F-22 RAPTOR

AIR DOMINANCE DEFINED

 The F-22 program was awarded the Air Force
Association’s 2015 John R. Alison Award
for outstanding contributions by industrial
leadership to national defense.

Modernizing To Deter and Defeat

Emerging Threats
The F-22 is the world’s most dominant fighter,
but potential adversaries continue to develop
F-22 RAPTOR — AIR DOMINANCE DELIVERED capabilities intended to challenge the ability of
U.S. and allied air forces to gain and maintain air
The 5th Generation F-22 Raptor defines air superiority. With that in mind, Lockheed Martin
dominance. The F-22’s unique combination of is dedicated to working with the U.S. Air Force
stealth, speed, agility and situational awareness, on a robust F-22 combat enhancement program
combined with lethal long-range air-to-air and to bolster the Raptor’s asymmetric advantage
air-to-ground weaponry, makes it the world’s over current and potential adversaries.
preeminent air dominance fighter.
The capabilities of the F-22 Raptor remain
The F-22 combines five distinctive features essential to deter and defeat threats and ensure
into one platform: regional and global security well into the future.
• Very low observable stealth
An F-22 refuels during combat operations in September 2014.
• Supercruise Photo courtesy of U.S. Air Forces Central Command. Photographer — Tech. Sgt. Russell
• Extreme agility Scalf. Use does not imply or constitute Department of Defense endorsement of this
organization, its products or services.
• Information fusion
• Enhanced maintainability battlespace awareness. The Raptor makes other
coalition aircraft more survivable.
Demonstrated Operational Maturity
The Collier Award-winning F-22 Raptor Mission-Ready Sustainment
has delivered on its promise to provide Lockheed Martin and the F-22 Team are
unprecedented air dominance. The F-22 has committed to total support for the F-22 by F-22
demonstrated precision attack capabilities, providing higher readiness rates, faster response Length . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 ft / 18.90 m
defeating both air- and ground-based threats and lower life-cycle cost to our U.S. Air Force Height.. . . . . . . . . . . . . . . . . . . . . . . . . 16.67 ft / 5.08 m
with unparalleled lethality and survivability. customer. This is achieved by Follow-on Agile Wingspan . . . . . . . . . . . . . . . . . . . . . . . . 44.5 ft / 13.56 m
Sustainment, a comprehensive weapons Wing area. . . . . . . . . . . . . . . . . . . . . . 840 ft2 / 78.04 m2
The F-22’s ability to collect and share tactical management program and an award-winning Horizontal tail span. . . . . . . . . . . . . . . . . . . 29 ft / 8.84 m
Engine thrust class. . . . . . . . . . . . . . 35,000 lb / 15,876 kg
information with friendly assets enables U.S. and performance-based logistics contract that
allied forces to engage targets with unmatched provides a highly integrated F-22 support system.
© 2015 Lockheed Martin Corporation FG15-1758_001
 1/30/20

UNCLASSIFIED

F-22 Flight Controls

Lt Col Randy “Laz” Gordon, PhD, USAF

UNCLASSIFIED

UNCLASSIFIED

Personal Background
-US Air Force Academy Class of 1998
(B.S. in Aero Engineering/Math Minor)
-Pilot since 1995, Fighter Pilot Since 2000
(2 Combat Tours – Iraq and Afghanistan)
-Air Force Institute of Technology Class of 2006
(M.S. in Aero Engineering/Systems Engineering )
-US Air Force Test Pilot School Graduate
(Flown 76 different aircraft, Primary F-15C/E, F-
16A/C, A-10A/C, Global Express BD-700, F-22A)
-FAA Instructor, Airline Transport Pilot
(3000 hrs flight time)
-US Air Force Air University (PhD Strategy, 2013)
-NASA Astronaut Finalist
-F-22A Squadron Commander
-Presidential Fellow, DARPA Fellow
-Harvard Business School Alumn (Conferred 2018)
-MIT Technology Fellow (Conferred 2018)
UNCLASSIFIED

1
1
 1/30/20

UNCLASSIFIED

Design Thought
Experiment

VS

UNCLASSIFIED

UNCLASSIFIED

Thrust Vectoring

UNCLASSIFIED

2
2
 1/30/20

UNCLASSIFIED

Cockpit Design

VS

UNCLASSIFIED

UNCLASSIFIED

Synoptics

UNCLASSIFIED

3
3
 1/30/20

UNCLASSIFIED

Landing Mode

UNCLASSIFIED

UNCLASSIFIED

Air Refueling Mode

UNCLASSIFIED

4
4
 1/30/20

UNCLASSIFIED

Limiters

UNCLASSIFIED

UNCLASSIFIED

Pilot Command System

VS

UNCLASSIFIED

5
5
 1/30/20

UNCLASSIFIED

Real World Implications

(Good and Bad)

• Flight Controls Video (Raptor Demo)

• YF-22 Touch and Go

UNCLASSIFIED

UNCLASSIFIED

Questions

• Raptor Demo

UNCLASSIFIED

6
6
MIT OpenCourseWare
https://ocw.mit.edu/

16.687 Private Pilot Ground School

IAP 2019

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7
 AIR FORCE MANUAL 11-2F-22A,
BY ORDER OF THE
Volume 3
SECRETARY OF THE AIR FORCE
20 SEPTEMBER 2018

Flying Operations

F-22A--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 Scott F. Smith)
Supersedes: AFI11-2F-22AV3, Pages: 67
8 December 2009

This publication establishes effective and safe operations of the F-22A 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 F-22A units in the Regular
Air Force, Air National Guard and Air Force Reserve. This publication requires the collection and
or maintenance of information protected by the Privacy Act (PA) of 1974. The authorities to collect
and or maintain the records prescribed in this publication are Title 10 United States Code, Chapter
857 and Executive Order 9397, Numbering System for Federal Accounts Relating to Individual
Persons, 30 Nov 1943. Forms affected by the PA have an appropriate PA statement. System of
Records Notice F011 AF XO A, Aviation Resource Management System (ARMS) covers required
information. The authority for maintenance of ARMS is Title 37 U.S.C. 301a (Incentive Pay),
Public Law 92-204, Section 715 (Appropriations Act for 1973), Public Laws 93-570
(Appropriations Act for 1974), 93-294 (Aviation Career Incentive Act of 1974), and Executive
Order 9397 as amended by Executive Order 13478, Amendments to Executive Order 9397
Relating to Federal Agency Use of Social Security Numbers, November 18, 2008.. Ensure all
records created as a result of processes prescribed in this publication are maintained in accordance
with Air Force Manual 33-363, Management of Records, and disposed of in accordance with 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
2 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Publication; route AF Forms 847 from the field through the appropriate functional chain of
command. Air Combat Command (ACC)/A3 will coordinate all changes to the basic volume with
all major command (MAJCOM)/A3s. This publication may be supplemented at any level, but
route all direct supplements to Air Force Flight Standards Agency/A3OF and ACC/A3TO for
coordination prior to certification and approval. Field units below MAJCOM/direct reporting unit
(DRU)/field operating agency (FOA) level forward copies of their supplements of this publication
to their parent MAJCOM/ DRU/FOA OPR for post-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 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 requestors commander for non-tiered compliance items. Additional waiver authority to this
publication is described in para 1.2.

SUMMARY OF CHANGES

This document has been substantially revised and should be completely reviewed. Major changes
include: utilizing Pilot Reported Braking Action (Braking Action) applicable at non-Air Force
airfields that are Federal Aviation Administration certified airports IAW Advisory Circular 91-
79A, Operational (Pilots) Runway Condition Assessment Matrix Braking Action Codes and
Definitions Appendix 1 Table 1-1, to correlate Runway Condition Reading (RCR) values, clarified
‘Multiple Go’ mission complexity, mission recording operations, after landing guidance for
clearing cold, removal of tactical briefing guide attachments, gravitational load factor (G)-induced
loss of consciousness (GLOC) guidance, automatic back up oxygen guidance, multiple updated
waiver changes and deletions per HAF review and numerous administrative changes. Tiered
waiver authorities (T-levels) have been added per AFI 33-360.

Chapter 1— GENERAL GUIDANCE 6

1.1. Responsibilities. ..................................................................................................... 6

1.2. Waivers. ................................................................................................................. 6

Chapter 2— MISSION PLANNING 7

2.1. Responsibilities. ..................................................................................................... 7

2.2. General Procedures. ................................................................................................ 7

2.3. Map/Chart Preparation. ........................................................................................... 7

2.4. Briefing/Debriefing. ............................................................................................... 7

2.5. In-Flight Guides. .................................................................................................... 9

2.6. Advanced Technology Anti-G Suit/upper pressure garment use. .......................... 9

AFMAN11-2F-22AV3 20 SEPTEMBER 2018 3

2.7. Fuel Conservation. ................................................................................................. 9

2.8. Altitude Reservation Planning. .............................................................................. 10

Chapter 3— NORMAL OPERATING PROCEDURES 11

3.1. Ground Communications. ...................................................................................... 11

3.2. Ground Visual Signals. .......................................................................................... 11

3.3. Aircraft Ground Operations. ................................................................................... 11

3.4. Automatic Backup Oxygen System (ABOS). ........................................................ 12

3.5. Flight Lineup. ......................................................................................................... 12

3.6. Takeoff. ................................................................................................................... 12

3.7. Join-up/Rejoin......................................................................................................... 13

3.8. Formation, Visual and Administrative. .................................................................. 13

3.9. Tactical Formation. ................................................................................................ 15

3.10. Chase Formation. .................................................................................................... 15

3.11. Statics / Flyovers / Aerial Demonstrations. ........................................................... 16

3.12. Maneuvering Parameters. ....................................................................................... 16

3.13. Operations (Ops) Checks. ....................................................................................... 16

3.14. Radio Procedures. ................................................................................................... 17

3.15. General Low Altitude Procedures. .......................................................................... 17

3.16. Air Refueling. ........................................................................................................ 18

3.17. Night Procedures..................................................................................................... 18

3.18. Night Vision Device (NVD) Procedures. ............................................................... 20

3.19. Fuel Requirements. ................................................................................................. 21

3.20. Approaches and Landings. ...................................................................................... 21

3.21. Overhead Traffic Patterns. ...................................................................................... 22

3.22. Tactical Overhead Traffic Patterns. ....................................................................... 22

3.23. Touch-and-Go Landings. ........................................................................................ 23

3.24. Low Approaches. .................................................................................................... 23

3.25. Closed Traffic Patterns. ......................................................................................... 23

3.26. Formation Approaches. ........................................................................................... 23

4 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.27. After Shutdown Procedures. .................................................................................. 24

3.28. Mission Recording Operations. .............................................................................. 24

3.29. Identification Friend or Foe (IFF). ......................................................................... 24

3.30. Weather Minimums. .............................................................................................. 24

Table 3.1. Weather Minimum Summary. ................................................................................ 24

3.31. Summary of Minimum Altitudes. .......................................................................... 25

Table 3.2. Minimum Altitude Summary. ................................................................................. 25

Chapter 4— INSTRUMENT PROCEDURES 26

4.1. Approach Category. ................................................................................................ 26

4.2. Takeoff and Join-up. .............................................................................................. 26

4.3. Trail Procedures. ..................................................................................................... 26

4.4. Formation Break-up. .............................................................................................. 28

4.5. Formation Penetration. ........................................................................................... 28

4.6. Formation Lead Change. ........................................................................................ 28

4.7. Simulated Instrument Flight. ................................................................................. 29

Chapter 5— AIR-TO-AIR WEAPONS EMPLOYMENT 30

5.1. References. ............................................................................................................. 30

5.2. Simulated Gun Employment. ................................................................................. 30

5.3. Maneuvering Limitations. ...................................................................................... 30

5.4. Aerial Gunnery Tow Procedures. .......................................................................... 30

Chapter 6— AIR-TO-SURFACE WEAPONS EMPLOYMENT 31

6.1. References. ............................................................................................................. 31

6.2. Simulated Off-Range Weapons Employment While Carrying Ordnance. ............ 31

6.3. Weather Minimums. .............................................................................................. 31

6.4. Night Weapons Delivery/Range Operations. ......................................................... 31

6.5. Target Identification. ............................................................................................. 31

6.6. Live Ordnance Procedures. .................................................................................... 31

Chapter 7— ABNORMAL OPERATING PROCEDURES 33

7.1. General. .................................................................................................................. 33

AFMAN11-2F-22AV3 20 SEPTEMBER 2018 5

7.2. Ground Aborts. ....................................................................................................... 33

7.3. Takeoff Aborts. ....................................................................................................... 33

7.4. Air Aborts. .............................................................................................................. 33

7.5. Engine Malfunctions. ............................................................................................. 34

7.6. Radio Failure........................................................................................................... 34

7.7. Severe Weather Penetration. .................................................................................. 35

7.8. Lost Wingman Procedures. .................................................................................... 35

7.9. Spatial Disorientation. ........................................................................................... 36

7.10. G-Induced Loss of Consciousness (GLOC). ......................................................... 37

7.11. Armament System Malfunctions. ........................................................................... 38

7.12. Post Arresting Gear Engagement Procedures. ........................................................ 38

7.13. Practice of Emergency Procedures. ........................................................................ 39

7.14. Search and Rescue Combat Air Patrol (SARCAP) Procedures. ............................ 39

Chapter 8— LOCAL OPERATING PROCEDURES 40

8.1. General. .................................................................................................................. 40

8.2. If Applicable Procedures. ....................................................................................... 40

8.3. Distribution of Local Supplements. ....................................................................... 41

Attachment 1— GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 42

Attachment 2— CHEMICAL, BIOLOGICAL, RADIOLOGICAL, NUCLEAR, AND

HIGH YIELD EXPLOSIVE (CBRNE) OPERATIONS 46

Attachment 3— GENERAL & SPECIAL SUBJECT BRIEFING GUIDE 48

Attachment 4— AIR REFUELING BRIEFING GUIDE 51

Attachment 5— ADVERSARY COORDINATION 53

Attachment 6— AERIAL GUNNERY TOW COORDINATION BRIEFING GUIDE 56

Attachment 7— AERIAL GUNNERY BRIEFING GUIDE 58

Attachment 8— LOW-LEVEL NAVIGATION BRIEFING GUIDE 60

Attachment 9— AEROSPACE CONTROL ALERT (ACA) BRIEFING GUIDE 62

Attachment 10— NIGHT VISION DEVICE (NVD) BRIEFING GUIDE 65

6 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Chapter 1

GENERAL GUIDANCE

1.1. Responsibilities. This manual prescribes procedures for operating the F-22A 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. Deviations from these procedures require a specific
waiver unless an urgent requirement or an aircraft emergency dictate otherwise. In that case, the
pilot in command takes the appropriate action to recover safely the aircraft.
1.1.1. Commanders. Commanders at their respective tier levels are responsible for
complying with guidance in this Manual. F-22A 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 Authority. The pilot in command, regardless of rank, is
responsible for, and is the final authority for the operation of the F-22A aircraft. Pilots will use
their best judgement to conduct safe 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 pilot in
command will take the appropriate action to recover safely the aircraft.
1.1.4. Supplements. Comply with applicable supplements to all guidance referenced in this
volume. Develop additional supplements IAW AFI 33-360.
1.2. Waivers. Forward waiver requests through appropriate channels to the applicable
MAJCOM/A3 or equivalent, or Commander Air Force Forces (COMAFFOR) for those aircrew
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. Wing commanders will
notify the publication OPR within 72 hours of waiver approval. IAW AFI 33-360, a copy of the
approved waiver must follow within 30 days of issuance. 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.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 7

