirements dictate, intersection takeoffs may be approved by the

OG/CC.
3.6.5. Takeoff interval between aircraft/elements is a minimum of 10 seconds except for
chased takeoffs. When accomplishing a join-up on top or when carrying live ordnance,
(excluding 30mm, rockets, night illumination flares or air-to-air missiles) increase takeoff
interval to a minimum of 20 seconds.
3.6.6. For rolling takeoffs, pilots ensure the aircraft is aligned with the runway centerline prior
to engaging anti-skid and advancing throttles. Pilots determine if a rolling takeoff is
appropriate based on expected/current runway condition. Rolling takeoffs should be
accomplished on icy or unimproved surfaces.
3.7. Formation Takeoff.
3.7.1. Formation takeoffs are restricted to elements of two aircraft.
3.7.2. A certified FL is responsible for leading all elements unless an IP, or FL certified
squadron supervisor, is in the element. Formation takeoff weather requirements are 300 ft
ceiling/1 statute mile (sm) (1.8 kilometers (km)) visibility or Pilot Weather Category (PWC),
whichever is higher. (T-2).
3.7.3. Formation takeoffs will not be made when:
3.7.3.1. Runway width is less than 140 ft. (T-3).
3.7.3.2. Standing water, ice, slush or snow is on the runway. (T-3).
3.7.3.3. RCR is less than 12. (T-3).
3.7.3.4. The crosswind or gust component exceeds 15 knots. (T-3).
3.7.3.5. Computed takeoff roll in excess of 70 percent of available runway length. (T-3).
3.7.3.6. Loaded with live munitions (excluding 30mm, rockets, flares or air-to-air
missiles). (T-3).
3.7.3.7. Ferrying aircraft from contractor/Air Logistics Center facilities. (T-3).
3.7.4. Configure aircraft so as not to exceed an asymmetrical load moment of 12,000 foot-
pounds. (T-3).
3.7.4.1. When asymmetrical loading is expected to create a noticeable rolling moment, the
runway line-up will be such that both aircraft will not roll toward each other on liftoff. (T-
3).
3.7.4.2. Formation takeoffs with aircraft not similarly configured can be made if the
asymmetry in configurations include one of the following:
3.7.4.2.1. A rack plus practice bombs. (T-3).
3.7.4.2.2. A rocket/flare dispenser. (T-3).
3.7.4.2.3. A Training Guided Missile (e.g., TGM-65). (T-3).
3.7.4.2.4. An air-to-air missile or an Electronic Countermeasures (ECM) pod (except
ALQ-184). (T-3).
AFMAN11-2A-10CV3 22 JANUARY 2020 15

3.7.5. Differences in aircraft gross weight will not exceed 2,000 pounds. Takeoff data will be
computed for the heavier aircraft. (T-3).
3.7.6. Formation Takeoff Procedures. Refer to AFTTP 3-3.A-10 Combat Aircraft
Fundamentals--A-10.
3.7.6.1. On the FL's signal, set the core revolutions per minute (RPM) at 90 percent or as
briefed by the FL and check the engine instruments. In hot weather, 90 percent core RPM
may not give predicted takeoff fan speed. In this instance, set one percent below predicted
takeoff fan speed.
3.7.6.2. Smoothly add power after brake release. If lead needs to reduce power for the
wingman on takeoff, lead will not reduce throttles beyond 3 percent below predicted
takeoff fan speed or min/abort fan speed, whichever is higher.
3.7.6.3. Maintain wingtip clearance throughout takeoff roll. If the wingman overruns the
leader, the leader will direct the wingman to assume the lead, at which time the wingman
will push up to MAX power, maintain his side of the runway, and make his own takeoff.
The original leader will then be responsible for in-flight separation and directs appropriate
measures to regain flight integrity or initiate lost wingman procedures. The original
wingman flies the briefed departure until instructed otherwise by the FL.
3.7.6.4. Retract the gear after the FL observes the wingman to be safely airborne.
3.8. Join-up/Rejoin. Day weather criteria for a join-up underneath a ceiling is 1,500 ft AGL and
3 sm.
3.8.1. FLs maintains 200 knots indicated airspeed (KIAS) until join-up is accomplished unless
briefed otherwise.
3.8.2. If accomplishing a turning join-up, the FL will normally not exceed 30 degrees of bank.
3.8.3. Flight members join in sequence. For a straight ahead rejoin, the number two aircraft
joins on the left wing and the element joins on the right wing unless otherwise briefed. For a
turning rejoin, the number two aircraft rejoins on the inside of the turn and the element to the
outside. If mission or flight requirements dictate, the FL specifically calls and states the desired
formation positions.
3.8.4. For further join-up procedures, see paragraph 3.10 and Chapter 4.
3.9. Formation, General: FL/IPs are responsible for ensuring contracts, roles and
responsibilities of each flight member are established, briefed, executed and debriefed. If any flight
member cannot fulfill their basic responsibilities, contracts, or other assigned tasks, the member
immediately communicates that information to the flight/element lead. IP/FLs task element
leads/wingmen based on their ability to fulfill basic responsibilities and other assigned tasks. For
additional formation considerations, reference AFTTP 3-3.A-10 and AFTTP 3-1.A-10, Tactical
Employment--A-10 (U) this publication is classified. Situational Awareness Data Link (SADL) is
not used as the sole or primary source of de-confliction.
3.9.1. The FL supervises formations. The FL retains responsibility for the flight regardless of
which physical position he flies. Wingmen should have the situational awareness to be
prepared to fly the number one position if, in the judgment of the FL, such action is warranted.
16 AFMAN11-2A-10CV3 22 JANUARY 2020

The term element lead may be used to designate the number three aircraft in a flight of four--
this, in itself, does not imply FL authority.
3.9.2. Rolling maneuvers are not performed during join-up/rejoins to non-tactical formation.
3.9.3. Rolling maneuvers are not performed to maintain or regain position below 5,000 ft AGL
or in airspace where aerobatics are prohibited.
3.9.4. Airborne visual signals will be IAW AFPAM 11-205, Aircraft Cockpit and Formation
Flight Signals. For four ship flights, initiate configuration changes by radio call, when
practical. When formation position changes are directed by radio, all wingmen acknowledge
prior to initiating the change. A radio call is mandatory when directing position changes at
night or under instrument conditions.
3.9.5. FL will not break up formations until each pilot has a positive fix from which to navigate
(visual, Air Traffic Control (ATC), Embedded Global Positioning System (GPS)/Inertial
Navigation System (INS) (EGI), or TACAN).
3.9.6. In IMC, maximum flight size in close formation is four aircraft except when flying in
formation with a tanker.
3.9.7. Changing Leads. Refer to AFTTP 3-3.A-10.
3.9.7.1. The minimum altitude for changing leads within a formation/element in day visual
meteorological conditions (VMC) is 500 ft AGL over land or 1,000 ft AGL over water,
except for emergencies (for night see paragraph 3.19.4; for IMC, see paragraph 4.6).
3.9.7.2. Prior to initiating the lead change, the leader ensures that the wingman assuming
the lead is in a position to safely initiate the lead change.
3.9.8. Transitioning to IMC.
3.9.8.1. When flying in VMC with a high potential for IMC, FL should place their
formations in close, route, or trail. Avoid using wedge or fighting wing to skirt marginal
weather.
3.9.8.2. If loss of sight inadvertently occurs due to weather while in a VMC formation, the
following applies:
3.9.8.2.1. Maintain VMC if feasible; transmit “call-sign, blind, altitude, and heading.
3.9.8.2.2. If unable to maintain VMC, immediately transition to instruments, recover
to level or climbing flight, and execute the appropriate lost wingman procedures. The
FL ensures altitude separation between other aircraft in the flight until separate IFR
clearances can be obtained.
3.9.8.2.3. If unable to maintain VMC while low level, execute low level abort
procedure while transitioning to instruments. See paragraph 3.17.16
3.9.9. Wingmen may practice low altitude tactical navigation (LATN) provided the route was
thoroughly briefed and the FL maintains navigation situational awareness. Wingmen may lead
portions of a mission provided an IP or FL certified squadron supervisor is in the same element.
3.9.10. Close Formation. Except for lazy-eight or chandelle-type maneuvers, close formation
aerobatics will not be flown.
AFMAN11-2A-10CV3 22 JANUARY 2020 17

3.10. Tactical Formations.

3.10.1. Tactical Maneuvering. Refer to AFTTP 3-1.A-10 (U) this publication is classified,
AFTTP 3-3. A-10 and MAJCOM directives. The following rules apply for flight path de-
confliction during tactical maneuvering:
3.10.1.1. Flight/element leads (FL/EL) will consider wingman/element position and
ability to safely perform a maneuver before directing it.
3.10.1.2. Wingmen/elements maneuver relative to the FL/lead element and maintain sight.
Trailing aircraft/elements are responsible for de-confliction with lead aircraft/elements.
SADL may be used to augment situational awareness when flying tactical formations.
3.10.1.3. Wingmen/elements go high and/or outside of the lead/lead element for de-
confliction when required.
3.10.1.4. For rejoins from tactical formation, the wingman joins to the side of the
formation occupied at the time the rejoin is directed. If in trail, join to the left side. In all
cases, the trailing element joins to the side opposite the number two, unless otherwise
directed.
3.10.2. Lost Visual Contact. The following procedures apply when one or more flight
members/elements lose visual contact within the formation.
3.10.2.1. If any flight member/element calls “blind,” then the other flight member/element
immediately confirm “visual” with an informative/directive radio call.
3.10.2.2. If the other flight member/element is also blind, then the FL takes action to
ensure altitude separation based on the cockpit altimeter or sector de-confliction off a
known point. Use a minimum of 500 ft altitude separation when directed to de-conflict by
altitude. Avoid climbs/descents through the de-confliction altitude. Low Altitude Safety
and Targeting Enhancement Head Up Display (HUD) altimeter readings should not be used
as the primary altitude reference for de-confliction due to the potential of significantly
different altimeter readings if not operating in NAV mode. Once de-confliction is assured,
pilots may use SADL to assist in regaining visual.
3.10.2.3. If there is no timely acknowledgment of the original “blind” call, then the flight
member/element initiating the call maneuvers away from the last known position of the
other flight member/element and alter altitude.
3.10.2.4. If visual contact is still not regained, the FL will take additional positive action
to ensure flight path de-confliction within both the flight and the scenario to include a
“Terminate/Knock-It-Off,” as appropriate. Consider scenario restrictions such as sanctuary
altitudes and adversary blocks.
3.10.2.5. Aircraft maintains altitude or sector separation until regaining visual and will
continue to maintain this separation until regaining mutual support.
3.10.3. Two-Ship. Normally, the wingman is responsible for flight path de-confliction. The
FL has primary responsibility for de-confliction when:
3.10.3.1. Tactical maneuvering places the leader in a position likely to cause the wingman
to lose sight of the leader or forces the wingman's primary attention away from the leader
(e.g., wingman becomes the engaged fighter).
18 AFMAN11-2A-10CV3 22 JANUARY 2020

3.10.3.2. The wingman calls “padlocked.”

3.10.3.3. The wingman calls “blind.”
3.10.3.4. Primary de-confliction responsibility transfers back to the wingman once the
wingman acknowledges “visual” on lead.
3.10.4. Three/Four-Ship (or Greater). When flights of more than two aircraft are in tactical
formation:
3.10.4.1. Formation visual signals performed by a flight/element leader pertain only to the
associated element unless specified otherwise by the FL.
3.10.4.2. Trailing aircraft/element(s) maintain a sufficient distance back so that primary
emphasis during formation maneuvering/turns is on low altitude awareness and de-
confliction within elements, not on de-confliction between elements.
3.11. Chase Formation. Refer to AFTTP 3-3.A-10.
3.11.1. Any pilot may fly safety chase for aircraft under emergency or impending emergency
conditions. Qualified pilots (pilots who have successfully completed an
Instrument/Qualification evaluation including Initial Qualification Training (IQT) / Mission
Qualification Training (MQT) pilots) may chase as a safety observer for aircraft performing
simulated instrument flight, hung ordnance recovery, or simulated single engine patterns. All
other chase events will be flown by flight examiners, IPs, upgrading IPs supervised by an IP,
or FL certified squadron supervisors designated by the squadron Director of Operations.
3.11.2. During takeoff, the chase aircraft maintains a minimum of nose-to-tail and wing tip
clearance. All formation takeoff restrictions apply except chased takeoffs may be
accomplished if computed takeoff roll is in excess of 70 percent of available runway length
and/or the crosswind or gust component exceeds 15 knots. Brief specific abort procedures.
3.11.3. In flight, the chase aircraft maneuvers as necessary, but must maintain nose- tail
separation. The chase will not stack below the lead aircraft below 1,000 ft AGL. When moving
into or out of close formation from chase, the chase pilot will make a radio call indicating
intentions. The call indicating a move to close formation will be acknowledged.
3.11.4. In the traffic pattern, the chase aircraft may maneuver as necessary to observe
performance.
3.11.5. Chase aircraft will not perform a simultaneous confidence maneuver.
3.11.6. When chasing live ordnance missions, the chase pilot is responsible for ensuring safe
escape criteria is met.
3.11.7. A safety observer in a chase aircraft maneuvers in an approximate 30 to 60 degree
cone with nose/tail clearance to 1,000 ft, to provide assistance and effective clearing.
3.12. Show Formation. Refer to AFI 11-209, Participation in Aerial Events, and applicable
MAJCOM directives for guidance. Specifically, brief these formations and fly them IAW
applicable directives and AFTTP 3-3.A-10. Wing/group commander approval is required. (T-2).
3.13. Maneuvering Parameters.
AFMAN11-2A-10CV3 22 JANUARY 2020 19

3.13.1. Use Technical Order (TO) 1A-10C-1, Flight Manual, USAF Series A-10C Aircraft,
MAJCOM operating procedures, AFTTP 3-1.A-10, and AFTTP 3-3.A-10 to define and
describe the performance of weapons deliveries, confidence maneuvers, aerobatics, Air
Combat Training (ACBT), or advanced handling maneuvers.
3.13.2. G-awareness exercise will be accomplished IAW AFI 11-214, gaining MAJCOM,
theater and host nation guidance. Any mission that plans or is likely to maneuver in excess of
five Gs will accomplish a G-awareness exercise IAW AFTTP 3-3.A-10. Missions planned at
five Gs or less do not require this exercise. G-awareness exercise will be recorded and in Hot
Mic.
3.13.2.1. Unless performing a syllabus-required event (e.g., chase of a G-awareness
exercise), flight members will maintain a minimum of 6,000 ft separation between aircraft
during the execution of all G-awareness exercises. On board systems (e.g., air-to- air
TACAN, data link) should be used to establish and maintain separation prior to maneuver
execution. During maneuver execution use visual lookout and briefed formation contracts
as primary means of ensuring aircraft de-confliction. If required, use on board systems to
enhance situational awareness during the maneuver.
3.13.2.2. G-awareness exercise is not required at night. If a G-awareness exercise is
performed, pilots must have NVDs and enough visual cues to perform this maneuver. FL
ensures spacing between elements is sufficient to maintain de-confliction between all flight
members. Consideration should be given to splitting the elements for separate G-awareness
exercises.
3.13.2.3. Flight/element leads ensure the airspace intended for conducting the G-
awareness exercise is free from potential traffic conflicts. Use ATC services to the
maximum extent practical to make sure the airspace is clear. Conduct the G-awareness
exercise in the following airspace with preference to the order as listed:
3.13.2.3.1. Special use airspace (e.g., Restricted/Warning area, ATC assigned
airspace, Military Operating Area (MOA) and MAJCOM approved large scale
exercise/special missions area).
3.13.2.3.2. Above 10,000 ft Mean Sea Level (MSL) outside of special use airspace.
3.13.2.3.3. Inside the confines of Military Training Routes.
3.13.2.3.4. Below 10,000 ft MSL outside of special use airspace.
3.13.3. Minimum Altitudes.
3.13.3.1. Confidence maneuver entry will be made at a minimum of 10,000 ft AGL.
3.13.3.2. Do not perform aerobatics below 5,000 ft AGL.
3.13.4. Vortices/Jet-wash. Avoid flight through wing tip vortices/jet-wash. If unavoidable,
unload the aircraft immediately to approximately 1 G.
3.13.5. Use of Flaps. Do not use flaps as an in-flight maneuvering aid in the conduct of aerial
combat maneuvers. The Maneuver position may be used in the landing pattern, when loitering,
when escorting another aircraft, etc.
3.14. Ops Checks.
20 AFMAN11-2A-10CV3 22 JANUARY 2020

