Positions and Purpose
The purpose of flying formation
Mutual Support
Mission Accomplishment
Two types of overshoots
Turning rejoin overshoot
Straight ahead rejoin overshoot
Describe the stacked position on takeoff
#2 pulls out into their half and positions for correct lateral spacing, Minimum wingtip spacing is 20 feet
Move forward until: Fingertip line: Place aft wingtip light on forward edge of exhaust stack (Some techniques exist to position slightly forward of that line)
Parameters for an Echelon Turn
“In plane” turn with #1; Less fatiguing for #2 in a long turn and allows a tighter turn radius
Always made AWAY from #2, Maximum bank is approximately 60 degrees, Standard in traffic pattern, Must be directed/signaled outside the pattern
LOS and types
A line from your eyes to the other aircraft
Forward LOS, Aft LOS, and Zero LOS
Responsibilities of #1 and #2 in a formation
#1: Clearing for the flight, Planning/executing the mission, Monitoring #2, Navigation, Communication
#2 Don't hit #1, be in postion, clear for the flight, be on correct frequency, back up #1 in comms/nav/mission management
Causes of both types of overshoots
Overshoots from a straight ahead rejoin are caused by excessive closure (too much airspeed/overtake)
Turning rejoin overshoot can be caused by one or a combination of: Anticipate arriving in the route position with too much angle off, and Anticipate arriving in the route position with too much airspeed
Taking the runway as a formation
#1 Takes downwind half (if crosswind greater than 5 knots), If taking the Inside Half…pull far enough forward to allow #2 to taxi behind you
If winds are NOT a factor, VMC: Put wingman on side that is on inside of first turn out of traffic (gives #2 a power advantage) IMC: Put wingman on side that is on outside of first turn to simplify execution of Lost Wingman if necessary
#2 Pulls forward into “Stack” position
Pitchout used for? & execution
Delayed turn used to Generate separation between flight members, Setup for rejoin practice (most common), and Create spacing at the break point in the VFR pattern to allow for individual landings
After delay, both aircraft turning 180 degrees of turn using 60 degrees AOB
3 ways to recover in a formation and how to determine which to use
Recovery to the overhead (VFR pattern) to separate landings, VFR straight-in to a formation landing, Instrument approach to a formation landing
Weather or training requirements will dictate which is used/preferred
Purpose of the "breakout" and when #2 must break out
#2 must breakout when HITS
H- you constitute a HAZARD to the formation
I- you are IN FRONT of or UNDER your lead
T - you are TOLD to do so by #1
S- you have LOST SIGHT
Interval takeoffs are used when
Used when Winds or weather make formation takeoff too hazardous; Minimum requirements - Runway width of at least 75 ft 1500’ ceiling and 3 miles visibility
How to taxi
Pull out behind your #1 (know tail number if not collocated); If another aircraft attempts to pull out between you: Notify them on Ground Freq to hold... Formations should have right-of-way; 75' stagger normal #1 takes downwind side, 150' on centerline for congested areas, night, or unfamiliar airfield
#1 responsibilities during a straight ahead rejoin
Initiate with either a radio call or visual signal, Rejoin to left side is standard, Must call out airspeed if more than 10 kts off 180 kts, Maintain wings-level, a slight climb or descent is acceptable if needed, Must continue to clear, Plan for up to 5 NM to complete
Formation overhead standard (turns and positions of aircraft)
Echelon turns are standard once established at pattern altitude and inside the entry point to VFR pattern, Prior to initial, position #2 on the correct side (the opposite side from the direction of break
Definition of Form takeoff and purpose of a formation takeoff
Formation Takeoff (also called Wing Takeoff) is when two aircraft maintain formation integrity and position throughout the entire takeoff roll
Increases skill in maintaining formation position, Builds confidence, Might be only option if weather prohibits Interval Takeoff
Describe angle off and aspect angle
Angle Off: Angle between #1s heading and #2s heading
Aspect Angle: Angle between the longitudinal axis of #1 (measured from a line going from #1s cockpit straight out the tail) to #2
Formation takeoff runways and weather requirements
Crosswinds must be less than 15 Knots; No slush, ice, snow, or standing water on runway; Must have greater than or equal to circling minimums or 500’ ceiling, 1.5 miles visibility whichever is greater; Minimum runway width: 150 ft
#2 responsibilities for straight ahead rejoin
Acknowledge the rejoin if directed over the radio, Increase airspeed to 20-30 kts of overtake, Establish a position at #1s 6 o’clock and slightly below, Maintain 6 o’clock until closing into 500’
Formation overhead actions #1 vs #2
#1: At the break point: Give the pitchout signal, Smoothly enter the break, Delay power reduction until established in turn, At this point fly your best normal pattern and landing, land on the "cold side"
#2 At the pitchout signal, #1’s entry into the break, delay a minimum of 5 seconds before beginning your turn, On downwind, configure normally and fly a “slightly” wider ground track than #1, Begin the final turn at the same point as #1, Land normally on the opposite side #1 landed on
Difference between "Lost sight" and "Lost wingman." How you know which lost wingman procedure to perform. Name 5 Lost wingman procedures
“lost sight” procedure (“going blind”) occurs in VMC, if visual is lost during IMC accomplish appropriate “Lost Wingman” procedures
The lost wingman procedure you perform depends on your position in the flight and current maneuvering parameters
The 5 lost wingman procedures are: Wings-level flight, Turning into #2, Turning away from #2, Precision or non-precision final approach, Missed approach
"Knock-It-Off" and actions
Used to terminate maneuvering for SAFETY of Flight or if confusion/doubt exists and May be called by any Flight member
Make radio call then state reason or continuous wing rock; #2 breakout then #1 discontinues maneuver when deconfliction assured
Interval Takeoff procedures for #1 and #2
#1: No visual signal, Release brakes and set MAX power, Once airborne, accelerate to 160 KIAS and reduce power to maintain speed until #2 rejoins
At #1’s brake release, Delay brake release for minimum of 6 seconds, Release brakes and set MAX power, Once airborne accelerate as needed to rejoin on #1, Rejoin to fingertip unless briefed otherwise, Judge whether #1 is level or climbing to help with timing the power reduction
Turning rejoin definition and #1 and #2 actions
a constant bank, constant airspeed turn flown by #1 that allows #2 to use geometry and power to go from trail to fingertip
#1: provide a stable platform at 180 kts & 30 AOB and level, monitor #2 and clear for traffic
#2: safely and efficiently move from trail to fingertip, more bank than #1 and +20 kts of closure, move toward wingtip once inside #1s turn circle
Procedures during emergencies and recovery procedures
Ensure safe separation of aircraft, DO NOT delay critical actions/checklists to “stay in formation”, Aircraft with the malfunction should be offered the lead
With NO engine problems: VMC: Visual straight-in approach & IMC: Instrument approach
With an engine problem: Emergency aircraft leads back to an ELP & Good aircraft does NOT chase through the ELP, good aircraft splits off at ELP entry for a separate recovery