Chapter 2

MISSION PLANNING

2.1. Responsibilities. The pilot in command (single-ship) or the designated flight lead (FL) is
ultimately responsible for mission planning. The FL coordinates with intelligence, targeteers, and
other support agencies to ensure safe mission execution.
2.2. General Procedures.
2.2.1. Accomplish sufficient flight planning to ensure safe mission accomplishment to include
fuel requirements, map preparation, communication plan, and takeoff/landing data (TOLD).
2.2.2. Standards. The squadron commander (or equivalent) is the approval authority for unit
standards. All standards will be reviewed by group stan/eval for standardization and
compliance with AFI/AFMAN 11-series guidance (T-2).
2.3. Map/Chart Preparation.
2.3.1. Local Area Maps. A local area map is not required if the inflight guide includes
jettison areas, divert information, controlled bailout areas, and provides a local area map of
sufficient detail to remain within assigned training areas.
2.3.2. Charts. Flight Information Publication (FLIP) enroute charts may be used instead of
maps on navigational flights within areas that are adequately covered by these charts.
2.3.3. Low Altitude Maps. Reference AFMAN 11-217V2, Visual Flight Procedures for low
altitude map requirements and procedures.
2.4. Briefing/Debriefing. FLs are responsible for presenting a logical briefing that promotes safe
and effective mission accomplishment. All pilots attend the flight briefing and debriefing unless
previously coordinated with the FL and/or unit/squadron supervisors. See mission briefing guides
in Attachments 3-10 as a guide to covering items required to accomplish each mission type.
2.4.1. Items listed in Attachment 3 are briefed on every sortie, with Attachments 4-8, and
10 adding mission specific details. Attachment 9 is an all-inclusive briefing guide for
Aerospace Control Alert (ACA) missions. Items published in AFIs, Air Force Tactics
Techniques and Procedures (AFTTPs), or squadron/wing standards and understood by all
participants may be briefed as "standard.”
2.4.2. FLs will cover the following items for every sortie:
2.4.2.1. Review weather and other factors effecting flying operations (ref Air Force
Handbook (AFH) 11-203V1, Weather for Aircrew), TOLD and abnormal situations such
as short/wet/icy runway, heavy gross weights, external fuel tank configurations, high
density altitude and non-standard cable configurations (T-3). The minimum TOLD
required is maximum abort speed (include wet/icy, as applicable, based on location and
potential for wet/icy runway surface), takeoff distance, takeoff speed, rotation speed, and
normal/heavy weight landing distance (include wet/icy, as applicable, based on location
and potential for wet/icy runway surface).
8 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

2.4.2.2. When dissimilar aircraft are flown in formation, brief flight responsibilities,
proper formation position (to ensure adequate wingtip clearance), and aircraft-unique
requirements and emergency considerations for each phase of flight (T-3).
2.4.2.3. Automatic ground collision avoidance system (AGCAS) settings for takeoff,
tactical airspace, and recovery and when changeovers occur (T-3). Local area AGCAS
settings should be covered in unit standards. On cross-country sorties, AGCAS settings
must be high enough to provide terrain clearance during the entire flight.
2.4.3. For all low altitude mission briefings, place emphasis on obstacle/ground avoidance,
altitude-warning features (low altitude warning), low altitude comfort level, and complacency
avoidance.
2.4.4. Flight briefings should be tailored to accommodate the capabilities of each flight
member. FLs ensure briefing start time provides adequate time to discuss required briefing
items depending on complexity of the mission and pilot capabilities. As a minimum, begin
briefings at least 1.5 hours before scheduled takeoff. Complete ACA briefings prior to pilot
changeover.
2.4.5. Alternate Missions. FLs will brief an appropriate alternate mission for each flight (T-
2).
2.4.5.1. The alternate mission will be less complex than the primary mission (T-3). FLs
should brief specific mission elements that are different than the primary mission. Mission
elements/events may be modified and briefed airborne as long as flight safety is not
compromised.
2.4.5.2. Standard Missions. Operations group standards may outline alternate missions
that do not require a dedicated brief. Standard missions are limited to ‘Basic Skill' missions
as outlined in F-22A Ready Aircrew Program Tasking Memorandum and AFI 11-2F-
22AV1, F-22A Aircrew Training.
2.4.6. If aircraft turn times do not permit mission brief(s) in addition to the initial flight brief,
the following applies:
2.4.6.1. Upgrade missions will be flown on the first sortie (second sortie if the first is non-
effective for weather, airspace, or maintenance) (T-3). The squadron operations officer will
ensure subsequent missions will be of equal or less complexity with no additional upgrade
training (T-3).
2.4.6.2. Continuation training missions may fly their primary or alternate missions in any
sequence.
2.4.7. Deployed operations, exercise, and quick turn briefings. If all flight members attend an
initial or mass flight briefing, the FL on subsequent flights need brief only those items that
have changed from the previous flight(s).
2.4.8. Debriefing.
2.4.8.1. FLs will debrief safety of flight on all missions (T-2). Review as much of the
tactical portion of each mission as possible; however, FLs will ensure that all learning
points of the mission(s) are debriefed (T-3).
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 9

2.4.8.2. During the FL review of the tactical portions of the sortie, assess flight member's
anti-G straining maneuver (AGSM) effectiveness. Consider not only the G-awareness
exercise, but also after the pilot has had time to fatigue--typically when the AGSM breaks
down and GLOC occurs. Identify pilots with poor AGSM technique or low G-tolerance to
the operations officer or commander for follow-on action as required (T-3).
2.5. In-Flight Guides. Group stan/eval will ensure that unit produced guides will include, as a
minimum: (T-2)
2.5.1. Briefing Guides.
2.5.2. Local radio channelization and airfield diagrams.
2.5.3. Impoundment procedures, emergency action checklists, no radio (NORDO)/divert
information, and search and rescue procedures.
2.5.4. Arresting gear information for standard divert bases.
2.5.5. Divert base information pertaining to navigation, communication, and detailed fuel
assumptions. Examples: Bearing and range from home station, optimal cruise altitude, fuel
assumptions, Air Traffic Control (ATC)/tower frequencies, Tactical Air Navigation System
(TACAN)/Instrument Landing System (ILS), coordinate latitude/longitude, runway
orientation.
2.5.6. Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) bingo fuel level from local
operating areas, including detailed assumptions.
2.5.7. Bailout and jettison areas.
2.5.8. Cross-country procedures to include: command and control, engine documentation, oil
analysis samples, classified media securing procedures and aircraft servicing.
2.5.9. Advanced Programs Office phone number, after-hours cell number, if applicable, and
email.
2.5.10. Other non-mandatory information typically includes: stereo flight plans, standard
departures, standardized waypoint libraries, local training areas, instrument pre-flight, and alert
procedures.
2.6. Advanced Technology Anti-G Suit/upper pressure garment use. IAW AFI 11-301V1,
Aircrew Flight Equipment (AFE) Program, and AFI 11-301V2, Management and Configuration
Requirements for Aircrew Flight Equipment (AFE), the following apply:
2.6.1. Pilots will wear anti-G suit during all flights regardless of anticipated Gs (T-3).
2.6.2. Pilots will wear the upper pressure garment if sustained flight above Flight Level (FL)
440 is expected (T-1). Below FL440, if the upper pressure garment is not worn, pilots ensure
and confirm that the CRU-122 Vest Port Plug is installed. If for any reason the plug is missing
the maximum G limit is 6 Gs.
2.7. Fuel Conservation. Tech order climbs, cruising at max range, max endurance, and idle
power 280 knots calibrated airspeed (KCAS) descents should be considered to minimize fuel burn.
Administrative phases of flight should be executed IAW optimum fuel profiles.
10 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

2.8. Altitude Reservation Planning. Movements that involve air refueling tanker operations
may be coordinated through the Federal Aviation Administration Central Altitude Reservation
Function. They can be reached through email: [email protected].
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 11

Chapter 3

NORMAL OPERATING PROCEDURES

3.1. Ground Communications. Normally, the pilot and ground crew communicate using the
intercom during ground operations. Pilots executing a practice or actual scramble launch are not
required to use intercom.
3.2. Ground Visual Signals. To avoid excessive delays, be prepared to immediately transition
to visual ground signals when faced with inoperative ground intercom. Visual signals are IAW
AFI 11-218, Aircraft Operations and Movement on the Ground, and this manual. The visual
signals are conducted in a challenge and response fashion. All signals pertaining to the operation
of aircraft systems originate with the pilot. The crew chief repeats the given signals when it is safe
to operate the system. The pilot will not activate any system that could pose danger to the ground
crew prior to receiving proper acknowledgment from ground personnel (T-1). The following
signals augment AFI 11-218:
3.2.1. AUXILIARY POWER UNIT START. With clenched fist, pilot makes a pulling
motion.
3.2.2. FLIGHT CONTROLS CHECK. Raise arm, clench fist, and make stirring action.
3.2.3. LOSS OF BRAKES WHILE TAXIING. Lower tailhook.
3.2.4. GUN ARMAMENT CHECK. Point index finger forward with thumb upward
simulating a pistol and shake head (yes or no).
3.2.5. SIDE WEAPONS BAY DOORS OPEN/CLOSE. Raise upper arms at a 90-degree
angle to the body and bend the elbow to place hands in front of shoulders with palms facing
down. Extend arm outward at the elbow to signal for door open. Retract arm inward at the
elbow, to signal for door close. Extend/retract both arms to indicate the opening/closing of
both doors.
3.2.6. MAIN WEAPONS BAY DOORS OPEN/CLOSE. Raise upper arm outward at a 90-
degree angle to the body and bend the elbow at a 90-degree angle with palm facing down.
Extend arm outward at the elbow to signal for door open. Retract arm inward at the elbow, to
signal for door close. Extend/retract both arms to indicate the opening/closing of both doors.
3.2.7. EXPENDABLE COUNTERMEASURE DOOR OPEN/CLOSE. Raise arm
outward at a 45-degree angle to the body with palm facing forward. Maneuver hand at the wrist
in an up/down motion. The signal to open or close doors is the same. Complete this signal with
both arms to indicate both doors open/close.
3.3. Aircraft Ground Operations.
3.3.1. The minimum taxi interval is 150 feet (ft) staggered or 300 ft in trail (T-3). Spacing
may be reduced when holding short of or entering the runway.
3.3.2. Do not taxi during snow and/or icy conditions until the taxi route and runway have been
checked for safe conditions (T-2). Under these conditions, taxi on the centerline with a
minimum of 300 ft spacing.
12 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.3.3. Pilots will keep hands in view of ground personnel during quick check, arming or de-
arming operations (T-1).
3.3.4. Do not taxi in front of aircraft being armed/de-armed with forward firing ordnance.
3.4. Automatic Backup Oxygen System (ABOS).
3.4.1. For training missions, required minimum pressure for both left and right ABOS bottles
is 900 pounds per square inch (PSI). For cross-country, deployment missions, ACA, or wartime
missions, ABOS minimum bottle pressure must be in the full range of 1400-1800 PSI for both
bottles.
3.4.2. The 900 PSI minimum in both bottles allows for recovery from a rapid decompression
at FL600, and up to a 350 nautical mile (NM) divert range.
3.4.3. Ensure the ABOS switch is OFF before start and shutdown (T-3). If the ABOS switch
is not in OFF prior to start and electrical power is applied, ABOS may activate and deplete
bottle pressure.
3.4.4. Following an aircraft ABOS modification, the ABOS check will be accomplished and
the sortie flown by an experienced pilot (ref AFI 11-2F-22AV1) (T-2).
3.4.5. Aircraft may be called in “Code 2 ABOS servicing” for one or both bottles below 900
PSI, however this check is part of normal crew chief post/thru-flight inspections of
consumables.
3.4.6. Non-combat flight operations are limited to FL520 or below without the ABOS installed
(T-2). In ABOS equipped F-22As, operations are authorized to FL600 (T-2).
3.5. Flight Lineup. Flights line up as appropriate based on weather, runway conditions, and
runway width. Use a minimum of 500 ft spacing between separated elements/flights. 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/element releases brakes.
3.5.1. Pilots will review TOLD prior to takeoff (T-3).
3.5.2. Just prior to takeoff, all flight members inspect each other for proper configuration and
any abnormalities.
3.6. Takeoff.
3.6.1. Do not takeoff if the RCR is less than 12 (i.e. Braking Action “Medium” at non-Air
Force airfields) (T-3). Per MAJCOM guidance, the group commander may waive RCR
minimums for specified units operating in cold weather locations, but in no case will pilots
takeoff with an RCR of less than 8 (i.e. Braking Action “Poor”) (T-2).
3.6.2. Use afterburner (AB) if computed military power takeoff distance exceeds one-half of
the available runway (T-3). Minimum runway length is defined using TOLD and expecting an
immediate heavy weight landing on the same runway (see para. 3.20.3.1).
3.6.3. A departure end arrestment cable must be raised for all takeoffs and landings (T-3).
When operating from airfields equipped with compatible, remotely operated cable(s), ensure
the departure end cable is in the raised position, unless another departure end cable is rigged
in the raised position.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 13

3.6.4. Use a minimum of a 15-second takeoff interval (20 seconds when using AB) between
aircraft. Use a 20-second takeoff interval when executing a sensor trail departure. During
periods of reduced visibility due to rain/de-ice chemicals, ensure preceding aircraft is visible
before releasing brakes.
3.6.5. During rolling takeoffs, align the aircraft with the runway heading prior to advancing
the throttles.
3.6.6. Steer toward the center of the runway at the start of the takeoff roll.
3.6.7. Wing or Group commanders may approve intersection takeoffs if operational
requirements dictate.
3.6.8. Formation takeoffs are not authorized (T-3).
3.7. Join-up/Rejoin.
3.7.1. Day weather criteria for a VFR join-up underneath: ceiling 1,500 ft and visibility 3
miles.
3.7.2. FLs maintain 350 KCAS until join-up is accomplished unless mission requirements or
local standards specify a different airspeed. FLs will ensure the formation is within ATC
standard formation if under an IFR clearance (T-3).
3.7.3. FLs should brief abnormal rejoin specifics. In the absence of rejoin specifics execute
IAW para 3.7.3.1.
3.7.3.1. Flight members rejoin to spread formation (ref AFTTP 3-3.F-22A, Combat
Aircraft Fundamentals F-22A. For a straight-ahead rejoin, the number two aircraft rejoins
on the left wing and the second element rejoins on the right wing. For a turning rejoin, the
number two aircraft rejoins on the inside of the turn and the element to the outside. In all
cases, the second element rejoins to the opposite side of aircraft number 2.
3.7.3.2. Accomplish weapons system checks (AIM-9, Air-to-Air Interrogator (AAI), and
any other required tactical systems) above 5,000 ft above ground level (AGL) when
practical, and at a safe flying airspeed.
3.7.4. Battle Damage Checks. When circumstances permit, FLs direct a battle damage check
after each mission prior to or during return to base. Except at night/instrument meteorological
conditions (IMC), this check is mandatory following the expenditure of any ordnance (T-2).
Brief deconfliction responsibilities and position change procedures. Fly no closer than close
formation spacing.
3.7.5. For Night join-up procedures, see Night Procedures (para 3.17) and Chapter 4.
3.8. Formation, Visual and Administrative. Instructor pilots (IPs)/FLs are responsible for
ensuring flight roles and responsibilities of each flight member are established, briefed, executed
and debriefed. If any flight member cannot fulfill their responsibilities, or other assigned tasks,
they will immediately communicate that information to the flight/element lead (T-2). IPs/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.F-22A and AFTTP 3-1.F-
22A, Tactical Employment F-22A.
14 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.8.1. In IMC, the maximum flight size in close/route formation is four aircraft except when
flying in close formation with a tanker (maximum flight size six, IAW North Atlantic Treaty
Organization (NATO) Allied Tactical Publication (ATP)-3.3.4.2, Air-To-Air Refuelling, ATP-
56, Edition C, Version 1, Nov 2013; and ATP-3.3.4.2, US Standards Related Document, 3 May
2018; located at: https://www.japcc.org/aar/).
3.8.2. Pilots will not use rolling maneuvers to maintain or regain formation position below
5,000 ft AGL or in airspace where aerobatics are prohibited (T-2).
3.8.3. Use airborne visual signals IAW AFI 11-205, Aircraft Cockpit and Formation Flight
Signals. For four-ship flights, initiate configuration changes by radio call, when practical.
Changes directed over the radio require an acknowledgement if the FL is unable to visually
see the wingman reposition to the directed formation. A radio call is mandatory when directing
formation changes at night or under instrument conditions.
3.8.4. For non-tactical portions of a sortie (i.e. navigation to/from airspace), ensure each
wingman has sufficient ability to navigate (visual, radar, operational Global Positioning
System/Inertial Navigation System (GINS), received TACAN or received ILS in the
appropriate steering mode) prior to formation break up.
3.8.5. Changing Leads.
3.8.5.1. When flying in limited visibility conditions, pilots will initiate lead changes from
a stabilized, wings level attitude (T-2).
3.8.5.2. The minimum altitude for a lead change is 500 ft AGL over land or 1,000 ft AGL
over water (for night see para 3.18.4).
3.8.5.3. Flight/element leads may not initiate a lead change from a visual formation unless
the aircraft assuming the lead is in visual contact and in a safe position to do so.
3.8.5.4. Initiate a lead change by visual signal or radio call.
3.8.5.5. Renumbering the flight or passing the formation lead via the radio requires a
verbal acknowledgment. All lead changes at night or in IMC are directed over the radio.
3.8.5.6. Acknowledge receipt of the lead by head nod or radio call, as appropriate.
3.8.5.7. A lead change is effective upon acknowledgment.
3.8.5.8. The former leader then assumes wingman responsibilities unless otherwise
briefed.
3.8.6. Visual formation maneuvering.
3.8.6.1. Flight/element leads consider wingman/element position and ability to perform
safely the formation maneuver.
3.8.6.2. Wingmen/elements maneuver relative to the FL/lead element and maintain sight.
Trailing aircraft/elements are responsible for deconflicting with lead aircraft/elements.
3.8.6.3. Wingmen/elements cross above the lead/lead element when deconfliction is
required in the low altitude environment.
3.8.6.4. Loss of Visual. Use the following procedures when one or more flight
members/elements lose visual contact while flying a visual formation.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 15