3.14.1. Accomplish sufficient ops checks to ensure safe mission accomplishment. For
formation flights, the FL initiates ops checks by radio call or visual signal. Wingmen will
respond by radio call or visual signal.
3.14.2. Ops checks are required:
3.14.2.1. During climb or at level-off after takeoff.
3.14.2.2. When internal wing tanks or external fuel tanks (if carried) are empty. When
internal wing tanks are dry, ops checks includes “wings dry.” When carrying external
tanks, ops checks will include “tanks feeding” or “tanks dry” as appropriate. Once the
external tank(s) and/or internal wing tanks are confirmed and called dry, omit this call from
subsequent ops checks.
3.14.2.3. After completing air refueling.
3.14.2.4. Prior to each air to air engagement (Basic Fighter Maneuvers, ACBT, and
Dissimilar Air Combat Training (D)ACBT).
3.14.2.5. Prior to commencing air-to-surface operations, at least once during air-to-surface
operations, and after terminating air-to-surface operations.
3.14.3. Do not use data linked fuel status as the primary reference for fuel checks. Data link
may not display accurate fuel remaining and does not verify wing tank balance or status of
forward/aft main tank balance problems.
3.15. Radio Procedures. Use the complete flight call-sign anytime any flight member initiates
a radio transmission. In all other cases, an acknowledgment by flight position is sufficient. Use
“Knock It Off” (KIO) or “Terminate” procedures to direct aircraft to stop engagements, scenarios
and tactical maneuvering IAW AFI 11-214. All flight members acknowledge by repeating the call.
3.15.1. Brief the use of backup/alternate radios within a flight and monitor closely. Use of
these radios as an “intra-flight intercom” or for administrative information that should be held
for debriefing is inappropriate and constitutes poor radio discipline.
3.15.2. The flight/mission leader initiates all frequency changes with either the term “PUSH”
or the term “GO”. If “PUSH” is used flight members change to the new frequency without an
acknowledgement. If “GO” is used each flight member acknowledges, in turn, prior to any
flight member switching frequencies. Flight/mission leader initiates a radio check on the new
frequency which then is acknowledged, in turn, by all flight members. Exception: During pre-
briefed radio silent training or limited communications operations, channel changes will be as
briefed.
3.15.3. Individual flight members, in turn, acknowledge radio checks that do not require the
transmission of specific data. Acknowledgment by the individual flight member indicates the
initiation or completion of the appropriate check.
3.15.4. All flight members acknowledge understanding the initial ATC clearance.
Acknowledge subsequent ATC instructions when directed by the FL or anytime during trail
departures.
3.15.5. When requiring simultaneous action by other flight members, the voice command is
then followed by the word of execution “NOW”.
AFMAN11-2A-10CV3 22 JANUARY 2020 21

3.15.6. Brevity code and other terminology will be IAW AFI 11-214, AFTTP 3-1 and 3-3, and
other applicable manuals and instructions.
3.16. Airborne Communications Jamming Procedures. Refer to AFI 11-214.
3.17. General Low Altitude Procedures.
3.17.1. Fly low-level formation positions/tactics using AFTTP 3-1.A-10 (U) this publication
is classified and AFTTP 3-3.A- 10 as guides.
3.17.2. When flying in formation below 300 ft AGL the wingman will be directed to a wedge,
trail, or combat trail formation position. Training in the 300 to 100 ft AGL altitude block will
be in short segments consistent with real-world risks and realistic tactical considerations.
3.17.3. For air-to-surface range operations, minimum altitudes will be determined by
area/range restrictions, AFI 11-214 restrictions or delivery restrictions, whichever is greater.
“Show of Force” is not a weapons delivery maneuver and will be flown IAW the pilot’s
minimum altitude, area/range restrictions or theater Special Instructions, whichever is higher.
3.17.4. At altitudes below 1,000 ft AGL, wingmen will not fly at a lower AGL altitude than
FL or a wingman’s EL if split from FL. Some formations will have the FL Low Altitude Step
Down Training (LASDT) certified lower than their wingmen. The FL/EL that flies lower than
other formation members will, prior to descending to their block, confirm their wingmen’s low
altitude warning is set to their minimum altitude.
3.17.5. Flights operating in the low altitude environment climb to a pre-briefed safe altitude
(minimum 1,000 ft AGL) when a Knock-It-Off is called.
3.17.6. Navigate using a combination of pilotage, dead reckoning (DR) and EGI information.
DR is then the primary means of navigation.
3.17.7. If unable to visually acquire or ensure lateral separation from known vertical
obstructions, which are a factor to the planned route of flight, FL directs a climb to ensure
vertical separation 2 nm prior to the obstacle.
3.17.8. When crossing high or hilly terrain, do not exceed 120 degrees of bank. Limit zero or
negative G crossings to upright bunting maneuvers that are within the zero/negative G
limitations for the aircraft and external stores.
3.17.9. Minimum flight planning airspeed for low altitude flight/navigation is 240 KIAS.
Minimum airspeed during low altitude flight/navigation is 200 KIAS.
3.17.10. For aircraft equipped with an operable radar altimeter, the system will be on and set
at either the briefed minimum altitude or the command-directed low-level altitude, whichever
is higher.
3.17.11. The unit commander, IAW AFMAN 11-2A-10CV1, A-10—Aircrew Training, as
supplemented, will determine and certify a pilot’s minimum altitude. (T-2). Pilots participating
in approved step-down training programs will comply with the requirements and restrictions
of that program. (T-2). Unless higher altitudes are specified by national rules, route restrictions,
or training syllabus, a 500 ft AGL minimum altitude applies to the following low level training:
3.17.11.1. Formal Training Unit (FTU) students and IPs when conducting training IAW
an applicable syllabus.
22 AFMAN11-2A-10CV3 22 JANUARY 2020

3.17.11.2. Pilots who have not entered step-down training or are not certified for flight at
lower altitudes.
3.17.11.3. Overwater flight if duration is more than 1 minute or if out of sight of land or if
there is an indefinite horizon.
3.17.12. Minimum Safe Altitude (MSA) provide a clearance of 1,000 ft above the highest
obstacle/terrain feature (rounded to the next highest 100 ft) within 5 nm of the planned course,
route boundaries, or operating area (e.g., MOA, low fly area, restricted area, etc.). Pilots may
compute an MSA for each leg/segment of the intended route of flight or for a specific target.
For night (non-NVD) or IMC operations, the minimum altitude is MSA.
3.17.13. When external tanks are installed, do not fly missions requiring tactical maneuvering
at low altitudes. Exception: Low altitude tactical maneuvering within Dash 1 limits is
authorized with an installed centerline Sergeant Fletcher or Conversion Fuel Tank external
tank.
3.17.14. During all low altitude operations, the immediate reaction to task saturation, diverted
attention, or an emergency, is to climb.
3.17.15. Weather minimums for visual low-level training will be 1,500 ft AGL and 3 sm, or
as directed by Host Nation for any route or area or as specified in FLIP for Military Training
Routes (e.g., 3,000 ft AGL/5 sm for Visual Routes), whichever is higher.
3.17.16. Low-Level Route/Area Abort Procedures. Compute and brief a low-level route abort
altitude (RAA). The RAA provides a clearance of 1,000 ft above the highest obstacle/terrain
feature (rounded to the next highest 100 ft) within 5 nm of the entire planned course, route
boundaries or operating area (e.g., MOA, low fly area, restricted area, etc.). Minimum airspeed
for the route abort is 160 KIAS. Maximum pitch angle is 30 degrees nose high.
3.17.16.1. VMC Route/Area Abort Procedures.
3.17.16.1.1. Maintain safe separation from the terrain.
3.17.16.1.2. Comply with VFR altitude restrictions and squawk appropriate
Identification, Friend or Foe (IFF) / Selective Identification (SIF) modes and codes.
3.17.16.1.3. Maintain VMC at all times. If unable, follow IMC procedures outlined
below.
3.17.16.1.4. Attempt contact with controlling agency, if required.
3.17.16.2. IMC Route/Area Abort Procedures.
3.17.16.2.1. During low level flight, every safe effort will be made to avoid entering
IMC. If IMC is encountered, pilots will transmit call-sign, knock-it-off and route abort.
3.17.16.2.2. Immediately climb to, or above the briefed RAA. Transition to
instruments if entering IMC.
3.17.16.2.3. A route abort is an emergency procedure and the pilot’s judgment is
paramount. The FL ensures safe separation while complying with local/host nation
procedures. If deviation from local/host nation procedures is necessary to avoid a
collision, the FL will direct the appropriate action.
AFMAN11-2A-10CV3 22 JANUARY 2020 23

3.17.16.2.4. Maintain preplanned ground track. Execute appropriate lost wingman

procedures if necessary. The flight/element leader is responsible for ensuring heading
and altitude de-confliction during an IMC route abort procedure. Ensure de-confliction
is based on the same altimeter setting.
3.17.16.2.5. Use the current altimeter setting until changed by the FL and squawk
emergency or in compliance with host nation procedures.
3.17.16.2.6. If required to deviate from normal route/area procedures, or if the RAA is
higher than the vertical limits of the route/area, squawk (IFF/SIF) emergency.
3.17.17. Targeting Pod (TGP) Minimum Altitudes. These minimums apply to heads down
operations while manipulating the TGP such as searching for targets through the Multi-
Function Color Display (MFCD). Minimum AGL altitude for this type of TGP employment is
5,000 ft AGL night/ 2,000 ft AGL day, except during self-mark weapons delivery and recovery
altitude IAW AFI 11-214 minimums. Pilots who have completed the TGP LASDT upgrade
use the following minimum altitudes:
3.17.17.1. 1,000 ft AGL during day.
3.17.17.2. 2,000 ft AGL for night/high illumination.
3.17.17.3. 2,000 ft AGL or MSA, whichever is higher, for night/low illumination.
3.17.17.4. Air Warfare Center, Test and Air National Guard Air Force Reserve Command
Test Center: Minimum altitudes for TGP operations are established at the Warfighting
Integration Center or test syllabus requirements, continuation training plans or operational
test and evaluation requirements.
3.17.18. Use of TGP Laser Spot Search/Laser Spot Track (LSS/LST) capability below
altitudes prescribed in paragraph 3.17.17 above is limited to hands on throttle and stick
(HOTAS) actions required to initiate and display LSS/LST symbology in the HUD or Helmet
Mounted Cueing System. Intent of low altitude LSS/LST use is for pilots to keep their eyes
outside the cockpit for target area situation awareness and acquisition. These systems should
be used to provide pilots a “pure heads up and outside” capability without requiring heads
down time during employment.
3.18. Air Refueling.
3.18.1. Pilots undergoing initial/recurrency training in air refueling will not refuel with a
student boom operator (does not apply to KC-10). (T-2).
3.18.2. Pilots will inform boom operator when refueling from particular tanker type (e.g., KC-
10, KC-135, KC-46, etc.) for the first time. (T-2).
3.18.3. Pilots will not attempt a night hook-up if slipway lights are inoperative unless refueling
is necessary to safely complete the mission. (T-2).
3.19. Night Operational Procedures.
3.19.1. Night Ground Operations. Taxi spacing will be a minimum of 300 ft and the aircraft
will taxi on the taxiway centerline. Normally, use the taxi light during all night taxiing.
3.19.2. Night Takeoff. For formation takeoffs, flight/element leaders turn the anti- collision
strobes OFF and position lights BRIGHT (DIM as desired) STEADY when reaching the run-
24 AFMAN11-2A-10CV3 22 JANUARY 2020

up position on the runway. The flight/element lead may direct wingmen to turn or leave the
strobes OFF anytime the lights cause distraction. All aircraft turn formation lights ON. During
a night formation takeoff, call brake release and configuration changes over the radio.
Following takeoff, each aircraft/element then climbs on runway heading to 1,000 ft AGL and
accelerate to 200 KIAS before initiating turns, except where departure instructions/local
procedures/obstructions specifically preclude compliance.
3.19.3. Night Join-up. Weather criteria for night join-up underneath a ceiling is 1,500 ft AGL
and 3 sm. Accomplish join-up/rejoin at or above 1,000 ft AGL. During the rejoin, wingmen
cross check their altimeter to ensure they remain at least 1,000 ft AGL. After join up, the anti-
collision strobes will be OFF and position lights will be BRIGHT (DIM if necessary) STEADY
for all except the last aircraft. The last aircraft will keep the anti-collision strobe ON and
position lights BRIGHT STEADY unless otherwise directed by the FL.
3.19.4. Night Formation Procedures.
3.19.4.1. Non-NVD Equipped. When in positions other than fingertip or route formation,
maintain aircraft spacing primarily by instruments (radial/distance measuring equipment
(DME), or Air-to-Air TACAN) and/or timing, with visual reference and SADL secondary.
If unable to ensure aircraft spacing, then establish altitude separation (minimum of 1,000
ft). At all times, pilots will cross-check instruments to ensure ground clearance.
3.19.4.2. Change of Lead. Change of lead or wing positions must be accomplished at or
above 1,500 ft AGL, unless established on radar downwind. Lead and position changes
will be called over the radio and should be initiated from a stabilized, wings-level attitude.
3.19.5. Night Breakup. Prior to a night formation breakup, the FL will confirm position and
transmit altitude, airspeed, attitude, altimeter setting and heading. Wingmen will acknowledge
to confirm good navigational aids.
3.20. Night Vision Device (NVD) Procedures. Pilots must not become overconfident in the
capabilities of NVDs. Many things can cause a pilot to lose outside visual references, to include
entering the weather (intentionally or inadvertently), NVD battery failure, flight into smoke or
dust, flight into a shadowed area, sudden illumination or an incompatible light source inside or
outside of the cockpit, or sudden distractions due to an aircraft malfunction, etc. Pilots ensure
primary and secondary flight instruments are sufficiently illuminated to allow for immediate
transition to instruments if experiencing spatial disorientation or if outside visual references are
lost.
3.20.1. Published Guidance. USAF/MAJCOM guidance (including AFIs 11-202V3 and 11-
214) outline NVD procedures.
3.20.1.1. NVDs are only be worn in flight by NVD certified pilots or by upgrading pilots
with a certified NVD IP in the flight.
3.20.1.2. NVD operations below 5,000 ft AGL require an operational Ground Collision
Avoidance System.
3.20.1.3. All flight members make a radio call when going "goggles on" or "goggles off"
and only one flight member will don/doff goggles at a time.
3.20.2. NVDs are preflight tested and adjusted for the individual pilot in a unit eye lane or
equivalent tester prior to NVD operations
AFMAN11-2A-10CV3 22 JANUARY 2020 25

3.20.3. Takeoff and Landing.

3.20.3.1. Non-NVD Takeoff and Landing certified pilots will not wear NVDs during
takeoff or landing. Do not don NVDs until at least 2,000 ft AGL or MSA, whichever is
higher, in climbing or level flight. Remove NVDs at least 5 minutes prior to landing.
3.20.3.2. NVD takeoff and landing certified pilots may wear NVDs for takeoff and
landing. NVD takeoffs and landings at a blacked-out aerodrome configured with Airfield
Marking Pattern-3 (covert) lighting are to be flown in aircraft equipped with the
Covert/Overt Lighting Assembly or a Night Vision Imaging System (NVIS) compatible
infrared cover installed on the taxi light. NVD operations at airfields with normal (overt)
lighting do not require the infrared cover installed on the taxi light. Do not accomplish
NVD approaches to an airfield with a combination of covert and overt runway lighting
unless that specific configuration is tested and approved. Weather minimums for certified
pilots to perform NVD takeoff and landing operations are 1,500 ft AGL/3 sm. Weather
minimums during upgrade training for certification are 3,000 ft AGL/5 sm.
3.20.4. Illumination Levels.
3.20.4.1. High Illumination is defined as a minimum of 2.2 millilux illumination derived
from natural or artificial sources. This roughly equates to a 20% moon disk at an elevation
of 30 degrees or higher. If weather or other conditions reduce actual in-flight illumination
below 2.2 millilux, low illumination procedures will be followed.
3.20.4.2. Even when illumination levels are forecast, weather or other conditions may
cause actual illumination levels to be higher or lower than expected. In flight, pilots must
estimate whether actual in-flight illumination levels are High or Low, and determine if the
existing conditions provide sufficient NVD performance to accomplish the planned
mission/events. Pilots will comply with High or Low illumination procedures/restrictions
contained here and in AFI 11-214.
3.20.5. NVD Minimum Altitudes. Minimum altitudes for NVD operations are based on
illumination levels, in-flight visibility, and the pilot's NVD certification.
3.20.5.1. The minimum altitude for all NVD upgrade sorties, familiarization
sorties/events, sorties flown under low illumination levels, or sorties flown when in-flight
visibility is less than 5 sm is the MSA, as defined in paragraph 3.17.12, or IAW AFI 11-
214, whichever is higher.
3.20.5.2. The minimum altitude for all other NVD sorties flown under high illumination
levels and with at least 5 sm in-flight visibility is IAW AFI 11-214 and MAJCOM
supplements to AFI 11-214.
3.20.6. Tanker Rejoin. NVDs may be worn for all Air-to-Air refueling operations.
3.20.7. Close Formation. Wingmen wearing NVDs fly no closer than route formation.
3.20.8. Weather Restriction. MAJCOM established night weather restrictions apply. Pilots
must be ready to transition to instruments and execute appropriate lost wingman or route abort
procedures in the event they inadvertently enter the weather. Under certain IMC or marginal
VFR conditions, NVDs may allow pilots to maintain visual references with relation to the
ground, the horizon, other aircraft, etc. However, while wearing NVDs pilots must still comply
26 AFMAN11-2A-10CV3 22 JANUARY 2020