3.8.6.4.1. When any flight member/element has lost visual contact, initiate a positive
maneuver away from the last known position and call "blind" with altitude (from the
heads-up display (HUD) and/or standby flight group (SFG)) (“blind, 24.5”). The
remaining flight member/element immediately responds with "visual" and a position
report, or "blind” with an altitude (if also not visual).
3.8.6.4.2. If the other flight member/element is also "blind," immediately deconflict
from the altitude called and transmit own ship altitude (from the HUD and/or SFG)
ensuring deconfliction. Use a minimum of 1000 ft altitude separation (500 ft below
5,000 ft AGL). Avoid climbs/descents through the deconfliction altitude. All flight
members must visually clear their flight path (T-2).
3.8.6.4.3. If visual contact is still not regained, the FL will take additional positive
action to ensure flight path deconfliction within the flight to include a “Terminate” or
“Knock-It-Off” (KIO) call if necessary (T-3). Consider scenario restrictions such as
sanctuary altitudes and/or adversary blocks.
3.8.6.4.4. Maintain altitude separation until visual or until assured deconfliction
through communication or beyond visual range formation positions.
3.8.6.5. Two-ship visual formation deconfliction. The following rules apply for flight path
deconfliction in 2-ship visual formations:
3.8.6.5.1. The wingman is responsible for deconfliction from the FL.
3.8.6.5.2. The FL becomes responsible for deconfliction when:
3.8.6.5.2.1. Maneuvering places the leader well aft of the wingman’s 3/9 line or
forces the wingman’s primary attention away from the leader.
3.8.6.5.2.2. The wingman calls "blind”.
3.8.6.5.2.3. Primary deconfliction responsibility transfers back to the wingman
when visual and established in the directed formation position.
3.8.6.6. Three/four-ship (or greater) visual formation deconfliction. When flights of more
than two aircraft are in visual formation:
3.8.6.6.1. Formation visual signals performed by a flight/element lead pertain only to
the associated element unless specified otherwise by the FL.
3.8.6.6.2. Trailing aircraft/element(s) maintain sufficient spacing so that primary
emphasis during formation maneuvering/turns is on deconfliction within elements, not
on deconfliction between elements.
3.9. Tactical Formation. Reference AFTTP 3-1.F22A for tactical formation deconfliction and
flight-member responsibilities.
3.10. Chase Formation.
3.10.1. Restrictions. Any pilot may fly safety chase for aircraft under emergency or duress
conditions. Qualified pilots (including initial qualification training /mission qualification
training pilots who have successfully completed an Instrument/Qualification evaluation IAW
AFI 11-2F-22AV2, F-22A Aircrew Evaluation Criteria) may chase as safety observer for
aircraft performing simulated instrument flight or hung ordnance patterns. Specialized
16 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

missions (i.e., developmental test and evaluation, operational test and evaluation, Weapon
System Evaluation Program, live weapons delivery, etc.) and training conducted IAW AFI 11-
2F-22AV1, may be chased by combat mission ready/basic mission capable pilots designated
by group/squadron commanders. All other chase events may only be flown by IP/flight
examiners (FEs) or upgrading IPs under the supervision of an IP.
3.10.2. Procedures:
3.10.2.1. A safety observer in a chase aircraft, except IP/FE/specialized mission chase,
maneuvers in a 30-60 degree cone with nose/tail clearance to 1,000 ft, to effectively clear
and/or provide assistance.
3.10.2.2. IP/FE/specialized mission pilots may maneuver as necessary, but maintain
nose/tail separation until required to transition to close formation when deemed necessary
by the IP/FE.
3.10.2.3. No chase aircraft will stack lower than the lead aircraft when below 1,000 ft AGL
(T-3).
3.11. Statics / Flyovers / Aerial Demonstrations. Comply with AFI 11-209, Participation in
Aerial Events, as well as all applicable MAJCOM directives for the specific rules, procedures, and
approval processes for aircraft statics and flyovers. Additionally, pilots performing aerial
demonstrations are governed by both AFI 11-209 and AFI 11-246V1, Air Force Aircraft
Demonstrations (A-10, F-15, F-16, F-22) for the specific rules and training requirements.
3.12. Maneuvering Parameters.
3.12.1. Minimum Altitudes. For aerobatics, pilots will remain above 5,000 ft AGL (T-2).
During nose high/low speed and advanced handling characteristics vertical maneuvering,
ensure maneuvers are terminated to allow recovery above 5,000 ft AGL.
3.12.2. Avoid flight through wingtip vortices and jet wash. If it is unavoidable, reduce aft stick
pressure prior to entering jet wash to limit excessive G excursions.
3.13. Operations (Ops) Checks.
3.13.1. Accomplish sufficient ops checks to ensure safe mission accomplishment. As a
minimum, complete ops checks:
3.13.1.1. Passing 10,000’ ft measured sea level (MSL) or at level off.
3.13.1.2. Prior to each engagement.
3.13.1.3. Following air refueling.
3.13.2. Minimum items to check are Integrated Caution, Advisory, and Warning System
messages, total fuel, G-suit connection, oxygen system, cabin altitude, and AGCAS settings.
3.13.3. The FL may initiate ops checks by radio call or visual signal and wingmen response is
required.
3.13.3.1. Flight member(s) response to ops checks includes total fuel amount as read on
the SFG. If wingmen are within 500 pounds of the FL fuel level, a "same" call may be
used, or exact amount if below Joker fuel level (see para 3.19.1).
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 17

3.13.3.2. When external tanks are feeding, add a "tanks feeding" call to the normal ops
check reply. Make a "tanks dry" call once the external tanks are confirmed dry. Once the
"tanks dry" call has been made, no further reference to tanks need be made on subsequent
ops checks. In the event of trapped fuel, an ops check indicates usable fuel.
3.13.4. G-awareness Exercise. Reference AFI 11-214, Air Operations Rules and
Procedures, and AFTTP 3-3.F-22A. Unless performing a syllabus-required event (e.g. chase
of a G-awareness exercise), flight members maintain a minimum of 6,000 ft separation
between aircraft during the execution of all G-awareness exercises. During maneuver
execution, use visual lookout and briefed formation position responsibilities as primary means
of ensuring aircraft deconfliction. Set the intercom volume appropriately to evaluate execution
of the AGSM for debrief purposes.
3.13.4.1. 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:
3.13.4.1.1. Special Use Airspace (e.g. Restricted/Warning areas, Air Traffic Control
Assigned Airspace, Military Operating Areas and MAJCOM approved large-scale
exercise/special mission areas).
3.13.4.1.2. Above 10,000 MSL outside of Special Use Airspace.
3.13.4.1.3. Inside the confines of a Military Training Route.
3.13.4.1.4. Below 10,000 ft MSL outside of Special Use Airspace.
3.13.4.2. Flight/element leads flying outside of the continental United States follow
gaining MAJCOM, theater or host nation guidance on airspace in which G-awareness
exercises may be performed. If no gaining MAJCOM, theater, or host nation guidance is
available, follow the guidance in para 3.13.4.1 to the maximum extent practical.
3.14. Radio Procedures.
3.14.1. Preface all communications with the complete flight call sign unless stated below.
Transmit only that information essential for mission accomplishment or safe flight. Use visual
signals when practical.
3.14.2. Acknowledge radio checks that do not require the transmission of specific data, and
that cannot be visually confirmed by flight the lead, by individual flight members in turn
(Example: "2,” “3,” “4"). Acknowledgment indicates the appropriate action is complete, in the
process of being completed, or the flight member understands.
3.14.3. In addition to the radio procedures outlined in AFI 11-202V3, General Flight Rules,
specific mission guides, and FLIP publications, the following radio transmissions are required:
3.14.3.1. All flight members will acknowledge understanding the initial ATC clearance.
Acknowledge subsequent ATC instructions when directed by the FL (T-3).
3.14.3.2. Report gear down IAW AFI 11-202V3. A wingman or chase need not make this
call during a formation or chased approach.
3.15. General Low Altitude Procedures.
18 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.15.1. Fly low-level formation positions/tactics using AFTTP 3-1.F-22A and AFTTP 3-3.F-
22A, as guides.
3.15.2. All day formations positions are authorized at or above 500 ft AGL.
3.15.3. During flight briefings, review low altitude flight maneuvering and observation of
terrain features/obstacles in the low altitude training area. FLs will emphasize AGCAS and
“low altitude warning” settings and considerations, as well as AGCAS “paddle-off”
considerations (T-3). For low altitude training over water/featureless terrain, include specific
considerations with emphasis on minimum altitudes and spatial disorientation (SD).
3.15.4. All obstacle avoidance planning for low altitude map requirements will be IAW AFI
11-217V2.
3.15.5. At altitudes below 1,000 ft AGL, wingmen will not fly at a lower AGL altitude than
lead (T-3).
3.15.6. When crossing high or hilly terrain maintain positive G, and pilots will not exceed
approximately 120 degrees of bank (T-3). Maneuvering at less than 1 G is limited to upright
bunting maneuvers.
3.15.7. Pilots will go no higher than 12 degrees angle of attack when conducting ACA and
Low/Slow visual identification procedures (T-3).
3.15.8. The minimum airspeed for low-level navigation is 300 KCAS.
3.15.9. Minimum airspeed during low altitude tactical maneuvering (< 5000ft AGL) is 350
KCAS.
3.15.10. Minimum Altitudes. The squadron commander determines and certifies pilots’
minimum altitude IAW AFI 11-2F-22AV1, as supplemented by MAJCOM. The following
minimum altitudes apply to low altitude training unless national rules or a training syllabus
specifies higher altitudes:
3.15.10.1. 500 ft AGL for low altitude (LOWAT) Category I qualified pilots (ref AFI 11-
2F-22AV1).
3.15.10.2. For night (without night vision devices (NVDs) or IMC operation, the minimum
altitude is 1,000 ft above the highest obstacle within 5 NM of aircraft position.
3.15.11. During all low altitude operations, the immediate reaction to task saturation, diverted
attention, knock-it-off, or emergencies is to climb to a pre-briefed safe altitude (minimum
1,000 ft AGL).
3.15.12. Weather minimums for low-level training are 1,500 foot ceiling and 3 miles visibility,
or national rules if higher.
3.16. Air Refueling. Pilots undergoing initial training in air refueling will not refuel with a
student boom operator (T-2). Pilots will inform boom operators when refueling from a particular
tanker type (KC-46, KC-10 or KC-135) for the first time.
3.17. Night Procedures.
3.17.1. Night Lighting Requirements.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 19

3.17.1.1. Wingtip position lights: Only one position light on each wing is required.
However, if each wing only has one light, they must be on opposite sides; one upper, one
lower (ex: top left, bottom right) (T-2).
3.17.1.2. Landing and Taxi Lights: The landing light must be operational prior to takeoff
(T-2). If the taxi light is not operational, reassess if the landing light provides sufficient
lighting to allow safe taxi. The taxiing aircraft will come to a stop if the area cannot be
visually cleared without the taxi light (T-3).
3.17.1.3. Anti-collision light: One operational anti-collision light (ANTI-COLL/BRT) is
required for night operations (ground and air). The anti-collision light can be turned off if
it causes distraction to the pilot. If the anti-collision light is turned off while outside
operational airspace, then at least one aircraft within a standard formation must have
POSN/ANTI-COLL switch in the FLASH setting. Position lights in the FLASH setting
meet AFI 11-202V3 requirements for anti-collision.
3.17.1.4. Night Ground Operations (for detailed explanation, refer to AFTTP 3-3.F-
22A).
3.17.1.5. When ground personnel are working under the aircraft, ensure the POSN/ANTI-
COLL switch is placed in BRT (position lights 100%, steady, anti-collision light off).
3.17.1.6. Pilots will taxi on the taxiway centerline with a minimum of 300 ft spacing (T-
3).
3.17.1.7. Use the taxi light while taxiing unless it might interfere with an aircraft landing
or taking off. The taxiing aircraft will come to a stop if the area cannot be visually cleared
without the taxi light (T-3).
3.17.1.8. For taxi, pilots set the POSN/ANTI-COLL switch to FLASH.
3.17.2. Night Takeoff. Set the POSN/ANTI-COLL switch to ANTI-COLL for takeoffs.
Following takeoff, each aircraft/element climbs on runway heading to 1,000 ft AGL before
initiating turns, except where departure instructions specifically preclude compliance.
3.17.3. Night Join-up. Weather criteria for night join-up underneath is a ceiling of 3,000 ft
and 5 miles visibility. FLs direct lighting adjustments for the flight based on environmental
conditions and flight member feedback.
3.17.4. Night Formation Procedures.
3.17.4.1. When in non-visual formations at night, maintain aircraft spacing primarily by
flying the published departure, sensors/data link, and timing. If aircraft spacing cannot be
ensured, establish altitude separation (1,000 ft minimum) through communication. Pilots
will crosscheck instruments at all times to ensure ground clearance (T-1).
3.17.4.2. Do not change lead or wing formation positions below 1,500 ft AGL unless on
radar downwind. Direct lead and position changes using the radio and from a stabilized,
wings-level attitude.
3.17.4.3. Night Formation Parameters. References and parameters for night formation
positions are specified in AFTTP 3-3.F22A.
20 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.17.5. Night Break-up. Prior to a formation break-up at night, the FL transmits attitude,
altitude, airspeed, and altimeter setting, which is acknowledged by wingmen. Wingmen will
confirm their onboard systems required for independent night navigation are functional (GINS,
Communications, Navigation, and Identification (CNI)) (T-3).
3.17.6. Night Landing. Normally land from an instrument straight-in approach. Refer to AFI
11-202V3, as supplemented by MAJCOM, and AFTTP 3-3.F-22A for specific procedures.
3.18. Night Vision Device (NVD) Procedures.
3.18.1. HAF/MAJCOM guidance (including AFI 11-202V3, and AFI 11-214) outline NVD
procedures. AFTTP 3-1.F-22A and AFTTP 3-3.F-22A incorporates expanded tactical
guidance.
3.18.1.1. NVDs are only worn by qualified flight members or when upgrading with NVDs
with a qualified NVD instructor in the flight.
3.18.1.2. FLs brief the appropriate time to don/doff NVDs for the sortie. Pilots will ensure
deconfliction while donning/doffing (T-1). Minimize time with NVDs in the “up” position
due to the potential to liberate off the helmet under G and damage displays.
3.18.1.3. When operating in a visual formation outside of NVD route position, ensure a
more frequent crosscheck of instruments (approximately every 4-6 seconds) to reduce
possibility of SD.
3.18.1.4. FLs brief the appropriate NVD-compatible formation lighting levels for each
flight member to set.
3.18.2. Pilots will preflight, test, and adjust NVDs in the unit eyelane prior to NVD operations
(T-3). Stow NVDs for takeoff. Do not don NVDs until at least 2,000 ft AGL in climbing or
level flight. Pilots will doff NVDs no later than 5 minutes prior to landing unless NVDs are
necessary to handle an emergency and will stow NVDs prior to the instrument approach final
approach fix. (T-3).
3.18.3. With NVDs, pilots may operate below the route abort altitude/minimum safe altitude
(MSA) down to a minimum of 1,000 ft AGL during high-illumination periods (as defined by
AFI 11-214). The FL or individual pilot is the final authority to assess actual illumination for
a particular mission element, based on visibility and terrain features/resolution.
3.18.4. NVDs may be worn for night tanker rejoins, but are raised or stowed no later than the
astern position.
3.18.5. NVD Battle Damage Checks. Fly no closer than NVD route formation (reference
AFTTP 3-3.F-22A).
3.18.6. In-flight emergencies with NVDs. During in-flight emergencies, immediately assess
whether the NVDs aid or hinder completing emergency procedures. If they are a hindrance or
the emergency may deteriorate into an ejection situation, remove and stow the NVDs.
3.18.7. Abnormal Procedures.
3.18.7.1. Lost sight. If sight is lost within a visual formation, execute appropriate lost
wingman procedures. Consider highlighting position by increasing exterior lighting level,
activating AB, or deploying chaff/flares as airspace allows.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 21

3.18.7.2. In the event of NVD failure, pilots will ensure separation from other aircraft and
the ground before attempting to remedy an NVD failure (T-2). Appropriate steps are:
3.18.7.2.1. Transition to instruments,
3.18.7.2.2. Perform lost wingman procedures if appropriate,
3.18.7.2.3. Route abort/climb above MSA if appropriate,
3.18.7.2.4. Terminate/KIO (as applicable),
3.18.7.2.5. If other aircraft are in the vicinity, direct them to raise their external lights
to non-NVD visible levels,
3.18.7.2.6. Attempt to regain NVD operation by switching to the opposite battery. If
NVDs are still inoperable, once clear of other aircraft and terrain, change the battery.
If these steps do not solve the problem, stow NVDs and proceed with non-NVD plan.
3.18.7.3. Inadvertent flight into weather. Encountering poor weather conditions during
NVD operations may cause loss of situation awareness and pilot distraction/disorientation.
3.18.7.3.1. Single ship or separated from flight members:
3.18.7.3.1.1. Transition to instruments,
3.18.7.3.1.2. Route abort if LOWAT, otherwise climb/descend to Visual
Meteorological Conditions (VMC),
3.18.7.3.1.3. Terminate/KIO (as applicable).
3.18.7.3.2. Formation flight. If entering weather in formation or close proximity to
other aircraft, perform the first five steps under NVD failure (para 3.18.7.2), as
appropriate, then climb/descend to attempt to regain VMC.
3.19. Fuel Requirements.
3.19.1. Joker Fuel. A pre-briefed fuel state needed to terminate an event and proceed with
the remainder of the mission.
3.19.2. 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 listed below.
3.19.3. Normal Recovery Fuel. The fuel on initial or at the final approach fix at the base of
intended landing or alternate, if required. Fuel quantity is established locally or 2,500 pounds,
whichever is higher.
3.19.4. Pilots declare the following when it becomes apparent that an aircraft may land at the
intended destination or alternate (if required) with:
3.19.4.1. Minimum Fuel. 1,800 pounds or less. This is based on 20 minutes reserves at
30,000 ft MSL flying max endurance airspeed (fulfilling AFI 11-202V3 fuel reserve
requirements).
3.19.4.2. Emergency Fuel. 1,200 pounds or less.
3.20. Approaches and Landings.
22 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.20.1. The desired touchdown point for a VFR approach is 500-1,000 ft from the runway
threshold or the glideslope interception point for a precision approach.
3.20.2. Minimum pattern and touchdown spacing between landing aircraft is 3,000 ft for
similar aircraft (e.g. F-22A versus F-22A), 6,000 ft for dissimilar aircraft (e.g. F-22A versus
F-16) or as directed by MAJCOM or the landing base, whichever is higher. When wake
turbulence is expected due to calm winds (winds less than or equal to 5 knots) or when landing
with a light tail wind, pilots will increase pattern/touchdown spacing to 6,000 ft minimum (T-
3). Under these conditions, moderate to severe wake turbulence has been reported out to 7,000
foot touchdown spacing. Pilots will land in the center of the runway and clear to the cold side
of the runway when speed/conditions permit (T-1). Do not delay clearing to the cold side.
Delaying may create a conflict for subsequent landing aircraft.
3.20.3. Landing Restrictions.
3.20.3.1. When the computed landing roll exceeds 80 percent of the available runway,
pilots will land at an alternate (T-3). Aircraft landing at preplanned destinations or
preplanned alternate airfields with less than 8,000 ft of runway length and without a
compatible arresting gear (defined as any cable/arresting gear on the departure end or in
the overrun capable of stopping the aircraft), requires specific approval of the group
commander.
3.20.3.2. Do not land over any raised web barrier (e.g. MA-1A, 61QSII; definitions found
in DoD FLIP, IFR Supplement).
3.20.3.3. When the RCR at the base of intended landing is less than 12 (Braking Action
“Medium”), land at an alternate. If an alternate is not available, consider an approach end
or midfield arrestment. Per MAJCOM guidance, the group commander may waive RCR
minimum for specified units operating in cold weather locations, but in no case will pilots
land with an RCR of less than 8 (Braking Action “Poor”) (T-2).
3.21. Overhead Traffic Patterns.
3.21.1. Overhead patterns can be made with unexpended live/inert ordnance. This does not
apply to hung or misfired ordnance (secure or unsecure).
3.21.2. Initiate the break over the touchdown point or as directed.
3.21.3. Execute individual breaks in a level 180 degree turn to the downwind leg at minimum
intervals of 5 seconds (except IP/FE chase or when in line abreast formation).
3.21.4. Aircraft are wings level on final at approximately 250 ft AGL and 1 mile from the
planned touchdown point (i.e. 2.5-degree glide path).
3.22. Tactical Overhead Traffic Patterns. Tactical entry from any direction and any altitude is
permitted when specifically approved by the tower. To expedite recovery, conserve fuel, and aid
in aircraft sequencing, pilots should consider non-standard pattern entries.
3.22.1. Typically, tactical overheads are flown at an altitude and airspeed directed by local
guidance or published. This procedure will be coordinated with ATC (T-2).
3.22.2. No more than four aircraft are permitted in a tactical recovery formation.
Aircraft/elements more than 6,000 ft in trail are considered a separate flight.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 23

3.22.3. Normal spacing and parameters are established by base turn.

3.23. Touch-and-Go Landings.
3.23.1. Fly touch-and-go landings IAW AFI 11-202V3, as supplemented by MAJCOM.
Touch-and-go landings flown to regain landing currency require squadron commander
approval.
3.23.2. Do not fly touch-and-go landings with hung ordnance, live external ordnance, or with
fuel remaining in any external tank.
3.24. Low Approaches.
3.24.1. Observe the following minimum altitudes:
3.24.1.1. Normal single ship low approaches - so that touchdown does not occur.
3.24.1.2. IP/FE flying chase position - 50 ft AGL.
3.24.1.3. Formation low approaches and non-IP/FE chase - 100 ft AGL.
3.24.1.4. Chase aircraft during an emergency - 300 ft AGL unless safety or circumstances
dictate otherwise.
3.24.2. 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/climbout
procedures, or controller instructions dictate otherwise.
3.25. Closed Traffic Patterns. Initiate the closed pattern at the departure end of the runway
unless cleared otherwise by the controlling agency. From a formation approach or chase position,
a sequential closed may be flown with ATC concurrence at an interval to ensure proper spacing.
Plan to arrive on downwind at 200-250 KCAS.
3.26. Formation Approaches.
3.26.1. General.
3.26.1.1. Fly a published instrument approach or a VFR straight-in approach using the
visual approach slope indicator, if available. In all cases, use a rate of descent similar to a
normal precision approach.
3.26.1.2. Aircraft must be within 3,000 pounds weight of each other and symmetrically
loaded (T-3).
3.26.1.3. Position the wingman on the upwind side if crosswind exceeds 5 knots.
3.26.1.4. Formation approaches will not descend below 100 ft AGL (T-3).
3.26.2. Formation landings are not authorized.
3.26.3. Formation drag procedures.
3.26.3.1. Formation drag landings are restricted to:
3.26.3.1.1. Daytime.
3.26.3.1.2. Weather: 1,500 foot ceiling/3 miles visibility.
3.26.3.1.3. Formation: two-ship maximum.
24 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

3.26.3.2. When directed to take spacing, the wingman reduces power, extends the speed
brake and slows to no less than 200 KCAS while achieving 1.5 to 2.5 NM spacing.
3.26.3.3. Designate the preceding aircraft as a Next to Shoot (NTS).
3.27. After Shutdown Procedures. All flight members will accomplish a post flight walk-
around (T-3). The intent of this inspection is to find evidence of birdstrike, lost panels, damaged
ordnance, identify unexpended chaff/flare, and structural damage resulting from over-Gs or other
in-flight abnormalities.
3.28. Mission Recording Operations.
3.28.1. Pilots will record missions from takeoff through landing if able (e.g. not applicable to
missions/facilities unable to store/secure video data cartridges/data transfer cartridges
properly) (T-2). For missions exceeding 120 minutes, record takeoff, landing, and applicable
tactical events. Additionally, time, space, and position information should normally be
recorded from takeoff through landing.
3.28.2. Unit commanders will develop F-22A mission recording and deletion procedures,
and/or create storage procedures, to store content from every flight temporarily, which
provides sufficient opportunity to identify and archive abnormal flight occurrences (T-2).
3.29. Identification Friend or Foe (IFF). Excessive Mode 4 interrogations from the F-22 AAI
(specifically from the aft) can cause civil aircraft transponders to malfunction. IAW the Federal
Aviation Administration F-22A AAI Spectrum Certification, the following procedures apply:
3.29.1. Within operational airspace, or when required for safety or real-world missions
outside operational airspace, pilots may use full AAI system interrogation capabilities.
3.29.2. Outside operational airspace (transit to and from airspace, cross-country, etc.) and
during ACA combat air patrols (unless required for tasked intercept), pilots use the following
procedures:
3.29.2.1. If using automatic system Mode 4 Interrogations, select FWD AAI.
3.29.2.2. When making manual Mode 4 Interrogations, place cursors within the sensor
search volume.
3.30. Weather Minimums. Refer to Table 3.1 for a summary of weather minimums affecting
F-22A operations.

Table 3.1. Weather Minimum Summary.

Event Minimum (ceiling in ft and visibility in
NM or kilometers (KM))

VFR Rejoin (Day) 1,500 ft/ 3 NM / 4.8 KM

VFR Rejoin (Night) 3,000 ft/ 5 NM / 8 KM
Low Level Navigation (Day) 1,500 ft/ 3 NM / 4.8 KM (notes 1&2)
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 25

Low Altitude Intercepts (Day) 3,000 ft/ 5 NM / 8 KM (note 3)

Notes:
1. 1. Unless national rules are higher.
2. 2. 2,000 ft/8 KM in countries where the minimum altitude is 1,000 ft
AGL.
3. 3. 3,500 ft/8 KM in countries where minimum altitude is 1,000 ft AGL.

3.31. Summary of Minimum Altitudes. Refer to Table 3.2 for a summary of minimum
altitudes that affect F-22A operations.

Table 3.2. Minimum Altitude Summary.

Event Minimum (in ft AGL)
Aerobatics/Air Combat 5,000
Training/Advanced Handling

Lead Change See note

Chase (Emergency) 300
Chase (FE / IP) 50
Formation Low Approach 100
Low Approaches So as to not touchdown
KIO 1,000
Note: 500 ft over land; 1,000 ft over water; 1,500 ft at night
/IMC unless on radar downwind.
26 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Chapter 4

INSTRUMENT PROCEDURES

4.1. Approach Category.

4.1.1. The F-22A is Approach Category E (ref. AFMAN 11-217V1, Instrument Flight
Procedures). Accomplish missed approach IAW flight manual procedures. Missed approach
airspeed is 250 KCAS.
4.1.2. Pilots will use approach Category D minimums at airfields where Category E minimums
are not published (T-1). Airfields with Category D minimums may be designated as an
alternate (divert) airfield. Practice instrument approaches may be flown using Category D
minimums if VMC can be maintained throughout the procedure. Under these circumstances,
approach Category D minimums may be used provided:
4.1.2.1. A straight-in approach is flown.
4.1.2.2. The aircraft is flown at final approach airspeed of 165 KCAS or less.
4.1.2.3. The aircraft is flown at 255 knots true airspeed or less for the missed approach
segment of the approach. At high-pressure altitudes and/or temperatures (see AFH 11-
203V1), 255 knots true airspeed may not be compatible with published missed approach
airspeeds and Category D approaches should not be flown.
4.1.3. The F-22A GINS is approved for enroute area navigation. The enroute navigation may
not exceed 1.5 hours between INS updates. An update is defined as establishing a positive
position using visual, TACAN, GPS, or on-board radar. NAV STATUS block indicating GPS
HIGH suffices as a positive GPS update.
4.1.4. Terminal area navigation procedures: The terminal portion of navigation begins at an
established initial approach fix. Area navigation inside the initial approach fix is not
authorized. Missed approach procedures are not part of the final approach segment and NAV
databases (e.g. Digital Aeronautical Flight Information File latitude/longitude data) may be
used to adhere to missed approach procedures.
4.2. Takeoff and Join-up. If weather is below 1,500 ft and 3 miles, pilots will climb on runway
heading until above 1,000 ft AGL before initiating turns, except when departure instructions
specifically preclude compliance (T-3).
4.3. Trail Procedures.
4.3.1. General.
4.3.1.1. During sensor trail formations, basic instrument flying is the first priority and not
sacrificed when performing secondary tasks. To ensure proper spacing requires strict
adherence to the briefed airspeeds, power settings, altitudes, headings, and departure
routing. If task saturation occurs, prioritize aviate (airspeed, altitude and attitude), then
navigate (fly published departure) and lastly communicate (e.g. “Raptor 2 negative
contact,” “blind,” etc.). The FL will be directive to ensure safety of flight (T-1). If unable
to remain in a safely spaced formation the FL coordinates for separate ATC clearances.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 27