with published VFR cloud clearance and visibility minimums, have an IFR clearance prior to
entering IMC, and follow all IFR procedures while in IMC.
3.20.9. Weapons Delivery.
3.20.9.1. Range weather restrictions and minimum altitudes during weapons delivery
passes are IAW AFI 11-214. Minimum altitudes during night surface attack operations are
IAW AFI 11-214 restrictions, the pilot’s NVD certification minimum altitude, and the
minimum altitude allowed by the actual illumination level, whichever is higher.
3.20.9.2. On Class A ranges, NVD certified pilots, with the concurrence of the Range
Control Officer (RCO), are allowed to choose external aircraft lighting settings that
maximize training, minimize interference with NVDs, and still allow the RCO to safely
monitor the aircraft. Depending on the lighting conditions and RCO equipment, this could
involve normal, reduced, covert or blacked-out lighting IAW AFI 11-214.
3.20.9.3. NVD certified pilots may conduct normal, reduced, covert or blacked-out
lighting weapons deliveries IAW AFI 11-214 on ranges which do not require RCO control.
When working with a Joint Terminal Attack Controller or Forward Air Controller
(Airborne), pilots should choose external lighting settings that safely facilitate final control.
3.20.9.4. During all range sorties for upgrading NVD pilots (basic NVD upgrade), covert
or blacked-out lighting weapons deliveries may only be conducted dry (without releasing
ordnance).
3.21. Fuel Requirements.
3.21.1. Joker Fuel. A pre-briefed fuel needed to terminate an event and proceed with the
remainder of the mission.
3.21.2. Bingo Fuel. A pre-briefed fuel state that allows the aircraft to return to the base of
intended landing or alternate, if required, using preplanned recovery parameters and arriving
with normal recovery fuel as defined below.
3.21.3. Normal Recovery Fuel. The fuel on initial or at the final approach fix at the base of
intended landing or alternate. Establish fuel quantity locally or 1,500 pounds, whichever is
higher.
3.21.4. Minimum Fuel. Declared whenever it becomes apparent that an aircraft will enter
initial or start an instrument final approach at the base of intended landing, or alternate if
required, with 1,200 pounds or less (or as established locally), or when either the Left or Right
Main Fuel Low light illuminates, whichever occurs first.
3.21.5. Emergency Fuel. Declared whenever it becomes apparent that an aircraft will enter
initial or start an instrument final approach at the base of intended landing, or alternate if
required, with 800 pounds or less, or 400 pounds in either the left or right main system,
whichever occurs first.
3.22. Approaches and Landings.
3.22.1. Minimum pattern and touchdown spacing. Minimum pattern and touchdown spacing
between landing aircraft is 3,000 ft for similar aircraft (e.g., A-10C versus A-10C), 6,000 ft for
dissimilar aircraft (e.g., A-10C versus F-16) or as directed by MAJCOM or the landing base,
whichever is higher. When wind conditions increase the likelihood of encountering wake
AFMAN11-2A-10CV3 22 JANUARY 2020 27

turbulence, dissimilar fighter spacing requirements should be used. Under these conditions,
moderate to severe wake turbulence has been reported out to 7,000 ft touchdown spacing. Refer
to AFI 11-202V3, ACCSUP, General Flight Rules, Chapter 5.
3.22.2. The desired touchdown point for a VFR approach is 500 ft past the runway threshold,
or the glidepath interception point for a precision approach. When local procedures or unique
runway surface conditions require landing beyond a given point on the runway, adjust the
desired touchdown point accordingly.
3.22.3. Landing Restrictions.
3.22.3.1. When the computed landing roll exceeds 80 percent of the available runway, land
at an alternate if possible.
3.22.3.2. Minimum landing RCR is 12. OG/CC may waive the minimum RCR, but in no
case will landing be attempted with an RCR below 8. (T-2).
3.22.3.3. Do not land over any raised web barrier (e.g., MA-1A, 61QS11). (T-2).
3.22.4. Normally, pilots land in the center of the runway and clear to the cold side when
speed/conditions permit. Pilots should not delay clearing to the cold side, after achieving a safe
taxi speed, as this can create a conflict for subsequent landing aircraft.
3.23. Overhead Traffic Patterns.
3.23.1. Use altitude and airspeed IAW TO 1A-10C-1 or as directed locally.
3.23.2. Overhead patterns may be flown with unexpended practice ordnance to include
heavyweight inerts, night illumination flares, 30 mm, unexpended live air-to-air and forward
firing ordnance. Overhead patterns may be performed at deployed locations with unexpended
live ordnance if required by local force protection arrival procedures.
3.23.3. Initiate the break over the touchdown point or as directed.
3.23.4. Execute the break individually in a level 180 degree turn to the downwind leg at
minimum intervals of 5 seconds (except IP/Flight Evaluator (SEFE) chase or when in tactical
formation).
3.23.5. Aircraft are wings level on final at approximately 300 ft AGL and 1 mile from the
planned touchdown point.
3.24. Tactical Overhead Traffic Patterns. Tactical entry to the overhead traffic pattern is
permitted if the following conditions are met:
3.24.1. Use published overhead pattern altitude and airspeed.
3.24.2. Locally develop and coordinate with appropriate air traffic control agencies specific
procedures.
3.24.3. Four aircraft are the maximum permitted. Aircraft/elements more than 6,000 ft in trail
are considered a separate flight.
3.24.4. Normally position wingmen opposite the direction of the break.
3.24.5. Regardless of the formation flown, no aircraft should be offset from the runway in the
direction of the break; the intent is to avoid requiring a tighter than normal turn to arrive on
normal downwind.
28 AFMAN11-2A-10CV3 22 JANUARY 2020

3.24.6. Fly normal downwind and base position.

3.25. Low Approaches.
3.25.1. Observe the following minimum altitudes:
3.25.1.1. Normal single ship low approaches—so that touchdown does not occur.
3.25.1.2. IP/SEFE chase position—50 ft AGL.
3.25.1.3. Formation low approaches (and non-IP/SEFE chase)—100 ft AGL.
3.25.1.4. Chase aircraft during an emergency—300 ft AGL unless safety or circumstances
dictate otherwise.
3.25.2. Go-Arounds. During go-around, remain 500 ft below VFR overhead traffic pattern
altitude until crossing the departure end of the runway unless local procedures, missed
approach/climb-out procedures, or controller instructions dictate otherwise.
3.26. Closed Traffic Patterns. Initiate the pattern at the departure end of the runway unless
directed/cleared otherwise by local procedures or the controlling agency. Minimum airspeed
during a closed pattern, prior to configuring, is 150 KIAS. When in formation, a sequential closed
may be flown with ATC concurrence, at an interval to ensure proper spacing.
3.27. Formation Approaches and Landings.
3.27.1. General:
3.27.1.1. Normally accomplish formation landings from a precision approach. If not,
accomplish landing utilizing a published instrument approach or a VFR straight-in
approach using the Visual Approach Slope Indicator (VASI) if available. In all cases, the
rate of descent should be similar to a normal precision approach.
3.27.1.2. FLs lead continuation training formation landings. An upgrading FL requires an
IP or FL certified squadron supervisor designated by the squadron Director of Operations.
3.27.1.3. When only one aircraft is landing from a formation approach, normally the lead
will execute a low approach and the wingman will land. In this event, the wingman will
break off for landing as briefed, as cleared by the leader, or in the case of poor positioning,
accomplish a low approach.
3.27.1.4. Do not perform practice formation approaches above 40,000 pounds gross
weight.
3.27.2. Formation Landing Restrictions. Aircraft configuration will be IAW paragraph 3.7.4.
Formation landings are prohibited:
3.27.2.1. When steady state cross winds exceed 15 knots or there is a gust factor of greater
than 15 knots from any direction.
3.27.2.2. When the runway is reported wet; or ice, slush, or snow are on the runway.
3.27.2.3. If runway width is less than 140 ft.
3.27.2.4. When landing with hung ordnance or unexpended live ordnance (excluding live
air-to-air missiles, rockets, night illumination flares and 30mm ammunition).
AFMAN11-2A-10CV3 22 JANUARY 2020 29

3.27.2.5. If the weather is less than 500 ft AGL and 1 ½ sm or a flight member’s weather
category, whichever is higher.
3.27.3. Lead Procedures. Refer to AFTTP 3-3.A-10.
3.27.3.1. Establish an approach speed consistent with the heavier aircraft. Approach
speeds may be adjusted higher than standard approach speeds, depending on turbulence,
runway length, runway condition, etc.
3.27.3.2. Position the wingman on the upwind side if the cross wind component exceeds
5 knots.
3.27.3.3. Plan to land near the center of your half of the runway to ensure enough runway
is available for the wingman.
3.27.4. Wingman Procedures. Refer to AFTTP 3-3.A-10.
3.27.4.1. Maintain a minimum of 10 ft lateral wingtip spacing.
3.27.4.2. Cross-check the runway to ensure proper runway alignment.
3.27.4.3. Execute a climbout/missed approach if sufficient runway/aircraft clearance is not
available.
3.27.4.4. Roll-out Procedures. Refer to AFTTP 3-3.A-10. If the wingman overruns the
leader, accept the overrun and maintain aircraft control on the appropriate side of the
runway. Do not attempt to reposition behind the leader. The most important consideration
is wing tip clearance.
3.28. Chaff/Flare Procedures. AFI 11-214 contains basic procedures for employment of
Chaff/Flare.
3.29. IMC Training.
3.29.1. Combat Mission Ready (CMR)/Basic Mission Capable (BMC) A-10 pilots may
conduct air to air and air to ground training in IMC conditions IAW 11-214 and this regulation.
3.29.2. Pilots conducting training in IMC prioritize maintaining awareness on attitude,
position, and de-confliction over tactical maneuvering. If awareness on any of these lost, pilots
will cease tactical maneuvering until SA is regained.
3.29.3. Minimum altitude is 5,000 ft AGL or MSA whichever is higher.
3.29.4. Maneuvering parameters are up to 60 degrees of bank and ±15 degrees of pitch.
30 AFMAN11-2A-10CV3 22 JANUARY 2020

Chapter 4

INSTRUMENT PROCEDURES

4.1. Approach Category.

4.1.1. The A-10 is Approach Category D. Accomplish missed approach IAW the flight manual
procedures. Missed approach airspeed is 200 to 220 KIAS.
4.1.2. Approach category C minima may be used to an emergency or divert airfield where no
Category D minima is published, provided:
4.1.2.1. A straight-in approach is flown.
4.1.2.2. The aircraft is flown at a computed final approach speed of 140 KIAS or less.
4.1.2.3. Missed approach airspeed is 200 to 210 KIAS.
4.1.3. Missed approach airspeeds are based on 260 knots true airspeed (KTAS) or less for
Category D approaches and 240 KTAS or less for Category C approaches. At high pressure
altitudes and temperatures, these true airspeeds may not be compatible with published missed
approach airspeeds and the approach should not be flown.
4.1.4. A-10s are approved to use INS for en-route Area Navigation (RNAV) for a period not
to exceed 1 ½ hours between INS updates. An update is defined as establishing/validating a
positive position using visual references, GPS, or TACAN. A-10s may use EGI for point-to-
point navigation only. Do not fly (GPS or RNAV) on Q and T-routes, or terminal procedures
(approaches and Standard Terminal Arrivals (STARs)) without MAJCOM approval.
4.2. Takeoff and Join-up. The FLs notify the appropriate ATC agency when a VMC join-up is
not possible due to weather conditions or operational requirements. Coordinate for an appropriate
altitude block and trail formation. Formation trail departures comply with instructions for a non-
standard formation flight as defined in FLIP. FL should request IFF squawks for wingmen in trail.
4.3. Trail Procedures.
4.3.1. General. Do not sacrifice basic instrument flying when performing secondary tasks
during trail departures in IMC. Strictly adhere to the briefed airspeeds, power settings,
altitudes, headings, and turn points. If task saturation occurs, cease attempts to maintain trail,
immediately concentrate on flying the instrument procedure, and notify the FL. FL notifies
ATC.
4.3.2. Trail Departure.
4.3.2.1. Use a minimum of 20 seconds takeoff spacing.
4.3.2.2. Each aircraft/element will accelerate in MAX power to 200 KIAS. Climb speed
will be 200 KIAS and power setting will be 800 degrees Interstage Turbine Temperature
(ITT) unless specifically briefed otherwise.
4.3.2.3. Each aircraft/element climbs on takeoff heading to 1,000 ft AGL and accelerate
to 200 KIAS before initiating any turns, except when departure instructions specifically
preclude compliance.
AFMAN11-2A-10CV3 22 JANUARY 2020 31

4.3.2.4. Each aircraft/element calls passing each 2,000 ft altitude increment (or as briefed)
with altitude and heading passing if in a turn until join-up or level off. In addition, each
aircraft/element calls initiating any altitude or heading change. Acknowledgments are not
required; however, it is imperative that preceding aircraft/elements monitor the radio
transmissions and progress of the succeeding aircraft/elements and adhere to the departure
route.
4.3.2.5. Each aircraft/element maintains the briefed trail takeoff spacing using all available
aircraft systems and navigational aids to monitor positions.
4.3.2.6. Each aircraft/element maintains at least 1,000 ft vertical separation from the
preceding aircraft/element during the climb, at level off, and in cruise until visual contact
is established, except in instances where departure instructions specifically preclude
compliance. If unable to comply with minimum en route altitude (MEA) or ATC is unable
to accommodate 1,000 ft blocks, vertical separation may be reduced to 500 ft.
4.3.3. Trail Recovery.
4.3.3.1. Trail recovery procedures are coordinated/approved through the responsible ATC
facilities and addressed in the unit supplement to this volume. Trail recoveries are only be
accomplished at home stations/deployed locations where procedures have been established
and briefed. As a minimum, procedures address each recovery profile, missed approach,
climbout, lost contact, lost communications and desired/maximum spacing requirements.
4.3.3.2. Trail recoveries are limited to a maximum of four aircraft.
4.3.3.3. Trail recoveries are authorized when weather at the base of intended landing is
at/above the highest pilot weather category in the flight or approach minimums, whichever
is higher.
4.3.3.4. Trail recoveries do not terminate in simultaneous radar or circling approaches. If
these are required, flights break up IAW paragraph 4.4 and obtain separate IFR clearances
prior to the final segment of the approach.
4.3.3.5. FL briefs spacing, configuration, and airspeeds. Minimum spacing between
aircraft is 6,000 ft and is to be maintained using all available aircraft systems and
navigational aids.
4.3.3.6. Prior to taking spacing, the FL coordinates with ATC and ensure that all wingmen
have operative navigational aids IAW paragraph 4.4 The formation will squawk as
directed by ATC.
4.3.3.7. ATC instructions to the lead aircraft will be for the entire flight. ATC will provide
radar flight following for the entire formation.
4.3.3.8. All turns are limited to a maximum of 30 degrees of bank.
4.3.3.9. Once established on a segment of a published approach, each aircraft complies
with all published altitudes and restrictions while maintaining trail separation.
4.3.3.10. Unless local procedures establish defined reference points for
airspeed/configuration changes, the FL directs changes by radio. When directed, all aircraft
in the formation comply simultaneously.
32 AFMAN11-2A-10CV3 22 JANUARY 2020

4.3.3.11. If situational awareness is lost or separation/de-confliction cannot be guaranteed

during recovery, the FL establishes altitude de-confliction and coordinate a separate IFR
clearance with ATC. If this occurs after established on a segment of a published approach,
the pilot executes a missed approach or climb out as directed by ATC.
4.4. Formation Breakup/Spacing Procedures. Formation breakup should not be accomplished
in IMC; however, if unavoidable, accomplish the breakup in straight and level flight. Prior to a
weather breakup, the FL transmits attitude, airspeed, altitude, altimeter setting, and heading. All
wingmen acknowledge the transmission and confirm good navigational aids.
4.5. Formation Penetration.
4.5.1. Formation penetrations are restricted to two aircraft when the weather at the base of
intended landing is less than overhead traffic pattern minimums.
4.5.2. If flying a formation landing, the wingman should be positioned on the appropriate wing
prior to weather penetration.
4.6. Formation Lead Changes in IMC. In IMC, formation flights will not change lead/wing
positions below 1,500 ft AGL or instrument downwind altitude, whichever is lower.
4.7. Use of the HUD. The HUD is not certified as a primary flight instrument. It may be used as
an additional instrument reference in night/IMC conditions; however, do not use it as the sole
instrument reference in these conditions. In addition, do not use the HUD to recover from an
unusual attitude or when executing lost wingman procedures except when no other reference is
available.
AFMAN11-2A-10CV3 22 JANUARY 2020 33

Chapter 5

AIR-TO-AIR WEAPONS EMPLOYMENT

5.1. General.
5.1.1. AFI 11-214 contains air-to-air procedures to include operations with live ordnance (air-
to-air missiles) applicable to all aircraft. The procedures contained in this chapter specify
additional procedures or restrictions that are applicable to A-10C operations.
5.1.2. This chapter applies to all missions where the intent is to conduct maneuvers used to
defeat aerial attacks or to employ ordnance against airborne fixed wing aircraft or helicopters.
5.1.3. During high-aspect basic fighter maneuver training, a dedicated defender and offender
must be clearly identified for each engagement. The offender will have some kind of advantage
(power, G available, lead turn advantage at the merge, energy state at start of engagement).
5.1.4. Prior to conducting ACBT, pilots maneuver the aircraft to confirm proper operation of
slats, peak performance (steady tone) and stall warning (chopped tone). If any component of
the stall warning system does not appear to be functioning properly, do not conduct ACBT
maneuvering.
5.1.5. Do not conduct Air-to-Air training with hung ordnance.
5.2. Maneuvering Limits.
5.2.1. The minimum airspeed during ACBT is 120 KIAS.
5.2.2. During ACBT maneuvering, pilots will not maintain an angle of attack that triggers the
chopped stall warning tone. If the chopped tone is activated, relax back pressure immediately
to return to an angle of attack that deactivates the chopped tone.
5.2.3. The minimum maneuvering airspeed during low altitude air-to-air training is 240 KIAS
for both defensive and offensive maneuvering.
5.2.4. Negative G guns jinks are prohibited.
5.2.5. Night Air-to-Air training maneuvering category is LIMITED with a minimum altitude
of 2000 ft AGL or MSA whichever is higher.
5.3. Simulated Gun/AIM-9 Employment. If the gun is PINNED or UNPINNED, simulated air-
to-air weapons employment using the gun trigger or AIM-9 pickle button are allowed when the
following conditions are met:
5.3.1. No live or heavyweight inert ordnance aboard the aircraft (30MM, BDU-33, and 2.75
inch rockets are authorized). During air-to-air maneuvering in LFE training with live or
heavyweight ordnance aboard, the gun trigger and AIM-9 pickle button will not be actuated.
Also, the FL must verbally confirm the Master Arm and Gun/ Precision Altitude Control (PAC)
arm switches are safe.
5.3.2. No hung ordnance.
5.3.3. Master Arm switch is in TRAIN.
5.3.4. GUN/PAC Arm switch is in SAFE.
34 AFMAN11-2A-10CV3 22 JANUARY 2020