4.3.1.2. Request non-standard formation from ATC if anticipated to remain greater than
6,000 ft in trail.
4.3.1.3. ATC instructions issued to the lead aircraft apply to the entire flight.
4.3.1.4. FLs will brief aircraft/element spacing (T-3). Minimum spacing between aircraft
when in non-standard formation is 9,000 ft and will be maintained using on board systems.
4.3.2. If flight member is unable to attain a NTS:
4.3.2.1. Transmit, “negative contact.” The FL communicates the initiation of turns.
Subsequent aircraft delay turns to maintain the desired spacing.
4.3.2.2. Each aircraft/element maintains 1.5-2.5 mile spacing using all available aircraft
systems.
4.3.2.3. During climbs and descents, each aircraft/element calls passing each 5,000 foot
altitude increment with altitude and heading (or heading passing) until join-up, level-off,
or the following aircraft/element communicates sensor or visual contact (e.g. "tied" or
“visual”).
4.3.2.4. 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 immediately correct deviations from the planned route.
4.3.2.5. Each aircraft/element maintains at least 1,000-foot vertical separation from the
preceding aircraft/element until establishing sensor/visual contact, except in instances
where departure instructions specifically preclude compliance. Pilots may reduce vertical
separation to 500 ft if necessary to comply with MSA restrictions.
4.3.2.6. In the event a visual join-up cannot be accomplished on top or at level off, the FL
will request altitude separation for each succeeding aircraft/element to meet the
requirements of the above para. (T-3).
4.3.2.7. Pilots with known aircraft sensor instability should receive separate IFR
clearances.
4.3.3. With NTS.
4.3.3.1. Each aircraft/element calls “tied” when a NTS is established with the preceding
aircraft. Once all aircraft are tied, no further radio calls are required, unless contact is lost.
FLs will ensure all aircraft acknowledge any changes to clearance (T-2).
4.3.3.2. In flights of three or more aircraft, use all available aircraft systems (i.e. radar,
data link, TACAN, AAI, etc.) to ensure that trail is maintained on the correct aircraft.
4.3.4. Sensor Trail Departures. Unless otherwise briefed, instrument trail departures are
defined as:
4.3.4.1. 20-second takeoff spacing.
4.3.4.2. Military/AB power until 350 KCAS.
4.3.4.3. Set 90% RPM in the climb while holding 350 KCAS or 0.88 Mach (expect
transition to 0.88 Mach around 25,000 ft) until reaching level-off altitude.
28 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

4.3.4.4. Once level, transition to max range airspeed until directed otherwise.
4.3.4.5. Limit all turns to a maximum of 30 degrees of bank unless local or published
procedures demand higher bank angles.
4.3.5. Enroute Trail. FLs ensure deconfliction through briefed airspeeds and power settings
as necessary.
4.3.6. IFR Trail Recovery.
4.3.6.1. Limit trail recoveries to a maximum of four aircraft.
4.3.6.2. Before beginning the recovery, FLs ensure that weather at the base of intended
landing is at or above the highest pilot weather category in the flight or approach
minimums, whichever is higher.
4.3.6.3. Do not terminate trail recoveries in simultaneous precision approach radar or
airport surveillance radar approaches. Recoveries to separate approaches are authorized,
however, split flights prior to final.
4.3.6.4. Regardless of flight number, the lead aircraft squawks the assigned Mode 3. ‘-
subsets-’ Flight members will set Mode 3 subset (4th digit) IAW unit/local procedures or
as directed by ATC.
4.3.6.5. Normally use a maximum of 30 degrees of bank in turns unless more is required
to adhere to a published procedure or ATC instruction.
4.3.6.6. Once established on a segment of a published approach, each aircraft complies
with all published altitudes and restrictions while maintaining trail separation.
4.3.6.7. Unless local procedures establish defined reference points for
airspeed/configuration changes, the FL directs changes by radio.
4.3.6.8. Report the final approach fix or glide slope intercept on a precision approach.
4.3.6.9. Prior to the published approach, if contact is lost with the preceding aircraft,
transmit "call sign, lost contact." The preceding aircraft responds with altitude, airspeed
and heading. FLs will establish altitude deconfliction and coordinate a separate clearance
with ATC (T-3). If contact is lost while established on a segment of a published approach,
flight members should continue the approach, but must confirm separation via navigation
aids. If separation cannot be confirmed, pilots will execute missed approach or climb out
as instructed by ATC (T-2).
4.4. Formation Break-up. Formation break-up is defined as obtaining separate clearances and
separate squawks. Formation break-up from a visual formation should be accomplished in VMC
to the maximum extent possible. If IMC is unavoidable, breakup from a visual formation occurs
with the FL maintaining a predictable flight path. Prior to a formation break-up, the FL ensures
deconfliction by directing altitude, heading and airspeed. Prior to flight break-up, communicate
any navigation stability issues (e.g. inoperable CNI, GINS, TACAN/ILS).
4.5. Formation Penetration. If the overhead traffic pattern is closed but visual straight-ins are
permitted, restrict penetrations to two aircraft in route/close formation.
4.6. Formation Lead Change. In IMC conditions, pilots will not change lead position below
1,500 ft AGL unless on radar downwind (T-2).
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 29

4.7. Simulated Instrument Flight. Follow the simulated instrument flight restrictions defined
in AFI 11-202V3.
30 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Chapter 5

AIR-TO-AIR WEAPONS EMPLOYMENT

5.1. References. AFI 11-214 contains air-to-air procedures, to include operations with live
ordnance applicable to all aircraft. This chapter specifies procedures or restrictions applicable to
F-22A operations. For abnormal operating procedures (e.g. NORDO) see Chapter 7.
5.2. Simulated Gun Employment. Missions may be flown with a loaded gun provided the gun
is safe IAW Technical Order (TO) 1F-22A-34-1-1, Non-Nuclear Weapons Delivery Flight
Manual—F-22A and a trigger check is first performed with the master arm switch in arm,
Embedded Training deselected, and rounds count G0 in the HUD and stores management display.
Point the aircraft away from other aircraft and inhabited areas during the trigger check. Pilots will
not perform a trigger check with a hot gun (T-1). Reference AFI 11-214 for hot gun and live
missile procedures.
5.3. Maneuvering Limitations. Negative-G gun defense is prohibited.
5.4. Aerial Gunnery Tow Procedures. AFI 11-214 applies. In addition:
5.4.1. Aerial Gunnery Banner Chase. Enroute to the range, chase aircraft ensures a stable
flying banner. While in straight and level flight, the chase pilot passes the direction of "banner
lean" (if any) in clock position to the tow pilot. This establishes the best turn direction for
employment (if banner is flying at the 10 o'clock position, the tow turns right).
5.4.2. Abnormal Procedures.
5.4.2.1. Unable to Release Banner. If possible, provide the tow aircraft with a chase
(shooter desired), proceed to local jettison area and attempt jettison. If banner still remains,
recover IAW local procedure.
5.4.2.2. Banner Shot Off, Cable Remaining. Release cable in working area. The shooter
rejoins with the tow aircraft to ensure no cable remains. If the cable remains, recover IAW
local procedures.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 31

Chapter 6

AIR-TO-SURFACE WEAPONS EMPLOYMENT

6.1. References. AFI 11-214 contains air-to-surface procedures applicable to all aircraft. This
chapter specifies procedures or restrictions applicable to F-22A operations. Qualification and
scoring criteria are contained in AFI 11-2F-22AV1.
6.2. Simulated Off-Range Weapons Employment While Carrying Ordnance. Off-range is
defined as an area or range in which ordnance release is either not authorized or in which
unintentional or inadvertent release could result in ordnance impacting an area not authorized for
that ordnance. AFI 11-214 and the following apply:
6.2.1. Pilots will NOT press the weapon release button with inert air-to-ground ordnance
loaded unless the following conditions are met: (T-1)
6.2.1.1. Embedded Training Mode On.
6.2.1.2. Air-to-Air Master Mode selected.
6.2.1.3. INHIBIT selected on the stores management display
6.2.1.4. No “Next to Bomb” (nothing in Bomb List)
6.2.2. Pilots will not conduct off-range simulated weapons employment with hung ordnance
(T-1).
6.2.3. Pilots will not conduct any off-range simulated weapons employment with live
ordnance (except 20mm IAW AFI 11-214) aboard the aircraft (T-1).
6.2.4. With live ordnance loaded (other than 20mm with a safe gun), pilots will ensure the
Master Arm switch stays safe unless the aircraft is in appropriate airspace and preparing to
employ live ordnance (T-1).
6.3. Weather Minimums. Basic weather minimums established in AFI 11-214 apply.
6.4. Night Weapons Delivery/Range Operations. All procedures in AFI 11-214 apply.
6.5. Target Identification. Pilots will positively identify the target prior to weapons release (T-
1). Reference the aircraft’s displayed data to confirm the proper coordinates, elevation, and
weapons data is loaded correctly for the assigned target(s) and that these values match the desired
point of impact for air-to-ground weapons. Weapons delivery requires a complete understanding
of how target(s) coordinates and elevation were generated, and that use of this data is in compliance
with all range procedures or Rules of Engagement.
6.6. Live Ordnance Procedures. When carrying live air-to-ground munitions, pilots will:
6.6.1. Comply with AFI 11-214.
6.6.2. Not make simulated weapons delivery passes on manned targets with live air-to-ground
munitions loaded on the aircraft (T-1).
6.6.3. Apply the following procedures when Ground Controllers are on Class B/C ranges:
6.6.3.1. Be familiar with applicable range weapons delivery procedures, appropriate
targets and weapons footprints.
32 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

6.6.3.2. Ground personnel locations are briefed and acknowledged by all pilots (T-1).
6.6.3.3. Do not expend ordnance if any doubt exists as to the ground personnel or intended
target locations (T-1).
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 33

Chapter 7

ABNORMAL OPERATING PROCEDURES

7.1. General. These procedures do not supersede flight manual guidance.

7.1.1. Pilots will not accept an aircraft with a safety of flight malfunction. (T-2).
7.1.2. Do not use a malfunctioning system unless it is required for safe recovery of the aircraft.
Do not continue troubleshooting a malfunction after completing flight manual emergency
procedures and the aircraft may be safely recovered.
7.1.3. Do not taxi the aircraft with nose wheel steering or brake malfunctions unless authorized
by TO 1F-22A-1, Flight Manual—F-22A.
7.1.4. For actual or perceived flight control malfunctions, terminate maneuvering and take
appropriate action.
7.2. Ground Aborts.
7.2.1. If a flight member aborts prior to takeoff, the FL normally renumbers the flight. FLs
advise the appropriate agencies of such changes.
7.2.2. If the scheduled FL(s) abort, wingmen may not operate as a coordinated formation
unless there is a qualified FL remaining in the formation. Wingmen may depart as singles and
execute the ‘no FL’ briefed plan. In the absence of a briefed wingmen-only game plan, execute
a sympathetic abort or proceed with a pre-briefed single-ship mission.
7.2.3. Delayed aircraft either contacts the FL, or executes a pre-briefed game plan prior to
entering the fight.
7.3. Takeoff Aborts.
7.3.1. If an abort occurs during takeoff roll, notify tower and flight members when practical.
Following aircraft alter takeoff roll to ensure clearance or abort takeoff if adequate clearance
cannot be maintained. The phrase "Cable, Cable, Cable" indicates a departure-end cable
arrestment. The phrase "Barrier, Barrier, Barrier" indicates a departure-end net arrestment.
Local procedures will address net barrier raising procedures.
7.3.2. When applying the brakes during a takeoff abort and hot brakes are suspected (suspect
hot brakes if aborting airspeed is in “caution zone” IAW TO 1F-22A-1, Figure 5-5., Brake
Energy Limits – nominally 120 KCAS), declare a ground emergency, taxi the aircraft to the
designated hot brake area, and follow hot brake procedures.
7.3.3. If aborting a takeoff at or below 100 KCAS, consider lowering the tailhook. If aborting
above 100 KCAS, lower the tailhook if there is any doubt about the ability to stop on the
runway.
7.4. Air Aborts.
7.4.1. If an abort occurs after takeoff, all aircraft maintain their original numerical call sign.
7.4.2. Emergency aircraft should obtain a chase aircraft. The FL determines if minor
malfunctions require a chase aircraft. It is critical to consider compounding factors such as the
nature of the emergency, local area familiarity, and weather conditions.
34 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

7.4.3. Pilots will abort the mission and land out of a straight-in approach, regardless of
apparent damage, for any of the following:
7.4.3.1. Birdstrike/Foreign Object Damage.
7.4.3.2. Flight control system anomalies. This does not include flight control system
Integrated Caution, Advisory, and Warning System notifications that reset IAW flight
manual procedures.
7.4.3.3. Single engine.
7.4.4. If an aircraft experiences an over-G, pilots will use the following procedures: (T-3)
7.4.4.1. Perform a battle damage check.
7.4.4.2. Terminate the mission and land as soon as practical from a straight-in approach.
7.4.4.3. Document over-G in Integrated Maintenance Information System after flight.
7.5. Engine Malfunctions. Report all engine anomalies during maintenance debriefing.
7.6. Radio Failure.
7.6.1. General. Individual aircraft experiencing radio failure comply with procedures outlined
in FLIP, AFI 11-205, AFI 11-202V3, this manual, and local directives.
7.6.2. Formation.
7.6.2.1. Flight members who experience total radio failure while in close or route
formation should maneuver within close/route parameters to attract the attention of another
flight member and pass the appropriate visual signals. Terminate the mission as soon as
practical and lead the NORDO aircraft to the base of intended landing or a divert base (if
required). Perform a formation approach to a drop-off on final with clearance to land on
the intended runway unless safety considerations dictate otherwise.
7.6.2.2. If flying other than close/route formation when the radio failure occurs, the pilot
of the NORDO aircraft should attempt to rejoin to a route position at approximately 500 ft
on another flight member. The NORDO aircraft is responsible for maintaining
deconfliction from other flight members until aircraft presence is acknowledged by a wing
rock, signifying clearance to join. Once rejoined, the NORDO aircraft passes the
appropriate visual signals.
7.6.2.3. If unable to rejoin with another aircraft and pre-briefed, the NORDO aircraft may
proceed to a rendezvous point and hold. If no one has rejoined prior to reaching Joker fuel,
the NORDO aircraft should proceed to the base of intended landing or a divert base.
Aircraft experiencing any malfunctions/emergency in addition to NORDO, proceeds as
required by the checklist.
7.6.3. Aerial Gunnery/Missile Firing NORDO Procedures:
7.6.3.1. Pilots will not fire without two-way radio contact (T-1).
7.6.3.2. Shooting aircraft: safe the armament switches, rejoin on another member of the
flight or the tow aircraft, IAW para 7.6.2.
7.6.3.3. Aerial gunnery tow aircraft: wing rock and continue the turn if an attack is in
progress. The FL of the attacking aircraft will "knock off" the attack and rejoin on the tow's
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 35

wing, remaining clear of the target in the event the banner is cut (T-1). The tow pilot passes
standard hand signals to indicate any difficulty. The FL signals when the target is cleared
for cut with a slicing motion across the throat. After the target is away and the FL
determines there is no remaining cable, the tow aircraft recovers with an escort following
the briefed NORDO recovery procedures. If cable remains, follow local procedures.
7.6.4. NORDO Recovery.
7.6.4.1. Apply the procedures in FLIP, AFI 11-205, AFI 11-202V3, this manual, and local
directives.
7.6.4.2. If a formation straight-in approach is flown and a go-around becomes necessary,
the pilot flying chase will go-around, pass the NORDO aircraft and rock wings (T-2). The
NORDO aircraft executes a go-around, if the situation allows. If the NORDO aircraft is in
formation as a wingman, the lead aircraft initiates a gentle turn into the wingman and begins
the go-around.
7.6.4.3. A pilot flying a NORDO aircraft intending to make an approach-end cable
engagement signals the escorting aircraft by extending the tailhook. If the NORDO aircraft
is not escorted, fly a straight-in approach flashing the landing light on final to signal the
tower.
7.7. Severe Weather Penetration. Avoid flight through severe weather. If unavoidable, FLs
will ensure formation break-up and obtain separate clearances prior to severe weather penetration
(T-1). Set airspeed IAW TO 1F-22A-1 thunderstorm penetration airspeed for flight through rain
showers or thunderstorms.
7.8. Lost Wingman Procedures. In any lost wingman situation, immediate separation of aircraft
is essential.
7.8.1. Upon losing sight of the lead aircraft or if unable to maintain formation, the wingman
will:
7.8.1.1. Simultaneously execute the applicable lost wingman procedures, transition to
primary flight instruments, and inform lead by transmitting “call sign is lost wingman" (T-
1). Refer to para 7.9 for specific SD considerations. Smooth application of control inputs
is imperative to minimize the effects of SD.
7.8.1.2. After executing a lost wingman procedure, do not attempt rejoining with the flight
until obtaining permission from the FL (T-2).
7.8.1.3. When able, obtain a separate clearance.
7.8.1.4. Observe all published terrain clearance limits.
7.8.2. Two- or Three-Ship Flights (three-ship echelon, refer to four-ship procedures):
7.8.2.1. Wings-level flight (climbing, descending, or straight and level). Turn away using
15 degrees of bank for 15 seconds, then resume original heading.
7.8.2.2. Turns.
7.8.2.2.1. Outside the Turn. Reverse the direction of turn using 15 degrees of bank
for 15 seconds. Continue straight ahead to ensure separation prior to resuming the turn.
36 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