5.3.5. FL verbally confirms training mode (TRN in the HUD or TRAIN on the MFCD) and
GUN/PAC Arm switch SAFE and acknowledged throughout the flight.
5.3.6. Cold trigger and pickle check is accomplished and acknowledged throughout the flight.
AFMAN11-2A-10CV3 22 JANUARY 2020 35

Chapter 6

AIR-TO-SURFACE WEAPONS EMPLOYMENT

6.1. General. AFI 11-214 contains air-to-surface procedures applicable to all aircraft. The
procedures contained in this chapter specify additional procedures or restrictions that are
applicable to A-10 operations.
6.2. Range Sorties. Range sorties with planned bomb dummy unit (e.g., BDU-33) deliveries
from a triple ejector rack (e.g., TER-9) should be scheduled in elements of two aircraft to the
maximum extent possible to allow a Battle Damage Check. This does not preclude scheduling
single ship Forward Air Controller (Airborne) sorties.
6.3. Battle Damage/Bomb Checks. If circumstances permit, the FL will direct a battle
damage/bomb check prior to or during return to base (RTB). This check is mandatory, unless
tasked single ship or a rejoin is unreasonable, following the expenditure of live ordnance (including
all types of 30mm ammunition). Observe established de-confliction responsibilities and position
change procedures. Formation spacing will be no closer than normal fingertip. Do not conduct
bomb checks at night.
6.4. Training Rules.
6.4.1. Refer to AFI 11-214. If airspeed decreases below 210 KIAS in a pop-up attack, abort
the maneuver. Base this airspeed on typical training weights and configurations. At heavy gross
weight, adjust abort airspeed upward to provide sufficient G and turning room to recover from
an adverse flight condition.
6.4.2. Pilots positively identify the target and de-conflict ordnance footprints from friendly
force positions prior to weapons release. Use all available means in order to acquire the target
visually, acquire the target through a TGP or by confirming target location through valid on-
board/off-board cues. These cues include target talk-on description, marking rounds, LSS/LST,
TGP, HUD symbology, infrared pointers or other NVD compatible marking devices. For
Inertially Aided Munition deliveries using Bomb on Coordinate, target coordinate read back
to the Joint Terminal Attack Controller/Forward Air Controller (Airborne) must be off the
Digital Stores Management System page.
6.4.2.1. LSS/LST.
6.4.2.1.1. LSS/LST employment utilizes the concepts of a safety and optimum attack
zones.
6.4.2.1.2. Reference Joint Publication 3-09.3, Close Air Support, for laser safety and
optimal attack zones.
6.4.2.1.3. LSS/LST is not used as a sole source for target identification. In some
situations, laser spots shift from the designated target to the laser source while operating
in the optimal attack zone—precluding total reliance on the laser spot.
6.4.2.1.4. Attack heading will avoid the target-to-laser designator safety zone to
preclude false target indications.
6.4.3. FTU/MQT Pilots.
36 AFMAN11-2A-10CV3 22 JANUARY 2020

6.4.3.1. Will not change targets once roll-in to final is initiated except during two-target
strafe.
6.4.3.2. Will not perform element pop-ups. This does not preclude IP chase or tactical
formation ingress to the target.
6.4.4. Local operational guidance specifies night spacing techniques and order of night
weapons deliveries commensurate with:
6.4.4.1. 1) aircraft performance
6.4.4.2. 2) flight manual restrictions
6.4.4.3. 3) peculiarities of local range geography
6.4.4.4. 4) target sets.
6.4.4.5. Guidance should ensure performance of the most demanding events after the pilot
is acclimated to night weapons deliveries.
6.5. Live Ordnance Procedures.
6.5.1. Refer to AFI 11-214.
6.5.2. When Ground Controllers are operating on Class B/C ranges, the following procedures
apply:
6.5.2.1. All pilots are to be familiar with applicable range weapons delivery procedures,
appropriate targets and weapons footprints.
6.5.2.2. Ground personnel locations are to be briefed and acknowledged by all pilots.
6.5.2.3. Pilots will not expend ordnance if any doubt exists as to the presence of ground
personnel or intended target locations.
6.6. Simulated Air-to-Surface Weapons Employment.
6.6.1. A simulated attack is defined as an attack in which the pilot presses the weapons release
(pickle) button or pulls the gun trigger with the intention of conducting a dry pass.
6.6.2. If the gun is PINNED or UNPINNED, simulated attacks against off-range targets are
permitted using the gun trigger and pickle button when the following conditions are met:
6.6.2.1. No live or heavyweight inert ordnance aboard the aircraft (30MM, BDU-33, night
illumination flares and 2.75 inch rockets are authorized).
6.6.2.2. No hung ordnance.
6.6.2.3. Master Arm switch is in TRAIN.
6.6.2.4. GUN/PAC Arm switch is in SAFE.
6.6.2.5. FL verbally confirms training mode (TRN in the HUD or TRAIN on the MFCD)
and GUN/PAC Arm switch SAFE and acknowledged throughout the flight.
6.6.2.6. Cold trigger and pickle check accomplished and acknowledged throughout the
flight.
6.7. Weapons delivery through an undercast weather ceiling or in IMC.
AFMAN11-2A-10CV3 22 JANUARY 2020 37

6.7.1. Comply with AFI 11-214 requirements for aircraft employing Inertially Aided
Munitions in bomb-on-coordinate mode or aircraft employing any ordnance in a system
delivery mode on coordinates only.
6.7.2. On a Class A range, an RCO must be available to clear the range and spot the ordnance
impact. A Joint Terminal Air Controller, other aircrew, or range personnel may be used on a
Class B or C range.
6.7.3. Use a Blended EGI Solution with a Figure of Merit (FOM) of 1 and Estimated Vertical
Error (EVE) < 50.
6.8. Joint Air Attack Team (JAAT).
6.8.1. References. Reference AFTTP 3-1.A-10 (U) this publication is classified, Joint
Publication 3-09.3, Close Air Support and AFTTP 3-2.6 JFIRE, Multi-Service Tactics,
Techniques, and Procedures for the Joint Application of Firepower for additional Tactics,
Techniques, and Procedures.
6.8.2. Aircraft/Helicopter Separation. Ensure separation through one or both of the following
methods:
6.8.2.1. Altitude blocks with at least 100 ft separation between the top of the helicopter
block and the bottom of the A-10 block.
6.8.2.2. Routes, sectors, or timing procedures that ensure de-confliction.
6.8.3. Training Rules. Normal air-to-surface training rules apply, to include calling Knock- It-
Off if situational awareness of helicopter positions is lost.
6.8.4. Radio Frequencies. All participants monitor one common frequency.
6.9. Search and Rescue Training. AFTTPs are the primary reference for wartime search and
rescue (SAR) procedures, techniques and planning. For peacetime SAR considerations, see
paragraph 7.12. of this volume.
6.10. Laser Command Pointer (LCP) and Laser Eye Protection (LEP) Procedures. The list
of authorized LCPs can be found in AFI 11-214.
6.10.1. Train personnel using MAJCOM approved academics and conduct vision testing IAW
the ACC approved hazard minimization plan.
6.10.2. LEP will be utilized IAW AFI 11-214 & AFI 11-301V1, Aircrew Flight Equipment
Program.
6.10.3. LCPs will be utilized IAW AFI 11-214.
6.10.4. LCPs can be used in all warning, restricted, and military operating areas.
38 AFMAN11-2A-10CV3 22 JANUARY 2020

Chapter 7

ABNORMAL OPERATING PROCEDURES

7.1. General. This chapter contains procedures to follow when other than normal operations
occur. They do not, however, replace or supersede procedures contained in the flight manual or
the use of sound judgment.
7.1.1. Accept no aircraft for flight with a known malfunction that would compromise the safe
conduct of the flight until completing appropriate corrective actions.
7.1.2. Do not taxi aircraft with malfunctions that affect the nose-wheel steering or brake
systems.
7.1.3. After isolating or correcting a malfunctioning system, do not use that system again
unless its use in a degraded mode is essential for recovery. Do not conduct in-flight trouble-
shooting after completing flight manual emergency procedures.
7.1.4. When a fuel imbalance is greater than TO 1A-10C-1 limits, terminate tactical
maneuvering and investigate. If the fuel imbalance was caused by a slow feeding tank that can
be corrected, vice a fuel system failure, the mission may continue IAW TO 1A-10C-1
guidance. Terminate the mission if fuel imbalance cannot be corrected. Instruments, medium
altitude navigation, deployment missions, and level weapons deliveries are authorized profiles
to reduce gross weight.
7.2. Ground Aborts.
7.2.1. When a flight member aborts prior to takeoff, the FL normally realigns (or aligns as
briefed) flight positions to maintain a numerical call-sign sequence. The FL then advises the
appropriate agencies of such changes.
7.2.2. A flight of two or more aircraft with only one designated FL in the formation either
sympathetically aborts or proceeds on a pre-briefed single-ship mission should the FL abort.
7.2.3. Pilots who do not takeoff with the flight may join the flight at a briefed rendezvous point
prior to a tactical event, or may fly a briefed alternate single-ship mission. FTU students may
also follow this procedure if allowed by the appropriate syllabus, and approved by the squadron
commander or operations officer. If accomplishing a join-up on an air-to-ground range,
terminate all events until the joining aircraft has achieved proper spacing.
7.3. Takeoff Aborts.
7.3.1. Prior to flight, every member of the flight reviews and understands takeoff and landing
data. Place particular emphasis on takeoff and abort factors during abnormal situations such as
short/wet runway, heavy gross weights, and abort sequence in formation flights.
7.3.2. If an abort occurs during takeoff roll, clear to the appropriate side of the runway as
expeditiously as possible based on position within the element. If this is not feasible because
of aircraft control issues, clear straight ahead and consider directing a flight abort for
subsequent flight members. As soon as possible, give call-sign and state intentions. Following
aircraft alter takeoff roll to ensure clearance or abort takeoff if unable to maintain adequate
clearance.
AFMAN11-2A-10CV3 22 JANUARY 2020 39

7.3.3. Anytime an aircraft experiences a high speed abort and hot brakes are suspected:
7.3.3.1. Declare a ground emergency.
7.3.3.2. Taxi the aircraft to the designated hot brake area and perform hot brake
procedures.
7.4. Air Aborts.
7.4.1. If an abort occurs after takeoff, all aircraft maintain their original numerical call-sign
when communicating with agencies outside of the flight. The FL may renumber members for
ease of communication within the flight.
7.4.2. The pilot of an aborting aircraft advises the FL of the conditions necessitating the abort,
intentions and assistance required.
7.4.3. If the FL aborts, the designated deputy leader assumes command of the flight.
7.4.4. Escort aborting aircraft with an emergency condition to the field of intended landing.
When other than an emergency condition exists, the FL determines if the aborting aircraft
requires an escort.
7.4.5. Abort the mission, regardless of apparent damage or subsequent normal operation, for
any of the following:
7.4.5.1. Birdstrike/foreign object damage.
7.4.5.2. Over-G. The aircraft land as soon as practical out of a straight-in approach.
7.4.5.3. Flight control system anomalies. Declare an emergency, even if the malfunction
appears corrected.
7.4.5.4. Engine flameout, stagnation, or shutdown. This applies even if a successful restart
is accomplished. Exception: Intentional shutdowns for Functional Check Flights (FCF).
7.5. Radio Failure.
7.5.1. General. Individual aircraft experiencing radio failure will comply with procedures
outlined in FLIP, AFPAM 11-205, AFI 11-202V3, this volume, and local directives.
7.5.2. Formation.
7.5.2.1. Flight members who experience total radio failure while in close or route
formation will maneuver within close/route parameters to attract the attention of another
flight member and give the appropriate visual signals. Consider using a J28.2 text message
to make contact with other flight members. Using the survival radio is an option as well.
Terminate the mission as soon as practical and lead the NORDO aircraft to the base of
intended landing or a divert base. Perform a formation approach to a drop-off on final
unless safety, fuel, weather, or other considerations dictate otherwise.
7.5.2.2. If flying other than close/route formation when radio failure occurs, the NORDO
aircraft should attempt to rejoin to a route position on another flight member. The
joining/wing aircraft is responsible for de-confliction until the other flight member
acknowledges his presence by a wing rock, signifying clearance to join. Once joined, the
NORDO aircraft will give the appropriate visual signals. If pre-briefed, the NORDO
aircraft may proceed to a rendezvous point and hold. If no one has rejoined prior to reaching
40 AFMAN11-2A-10CV3 22 JANUARY 2020

BINGO fuel, the NORDO aircraft should proceed to the base of intended landing or a divert
base IAW paragraph 7.5.1 above. Aircraft experiencing any difficulty/emergency in
addition to NORDO will proceed as required by the situation.
7.5.3. Surface Attack NORDO Procedures for Class A/Manned Class B Ranges.
7.5.3.1. Attempt contact with the RCO on the appropriate backup frequency.
7.5.3.2. If unable to re-establish contact, make a pass by the range control tower on the
attack heading while rocking wings, and turn in the direction of traffic. The FL will either
rejoin on the NORDO aircraft, or direct another flight member to rejoin on the NORDO
aircraft, in order to escort the NORDO aircraft to a recovery base.
7.5.3.3. If the NORDO aircraft has an emergency, then if practical, make a pass by the
range control tower, on the attack heading while rocking wings, turn opposite the direction
of traffic, and proceed to a recovery base. The FL either rejoins on the NORDO aircraft, or
directs another flight member to rejoin on the NORDO aircraft, in order to escort the
emergency aircraft.
7.5.3.4. If the RCO experiences radio failure, the flight holds high and maintain spacing
while attempting contact on primary and backup frequencies.
7.5.3.5. If radio failure occurs and circumstances preclude landing with unexpended
ordnance, safe jettison of ordnance may be accomplished provided the following
conditions are met:
7.5.3.5.1. The NORDO aircraft joins on another flight member that has radio contact
with the RCO and the remainder of the flight.
7.5.3.5.2. Relay stores jettison visual signals specified in AFPAM 11-205 to the
NORDO aircraft to initiate jettison.
7.5.4. Surface Attack NORDO Procedures for Unmanned Class B and Class C Ranges:
7.5.4.1. Make a “high and dry” pass on the target, if possible, while rocking wings.
7.5.4.2. The leader either rejoins the flight in sequence and recovers, or directs another
flight member to escort the NORDO aircraft to a recovery base.
7.5.4.3. If the NORDO has an emergency, the NORDO, if practical, makes a pass on the
target, rocking wings, turn opposite direction of traffic, and proceeds to a recovery base.
The FL either rejoins on the NORDO aircraft, or directs a flight member to rejoin on the
NORDO aircraft, in order to escort the emergency aircraft.
7.5.5. NORDO Recovery.
7.5.5.1. The procedures in AFPAM 11-205 and FLIP apply.
7.5.5.2. If flying a straight-in approach and a go-around becomes necessary, the chase will
go-around, pass the NORDO aircraft and rock his wings.
7.5.5.3. The NORDO aircraft gos-around if the situation allows. If the NORDO aircraft is
in formation as a wingman, the leader initiates a gentle turn into the wingman and begins
the go-around.
AFMAN11-2A-10CV3 22 JANUARY 2020 41

7.6. Severe Weather Penetration. Do not attempt flight through severe weather. (T-2).
However, if unavoidable, obtain separate clearances prior to severe weather penetration. If not
feasible, flights may assume an in-trail formation with a minimum of 1 nm separation between
aircraft/elements. Obtain ATC clearance for a non-standard formation.
7.7. Lost Wingman Procedures. In any lost wingman situation, immediate separation of aircraft
is essential. Upon losing sight of the leader or unable to maintain formation due to spatial
disorientation (SD), the wingman simultaneously execute the applicable lost wingman procedures
while transitioning to instruments and inform the FL. Refer to paragraph 7.8 for specific SD
considerations. Smooth application of control inputs is imperative to minimize the effects of SD.
Permission from the FL is required to rejoin the flight once lost wingman procedures have been
executed.
7.7.1. Two- or Three-Ship Flights:
7.7.1.1. Wings-Level Flight. In wings-level flight (climb, descent, or straight and level)
simultaneously inform lead and turn away using 15 degrees of bank for 15 seconds, then
resume heading and obtain separate clearance.
7.7.1.2. Turns.
7.7.1.2.1. Outside the Turn. Reverse the direction of turn using 15 degrees of bank for
15 seconds and inform lead. Continue straight ahead to ensure separation prior to
resuming the turn. Obtain a separate clearance.
7.7.1.2.2. Inside the Turn. Momentarily reduce power to ensure nose-tail separation,
and inform the FL to roll out of the turn. Maintain angle of bank to ensure lateral
separation and obtain separate clearance. Once assured separation, the leader may
resume turn. Note: If in three-ship echelon, refer to four-ship lost wingman procedures.
7.7.1.3. Precision/Non-Precision Final. The wingman momentarily turns away to ensure
separation, inform lead, and commences the published missed approach procedure while
obtaining a separate clearance from approach control.
7.7.1.4. Missed Approach. The wingman momentarily turns away to ensure separation,
informs lead, and continues the published or assigned missed approach procedure while
climbing to 500 ft above missed approach altitude. Obtains a separate clearance from
approach control.
7.7.2. Four-Ship Flights. If only one aircraft in the flight becomes separated, the previous
procedures provide safe separation. Since it is impossible for number 4 to immediately
ascertain that number 3 still has visual contact with lead, it is imperative that initial action of
number 4's be based on the assumption that number 3 has also become separated. Number 2
and 3 follow the procedures outlined above. Number 4 follows the appropriate procedure listed
below:
7.7.2.1. Wings-Level Flight. Simultaneously inform lead and turn away using 30 degrees
of bank for 30 seconds, then resume heading and obtain separate clearance.
7.7.2.2. Turns.
7.7.2.2.1. Outside the Turn. Reverse direction of turn using 30 degrees of bank for 30
seconds to ensure separation from lead and number 3 and obtain separate clearance.
42 AFMAN11-2A-10CV3 22 JANUARY 2020

7.7.2.2.2. Inside the Turn. Momentarily reduce power to ensure nose-tail separation
and increase bank angle by 15 degrees. Inform lead to roll out. Obtain separate
clearance. Lead resumes turn only when separation is ensured.
7.7.3. Flight Lead. The FL should acknowledge the lost wingman's radio call and transmit
attitude, heading, altitude, airspeed and other parameters as appropriate. Wingman will base
lost wingman procedure on the FL's transmitted parameters (use caution observing published
terrain clearance limits). The FL will be directive to ensure aircraft separation as required by
the situation.
7.7.4. Wingman. If a wingman becomes separated and any aircraft experiences radio failure,
the aircraft with the operational radio will obtain a separate clearance. NORDO aircraft will
ensure the appropriate IFF/SIF code is selected IAW either the Flight Information Handbook
or national rules while proceeding with the previous clearance. If an emergency situation arises
along with radio failure, select IFF/SIF to emergency (7700) for the remainder of the flight.
7.7.5. Practice. Practice lost wingman procedures only in VMC.
7.8. Spatial Disorientation. Conditions which prevent a clear visual horizon or increase pilot
tasking are conducive to SD. To prevent SD, the pilot makes a conscious attempt to increase
instrument cross-check rate. When SD symptoms are detected, take the following steps until
symptoms abate:
7.8.1. Single Ship.
7.8.1.1. Concentrate on flying basic instruments with frequent reference to the attitude
indicator. Use heads-down instruments. Defer non-essential cockpit tasks.
7.8.1.2. If symptoms persist, bring aircraft to straight and level flight with reference to the
attitude indicator and maintain straight and level flight, terrain permitting, until symptoms
abate, (usually 30 to 60 seconds), and conditions permitting.
7.8.1.3. If necessary, declare an emergency and advise ATC.
7.8.1.4. It is possible for SD to proceed to the point where the pilot is unable to see,
interpret, or process information from the flight instruments. Aircraft control in such a
situation is impossible. A pilot must recognize when physiological/psychological limits
have been exceeded and be prepared to abandon the aircraft.
7.8.2. Formation Lead.
7.8.2.1. A FL with SD will advise wingmen that lead has SD and will comply with
procedures in paragraph 7.8.1 above.
7.8.2.2. If possible, wingmen should confirm attitude and provide verbal feedback to lead.
7.8.2.3. If symptoms persist, terminate the mission and recover the flight by the simplest
and safest means possible.
7.8.3. Formation Wingman.
7.8.3.1. Wingman will advise lead when disorientation makes it difficult to maintain
position.
7.8.3.2. Lead will advise wingman of aircraft attitude, altitude, heading, and airspeed.
AFMAN11-2A-10CV3 22 JANUARY 2020 43

7.8.3.3. If symptoms persist, lead will establish straight and level flight for 30 to 60
seconds, conditions permitting.
7.8.3.4. If the above procedures are not effective, lead should consider passing the lead to
the wingman, provided the leader will be able to maintain situation awareness from a chase
position. Transfer lead while in straight and level flight. Once assuming the lead, maintain
straight and level flight for 60 seconds. If necessary, terminate the tactical mission and
recover by the simplest and safest means possible.
7.8.4. Greater Than Two-Ship Formation. Lead should separate the flight into elements to
more effectively handle a wingman with persistent SD symptoms. Establish straight and level
flight IAW paragraph 4.4 (Formation Breakup). The element with the SD pilot remains
straight and level while the other element separates from the flight.
7.9. Armament System Malfunctions.
7.9.1. Inadvertent Release:
7.9.1.1. Record switch positions at the time of inadvertent release and provide to armament
and safety personnel. Record the impact point, if known.
7.9.1.2. Check armament switches safe and do not attempt further release in any mode.
Treat remaining stores as hung ordnance and obtain a chase aircraft during RTB, if
practical.
7.9.1.3. If remaining stores present a recovery hazard, jettison in a suitable area on a single
pass, if practical.
7.9.2. Failure to Release/Hung Ordnance. If ordnance fails to release when all appropriate
switches are set, proceed as follows:
7.9.2.1. Live Ordnance. For hung live ordnance or an aircraft malfunction that precludes
further live weapons delivery, refer to TO 1A-10C-34-1-1, A-10C Non-Nuclear Weapon
Delivery Manual. The following procedures also apply:
7.9.2.1.1. Note all release and fusing switches, then safe.
7.9.2.1.2. Attempt to jettison store(s) using jettison or alternate delivery mode.
Consider attempting to jettison the rack if ordnance is unsecure or unable to determine
security.
7.9.2.1.3. If ordnance remains on the aircraft, follow the hung ordnance recovery
procedures.
7.9.2.2. Practice/Inert Ordnance.
7.9.2.2.1. Re-check switch positions and make an additional attempt to expend. If no
release occurs, select another mode of delivery in an attempt to expend. Re-attempted
release of a BDU-33 from a TER-9 should be accomplished from a diving delivery
followed by a climbing safe escape maneuver in order to provide positive G- loading
to potentially separate the bomb from a malfunctioning TER.
7.9.2.2.2. If the secondary release mode fails, ordnance from other stations/dispensers
may be released providing the aircraft will remain within symmetrical load limits.
44 AFMAN11-2A-10CV3 22 JANUARY 2020

7.9.2.2.3. If remaining stores present a recovery hazard, jettison in a suitable area on a

single pass, if practical.
7.9.2.2.4. If ordnance remains on the aircraft, follow the hung ordnance recovery
procedures.
7.9.3. Hang Fire/Misfire—General:
7.9.3.1. A missile that fires but fails to depart the aircraft is a hangfire. If this occurs, the
chase pilot should closely observe and safety check the missile.
7.9.3.2. A missile that fails to fire when all appropriate switches were selected is a misfire.
If this occurs, safe the Master Arm switch and follow the hung ordnance recovery
procedures.
7.9.3.3. TO 1A-10C-34-1-1 contains hangfire/misfire procedures for specific ordnance
types.
7.9.4. Gun Unsafe. Refer to TO 1A-10C-34-1-1. The following procedures also apply:
7.9.4.1. If the gun unsafe light is accompanied by any unusual noise/vibration, or any other
indication of gun/aircraft damage, the pilot declares an emergency.
7.9.4.2. Accomplish gear lowering over an unpopulated area.
7.9.5. Recovery with Weapons Malfunction/Hung Ordnance.
7.9.5.1. If practical, visually inspect the aircraft for damage.
7.9.5.2. Declare an emergency (not required for hung practice/inert ordnance or secure
2.75 inch rockets).
7.9.5.3. Obtain a chase aircraft, if available, and avoid populated areas and trail
formations.
7.9.5.4. Land from a straight-in approach, or IAW local hung ordnance procedures.
7.9.5.5. In case of a delayed BDU-33 release, write up the incident in the AFTO Forms
781, ARMS Aircrew/Mission Flight Data Document and declare the aircraft code-3 during
maintenance debrief. A delayed release occurs when the BDU-33 releases from the TER-
9/A later than planned by the pilot and impacts more than 300 meters long of the target or
hangs and subsequently falls off the aircraft later in the sortie.
7.9.6. Miscellaneous Procedures.
7.9.6.1. Pilots will not attempt to expend ordnance using a delivery system with a known
weapons release malfunction.
7.9.6.2. When abnormal missile launch or erratic missile flight is noted after launch,
another aircraft visually inspects the launching aircraft (if possible) to determine if any
damage has occurred.
7.10. In-flight Practice of Emergency Procedures.
7.10.1. Simulated Emergency Procedures--Definition. Any procedure that produces an effect
that would closely parallel the actual emergency such as retarding the throttle to idle and
disengaging the SAS to simulate a single engine situation.
AFMAN11-2A-10CV3 22 JANUARY 2020 45

7.10.2. Emergency Practice.

7.10.2.1. Accomplish all practice and training related to aborted takeoffs in a Cockpit
Familiarization Trainer, Full Motion Trainer or a static aircraft (if trainers unavailable).
7.10.2.2. Practice in-flight engine shutdown is prohibited (except during FCF profiles).
7.10.2.3. While in-flight, simulated loss of both engines is prohibited.
7.10.3. Simulated Single Engine Approach/ Landing:
7.10.3.1. Do not initiate simulated single engine failure below 1,000 ft AGL and terminate
if the aircraft descends below 800 ft AGL prior to base leg or the airspeed drops below
computed final approach speed for the aircraft configuration.
7.10.3.2. Follow procedures in TO 1A-10C-1 for emergency landing patterns and actual
single engine approaches as appropriate for the simulated engine failure situation. Pilots
engage anti-skid prior to landing.
7.10.3.3. Pilots plan approaches to avoid turns into the simulated dead engine when
practical. If turns into the simulated dead engine are necessary, plan patterns to minimize
bank angle.
7.10.3.4. IQT pilots do not perform simulated single engine full stop landings unless
chased by an IP.
7.10.3.5. Simulated single engine approaches not terminating in a full stop landing utilize
both engines during go-around, except single engine training conducted above 5,000 ft
AGL.
7.10.4. Practice of emergency landing patterns at active airfields is authorized provided that:
7.10.4.1. Adequate crash rescue and air traffic control facilities are available and in
operation.
7.10.4.2. IQT pilots are chased by an IP.
7.10.4.3. Radio calls at pattern entry and as directed locally or by the controlling agency
include the type emergency being simulated.
7.11. Manual Reversion Approach and Landing. Factors to consider are pilot proficiency,
instrument approach facilities, runway conditions, weather at the recovery field, and any
accompanying aircraft malfunctions. Controlled bailout is recommended anytime existing
conditions may preclude a safe recovery or during single engine operations.
7.11.1. Flying in manual reversion is something that is done infrequently and must be treated
accordingly. A thorough review of manual reversion procedures in TO 1A-10C-1, TO 1A-
10C-1CL, and/or TO 1A-10C-6CL-1 is accomplished before any flights where manual
reversion is a mandatory part of the flight profile. Particular attention is placed on actions to
be taken when problems arise with manual reversion flight. The first action is to revert to the
normal flight control mode. If that action does not solve the problem and the aircraft is
uncontrollable, then ejection is recommended.
7.11.2. Pilots who fly in manual reversion must be completely aware of the characteristics of,
problems associated with, and procedures to use with manual reversion.
46 AFMAN11-2A-10CV3 22 JANUARY 2020

7.11.2.1. Other than actual emergencies requiring manual reversion, pilots only go into
manual reversion when on a dedicated FCF, FCF upgrade sortie or FTU upgrade sortie.
7.11.2.2. Aircraft must have less than 350 rounds of 30 mm and a configuration of
symmetrically loaded TERs, empty TERs, rocket pods or clean to use manual reversion.
7.11.2.3. If aircraft will not go into Manual Reversion or the pitch trim does not work,
return Manual Reversion switch to NORM.
7.12. Search and Rescue Combat Air Patrol (SARCAP) Procedures. In the event an aircraft
is lost in flight, actions must begin to locate possible survivors and initiate rescue efforts. It is
critical all flight members aggressively pursue location and rescue of downed personnel even
though they seem uninjured. Many downed aircrews initially suffer from shock or have delayed
reactions to ejection injuries. The following procedures are by no means complete and may require
adjustment to meet each unique search and rescue situation. Chapter 8, Local Operating
Procedures, paragraph 8.2.1.6, Abnormal Procedures, where pilots can find details on unit
specific procedures.
7.12.1. SQUAWK. Immediately terminate maneuvering using appropriate Knock-It-Off
procedures. Establish a SARCAP commander. Place IFF to EMER to alert ATC or Ground
Control Intercept (GCI) of the emergency situation.
7.12.2. TALK. Communicate the emergency situation and aircraft/flight intentions
immediately to control agencies. Use GUARD frequency if necessary.
7.12.3. MARK. Mark the last known position of survivor/crash site using any means available.
Use TACAN/INS position, TAD or TGP marks, ATC/GCI positioning, or ground references
to identify the immediate area for subsequent rescue efforts.
7.12.4. SEPARATE. Remain above the last observed parachute altitudes until determining the
position of all possible survivors. De-conflict other aircraft in the SARCAP by altitude to
preclude midair collision. Establish high/low Combat Air Patrols as necessary to facilitate
communications with other agencies.
7.12.5. BINGO. Revise BINGO fuels or recovery bases as required to maintain maximum
SARCAP coverage over survivor/crash site. Do not overfly BINGO fuel. Relinquish SARCAP
operation to designated rescue forces upon their arrival.
7.13. Chemical, Biological, Radiological, Nuclear and High Yield Explosive (CBRNE)
Operations. For CBRNE operations see Attachment 16.
AFMAN11-2A-10CV3 22 JANUARY 2020 47

Chapter 8

LOCAL OPERATING PROCEDURES

8.1. General. This chapter is reserved for unit local operating procedures. Units composed of
dissimilar aircraft may publish guidance in a single, stand-alone local operating instruction (OI)
instead of supplementing this AFMAN. Added or stand-alone procedures will not be less
restrictive than those contained elsewhere in this volume. This chapter is not intended to be a single
source document for procedures contained in other directives or regulations. Avoid unnecessary
repetition of guidance provided in other established directives; however, reference to those
directives is acceptable when it serves to facilitate location of information necessary for local
operating procedures. Issue the supplement to this chapter or the local OI to each A-10 pilot.
8.2. Procedures. Unless changed by MAJCOM or subordinate agency, the following procedures
apply:
8.2.1. Organize the local chapter in the following format to include, but not limited to, the
following:
8.2.1.1. Section A—Introduction
8.2.1.2. Section B—General Policy
8.2.1.3. Section C—Ground Operations
8.2.1.4. Section D—Flying Operations
8.2.1.5. Section E—Weapons Employment
8.2.1.6. Section F--Abnormal Procedures
8.2.1.7. Attachments (Illustrations)
8.2.2. This chapter includes procedures for the following, if applicable:
8.2.2.1. Command and Control
8.2.2.2. Fuel Requirements and Bingo Fuels
8.2.2.3. Diversion Instructions
8.2.2.4. Jettison Areas (IFR/VFR)
8.2.2.5. Jettison Procedures/Parameters
8.2.2.6. Controlled Bailout Areas
8.2.2.7. Local Weather Procedures
8.2.2.8. Securing Aircraft After Emergencies
8.2.2.9. Approved Alternate Missions
8.2.2.10. Cross-Country/Servicing Procedures
8.2.2.11. SARCAP Procedures
48 AFMAN11-2A-10CV3 22 JANUARY 2020

8.3. Distribution of Local Supplements. See Opening Paragraph for coordination instructions.
Distribution of local supplements may begin before the review process is complete unless
MAJCOM or appropriate subordinate agency determine otherwise.