7.8.2.2.2. Inside the Turn. Momentarily reduce power to ensure nose-tail separation
and direct the FL to roll out of the turn. Maintain the original turn. The lead aircraft
may only resume the turn when separation is ensured.
7.8.2.3. Final Approach. Momentarily turn away from lead to ensure clearance and
execute the published missed approach procedure.
7.8.2.4. Missed Approach. Momentarily turn away from lead to ensure clearance and
continue the published or assigned missed approach procedure. Climb to 500 ft above
missed approach altitude.
7.8.3. Four-Ship Flights. Number 2 and 3 follow the procedures outlined in para 7.8.2
above. Number 4's initial action assumes that number 3 has also gone lost wingman. In addition
to para 7.8.1, aircraft number 4 applies the following:
7.8.3.1. Wings-Level Flight (climbing, descending, or straight and level). Turn away
using 30 degrees of bank for 30 seconds, then resume the original heading.
7.8.3.2. Turns.
7.8.3.2.1. Outside the Turn. Reverse direction of turn using 30 degrees of bank for
30 seconds to ensure separation from lead and number 3.
7.8.3.2.2. Inside the Turn. Momentarily reduce power to ensure nose-tail separation
and increase bank angle by 15 degrees. Direct the lead aircraft to roll out. The lead only
resumes the turn when separation is ensured.
7.8.4. FLs must acknowledge the lost wingman's radio call and, when appropriate, transmit
attitude, altitude, heading, and airspeed (T-2).
7.8.5. If a wingman becomes separated and any aircraft experiences radio failure, the aircraft
with the operational radio obtains a separate clearance. The NORDO aircraft turns the IFF
Mode 3C to 7600 while proceeding with previous clearance. If an emergency situation arises
along with radio failure, set the IFF to EMERGENCY for the remainder of the flight.
7.8.6. Only practice lost wingman procedures in VMC.
7.9. Spatial Disorientation. Conditions that prevent a clear visual horizon or increase pilot
tasking are conducive to SD. To prevent SD, an increased instrument crosscheck rate is paramount.
If SD symptoms are encountered:
7.9.1. Single Ship.
7.9.1.1. Concentrate on flying basic instruments with frequent reference to the HUD. The
SFG may be used as an alternate attitude reference if it is using a different GINS source
than the HUD (i.e. HUD on GINS 1 and SFG on right upfront display). Consider selecting
attitude mode on the primary multi-function display.
7.9.1.2. If symptoms persist and conditions permit, fly straight and level flight until
symptoms abate, usually within 60 seconds. Consider using the autopilot.
7.9.1.3. If necessary, declare an emergency and advise ATC.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 37

7.9.1.4. NOTE: It is possible for SD to proceed to the point where the pilot is incapacitated
and unable to see or interpret the flight instruments. In this situation, aircraft control may
be impossible. If this occurs, the pilot should consider ejecting.
7.9.2. Formation Lead.
7.9.2.1. Advise the wingmen that FL has SD and comply with procedures in para 7.9.1.
7.9.2.2. Use the wingmen to confirm attitude and provide verbal feedback.
7.9.2.3. If symptoms persist, terminate the mission and recover the flight by the simplest
and safest means possible.
7.9.3. Formation Wingman.
7.9.3.1. Advise lead of the disorientation.
7.9.3.2. Lead transmits aircraft attitude, altitude, heading, and airspeed.
7.9.3.3. If symptoms persist and conditions permit, establish straight and level flight for
30-60 seconds.
7.9.3.4. If the above procedures are not effective, lead should consider passing the lead to
the wingman, provided the leader is able to maintain situational 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.
7.9.4. Greater than 2-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 para. 4.4 (Formation Break-up). Plan to keep the element with the SD pilot straight and
level while the other element separates.
7.10. G-Induced Loss of Consciousness (GLOC). Pilots of sustained high-G aircraft such as
the F-22A are at risk of GLOC during flight. If a GLOC occurs or is suspected:
7.10.1. Immediately terminate all tactical maneuvering.
7.10.2. If part of a formation, advise lead, or their wingman of the GLOC.
7.10.3. Restrict flight to no more than 2 Gs and 60 degrees of bank.
7.10.4. Declare an emergency and advise ATC.
7.10.5. Recover the aircraft utilizing a straight in approach (visual or instrument).
7.10.6. Await the arrival of Medical, Safety, and AFE personnel after landing. Unless
medically necessary, leave life support switches and connections in place until documented by
Medical, Safety and AFE personnel.
7.10.7. Report any suspected or confirmed life support system malfunctions to maintenance
and any life support equipment issues to AFE.
7.10.8. Pilots will archive the mission recording of the entire sortie for review (T-1).
7.10.9. Complete and submit an in-flight emergency report to the flight safety office.
7.10.10. Notify unit leadership of the incident.
38 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

7.11. Armament System Malfunctions.

7.11.1. Inadvertent Release. Release due to a malfunction of the armament system. In the
event of a suspected inadvertent release:
7.11.1.1. Record switch positions at the time of inadvertent release and provide to
armament and safety personnel. Record the impact point, if known.
7.11.1.2. Safe the armament switches and do not attempt further release. Treat remaining
stores as hung ordnance and follow hung ordnance procedures during recovery.
7.11.1.3. If remaining stores present a recovery hazard, jettison them in a suitable area on
a single pass, if practical.
7.11.2. Failure to Release/Hung Ordnance. If ordnance fails to release when all appropriate
switches are set:
7.11.2.1. Attempt to release store(s) IAW TO 1F-22A-34-1-1. If unsuccessful, and there
is NOT an unsafe condition, then follow hung ordnance recovery procedures.
7.11.2.2. If an unsafe condition exists (attached by 1 lug, etc.), attempt to jettison store(s)
using selective jettison procedures.
7.11.3. Hangfire/Misfire.
7.11.3.1. A missile that fires but fails to depart the aircraft is a hangfire. If this occurs, the
missile should be closely observed and safety checked by a chase pilot.
7.11.3.2. 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, or comply with pre-briefed procedures.
7.11.4. Hung Ordnance/Weapons Malfunction Recovery.
7.11.4.1. If practical, visually inspect the area for damage to aircraft, weapons bay doors,
or ordnance.
7.11.4.2. Declare an emergency for hung live ordnance (not required for hung
practice/inert ordnance or when no attempt was made to expend live ordnance).
7.11.4.3. If available, obtain a chase aircraft (not applicable at night unless NVD capable
chase is available) and avoid populated areas and close trail formations.
7.11.4.4. Close weapons bay doors prior to landing IAW TO 1F-22A-34-1-1.
7.11.4.5. Land from a straight-in approach.
7.11.5. Miscellaneous Procedures.
7.11.5.1. Do not attempt to expend ordnance using a delivery system with a known
weapons release malfunction.
7.11.5.2. When abnormal missile launch or erratic missile flight is noted after launch,
obtain a chase aircraft for a visual inspection (if possible) to determine if any damage has
occurred.
7.12. Post Arresting Gear Engagement Procedures.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 39

7.12.1. Do not shut down the engine(s) unless directed by the ground crew, there is a fire, or
other conditions dictate.
7.12.2. Raise the tailhook on the ground crew's signal.
7.12.3. Do not taxi until directed.
7.12.4. Comply with local directives.
7.13. Practice of Emergency Procedures.
7.13.1. Simulated Emergency Procedures will not be accomplished in-flight. Pilots will only
practice emergency procedures in a simulator full mission trainer, weapons and tactics trainer,
or other accredited F-22A simulators (T-2).
7.13.2. Aborted Takeoff Practice. Pilots will only practice aborted takeoffs in a simulator
(T-2).
7.14. Search and Rescue Combat Air Patrol (SARCAP) Procedures. If an aircraft crashes,
immediately attempt to locate possible survivors and initiate rescue efforts. Expect that the
survivors may initially suffer from shock or have delayed reactions due to ejection injuries. The
following procedures are by no means complete and should be adjusted to meet each unique search
and rescue situation:
7.14.1. Knock off maneuvering.
7.14.2. Establish a SARCAP commander.
7.14.3. Squawk 7700 to alert ATC/ground controlled intercept (GCI) of the emergency
situation.
7.14.4. Communicate the emergency situation and aircraft/flight intentions immediately to
applicable control agencies. Use guard frequency if necessary.
7.14.5. Mark the last known position of survivors/crash site using any means available
(Markpoint, TACAN, GINS, ATC/GCI position and/or visual references).
7.14.6. Remain above the highest ejection altitude, if known, or the highest observed
parachute until determining the position of all possible survivors.
7.14.7. Deconflict from other aircraft assisting in the SARCAP by altitude to preclude midair
collision. Establish high/low altitude deconfliction as necessary to facilitate communications.
7.14.8. Revise Bingo fuels or recovery bases as required to maintain maximum SARCAP
coverage. Do not overfly the adjusted Bingo fuel.
7.14.9. Relinquish SARCAP operation to designated rescue forces upon their arrival.
7.14.10. Follow local or briefed procedures.
40 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Chapter 8

LOCAL OPERATING PROCEDURES

8.1. General. This chapter provides a consolidated framework for wings to supplement (IAW
AFI 33-360) local operating procedures. Units composed of multiple aircraft types may publish
guidance in a single, stand-alone local operating instruction/manual 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 the location of information. This chapter is authorized to be issued to each
pilot. Units may supplement the following paragraphs for local operating guidance:
8.1.1. Section A. Introduction.
8.1.2. Section B. General Policy.
8.1.3. Section C. Ground Operations.
8.1.4. Section D. Flying Operations.
8.1.5. Section E. Weapons Employment.
8.1.6. Section F. Abnormal Procedures.
8.1.7. Attachments (Illustrations).
8.2. If Applicable Procedures. If applicable, include procedures for the following in the
appropriate section above:
8.2.1. Command and Control.
8.2.2. Fuel Requirements and Bingo Fuels.
8.2.3. Diversion Instructions.
8.2.4. Jettison Areas, Procedures and Parameters (IFR/VFR).
8.2.5. Controlled Bailout Areas.
8.2.6. Local Weather Procedures.
8.2.7. Unit Standards.
8.2.8. Approved Alternate Missions.
8.2.9. Cross-Country Procedures.
8.2.10. Search and Rescue and On-Scene Commander Procedures.
8.2.11. Bird/Wildlife Aircraft Strike Hazard (BASH) program guidance IAW AFI 91-202, The
US Air Force Mishap Prevention Program and AFI 91-212, Bird Aircraft Strike Hazard
(BASH) Management Program.
8.2.12. Environmental Restrictions to Flight Operations (winds, sea state, temperature, etc.)
applicable to unit operating locations.
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 41

8.3. Distribution of Local Supplements. When published, units will forward copies of the local
supplement to MAJCOM and appropriate subordinate agencies, who will review and return
comments back to the unit(s) (T-2). Distribution of local supplements may begin before the review
process is complete unless otherwise specified by MAJCOM or appropriate subordinate agency.
If a procedure is deemed applicable to all F-22A units, it will be incorporated into the basic
AFMAN volume.

MARK C. NOWLAND, Lt Gen, USAF

Deputy Chief of Staff, Operations
42 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION

References
AFPD 11-2, Aircrew Operations, 19 Jan 2012
AFPD 11-4, Aviation Service, 1 Sep 2004
AFI 11-200, Aircrew Training, Standardization/Evaluation, and General Operations Structure,
19 Jan 2012; incorporating Change 1, 10 Apr 2012
AFMAN 33-363, Management of Records, 1 Mar 2008
AFI 33-360, Publications and Forms Management, 1 Dec 2015; incorporating AFGM2018-
02.01, 15 Feb 2018
Federal Aviation Administration Advisory Circular 91-79A, Operational (Pilots) Runway
Condition Assessment Matrix (RCAM) Braking Action Codes and Definitions, 17 Sep 2014;
incorporating Change 2, 20 Feb 2018
AFMAN 11-217V2, Visual Flight Procedures, 22 Oct 2010
AFH 11-203V1, Weather for Aircrew, 12 Jan 2012
F-22A Ready Aircrew Program Tasking Memorandum, updated annually
AFI 11-2F-22AV1, F-22A Aircrew Training, 19 May 2006
AFI 11-301V1, Aircrew Flight Equipment (AFE) Program, 10 Oct 2017
AFI 11-301V2, Management and Configuration Requirements for Aircrew Flight Equipment
(AFE), 20 Dec 2013: incorporating Change 2, 13 Jun 2017; corrected 6 Dec 2017
AFI 11-218, Aircraft Operations and Movement on the Ground, 28 Oct 2011; incorporating
Change 2, 14 May 2015
AFTTP 3-3.F-22A, Combat Aircraft Fundamentals F-22A, 12 Jul 2016; at:
https://intelshare.intelink.gov/sites/561jts/SitePages/Home.aspx
AFTTP 3-1.F-22A, Tactical Employment F-22A, 12 Jul 2016; at:
https://intelshare.intelink.sgov.gov/sites/561jts/default.aspx
NATO ATP-3.3.4.2, Air-To-Air Refuelling, ATP-56, Edition C, Version 1, Nov 2013
ATP-3.3.4.2, US Standards Related Document, 3 May 2018
AFI 11-205, Aircraft Cockpit and Formation Flight Signals, 19 May 1994; certified current, 3
Nov 2009
AFI 11-2F-22AV2, F-22A Aircrew Evaluation Criteria, 25 Aug 2003; incorporating Change 2, 5
May 2008; certified current, 19 Oct 2009
AFI 11-209, Participation in Aerial Events, 22 May 2018
AFI 11-246V1, Air Force Aircraft Demonstrations (A-10, F-15, F-16, F-22), 19 Jul 2016
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 43