MARK D. KELLY, Lt Gen, USAF

Deputy Chief of Staff, Operations
AFMAN11-2A-10CV3 22 JANUARY 2020 49

Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION

References
A-10 RTM, A-10C Ready Aircrew Program Tasking Memorandum
AFMAN 11-2A-10CV1, A-10C--Aircrew Training, 9 Jul 2019
AFMAN 11-217, Flight Operations, 10 Jun 2019
AFMAN 33-363, Management of Records, 1 Mar 2008
AFMAN 11-218, Aircraft Operations and Movement on the Ground, 5 Apr 2019
AFPAM 11-205, Cockpit and Formation Flight Signals, 9 Aug 2018
AFI 11-200, Aircrew Training, Standardization/Evaluation, and General Operations Structure,
21 Sep 2018
AFI 11-202V3, General Flight Rules, 10 Aug 2016
AFI 11-202V3, ACCSUP, General Flight Rules, 7 Jul 2019
AFI 11-209, Participation in Aerial Events, 22 May 2018
AFI 11-214, Air Operations Rules and Procedures, 14 Aug 2012
AFI 11-301V1, Aircrew Flight Equipment Program, 10 Oct 2017
AFI 33-360, Publications and Forms Management, 1 Dec 2015
AFPD 11-2, Aircrew Operations, 31 Jan 2019
AFPD 11-4, Aviation Service, 12 Apr 2019
AFTTP 3-1.A-10, Tactical Employment--A-10 (Secret), 9 Mar 2018
AFTTP 3-2.6 JFIRE, Multi-Service Tactics, Techniques, and Procedures for the Joint
Application of Firepower, Jan 2016
AFTTP 3-3.A-10, Combat Aircraft Fundamentals--A-10, 9 Mar 2018
AFTTP 3-4, Airman’s Manual, 11 Jan 2019
FLIP, Flight Information Publication
JP 3-09.3, Close Air Support, 10 Jun 2019
TO 1A-10C-1, Flight Manual—A-10C, 10 Feb 2017
TO 1A-10C-1CL, Flight Crew Chelist-A-10C, 10 Feb 2017
TO 1A-10C-6CL-1, Acceptance and Functional Check Flight Manual-A-10C, 10 Nov 2010
TO 1A-10C -34-1-1, A-10C Non-Nuclear Weapon Delivery Manual, 10 Jan 2013

Adopted Forms
AF Form 679, Publication Compliance Item Waiver Request/Approval
50 AFMAN11-2A-10CV3 22 JANUARY 2020

AF Form 847, Recommendation for Change of Publication

AFTO Form 781, ARMS Aircrew/Mission Flight Data Document

Abbreviations and Acronyms

A3OF—Air Force Flight Standards Agency
ACBT—Air Combat Training
(D) ACBT—(Dissimilar) Air Combat Training
ACC/A3—Air Combat Command/Air Operations
ACC/A3TO—Air Combat Command/Flight Operations and Training
ADF—Automatic Direction Finder
AFI—Air Force Instruction
AFMAN—Air Force Manual
AFTTP—Air Force Tactics, Techniques and Procedures
AFPD—Air Force Policy Directive
AGL—Above Ground Level
AGSM—Anti-G Straining Maneuver
ARCP—Air Refueling Control Point
ARCT—Air Refueling Control Time
ARIP—Air Refueling Initiation Point
ARMS—Aviation Resource Management System
ASC—Air Strike Control
ATC—Air Traffic Control
BDU—Bomb Dummy Unit (practice munition)
BFM—Basic Fighter Maneuvers
BMC—Basic Mission Capable
C2—Command and Control
CBRNE—Chemical, Biological, Radiological, Nuclear and High Yield Explosive
COMAFFOR—Commander Air Force Forces
CMR—Combat Mission Ready
COLA—Covert/Overt Lighting Assembly
CT—Continuation Training
DR—Dead Reckoning
DRU—Direct Reporting Unit
AFMAN11-2A-10CV3 22 JANUARY 2020 51

E&E—Evasion and Escape

ECM—Electronic Countermeasures
EGI—Embedded GPS/INS
EL—Element Lead
EOR—End of Runway
EVE—Estimated Vertical Error
EP—Emergency Procedure
FAC—Forward Air Controller
FAM—Familiarization
FCF—Functional Check Flight
FEBA—Forward Edge of the Battle Area
FL—Flight Lead
FLIP—Flight Information Publications
FOA—Field Operating Agency
FOM—Figure of Merit
ft—feet
FTU—Formal Training Unit
GCI—Ground Control Intercept
GPS—Global Positioning System
HAF—Headquarters Air Force
HARS—Heading Attitude Reference System
HAS—Hardened Aircraft Shelter
HMIT—Helmet Mounted Integrated Targeting
HOTAS—Hands on Throttle and Stick
HUD—Head Up Display
IAW—in accordance with
ID—Identify
IFF—Identification, Friend or Foe
IFR—Instrument Flight Rules
IMC—Instrument Meteorological Conditions
INS—Inertial Navigation System
IP—Instructor Pilot
52 AFMAN11-2A-10CV3 22 JANUARY 2020

IQT—Initial Qualification Training

IR—Infrared
ITT—Interstage Turbine Temperature
JAAT—Joint Air Attack Team
KIAS—Knots Indicated Airspeed
KIO—Knock-It-Off
km—kilometers
KTAS—Knots True Airspeed
LASDT—Low Altitude Step Down Training
LCP—Laser Command Pointer
LEP—Laser Eye Protection
LSS—Laser Spot Search
LST—Laser Spot Track
LATN—Low Altitude Tactical Navigation
LOWAT—- Low Altitude Training
MAJCOM/A3—Major Command/Air Operations
MEA—Minimum en route altitude
MFCD—Multi-Function Color Display
MOA—Military Operating Area
MOPP—Mission-Oriented Protective Posture
MSA—Minimum Safe Altitude
MSL—Mean Sea Level
MQT—Mission Qualification Training
nm—nautical miles
NORDO—No Radio
NVD—Night Vision Device
NVIS—Night Vision Imaging System
OI—Operating Instruction
OPR—Office of Primary Responsibility
OPS—Operational
OG—Operations Group
OG/CC—Operations Group Commander
AFMAN11-2A-10CV3 22 JANUARY 2020 53

OGV—Operations Group Standardization/Evaluations

PA—Public Affairs
PAC—Precision Altitude Control
PIC—Pilot in Command
PWC—Pilot Weather Category
RAA—Route Abort Altitude
RCO—Range Control Officer
RCR—Runway Condition Reading
RNAV—Area Navigation
RPM—Revolutions per Minute
RTB—Return to Base
RWR—Radar Warning Receiver
SCAR—Strike Coordination and Reconnaissance
SD—Spatial Disorientation
SADL—Situational Awareness Data Link
SAR—Search and Rescue
SARCAP—Search and Rescue Combat Air Patrol
SEFE—Flight Evaluator
SIF—Selective Identification
sm—statute miles
SORN—System of Records Notice
STAR—Standard Terminal Arrivals
TACAN—Tactical Air Navigation
TAD—Tactical Awareness Display
TER—Triple Ejector Rack
TGP—Targeting Pod
TGM—Training Guided Missile
TO—Technical Order
TOLD—Takeoff and Landing Data
VASI—Visual Approach Slope Indicator
VFR—Visual Flight Rules
VMC—Visual Meteorological Conditions
54 AFMAN11-2A-10CV3 22 JANUARY 2020

Terms
Air Combat Training (ACT)—A general term that includes (D)BFM, (D)ACM, and (D)ACT.
Bingo Fuel—A pre-briefed fuel state that allows the aircraft to return to the base of intended
landing or alternate, if required, using preplanned recovery parameters and arriving with normal
recovery fuel.
Class A Range—A manned range as defined in AFI 13-212, Volume 1 Range Planning and
Operations, where a range control officer is present with two-way radio voice communication
capability.
Class B Range—A manned or unmanned range with scoring capability, but no range control
officer.
Class C Range—An unmanned range with no scoring or control capability.
Close Air Support (CAS)—Air action by aircraft against hostile targets that are in close proximity
to friendly forces and that require detailed integration of each air mission with the fire and
movement of those forces.
Forward Air Controller—An officer (aviator/pilot) member of the tactical air control party who,
from forward ground or airborne position, controls aircraft in close air support of ground troops.
Forward Edge of the Battle Area (FEBA)—The foremost limits of a series of areas in which
ground combat units are deployed to coordinate fire support, the positioning of forces, or the
maneuver of units, excluding areas in which covering or screening forces are operating.
G—Gravity (G) force of attraction exerted on an object by the mass of the earth; acts vertically
downward through centre of gravity of the object.
Goggles On—Descriptive term to notify flight members that the pilot has donned NVDs.
Goggles Off—Descriptive term to notify flight members that the pilot has doffed NVDs.
Head-up Display (HUD)—A display of flight, navigation, attack, or other information
superimposed upon the pilot’s forward field of view.
High and Dry—Descriptive term to notify flight members/RCO an aircraft is transiting through a
final approach to a target without descending or releasing ordnance.
Hot Microphone (Hot Mic)—A microphone that is turned on and recording.
Hung Ordnance—Any item attached to the aircraft for the purpose of dropping or firing which
has malfunctioned or failed to releaseF. In addition, hung ordnance includes the following items:
(1) External fuel tanks after unsuccessful jettison attempt; (2) Remaining ordnance after an
inadvertent release; (3) 20/30 mm ammunition after a gun malfunction (no fire, unplanned cease
fire, runaway gun, or gun unsafe indication); (4) Any stores determined to be in an unsafe
condition.
Inert Ordnance—Ordnance with no explosive or incendiary material (Includes BDU-50).
Jettison—The selective release of stores from an aircraft for other than a normal attack.
Jink—A sudden quick change of direction typically used as a tactical evasive maneuver.
AFMAN11-2A-10CV3 22 JANUARY 2020 55

Joint Terminal Attack Controller—A qualified (certified) Service member who, from a forward
position, directs the action of combat aircraft engaged in close air support and other offensive air
operations.
Joker Fuel—A pre-briefed fuel state above Bingo at which separation/bugout/event/termination
should begin.
Knock-it-off—Directive phrase to direct all participants to cease tactical operations. Typically
utilized in conjunction with a safety of flight incident.
Live Ordnance—Combat type ordnance incorporating explosive or incendiary material. Do not
consider self-protection flares, night illumination flares and spotting charges as live ordnance.
Low-Altitude Training—Mission oriented operations in the low block altitude.
Minimum Safe Altitude—The defined altitude that provides 1,000 ft of clearance above the
highest obstacle/terrain feature (rounded to the next highest 100 ft) within 5 nm of the planned
course, routed boundaries, or operations area.
Night-Vision Device (NVD)—Any electro-optical device used to detect visible and infrared
energy and provide a visible image.
Night—The time between the end of evening civil twilight and the beginning of morning civil
twilight as published in the American Air Almanac, converted to local time.
Offensive Maneuvering—Maneuvers against an opponent to achieve weapons parameters.
Operations Checks (Ops Checks)—Procedural checks pilots perform during different phases of
flight as defined by To 1A-10C-1CL-1.
Padlocked—Descriptive term to notify flight members that the pilot is unable to maintain visual
contact with an object if they look away.
Practice Ordnance—Ordnance specifically designed or modified for practice. BDU-33, ATM,
CATM, and classify ball (or tracer - TPT) gun ammunition as practice ordnance.
Release—The intentional separation of a free-fall aircraft store, from its suspension equipment,
for purposes of employment of the store.
Show of Force—An operation planned to demonstrate United States resolve that involves
increased visibility of United States deployed forces in an attempt to defuse a specific situation
that, if allowed to continue, may be detrimental to United States interests or national objectives.
(JP 3-0)
Situational Awareness (SA)—The level the warfighter/aircrew is able to recognize, process, and
react to both external and internal factors in a dynamic environment to increase lethality,
survivability, and mission effectiveness.
Switchology—The settings of switches on panels. Describes a sequence of cockpit/HOTAS
switch placement/actuations.
Tactical Formation—Formations, as defined by AFTTP 3-1.A-10 and AFTTP 3-3.A-10, that
provides mutual support.
Target—A directive call to assign group responsibility. Area on a range complex where the
desired mean point of impact is located.
56 AFMAN11-2A-10CV3 22 JANUARY 2020

Terminate—Procedures used when safety of flight is not a factor and to indicate stopping ownship
maneuvering.
Training Ordnance—Ordnance used in conduct of training. This includes practice ordnance, inert
ordnance, and live ordnance.
Training Rules (TR)—Peacetime rules, procedures, and standards governing Air- to-Air and Air-
to-Surface training that, when violated, jeopardize flight safety.
Unexpended Ordnance—Ordnance that is still onboard because no release was attempted.
Unintentional Release—Ordnance fired or dropped through pilot error.
AFMAN11-2A-10CV3 22 JANUARY 2020 57

Attachment 2
GENERAL BRIEFING GUIDE

A2.1. Mission Preparation.

A2.1.1. Time Hack
A2.1.2. EP/Threat of the Day
A2.1.3. Mission Objective(s)
A2.1.4. Mission Overview
A2.1.5. Mission Data Card
A2.1.5.1. Mission Commander/Deputy Lead
A2.1.5.2. Joker/Bingo Fuel
A2.1.5.3. Takeoff and Landing Data
A2.1.5.4. Working Area
A2.1.6. Environmental Conditions
A2.1.6.1. Weather/TDA
A2.1.6.2. Sunrise/Sunset (If Applicable)
A2.1.6.3. Moon Illumination (If Applicable)
A2.1.7. NOTAMs
A2.1.8. Personal Equipment
A2.1.9. Flight Crew Information File/Pubs/Maps
A2.2. Ground Procedures.
A2.2.1. Pre-Flight
A2.2.1.1. Aircraft
A2.2.1.2. Armament
A2.2.2. Ground Crew Briefing (When Applicable)
A2.2.2.1. Act only on Pilot’s instructions
A2.2.2.2. Ground emergency procedures
A2.2.2.3. Hand signals
A2.2.2.4. Aircraft Danger Areas
A2.2.3. Check-in
A2.2.4. Taxi/Marshalling/Arming
A2.2.5. Spare Procedures
A2.3. Takeoff.
58 AFMAN11-2A-10CV3 22 JANUARY 2020

A2.3.1. Runway Lineup

A2.3.2. Formation Takeoff
A2.3.3. Takeoff Interval
A2.3.4. Abort
A2.3.5. Landing Immediately After Takeoff
A2.4. Departure.
A2.4.1. Routing
A2.4.2. Trail Departure
A2.4.3. Rejoin
A2.4.4. Formation
A2.4.5. Ops Checks
A2.5. Recovery.
A2.5.1. Rejoin
A2.5.2. Battle Damage/Bomb Check (If Applicable)
A2.5.3. Flight Breakup (If Applicable)
A2.5.4. Contingency Routing
A2.5.4.1. Hung/Unexpended Ordnance (If Applicable)
A2.5.4.2. Weapons/Aircraft Malfunction (If Applicable)
A2.5.5. Pattern and Landing
A2.5.6. Landing/De-Arm
A2.5.7. Emergency / Alternate Airfields
AFMAN11-2A-10CV3 22 JANUARY 2020 59

Attachment 3
SPECIAL SUBJECTS BRIEFING GUIDE

A3.1. General Roles and Responsibilities (IP, FL, Wingman).

A3.1.1. Formation Specific Responsibilities and Priorities
A3.1.2. Flight Member Mission Priorities
A3.1.3. Sensor Prioritization
A3.1.4. De-confliction Contracts
A3.1.5. IP Responsibilities
A3.2. Chase Procedures.
A3.3. IFF Procedures.
A3.4. Visual Search Responsibilities/Midair Collision Avoidance/Flight Path De-confliction.
A3.4.1. Departure/En route/Recovery
A3.4.2. High Density Traffic Areas
A3.4.3. From Other Military Aircraft
A3.4.4. From Civilian Aircraft
A3.5. Dissimilar Formations.
A3.6. Terrain Avoidance.
A3.6.1. Departure/En Route/Recovery
A3.6.2. Use of Radar Altimeters / Ground Collision Avoidance System
A3.6.3. Ejection decision (i.e., immediately after T/O, prior to landing, departing a prepared
surface, high altitude, low altitude)
A3.6.4. Use of TAD for obstacle avoidance
A3.7. Bird Strike Procedures.
A3.8. Hazards Associated With Human Factors (i. e., Channelized Attention, Task
Saturation/Prioritization, and Complacency).
A3.9. G-Awareness.
A3.9.1. Turn/G-Suit Connection/G-tolerance
A3.9.2. Use of L-1 Anti-G Straining Maneuver (AGSM)
A3.10. Visual Illusions/Perceptions.
A3.11. Spatial Disorientation/Unusual Attitudes/G-Excess Illusion.
A3.12. Lost Wingman.
A3.13. Radio Inoperative.
A3.14. SARCAP.
60 AFMAN11-2A-10CV3 22 JANUARY 2020

A3.15. Recall Procedures.

A3.16. SIIs.
A3.17. Training Rules / Special Operating Instructions.
AFMAN11-2A-10CV3 22 JANUARY 2020 61

Attachment 4
INSTRUMENT/NAVIGATION BRIEFING GUIDE

A4.1. Climb.
A4.1.1. Instrument Departure
A4.1.1.1. Power Setting/Airspeed
A4.1.1.2. Trail Departure (If Applicable)
A4.1.1.3. Routing (Standard Instrument Departure Route, Radar Vectors, etc.)
A4.1.2. Level Off
A4.1.3. Formation
A4.2. Cruise.
A4.2.1. En route
A4.2.2. Cruise Data
A4.2.3. Navigation Aids
A4.2.4. Fuel Awareness/Ops Checks
A4.3. Area.
A4.3.1. Airwork
A4.3.1.1. Airspace Restrictions
A4.3.1.2. Area Orientation
A4.3.1.3. IP Responsibilities (If Applicable)
A4.3.1.4. Maneuvers/G-Awareness
A4.4. Approaches.
A4.4.1. Frequencies
A4.4.2. Holding
A4.4.3. Penetration
A4.4.4. Missed Approach/Climb out
A4.5. Special Subjects.
A4.5.1. Alternate Mission
A4.5.2. Emergency/Alternate Airfields
A4.5.3. Spatial Disorientation
A4.5.4. Unusual Attitudes
A4.5.5. Hazards Associated With Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
62 AFMAN11-2A-10CV3 22 JANUARY 2020

A4.5.6. Low Altitude Ejection

A4.5.7. Lost Wingman
A4.5.8. Aircraft Lighting Considerations
AFMAN11-2A-10CV3 22 JANUARY 2020 63

Attachment 5
AIR REFUELING BRIEFING GUIDE

A5.1. General.
A5.1.1. Tanker Call-sign(s), Receiver Assignments
A5.1.2. Refueling Track(s), (Altitude and airspeed)
A5.1.3. Radio Frequencies
A5.1.4. ARIPs, ARCPs, ARCTs
A5.2. Buddy Procedures.
A5.2.1. Departure
A5.2.2. Join-up
A5.3. En route.
A5.3.1. Route of Flight
A5.3.2. Formation
A5.3.3. Ops Checks
A5.4. Rendezvous.
A5.4.1. Type Rendezvous
A5.4.2. Holding Procedures/Formation
A5.4.3. Ground Radar Assistance
A5.4.4. Tanker Identification—Air-to-Air TACAN/ Ground Radar/ADF/Visual
A5.4.5. Wingman/Deputy Lead Responsibilities
A5.4.6. Receiver Formation/Join-up Procedures
A5.4.7. Rendezvous Overrun
A5.5. Refueling.
A5.5.1. Checklist Procedures
A5.5.2. Radio Calls
A5.5.3. Refueling Order
A5.5.4. Techniques
A5.5.5. Radio Silent Procedures (Emission Control/Visual Signals)
A5.5.6. Fuel Off-Load
A5.5.7. Abort Points and Bases
A5.5.8. Drop-Off Procedures
A5.5.9. Wake Turbulence
64 AFMAN11-2A-10CV3 22 JANUARY 2020

A5.6. Rejoin and Exit.