AFI 11-214, Air Operations Rules and Procedures, 14 Aug 2012; incorporating Change 1, 23
Mar 2016
AFI 11-202V3, General Flight Rules, 10 Aug 2016; incorporating AFGM2017-01, 2 Oct 2017
DoD FLIP, IFR Supplement, updated cyclically
AFMAN 11-217V1, Instrument Flight Procedures, 22 Oct 2010
TO 1F-22A-34-1-1, Nonnuclear Weapons Delivery Flight Manual—F-22A, updated periodically
TO 1F-22A-1, Flight Manual—F-22A, updated periodically
AFI 91-202, The US Air Force Mishap Prevention Program, 24 Jun 2015; incorporating Change
1, 15 Feb 2017; incorporating AFGM2018-01, 21 May 2018
AFI 91-212, Bird/Wildlife Aircraft Strike Hazard (BASH) Management Program, 31 May 2018
AFTTP 3-4, Airman's Manual, 5 Feb 2018
AFTTP 3-1.GP, General Planning and Employment Considerations, 11 Jan 2016; at:
https://intelshare.intelink.sgov.gov/sites/561jts/default.aspx
AFTTP 3-2.5, Brevity, Jul 2016

Adopted Forms
AF Form 679, Air Force Publication Compliance Item Waiver Request/Approval
AF Form 847, Recommendation for Change of Publication

Abbreviations and Acronyms

AAI—Air-to-Air Interrogator
AB—After Burner
ABOS—Automatic Backup Oxygen System
ACA—Aerospace Control Alert
ACC—Air Combat Command
AFE—Aircrew Flight Equipment
AFH—Air Force Handbook
AFI—Air Force Instruction
AFMAN—Air Force Manual
AFTTP—Air Force Tactics, Techniques and Procedures
AFPD—Air Force Policy Directive
AGCAS—Automatic Ground Collision Avoidance System
AGL—Above Ground Level
AGSM—Anti-G Straining Maneuver
ATC—Air Traffic Control
44 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

ATP—Allied Tactical Publication

C2—Command and Control
CBRNE—Chemical, Biological, Radiological, Nuclear, and High Yield Explosive
CFR—Code of Federal Regulations
CNI—Communications, Navigation, and Identification
COMAFFOR—Commander Air Force Forces
DRU—Direct Reporting Unit
FE—Flight Examiner
FL—Flight Lead
FLxxx—Flight Level xxx
FLIP—Flight Information Publication
FOA—Field Operating Agency
FT—Feet
G—Gravitational Load Factor
GCI—Ground Controlled Intercept
GINS—Global Positioning System/Inertial Navigation System
GLOC—G—Induced Loss of Consciousness
HAF—Headquarters United States Air Force
HAS—Hardened Aircraft Shelter
HUD—Heads-Up Display
IAW—In Accordance With
IFF—Identification Friend or Foe
IFR—Instrument Flight Rules
ILS—Instrument Landing System
IMC—Instrument Meteorological Conditions
IP—Instructor Pilot
KCAS—Knots Calibrated Airspeed
KIO—Knock-It-Off
KM—Kilometers
LOWAT—Low Altitude Training
MAJCOM—Major Command
MOPP—Mission Oriented Protective Posture
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 45

MSA—Minimum Safe Altitude

MSL—Mean Sea Level
NATO—North Atlantic Treaty Organization
NM—Nautical Miles
NORDO—No Radio
NTS—Next to Shoot
NVD—Night Vision Device
OPR—Office of Primary Responsibility
OPS—Operations
PSI—Pounds Per Square Inch
RCR—Runway Condition Reading
SARCAP—Search and Rescue Combat Air Patrol
SD—Spatial Disorientation
SFG—Standby Flight Group
TACAN—Tactical Air Navigation
TOLD—Takeoff and Landing Data
TO—Technical Order
USAF—United States Air Force
VFR—Visual Flight Rules
VMC—Visual Meteorological Conditions

Terms
Other References—See AFI 11-214, AFI 11-2F-22AV1, AFTTP 3-1.F-22A, AFTTP 3-3.F-22A,
and AFTTP 3-2.5, Brevity for further clarification on definitions/terms throughout the publication.
If there is a conflict, AFI 11-214 will take precedence.
Pilot Reported Braking Action (Braking Action)—Control/braking assessment criteria as
determined by the FAA on non-Air Force airfields
46 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 2
CHEMICAL, BIOLOGICAL, RADIOLOGICAL, NUCLEAR, AND HIGH YIELD
EXPLOSIVE (CBRNE) OPERATIONS

A2.1. 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.
A2.2. 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 ensemble or ground crew ensemble to match the appropriate MOPP level
(reference AFTTP 3-4, Airman's Manual) and carry individual protective equipment as required.
A2.3. Stepping to Fly and Aircraft Preflight. This may entail donning the aircrew chemical
defense ensemble or transitioning from the ground crew to the aircrew ensemble. Take precautions
to protect aircrew from injury and or contamination while in transit from the squadron facility to
the aircraft. If possible, transport aircrew in a vehicle that provides overhead cover (enclosed
vehicle). If aircrew travel on foot is unavoidable, choose a route that takes maximum advantage of
available overhead cover (sunshades, buildings, etc.) to avoid agents that may be settling from the
air. If extra aircrew members are available for preflight duties, consider assigning them to do so
wearing the ground crew ensemble. This allows pilots actually flying to minimize exposure.
A2.3.1. 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 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.
A2.4. Engine Start to Takeoff. If a HAS is available, use it to minimize exposure time by
accomplishing aircraft arming and end of runway procedures inside it (if local procedures permit)
and by delaying taxi time as long as possible prior to takeoff.
A2.4.1. Aircraft Launch to Survive. Units develop local procedures to provide this option
to the commander. In general, aircraft may launch 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 end of runway prior to takeoff or that have just landed.
A2.4.2. 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.
A2.4.3. 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
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 47

be available to assist in normal engine shutdown procedures and to close HAS doors. If
protection is not available, the best option may be to launch for survival. 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.
A2.5. Takeoff to Landing.
A2.5.1. Contamination. If Chemical Warfare 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.
A2.5.2. 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 chemical airburst attack can extend
up to 1 hour. If landing during Alarm Black, expect a contaminated environment and MOPP
4.
A2.6. 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/or damage to airfield movement surfaces. If a HAS is available and local procedures permit,
accomplish aircraft de-arm and end of runway 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.
A2.7. 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, aircrew process through an
aircrew contamination control area. Accomplish maintenance debriefings under cover to the
maximum extent possible.
48 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 3
GENERAL & SPECIAL SUBJECT BRIEFING GUIDE

A3.1. This guide is meant to highlight general flight briefing considerations, and provides a
reference for an aircraft coordination and safety briefing. See the briefing guides in Atch 4-10 for
other considerations and mission specific details for the type mission being flown.
A3.2. MISSION DATA
A3.2.1. Time Hack
A3.2.2. Emergency Procedure/Threat of the Day
A3.2.3. Mission Objective(s)
A3.2.4. Mission Overview
A3.2.5. Mission Data Card
A3.2.5.1. Mission Commander/Deputy Lead
A3.2.5.2. Joker/Bingo Fuel
A3.2.5.3. Takeoff and Landing Data (as required: short/wet/icy runway, heavy gross
weights, external fuel tank configurations, high-density altitude and non-standard cable
configurations)
A3.2.5.4. AGCAS Settings
A3.2.5.5. Working Area
A3.2.6. Weather/Sunrise/Sunset/Moon Illumination
A3.2.7. Notices to Airmen/Bird Strike Potential
A3.2.8. Personal Equipment
A3.2.9. Flight Crew Information File/Pubs/Maps
A3.3. GROUND PROCEDURES
A3.3.1. Pre-Flight
A3.3.1.1. Aircraft
A3.3.1.2. Armament
A3.3.2. Check-In
A3.3.3. Taxi/Marshaling/Arming
A3.3.4. Spare Procedures
A3.4. TAKEOFF
A3.4.1. Runway Lineup
A3.4.2. Takeoff/Takeoff Interval
A3.4.3. Abort
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 49

A3.4.4. Jettison Procedures

A3.4.5. Low Altitude Ejection
A3.4.6. Landing Immediately After Takeoff
A3.5. DEPARTURE/ENROUTE
A3.5.1. Routing
A3.5.2. Trail Departure
A3.5.3. Join-Up/Formation
A3.5.4. Systems/Ops Checks
A3.6. RECOVERY
A3.6.1. Rejoin
A3.6.2. Battle Damage Check
A3.6.3. Type Recovery
A3.6.4. Flight Break-Up
A3.6.5. Pattern and Landing
A3.6.6. After Landing/De-Arm
A3.6.7. Emergency/Alternate Airfields
A3.7. SPECIAL SUBJECTS (as applicable)
A3.7.1. Instructor Responsibilities
A3.7.2. Chase Procedures
A3.7.3. IFF Procedures
A3.7.4. Radar/Visual Search Responsibilities/Midair Collision Avoidance
A3.7.5. Dissimilar Formations
A3.7.6. Carriage / Jettison Limitations
A3.7.7. Terrain Avoidance
A3.7.7.1. Departure/Enroute/Recovery
A3.7.7.2. Altitude Warning Settings
A3.7.8. Bird Strike Procedures/Use of Visor(s)
A3.7.9. Hazards Associated with Human Factors (i.e., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
A3.7.10. G-Awareness
A3.7.10.1. G-Suit connection/G-tolerance/G-Awareness Turn
A3.7.10.2. Use of AGSM
A3.7.11. Visual Illusions/Perceptions
50 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

A3.7.12. Spatial Disorientation/Unusual Attitudes

A3.7.13. Lost Wingman
A3.7.14. Radio Inoperative
A3.7.15. SARCAP
A3.7.16. Recall Procedures
A3.7.17. Special Interest Items
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 51

Attachment 4
AIR REFUELING BRIEFING GUIDE

A4.1. This guide is meant to highlight general aerial refueling considerations, and provides a
reference for coordination of aircraft participating in air-to-air refueling. All applicable air
refueling considerations should be incorporated into the specific briefing for the mission being
flown.
A4.2. GENERAL
A4.2.1. Tanker Call Sign(s)/Receiver Assignments
A4.2.2. Refueling Track(s)
A4.2.2.1. Altitude
A4.2.2.2. Airspeed
A4.2.2.3. Airspace Restrictions
A4.2.3. Air Refueling Points and Times
A4.2.4. Radio Frequencies
A4.3. BUDDY PROCEDURES
A4.3.1. Departure
A4.3.2. Join-Up ENROUTE
A4.3.2.1. Route of Flight
A4.3.2.2. Formation
A4.3.2.3. Ops Checks
A4.4. RENDEZVOUS
A4.4.1. Type Rendezvous
A4.4.2. Holding Procedures/Formation
A4.4.3. Ground Radar Assistance
A4.4.4. Tanker Identification - TACAN/Radar/AAI/Visual
A4.4.5. Radar Procedures/Techniques
A4.4.6. Wingman/Deputy Lead Responsibilities
A4.4.7. Receiver Formation/Join-Up Procedures
A4.4.8. Rendezvous Overrun
A4.5. REFUELING
A4.5.1. Checklist Procedures
A4.5.2. Radio Calls
A4.5.3. Refueling Order
52 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

A4.5.4. Techniques
A4.5.5. Radio Silent Procedures
A4.5.5.1. Emissions Control
A4.5.5.2. Visual Signals
A4.5.6. Fuel Off-Load
A4.5.7. Bingo Fuel (Abort Points/Abort Bases)
A4.5.8. Drop-Off Procedures
A4.5.9. Wake Turbulence
A4.6. REFORM AND EXIT
A4.6.1. Formation
A4.6.2. Clearance
A4.7. EMERGENCY PROCEDURES
A4.7.1. Breakaway Procedures
A4.7.2. Systems Malfunctions
A4.7.3. Damaged Receptacle
A4.8. IMC/NIGHT CONSIDERATIONS
A4.8.1. Lost Wingman Procedures
A4.8.2. Aircraft Lighting
A4.9. SPECIAL SUBJECTS
A4.9.1. Fuel Awareness/AB Use/Consumption Rates
A4.9.2. Flight Path Deconfliction/Other Receiver Considerations
A4.9.3. Hazards Associated with Human Factors (i.e., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 53

Attachment 5
ADVERSARY COORDINATION

A5.1. This guide is meant to highlight general adversary aircraft considerations, and provides a
reference for coordination of adversary aircraft participant safety briefing. All applicable adversary
considerations should be incorporated into the specific briefing for the mission being flown.
A5.1.1. Call Signs
A5.1.2. Number and Type Aircraft
A5.1.3. Scenario/Theater discussion
A5.1.4. Objective(s)-Blue, C2, Intel/Space, Red
A5.1.5. Weather/Notices to Airmen
A5.1.6. Mission Overview
A5.1.7. Ground Ops
A5.1.7.1. Taxi/Marshall/Arming deconfliction and timing
A5.1.7.2. Check-in time/Freq
A5.1.7.3. Minimum numbers
A5.1.7.4. How much delay available
A5.1.8. Takeoff
A5.1.8.1. Times
A5.1.8.2. Military Authority Assumes Responsibility for Separation of Aircraft options
A5.1.9. Departure
A5.1.9.1. Routing
A5.1.9.2. Weather Check
A5.1.9.3. Late entries
A5.1.10. Area
A5.1.10.1. Airspace times
A5.1.10.2. Restrictions
A5.1.10.2.1. Altitude
A5.1.10.2.2. Supersonic
A5.1.10.2.3. Chaff/Flare
A5.1.10.2.4. Noise Sensitive
A5.1.10.3. Points / Marshall and Cap Limit Lines
A5.1.10.4. Average terrain (Controlled/Uncontrolled bailout altitudes)
A5.1.10.5. Ground references
54 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

A5.1.10.6. Emergency airfields

A5.1.11. Recovery
A5.1.11.1. Order / Military Authority Assumes Responsibility for Separation of Aircraft
A5.1.11.2. Dissimilar formations
A5.1.12. Abnormal Procedures
A5.1.12.1. Emergency Procedures (similar/dissimilar aircraft)
A5.1.12.1.1. Cruise / Gear / Final Approach Airspeeds
A5.1.12.2. NORDO
A5.1.12.3. Lost Wingman
A5.1.12.4. SARCAP
A5.1.13. Special Subjects
A5.1.13.1. Mid-Air Collision Avoidance
A5.1.13.2. "G" Awareness
A5.1.13.3. Fuel Awareness/AB Use/Consumption Rates
A5.1.13.4. Flight Path Deconfliction
A5.1.13.5. Channelized Attention, Task Saturation/Prioritization, and Complacency
A5.1.14. Special Interest Items
A5.1.15. Ladder
A5.1.16. Special Instructions/Setups
A5.1.16.1. Red-air replications
A5.1.16.2. Regeneration criteria
A5.1.17. Fight Administration
A5.1.17.1. Desired Setup Range (if applicable)
A5.1.17.2. Fight’s On / Knock-it-off (KIO) per engagement or Continuous Vul
A5.1.17.3. Vul times (if applicable)
A5.1.17.4. Timeout / Kill Criteria
A5.1.17.4.1. Range Training Officer / Non-Range Training Officer option
A5.1.17.4.2. Pk Option (IAW AFTTP 3-1.GP, General Planning and Employment
Considerations)
A5.1.17.4.3. Timeout, Timeout Tally and Kill Passage, acknowledgement, relays and
repeats
A5.1.17.4.4. Kill removal procedures
A5.1.17.5. Terminate (reasons and procedures)
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 55