A5.6.1. Formation
A5.6.2. Clearance
A5.7. Emergency Procedures.
A5.7.1. Breakaway Procedures
A5.7.2. Systems Malfunctions
A5.7.3. Damaged Receptacle
A5.8. IMC/Night Considerations (If Applicable).
A5.8.1. Lost Wingman Procedures
A5.8.1.1. En route
A5.8.1.2. On the Tanker
A5.8.2. Aircraft Lighting
A5.9. Special Subjects.
A5.9.1. Alternate Mission
A5.9.2. Spatial Disorientation
A5.9.3. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
AFMAN11-2A-10CV3 22 JANUARY 2020 65

Attachment 6
(D)ACBT BRIEFING GUIDE

A6.1. General.
A6.1.1. Call-signs
A6.1.2. Number and Type Aircraft
A6.1.3. Dissimilar Formation (If Applicable)
A6.1.3.1. Formation References
A6.1.3.2. In-flight Visual Signals
A6.1.4. Debriefing (Time/Place)
A6.1.5. G-Awareness/Tolerance/Warm-up
A6.1.6. Area Information
A6.1.6.1. Controlling Agency
A6.1.6.2. Airspace Limits/Restrictions
A6.1.6.3. Frequencies
A6.1.6.4. Squawks
A6.1.6.5. Block Altitudes/Minimum Altitudes
A6.2. Tactical.
A6.2.1. Scenario
A6.2.1.1. Type Threat Simulated/Tactics Limitations
A6.2.1.2. Safe Areas/FEBA
A6.2.1.3. Ingress/Egress Routing/Target Locations
A6.2.2. Low Altitude Training (LOWAT) (If Applicable)
A6.2.2.1. Minimum Altitudes
A6.2.2.2. Maneuvering Limitations
A6.2.3. Basic Fighter Maneuvers
A6.2.3.1. Setups
A6.2.3.2. Offensive
A6.2.3.3. Defensive
A6.2.4. Flight/Element Tactics
A6.2.4.1. Tactics/Mutual Support
A6.2.4.2. Formation /Look out Responsibilities
A6.2.4.3. Roles and Responsibilities
66 AFMAN11-2A-10CV3 22 JANUARY 2020

A6.2.4.3.1. Engaged
A6.2.4.3.2. Supporting
A6.2.4.4. Clearance for Wingman to Engage
A6.2.4.5. Radio Usage
A6.2.4.6. Egress/Separate/Rejoin
A6.2.4.7. Termination
A6.2.5. Weapons Employment
A6.2.5.1. Weapons System/RWR/ECM/IFF Checks
A6.2.5.2. Simulated Ordnance (Type/Quantity)
A6.2.5.3. Shot Criteria/Air-to-Air Weapons Switchology
A6.2.5.4. Kill Criteria/Removal
A6.3. Specific Mission Considerations.
A6.3.1. Air to Air Training Rules
A6.3.2. Midair Collision Avoidance/Flight Path De-confliction (With/Without Visual)
A6.3.3. Maneuvering Limitations
A6.3.3.1. Angle of Attack /Airspeed and G
A6.3.3.2. Recognition/Prevention/Recovery from Out of Control
A6.3.3.3. Heavy Gross Weight Effect on Maneuvering
A6.3.3.4. Limitations
A6.3.3.4.1. Aircraft
A6.3.3.4.2. Ordnance
A6.3.3.5. Asymmetrical Configuration/Thrust
A6.3.3.6. Adverse Yaw/Accelerated Stalls
A6.3.3.7. Stalls/Departures
A6.3.3.7.1. Engine Stall Susceptibility
A6.3.3.7.2. Flight Control Effectiveness
A6.3.3.7.3. Use of Angle of Attack and Aural Tones
A6.3.3.8. A-10 vs A-10 unique considerations
A6.3.3.9. A-10 vs High Speed Fighter
A6.3.3.10. Energy/Thrust Limitations
A6.4. Special Subjects.
A6.4.1. Emergencies/Escort/Dissimilar Formation Recovery (If Applicable)
AFMAN11-2A-10CV3 22 JANUARY 2020 67

A6.4.2. Additional Considerations

A6.4.2.1. Mission Recording Devices
A6.4.2.2. Air-to-Air TACAN
A6.4.2.3. Codewords
A6.4.2.4. Environmental Considerations (e.g., sun angle, etc.)
A6.4.3. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
A6.4.4. Alternate Mission
68 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 7
ESCORT MISSION BRIEFING GUIDE

A7.1. En route To Rendezvous/Post-Mission Navigation.

A7.1.1. Formation
A7.1.2. Route of Flight/Applicable Restrictions
A7.1.3. Control Agency Call-sign/Frequency
A7.2. Rendezvous.
A7.2.1. Protected Force Call-sign/Common Frequency
A7.2.2. Number/Type Aircraft
A7.2.3. Rendezvous Point/Time
A7.2.4. Altitude
A7.2.5. Airspeed
A7.3. Escort Procedures.
A7.3.1. Type Formation
A7.3.2. Tactics/Mutual Support
A7.3.3. Escort Route/Airspeed
A7.3.4. Weapons Considerations
A7.3.5. ECM/RWR
A7.4. Training Rules.
AFMAN11-2A-10CV3 22 JANUARY 2020 69

Attachment 8
LOW LEVEL NAVIGATION/LOW ALTITUDE TACTICAL NAVIGATION (LATN)
BRIEFING GUIDE

A8.1. General.
A8.1.1. Route/Clearance/Restrictions
A8.1.2. Flight Responsibilities
A8.1.2.1. Navigation
A8.1.2.2. Visual Search Responsibilities
A8.1.2.3. Radio Procedures
A8.1.2.4. Entry/Spacing/Holding
A8.2. Route Procedures.
A8.2.1. Airspace Restrictions
A8.2.2. Fence Checks
A8.2.3. Tactical Formation/Turns
A8.2.4. G-Awareness/Warm-up
A8.2.5. Low Level Navigation
A8.2.5.1. TAD usage/Map Preparation/Pilotage/Dead Reckoning
A8.2.5.2. Use of Navigational Aids/EGI
A8.2.5.3. Visual Search Techniques
A8.2.5.4. Updates
A8.2.5.5. Time/Fuel Control
A8.2.5.6. Use of Terrain/Wingman Considerations
A8.2.5.7. Leg Altitudes/Obstacles (MSL/AGL)
A8.2.5.8. Turn Point Acquisition
A8.2.6. Threat Reactions
A8.2.6.1. Countermeasure System Employment/Restrictions
A8.2.6.2. Engagement Criteria
A8.2.6.3. LOWAT (If Applicable)
A8.2.6.4. Flight Path De-confliction (With/Without Visual)
A8.3. Special Subjects.
A8.3.1. Fuel Awareness/Ops Checks
A8.3.2. Two/Three Ship Options
70 AFMAN11-2A-10CV3 22 JANUARY 2020

A8.3.3. Low Level Safety Procedures

A8.3.3.1. Terrain Avoidance
A8.3.3.1.1. AGL/MSL Altitude Alerts
A8.3.3.2. Time to Ground Impact
A8.3.3.2.1. Wings Level
A8.3.3.2.2. Over Bank/Under G
A8.3.3.3. Aircraft and Flight Maneuvering Parameters
A8.3.3.4. Knock-It-Off Criteria/Response
A8.3.3.5. Low Level Emergencies/Malfunctions
A8.3.3.6. Route Abort Procedures (RAA)
A8.3.3.7. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
A8.3.3.8. Task Saturation/Prioritization
A8.3.3.9. Visual Illusions/Perceptions
A8.3.4. Alternate Mission/Routing
A8.3.5. Emergency/Alternate Airfields
A8.3.6. Special Operating Instructions (If Applicable)
A8.4. Weapons Employment. Refer to Appropriate Air-to-Surface Employment Briefing
Guide.
AFMAN11-2A-10CV3 22 JANUARY 2020 71

Attachment 9
AIR-TO-SURFACE WEAPONS EMPLOYMENT RANGE MISSION BRIEFING GUIDE

A9.1. En route—G-Awareness/Warm-up.
A9.2. Range Information.
A9.2.1. Target/Range Description
A9.2.2. Restrictions
A9.2.3. Range Entry/Holding
A9.2.4. Radio Procedures
A9.2.5. Formation
A9.2.6. Sequence of Events
A9.2.7. Pattern Procedures
A9.3. Employment Procedures/Techniques.
A9.3.1. Switch Positions
A9.3.1.1. Arming
A9.3.1.2. Displays
A9.3.1.3. Use of EGI/HUD/Low Altitude Safety and Targeting Enhancement
A9.3.2. Pop-up Delivery
A9.3.2.1. Entry Airspeed/Altitude
A9.3.2.2. Pop Point/Pull-up Angle/Power Setting
A9.3.2.3. Target Acquisition
A9.3.2.4. Pull Down/Apex Altitudes
A9.3.2.5. Pattern Corrections
A9.3.3. Roll-In
A9.3.3.1. Position
A9.3.3.2. Techniques (Pitch/Bank/Power)
A9.3.3.3. Roll-out/Wind Effect
A9.3.4. Final
A9.3.4.1. Aim-Off Distance/IPP
A9.3.4.2. Dive Angle
A9.3.4.3. Airspeed
A9.3.4.4. HUD Depiction
A9.3.4.5. Sight Picture/Corrections/Aim-Point
72 AFMAN11-2A-10CV3 22 JANUARY 2020

A9.3.4.6. Release Parameters

A9.3.4.7. Release Indications
A9.3.4.8. Recovery Procedures
A9.4. Night Procedures (If Applicable).
A9.4.1. Aircraft Lighting
A9.4.2. Radio Calls
A9.4.3. Target ID/Range Lighting
A9.4.4. Night Spacing Techniques
A9.4.5. Instrument Cross-check/Disorientation
A9.4.6. Flare Pattern
A9.4.6.1. Flare Release Points and Interval
A9.4.6.2. Wind Effect/Offset
A9.4.6.3. Dud Flare Procedures
A9.4.6.4. Switching Aircraft Patterns
A9.5. Over Water Range Operations.
A9.5.1. Employment Techniques
A9.5.1.1. Depth Perception/Reduced Visual Cues
A9.5.1.2. Distance/Altitude Estimation
A9.5.1.3. Pop-Up Positioning
A9.5.1.3.1. Timing
A9.5.1.3.2. Visual/Aircraft References to Establish Pull-up Point
A9.5.2. Special Considerations
A9.5.2.1. Adjusted Minimum Altitudes
A9.5.2.2. Training Rules/Special Operating Procedures
A9.6. Range Departure/Recovery.
A9.6.1. Armament Safety Checks
A9.6.2. Rejoin
A9.6.3. Battle Damage/Bomb Check
A9.6.4. Hung Ordnance
A9.6.5. Inadvertent/Unintentional Release
A9.6.6. Gun Unsafe/Jam
A9.7. Special Subjects:
AFMAN11-2A-10CV3 22 JANUARY 2020 73

A9.7.1. Error Analysis

A9.7.2. Air to Surface Training Rules/Special Operating Instructions
A9.7.3. Fouls
A9.7.4. Minimum Altitudes
A9.7.5. Maneuvering Limitations
A9.7.5.1. Aircraft
A9.7.5.2. Stores (Carriage/Release)
A9.7.6. Target Fixation/Channelized Attention
A9.7.7. Time to Ground Impact
A9.7.7.1. Wings Level
A9.7.7.2. Over Bank/Under G
A9.7.8. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
A9.7.9. Alternate Mission
74 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 10
AIR-TO-SURFACE WEAPONS EMPLOYMENT SURFACE ATTACK TACTICS
BRIEFING GUIDE

A10.1. General Mission Data.

A10.1.1. Intelligence/Threat Scenario
A10.1.2. Low Level (See Low Level Briefing Guide)
A10.1.3. Fence Checks
A10.1.4. G-Awareness/Warm-up
A10.1.5. Operating Area Entry/Description/ Boundaries
A10.1.6. Target Area/Clearing Pass
A10.1.6.1. Location/Description/Elevation/TOT
A10.1.6.2. Visual Cues in the Target Area
A10.1.6.3. Target Area Weather
A10.1.6.3.1. Ceiling/Visibility
A10.1.6.3.2. Winds/Altimeter
A10.1.6.3.3. Sun Angle/Shadows
A10.1.7. Threat Array
A10.1.7.1. Type/Capabilities
A10.1.7.2. Locations
A10.1.7.3. Countermeasures
A10.1.7.3.1. Chaff/Flare
A10.1.7.3.2. Terrain Masking
A10.1.7.3.3. Radio Silent Procedures
A10.1.7.3.4. Authentication/Communications-Jamming/Chattermark Procedures
A10.1.7.4. Threat Reactions
A10.1.7.5. LOWAT (If Applicable)
A10.2. Delivery.
A10.2.1. Tactics
A10.2.1.1. Overview
A10.2.1.2. Ingress
A10.2.1.2.1. Formation
A10.2.1.2.2. Speed/Altitude
AFMAN11-2A-10CV3 22 JANUARY 2020 75

A10.2.1.3. Weapons Delivery

A10.2.1.3.1. Type Delivery
A10.2.1.3.2. Switchology
A10.2.1.3.3. Attack Parameters
A10.2.1.3.3.1. Action Point/Pop Point
A10.2.1.3.3.2. Altitudes (Pull-Down/Apex/Release/Minimum)
A10.2.1.3.4. Visual Lookout/Mutual Support Responsibilities
A10.2.1.4. Egress
A10.2.1.4.1. Recovery/Return to Low Altitude
A10.2.1.4.2. Loss of Mutual Support/Rendezvous Point
A10.3. Night Procedures (If Applicable).
A10.3.1. Aircraft Lighting
A10.3.2. Radio Calls
A10.3.3. Target ID/Range Lighting
A10.3.4. Night Spacing Techniques/Minimum Altitudes
A10.3.5. Instrument Cross-check/Disorientation
A10.3.6. Flare Pattern
A10.3.6.1. Flare Release Points and Interval
A10.3.6.2. Wind Effect/Offset
A10.3.6.3. Dud Flare Procedures
A10.3.6.4. Switching Aircraft Patterns
A10.3.7. Rejoin/Range Departure
A10.3.8. Battle Damage/Bomb Check
A10.3.9. Mission Reporting (BDA/In-flight Report)
A10.4. Contingencies.
A10.4.1. Two/Three Ship Options
A10.4.2. Tactical Lead Changes
A10.4.3. Air-to-Air TACAN
A10.4.4. Codewords
A10.4.5. Weather Backup Deliveries
A10.4.6. Degraded Systems
A10.4.7. Reattack
76 AFMAN11-2A-10CV3 22 JANUARY 2020

A10.4.8. Asymmetric Considerations

A10.4.9. Jettison Procedures/Parameters
A10.4.10. Hung/Unexpended Ordnance Procedures
A10.4.11. Wounded Bird/Escort Procedures
A10.5. Special Subjects.
A10.5.1. Air-to-Surface Training Rules/Special Operating Instructions
A10.5.2. LOWAT Training Rules (If Applicable)
A10.5.3. Maritime Training Rules (If Applicable)
A10.5.4. Night Procedures (If Applicable)
A10.5.5. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/ Prioritization, and Complacency)
A10.5.6. Alternate Mission
AFMAN11-2A-10CV3 22 JANUARY 2020 77

Attachment 11
AIR-TO-SURFACE WEAPONS EMPLOYMENT CLOSE AIR
SUPPORT/INTERDICTION/ARMED RECCE FAC/JAAT BRIEFING GUIDE

A11.1. General Information.

A11.1.1. Intelligence/Threat Scenario
A11.1.2. Low Level (See Low Level Briefing Guide)
A11.1.3. Ordnance/Weapons Data
A11.1.3.1. Type/Fuzing
A11.1.3.2. Weapon Settings
A11.1.3.3. Live Ordnance Procedures/Minimum Altitudes
A11.1.3.3.1. Safe Escape/Safe Separation
A11.1.3.3.2. Fuse Arming/Frag Avoidance
A11.1.3.4. Laser Operations
A11.1.4. En route Formation(s)/Look Out Responsibilities/LOWAT (If Applicable)
A11.1.5. Fence Checks
A11.1.6. G-Awareness/Warm-up
A11.1.7. Control Agency
A11.1.7.1. Call-sign
A11.1.7.2. Frequencies
A11.2. Armed Recce Procedures.
A11.2.1. Recce Route/Altitudes
A11.2.2. Formations
A11.2.3. Target Types
A11.2.4. Engagement Criteria
A11.2.5. Attack Tactics--Refer to Weapons Delivery
A11.3. JAAT Procedures.
A11.3.1. Controlling Agencies
A11.3.1.1. Air Battle Captain
A11.3.1.2. HeloFAC
A11.3.2. Coordination
A11.3.2.1. AVN CDR/HeloFAC-to-Fighter Brief
A11.3.2.2. Unmask Call/Code Words
78 AFMAN11-2A-10CV3 22 JANUARY 2020

A11.3.2.3. Airspace Restrictions

A11.3.2.3.1. Helicopter Altitude Block
A11.3.2.3.2. Fighter Altitude Block
A11.3.2.3.3. Artillery Corridor/Separation
A11.4. FAC Procedures.
A11.4.1. Call-sign/Mission Number
A11.4.2. Primary/Alternate Target Area
A11.4.2.1. Description
A11.4.2.2. Frequencies
A11.4.3. Rendezvous Point/TOT/Authentication Procedures
A11.4.4. Fighter--FAC Briefing
A11.4.4.1. Mission Number
A11.4.4.2. Ordnance (Simulated/Actual)
A11.4.4.3. Playtime
A11.4.5. FAC--Fighter Briefing
A11.4.5.1. Friendly Position
A11.4.5.2. Restrictions
A11.4.6. Target Description
A11.4.6.1. Location/Elevation
A11.4.6.2. Highest Obstacle within 5 nm
A11.4.6.3. Description
A11.4.6.4. Positions of Enemy/Friendly Troops
A11.4.7. Attack Tactics
A11.4.7.1. Type Attack/Attack Restrictions
A11.4.7.2. Direction of Attack Recovery
A11.4.7.3. Ordnance Delivery Procedures (Refer to Weapons Delivery)
A11.5. Weapons Delivery.
A11.5.1. Tactics
A11.5.1.1. Type Delivery
A11.5.1.2. Switchology
A11.5.1.3. Attack Parameters
A11.5.1.3.1. Action Point/Pop Point
AFMAN11-2A-10CV3 22 JANUARY 2020 79

A11.5.1.3.2. Altitudes (Pull-Down/Apex/Release/Minimum)

A11.5.1.4. Visual Lookout/Mutual Support Responsibilities
A11.5.1.5. Egress
A11.5.1.5.1. Recovery/Return to Low Altitude
A11.5.1.5.2. Loss of Mutual Support/Rendezvous Point
A11.5.2. Battle Damage/Bomb Check
A11.5.3. Mission Reporting (Battle Damage Assessment/In-flight Report)
A11.6. Contingencies.
A11.6.1. Two/Three Ship Options
A11.6.2. Tactical Lead Changes
A11.6.3. Air-to-Air TACAN
A11.6.4. Codewords
A11.6.5. Weather Backup Deliveries
A11.6.6. Degraded Systems
A11.6.7. Reattack
A11.6.8. Asymmetric Considerations
A11.6.9. Jettison Procedures/Parameters
A11.6.10. Hung/Unexpended Ordnance Procedures
A11.6.11. Wounded Bird/Escort Procedures
A11.7. Special Subjects.
A11.7.1. Air-to-Surface Training Rules
A11.7.2. LOWAT Training Rules (If Applicable)
A11.7.3. Night Procedures (If Applicable)
A11.7.4. Hazards Associated with Human Factors (e.g., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
A11.7.5. Alternate Mission
80 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 12
AIR-TO-SURFACE WEAPONS EMPLOYMENT COMBAT SEARCH AND RESCUE
BRIEFING GUIDE

A12.1. Combat SAR Procedures:

A12.1.1. En route to SAR Area
A12.1.1.1. Formation
A12.1.1.2. Route
A12.1.1.3. Cruise Data
A12.1.1.4. Control Agency(s) Call-sign/Frequencies
A12.1.1.5. Holding Points And Procedures
A12.1.1.6. Safe Areas
A12.1.2. Electronic/Visual Search
A12.1.2.1. Minimum Altitudes/Airspeeds
A12.1.2.2. Patterns and Wingman Position/Responsibilities
A12.1.2.3. Radio Procedures
A12.1.2.4. Look-Out Doctrine
A12.1.2.5. Low Altitude Hazards
A12.1.2.6. IP Selection and Ingress Route
A12.1.2.7. Survivor Briefing/Authentication
A12.1.3. Helicopter Rendezvous/Escort
A12.1.3.1. Helicopter Call-sign
A12.1.3.2. Altitude/Airspeed
A12.1.3.3. Helicopter Briefing
A12.1.3.4. Type Formation/Patterns for Escort
A12.1.3.5. Tactics
A12.1.3.6. ECM/RWR
A12.1.3.7. Suppression
A12.1.3.8. Pick-Up Techniques
A12.1.3.9. Hover Cover Patterns
A12.1.3.10. Egress Route/Altitude
A12.1.4. Air Strike Control (ASC) & Strike Coordination and Reconnaissance (SCAR)
Procedures
A12.1.5. Ordnance Considerations (Refer to Weapons Delivery)
AFMAN11-2A-10CV3 22 JANUARY 2020 81

A12.1.6. Ops Checks

A12.1.7. Fuel Considerations (Tanker Availability)
A12.1.8. After Pick-up Procedures
A12.1.8.1. Target Area Egress, Rejoin, Ordnance Checks and Return Navigation
A12.1.8.2. Recovery with Weapons Malfunctions.
82 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 13
AIR-TO-SURFACE WEAPONS EMPLOYMENT AIR STRIKE CONTROL BRIEFING
GUIDE

A13.1. Intelligence.
A13.1.1. Controlling Agencies
A13.1.2. Enemy Positions/Defenses
A13.1.3. Friendly Positions
A13.1.3.1. Call-sign/Ground Commander/Joint Terminal Attack Controller
A13.1.3.2. Frequencies
A13.1.3.3. Minimum Altitudes
A13.1.4. Threat Information
A13.1.5. E&E/SAFE Areas
A13.1.6. SAR
A13.1.7. Authentication/Code Words
A13.2. Local Operating Procedures.
A13.3. Range/MOA Data:
A13.3.1. Frequencies
A13.3.2. Boundaries
A13.3.3. Entry/Exit
A13.3.4. Restrictions
A13.3.5. G-Awareness/Warm-up
A13.4. FAC Strike Data.
A13.4.1. Fighters/ATO Information
A13.4.1.1. Call-sign/Mission Number/Frequencies
A13.4.1.2. Type Ordnance
A13.4.1.3. Contact Point/TOT
A13.4.1.4. Restrictions
A13.4.2. Sequence of Delivery/Fuzing
A13.4.3. FAC Tactics
A13.4.3.1. Alternate Plan for Weather
A13.4.3.2. Late/No Fighters
A13.4.3.3. Worsening Ground Situation
AFMAN11-2A-10CV3 22 JANUARY 2020 83

A13.4.4. Target Description

A13.4.4.1. Location / Elevation
A13.4.4.2. Highest Obstacle Within 5 nm
A13.4.4.3. Description
A13.4.4.4. Positions of Enemy / Friendly Troops
A13.4.5. Target Marking
A13.4.5.1. Switch Procedures
A13.4.5.2. Delivery Data
A13.4.5.3. Minimum Delivery Altitudes
A13.4.5.4. Footprint Data
A13.4.5.5. Ground Marking Techniques
A13.4.6. Clearance Procedures
A13.4.6.1. Cold/Hot/Dry
A13.4.6.2. Ground Commander/FAC
A13.4.7. Mandatory Calls
A13.4.7.1. Clearance
A13.4.7.2. Armament Safety Check/Fuel
A13.4.8. Minimum Airspeeds
A13.4.9. Battle Damage Check
A13.4.10. BDA
A13.4.11. FAC to ASOC Brief/Debrief
A13.5. Contingencies.
A13.5.1. Range/MOA Emergency Procedures/ NORDO
A13.5.2. Hung/Unexpended Ordnance Procedures
A13.6. FAC-to-Fighter Pre-mission Brief.
A13.7. Air-to-Surface Training Rules.
84 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 14
NVD CONSIDERATIONS

A14.1. General. This guide highlights general NVD considerations, and provides a reference
for a basic NVD briefing. Incorporate all applicable NVD considerations into the specific briefing
for the mission being flown.
A14.2. Weather/Illumination.
A14.2.1. Civil/nautical twilight
A14.2.2. Moon rise/set times/phase/elevation/azimuth
A14.2.3. Ceiling/visibility
A14.2.4. Illumination Levels / IR TDA
A14.2.5. Obscurants to visibility
A14.3. NVD Preflight.
A14.3.1. Check adjustments/helmet fit and security
A14.3.2. HMIT/Spare NVD Mount/HMIT Visor/Batteries
A14.3.3. Resolution/focus (eye lane)
A14.3.4. NVD compatible flashlight
A14.4. Cockpit Preflight.
A14.4.1. Cockpit setup
A14.4.2. Cockpit lighting (leaks)/mirrors up
A14.4.3. Cockpit FAM
A14.4.4. Check focus, stow for taxi
A14.5. Before Takeoff.
A14.5.1. Don NVDs/check and adjust/disconnect
A14.5.2. Stow for takeoff
A14.6. Airborne.
A14.6.1. Exterior lights
A14.6.2. Scan pattern
A14.6.2.1. Forward scan
A14.6.2.2. Narrow field of view
A14.6.2.3. Peripheral vision
A14.6.2.4. Scan techniques
A14.6.3. Join-up and en route altitude/airspeed
A14.6.3.1. Rejoin/closure
AFMAN11-2A-10CV3 22 JANUARY 2020 85

A14.6.3.2. Air-to-Air TACAN

A14.6.3.3. SADL/Data link usage
A14.7. Mission.
A14.7.1. Route study/scene interpretation
A14.7.1.1. NVD predictions/ALBIDO
A14.7.1.2. Terrain/shadowing/visual illusions
A14.7.1.3. City/cultural lighting
A14.7.1.3.1. Direction/orientation of lighting
A14.7.2. Aggressive formation maneuvering
A14.7.3. Radar altimeter usage
A14.7.4. TAD / TGP / Tablet / Map Reading / Product usage
A14.8. Target Area.
A14.8.1. Rendezvous/Holding procedures/Altitude blocks (NVD differences)
A14.8.2. Friendly Unit Locations, Compositions, Markings
A14.8.3. Target study/acquisition (NVD predictions)
A14.8.4. Deliveries/Pattern procedures
A14.8.4.1. Minimum altitudes
A14.8.4.2. Flight member responsibilities
A14.8.4.3. Moth effect/De-confliction
A14.8.5. Laser/Infrared Pointer Operations
A14.8.6. Threat I.D and reaction
A14.8.7. Egress
A14.9. NVD Safety.
A14.9.1. Lost sight—NVDs
A14.9.2. Lost wingman—NVDs
A14.9.3. Depth perception
A14.9.4. Visual illusions
A14.9.5. HMIT Power / Battery Failure
A14.9.6. NVD failure / Battery failure
A14.9.7. Overconfidence in NVD Capabilities
A14.9.8. Transition to Instruments
A14.9.9. Correct lighting of primary/secondary flight instruments
86 AFMAN11-2A-10CV3 22 JANUARY 2020

A14.9.10. Disorientation/misorientation/vertigo
A14.9.11. Target fixation
A14.9.12. Lack of dive information
A14.9.13. Fatigue
A14.9.14. Aircraft emergency
A14.9.15. Ejection--GOGGLES—OFF
AFMAN11-2A-10CV3 22 JANUARY 2020 87

Attachment 15
MISSION DEBRIEFING GUIDE

A15.1. Ground Procedures.

A15.2. Takeoff, Join-up, Departure.
A15.3. En route Procedures.
A15.4. Mission Accomplishment/Analysis.
A15.4.1. Mission Reconstruction
A15.4.2. Mission Support (FAC, GCI, Helicopters, etc.)
A15.4.3. Mission Recording Assessment (If Applicable)
A15.4.4. Learning Objectives Achieved
A15.4.5. Lessons Learned
A15.4.6. Anti-G Straining Maneuver Effectiveness
A15.4.7. Recommendations for Improvement
A15.5. Recovery/Landing/After Landing.
A15.6. General.
A15.6.1. Radio Procedures
A15.6.2. Flight Discipline/Effectiveness
A15.6.3. General Areas for Improvement
A15.7. Comments/Questions.
88 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 16
CBRNE OPERATIONS

A16.1. General Information. Potential adversary use of CBRNE weapons against a friendly
airfield presents a serious threat to flying operations. Although the most effective way for pilots to
avoid this threat is to be airborne before those weapons are detonated/dispersed (and then land at
a field that has not been contaminated), all personnel must be prepared to operate from a field that
has come under CBRNE attack.
A16.2. Mission Preparation. Be aware of the status of the CBRNE environment at the planned
launch and recovery airfields, potential divert bases, and throughout the area in which the sortie
may fly. Know the current and forecast surface wind direction and the Mission-Oriented Protective
Posture (MOPP) level in effect for relevant sectors of the airfield. Don appropriate aircrew
chemical defense equipment (ACDE) or Ground Crew Ensemble (GCE) to match the appropriate
MOPP level (reference AFTTP 3-4, Airman’s Manual) and carry individual protective equipment
(IPE) as required.
A16.3. Stepping to Fly and Aircraft Preflight. This may entail donning ACDE or transitioning
from GCE to ACDE. Take precautions to protect pilot from injury and or contamination while in
transit from the squadron facility to the aircraft. If possible, transport pilot in a vehicle that provides
overhead cover (enclosed vehicle). If pilots travel on foot is unavoidable, choose a route that takes
maximum advantage of available overhead cover (sun shades, buildings, etc.) to avoid agents that
may be settling from the air. If extra pilots are available for preflight duties, consider assigning
them to do so wearing GCE. This allows the pilot actually flying to minimize exposure. Alarm
Red (or Theater Equivalent) Prior to Engine Start. If Alarm Red occurs during the step or preflight
process, take cover and don appropriate MOPP. This may require use of the ground crew mask. A
hardened aircraft shelter (HAS) provides optimum protection, if available. Use caution if entering
a Hardened Aircraft Shelter (HAS) that contains aircraft and/or equipment. Close doors after entry.
If a HAS or other overhead cover is not immediately available, accept the best rapidly reachable
cover.
A16.4. Engine Start to Takeoff. If a HAS is available, use it to minimize exposure time by
accomplishing aircraft arming and EOR procedures inside it (if local procedures permit) and by
delaying taxi time as long as possible prior to takeoff.
A16.4.1. Aircraft Launch to Survive (LTS). OG supplements will include local procedures to
provide this capability. (T-2). In general, aircraft may LTS any time after engine start if they
have sufficient fuel and safe, expeditious access to a runway. This option may only be practical
for aircraft that are near EOR prior to takeoff or that have just landed.
A16.4.2. Alarm Red Prior to Taxi. If in a HAS, the normal procedure is to shut down. Engine
noise may preclude effectiveness of normal alert notification procedures, so ensure ground
personnel are aware of the alarm warning, assume proper MOPP, and close HAS doors. Use
hand signals if necessary.
A16.4.3. Alarm Red (or Theater Equivalent) After Taxi. Units typically establish procedures
for this contingency depending on whether additional protection is available along the taxi
route (empty HAS, for instance). Ideally, ground crew sheltering in such a HAS would be
available to assist in normal engine shutdown procedures and to close HAS doors. If protection
AFMAN11-2A-10CV3 22 JANUARY 2020 89

is not available, the best option may be LTS. Maintain contact with Command and Control
(C2) entities (Wing Operations Center, Maintenance Operations Center, Supervisor of Flying,
etc.) to ensure unity of effort in the overall plan.
A16.5. Takeoff to Landing.
A16.5.1. Contamination. If Chemical Warfare (CW) agent contamination occurred prior to
takeoff, flying the aircraft will dissipate the agent to some degree. The total amount of
dissipation will be greater with lower flight altitudes and longer flight times. Because the agent
may have entered wheel wells, flaps, etc., consider flying in landing configuration to increase
airflow to these areas. In any circumstances, merely flying the aircraft is unlikely to achieve
complete decontamination.
A16.5.2. Preparing to Land. Pilots should remain aware of the status of primary and alternate
landing locations. Do not attempt to land during Alarm Red situations unless there is no other
option. Follow C2 directions and either hold or divert. If mission needs preclude divert, hold
until the Alarm Red (or theater equivalent) has cleared or become an Alarm Black. Prior to
landing, gain awareness of contaminated sectors of the airfield and of current/forecast surface
winds. Use this information in conjunction with C2 direction to plan a route from landing to
engine shutdown. The liquid deposition phase following a CW airburst attack can extend up to
1 hour. If landing during Alarm Black, expect a contaminated environment and MOPP 4.
A16.6. Landing to Engine Shutdown. Take advantage of any protection available, minimizing
taxi time and distance. Maintain contact with C2 in order to remain aware of unexploded ordnance
and damage to airfield movement surfaces. If a HAS is available and local procedures permit,
accomplish aircraft de-arm and EOR procedures there. If Alarm Red (or Theater Equivalent)
occurs between landing and engine shutdown, considerations are similar to those discussed in the
engine-start-to-takeoff section.
A16.7. After Engine Shutdown. Don appropriate MOPP if not already worn. If circumstances
permit, accomplish normal post-flight inspection procedures. If the aircraft is not contaminated,
close the canopy. If there is any suspicion of personnel contamination, pilots will process through
an aircrew contamination control area. Accomplish maintenance debriefings under cover to the
maximum extent possible.
90 AFMAN11-2A-10CV3 22 JANUARY 2020

Attachment 17
WEATHER AND OPERATING MINIMUMS

A17.1. Weather Minimums. Table A17.1 dictates the weather minimums required for several
training events.

Table A17.1. Weather Minimum Summary:

Event Minimum Ceiling (AGL)/Visibility
Formation Takeoff 300 ft/1 sm (1.8 km) or PWC*
Formation Landing 500 ft/1.5 sm (2.7 km) or PWC*
VFR Rejoin 1,500 ft/3 sm (5.4 km)
Low Level Navigation 1,500 ft/3 sm (5.4 km)
Approach to Field Without DOD Minimums 1,500 ft/3 sm (5.4 km)
* Whichever is higher
A17.2. Minimum Altitudes. Table A17.2 lists the minimum altitudes required for various
events and chase positions.

Table A17.2. Minimum Altitude Summary:

Event Minimum (AGL)
Aerobatics, ACBT, Stalls, or Man Reversion 5,000 ft
Change Lead 500 ft (see note)
Chase (emergency) 300 ft
Chase (IP/SEFE) 50 ft
Formation Low Approaches 100 ft
Low Approaches Not to touchdown
Knock-It-Off 1,000 ft
Note: 1,000 ft over water; 1,500 ft AGL at night or IMC unless on radar downwind.