A5.1.17.6. KIO (reasons and procedures)

A5.1.18. Training Rules
A5.1.18.1. IAW AFI 11-214
A5.1.18.2. Highlights
A5.1.18.2.1. Maneuvering limits (limited / unlimited)
A5.1.18.2.2. Bubble
A5.1.18.2.3. Blocks
A5.1.18.2.4. LOWAT transition altitude (if applicable)
A5.1.18.2.5. Floor
A5.1.19. Contingencies
A5.1.19.1. Weather
A5.1.19.2. GCI / Airborne Warning and Control System / Control Reporting Center fallout
A5.1.19.3. Aircraft fallout (min numbers)
A5.1.19.4. Alternate missions
A5.1.20. Debrief
A5.1.20.1. Time / Location
A5.1.20.2. Required information
A5.1.21. Questions
56 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 6
AERIAL GUNNERY TOW COORDINATION BRIEFING GUIDE

A6.1. This guide is meant to highlight general aerial gunnery target tow considerations, and
provides a reference for coordination of an air-to-air, 20mm gun target tow safety briefing. All
applicable aerial gunnery considerations should be incorporated into the specific briefing for the
mission being flown.
A6.1.1. Ground/Takeoff/Departure
A6.1.2. Rendezvous
A6.1.3. Airspace Data
A6.1.4. GCI Support
A6.1.5. Target Launch/Chase
A6.1.6. Shooter Order
A6.1.7. Type Pattern
A6.1.8. Tow Altitude Block(s)/Flight Parameters
A6.1.9. Intercept Phase/Pattern Set-Up
A6.1.10. Arming Procedures
A6.1.11. Timing
A6.1.12. Tow Maneuvering Parameters
A6.1.13. Shooter/Firing Plan
A6.1.14. Radio Procedures
A6.1.15. Termination
A6.1.15.1. Timing
A6.1.15.2. Minimum Altitude
A6.1.15.3. Joker/Bingo Fuel
A6.1.15.4. Winchester
A6.1.15.5. Fouls
A6.1.16. Armament Safety Check
A6.1.17. Scoring
A6.1.18. Subsequent Set-Ups
A6.1.19. Target Drop Procedures
A6.1.20. Recovery Order
A6.1.21. Abnormal Procedures
A6.1.21.1. Erratic Target
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 57

A6.1.21.1.1. During Deployment

A6.1.21.1.2. During Employment
A6.1.21.2. Target Drag-Off
A6.1.21.3. Recovery With Target/Cable
A6.1.21.4. NORDO
A6.1.21.4.1. During Engagement
A6.1.21.4.2. Target Drop
A6.1.21.4.3. Visual Signals
A6.1.21.4.4. Recovery
58 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 7
AERIAL GUNNERY BRIEFING GUIDE

A7.1. This guide is meant to highlight general aerial gunnery considerations, and provides a
reference for an air-to-air, 20mm gun employment briefing. All applicable aerial gunnery
considerations should be incorporated into the specific briefing for the mission being flown.
A7.2. GENERAL
A7.2.1. Formation
A7.2.2. Area Information
A7.2.2.1. Controlling Agency
A7.2.2.2. Airspace Restrictions
A7.2.2.3. Frequencies
A7.2.3. Switch Positions
A7.2.4. Arming Procedures
A7.2.5. Intercept / Set-Up
A7.2.6. Shooter Sequence
A7.2.7. Position Changes
A7.2.8. Chase Procedures
A7.2.9. Timing
A7.3. EMPLOYMENT
A7.3.1. Firing Parameters
A7.3.1.1. Minimum Range
A7.3.1.2. Overtake
A7.3.1.3. Angle-Off
A7.3.1.4. Error Analysis
A7.3.2. Contingencies
A7.3.2.1. Avionics Malfunctions
A7.3.2.2. Gun Malfunctions
A7.3.2.3. Range Estimation Without Radar
A7.3.3. Safety Considerations
A7.3.3.1. Target Fixation
A7.3.3.2. Debris Avoidance
A7.3.3.3. Fouls
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 59

A7.4. TRAINING RULES/SPECIAL OPERATING INSTRUCTIONS. Refer to AFI 11-

214.
A7.5. ALTERNATE MISSION
A7.5.1. Type Mission (refer to appropriate mission briefing guide)
A7.5.2. Mission Objectives
A7.6. SPECIAL SUBJECTS
A7.6.1. Minimum Altitudes
A7.6.2. "G" Awareness
A7.6.3. Fuel Awareness/Ops Checks/AB Use/Consumption Rates
A7.6.4. Maneuvering Limitations
A7.6.4.1. Airspeed/"G"/Stress
A7.6.4.2. Recognition/Prevention/Recovery From Out of Control
A7.6.5. Hazards Associated with Human Factors (i.e., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
60 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 8
LOW-LEVEL NAVIGATION BRIEFING GUIDE

A8.1. This guide is meant to highlight general low altitude navigation flight considerations, and
provides a reference for a basic low-level navigation briefing. All applicable low-level navigation
considerations should be incorporated into the specific briefing for the mission being flown.
A8.2. GENERAL
A8.2.1. Route/Clearance/Restrictions
A8.2.2. Flight Responsibilities
A8.2.2.1. Navigation
A8.2.2.2. Radar/Visual Search
A8.2.3. Entry/Spacing /Holding/Initial Altitude (MSA)
A8.3. ROUTE PROCEDURES
A8.3.1. Fence Checks
A8.3.2. Tactical Formation/Turns
A8.3.3. Low Level Navigation
A8.3.3.1. Dead Reckoning/Use of Navigation Aids/ Equipment (i.e. GINS)
A8.3.3.2. Radar Procedures/Techniques
A8.3.3.3. Visual Procedures/Techniques
A8.3.3.4. Updates/Calibrations
A8.3.3.5. Time/Fuel Control
A8.3.3.6. Terrain Following/Avoidance/Wingman Considerations
A8.3.3.7. Leg Altitudes/ Obstacles (MSL/AGL)
A8.3.4. Threat Reactions
A8.3.4.1. Radar Warning/Electronic Warfare/Expendable Countermeasures
A8.3.4.2. Engagement Criteria
A8.3.4.3. Flight Path Deconfliction
A8.3.4.4. Termination
A8.4. EMERGENCIES
A8.4.1. Aircraft Malfunctions
A8.4.2. Route Abort Procedures (Route Abort Altitude/MSA)/ATC Frequencies
A8.5. TRAINING RULES/SPECIAL OPERATING INSTRUCTIONS ALTERNATE
MISSION
A8.5.1. Type mission (refer to appropriate mission briefing guide)
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 61

A8.5.2. Mission Objectives

A8.6. SPECIAL SUBJECTS
A8.6.1. Airspace Restrictions
A8.6.2. "G" Awareness/Ops Checks
A8.6.3. Fuel Awareness/AB Use/Consumption Rates
A8.6.4. Flight Path Deconfliction
A8.6.5. Maneuvering Limitations
A8.6.5.1. Airspeed and "G"
A8.6.5.2. Recognition/Prevention/Recovery From Out of Control
A8.6.6. Time to Ground Impact
A8.6.6.1. Wings Level
A8.6.6.2. Overbank/Under "G"
A8.6.7. Night Considerations
A8.6.8. Hazards Associated with Human Factors (i.e., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
62 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

Attachment 9
AEROSPACE CONTROL ALERT (ACA) BRIEFING GUIDE

A9.1. This ACA guide is all-inclusive and is designed to incorporate all the applicable items from
the General Briefing Guide. If a specialized mission such as air refueling is anticipated, the specific
briefing guide for that mission should also be used.
A9.2. MISSION DATA
A9.2.1. Time Hack
A9.2.2. Mission Data Card
A9.2.2.1. Call Signs
A9.2.2.2. Aircraft/Location / Status
A9.2.2.3. Takeoff/Landing Data (Worst Case, as required: short/wet/icy runway, heavy
gross weights, external fuel tank configurations, high-density altitude and non-standard
cable configurations)
A9.2.2.4. Joker/Bingo Fuel
A9.2.3. Actual/Forecast Weather
A9.2.3.1. Home base
A9.2.3.2. Alternates
A9.2.3.3. Individual Weather Category/Mandatory Status
A9.2.4. Notices to Airmen
A9.2.5. Flight Crew Information File/Pubs/Maps
A9.2.6. Personal Equipment
A9.2.7. Alert Packet
A9.2.7.1. Authenticators/Duress Code
A9.2.7.2. Security Procedures
A9.2.8. Airfield Status
A9.2.8.1. Actual versus Max Allowable Tailwind
A9.2.8.2. Barriers
A9.2.8.3. Navigation Aids
A9.2.8.4. Hazards to Taxi/RCR
A9.3. GROUND PROCEDURES
A9.3.1. Aircraft/Armament Preflight
A9.3.2. Cockpit Set-Up
A9.3.3. Engine Run/Hot Preflight
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 63

A9.3.4. Crew Chief Briefing

A9.3.4.1. Act only on pilot's instructions
A9.3.4.2. Ground emergency procedures
A9.3.4.3. Hand signals
A9.3.4.4. Aircraft danger areas
A9.3.5. Quick Check Procedures
A9.4. LAUNCH PROCEDURES
A9.4.1. Notification/Radio Frequencies/Authentication Requirement
A9.4.2. Status
A9.4.2.1. Airborne Order
A9.4.2.2. Battle Stations
A9.4.2.3. Runway Alert
A9.4.2.4. Scramble
A9.4.3. Taxi
A9.4.4. Takeoff/Runway Lineup/Interval/Formation
A9.4.4.1. Day VMC
A9.4.4.2. Day IMC
A9.4.4.3. Night VMC
A9.4.4.4. Night IMC
A9.4.5. Join-up/Trail Formation/Power Settings/Airspeeds
A9.5. IN-FLIGHT PROCEDURES
A9.5.1. Formation
A9.5.2. Airspeeds
A9.5.3. Weapons Safe Checks
A9.5.4. Radar Search Responsibilities
A9.5.5. Degraded Fire Control System
A9.5.6. Transfer of Lead Procedures
A9.5.7. Ops Checks
A9.5.8. Emissions Control Procedures
A9.5.9. Region MSA
A9.5.10. Visual Identification Procedures
A9.5.10.1. Authority Required to Close
64 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

A9.5.10.2. Formation/Tactics
A9.5.10.3. Range/Altitude Separation Requirements on Target Prior Permission to Close
With/Without Visual Contact
A9.5.10.4. Radar Lock-On Requirements
A9.5.10.5. Maximum Closure Speed
A9.5.10.6. Minimum Airspeed
A9.5.10.7. Loss of Contact Procedures
A9.5.10.8. Breakaway Procedures
A9.5.10.9. Restrictions
A9.5.11. Aircraft in Distress
A9.5.11.1. Minimum Closure Distance
A9.5.11.2. Visual Signals - Day/Night
A9.5.11.3. Escort Procedures
A9.5.11.4. Recovery/Landing Visual Signals
A9.5.11.5. Dissimilar Formation Procedures
A9.5.12. Jettison Procedures
A9.5.13. Lost Wingman
A9.5.14. SARCAP
A9.5.15. Emergency Airfields
A9.6. SPECIAL SUBJECTS
A9.6.1. Emergency of the Day
A9.6.2. Fuel Awareness
A9.6.3. Maneuvering Limitations
A9.6.4. Recognition/Prevention/Recovery from Loss of Control
A9.6.5. Spatial Disorientation
A9.6.6. Recall Procedures
A9.6.7. Rules of Engagement
A9.6.8. Hazards Associated with Human Factors (i.e., Channelized Attention, Task
Saturation/Prioritization, and Complacency)
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 65

Attachment 10
NIGHT VISION DEVICE (NVD) BRIEFING GUIDE

A10.1. This guide is meant to highlight general NVD considerations, and provides a reference for
a basic NVD briefing. All applicable NVD considerations should be incorporated into the specific
briefing for the mission being flown.
A10.2. WEATHER/ILLUMINATION
A10.2.1. Civil/Nautical Twilight
A10.2.2. Moon Rise/Set Times/Phase/Elevation/Azimuth
A10.2.3. Ceiling/Visibility
A10.2.4. Illumination Levels/Electro-Optical Tactical Decision Aid
A10.2.5. Obscurants to Visibility
A10.3. NVD PREFLIGHT
A10.3.1. Check Adjustments/Helmet Fit and Security
A10.3.2. Batteries
A10.3.3. Resolution/Focus
A10.3.4. NVD Compatible Flashlight
A10.4. COCKPIT PREFLIGHT
A10.4.1. Cockpit Setup
A10.4.2. Cockpit Lighting (Leaks)
A10.4.3. Cockpit Familiarization
A10.4.4. Check Focus and Stow for Taxi
A10.5. BEFORE TAKEOFF
A10.5.1. Don NVDs/Check and Adjust/Disconnect
A10.5.2. Stow for Takeoff
A10.6. AIRBORNE
A10.6.1. Exterior Lights
A10.6.2. Donning and Doffing Procedures
A10.6.3. Scan Pattern
A10.6.3.1. Forward Scan
A10.6.3.2. Narrow Field of View
A10.6.3.3. Peripheral Vision
A10.6.3.4. Scan Techniques
A10.6.4. Join-up and Enroute Considerations
66 AFMAN11-2F-22AV3 20 SEPTEMBER 2018

A10.6.4.1. Rejoin/Closure
A10.6.4.2. Data Link / Air-to-Air TACAN
A10.6.4.3. G-Awareness Considerations
A10.6.4.3.1. Lighting
A10.6.4.3.2. Deconfliction/Separation
A10.6.5. Route Study/Scene Interpretation
A10.6.5.1. NVD Predictions/Albedo
A10.6.5.2. Terrain/Shadowing/Visual Illusions/Visible Horizon
A10.6.5.3. City/Cultural Lighting
A10.6.5.3.1. Direction/Orientation of Lighting
A10.6.5.3.2. Aggressive Formation Maneuvering
A10.6.5.3.3. Terrain Avoidance
A10.6.5.3.4. Map Reading
A10.7. TARGET AREA
A10.7.1. Holding Procedures (NVD Differences)
A10.7.2. NVD Lost Wingman
A10.7.3. Deliveries/Pattern Procedures
A10.7.3.1. Minimum Altitudes
A10.7.3.2. Flight Member Responsibilities
A10.7.3.3. Moth Effect
A10.7.3.4. Deconfliction
A10.7.3.5. External Lighting/Deconfliction Procedures
A10.7.4. AB, Flares, and Infra-Red Detection Considerations
A10.7.5. Threat Identification and Reaction
A10.7.6. Egress
A10.8. NVD SAFETY
A10.8.1. NVD Lost Sight
A10.8.2. NVD Lost Wingman
A10.8.3. Depth Perception
A10.8.4. Visual Illusions
A10.8.5. NVD Failure
A10.8.6. Battery Failure/Swap Out
AFMAN11-2F-22AV3 20 SEPTEMBER 2018 67

A10.8.7. Overconfidence in NVD Capabilities

A10.8.8. Entering Weather/Transition to Instruments
A10.8.9. Correct Lighting of Primary/Secondary Flight Instruments
A10.8.10. Disorientation/Misorientation/Vertigo
A10.8.11. Deconfliction Contracts
A10.8.12. Transference
A10.8.13. Target Fixation
A10.8.14. Lack of Dive Information
A10.8.15. Fatigue
A10.8.16. Aircraft Emergency and NVD Battle Damage Assessment Considerations
A10.8.17. Ejection/Goggles Off
A10.8.18. Laser Eye Protection Use
A10.8.19. NVD Foreign Object Damage Considerations (Batteries, Equipment, Filters, etc.)