Form $ Essentials Flashcards

Question

When "push" comm is combined with any other call requiring acknowledgment?

Answer 1

Wingmen will acknowledge (KONO, fence out, push 7..."2")

Answer 2

FL is responsible for managing the fuel for the flight. #1 will initiate checks. State fuel for all ops checks; G's should be included while in the MOA. OBOGS checks are internal and do not be verbalized to formation

Answer 3

Unless IMC or for training, #1 should loosen the formation to route or flighting wing during extended cruise to enhance clearing

Answer 4

Flights will brief a lead change JOKER fuel or time. Student sorties should evenly split time/fuel in MOA

Answer 5

If encountering wake turbulence, pilots will assume the G's were asymmetric

Answer 6

When a breakout is initiated by #2, a "roll out" call is not required

Answer 7

#2 holds primary responsibility for flight path deconfliction; however, anytime there is an imminent flight path conflict, all aircrew will avoid collision by maneuvering away from the conflict. Deconflict head-on to the right. An aircraft established with a nose-high attitude will continue that vertical deconfliction

Answer 8

Knock it off is used for safety of flight. After each flight member has acknowledged the call, the reason should be stated. Do not combine terminate/KIO with other calls

Answer 9

If #1 loses position awareness of #2, he or she should query with a "posit" call

Answer 10

All signals are per the AFPAM 11-205 with the exception of pushing to route and saluting off

Answer 11

The malfunctioning aircraft should take initial actions to handle the emergency, call KIO (if necessary) and inform other formation members as soon as conditions permit. As a minimum, the malfunctioning aircraft should be offered lead three times

Answer 12

The number 1 position should be offered three times: (1) when the emergency occurs, (2) on recovery when below the weather and able to navigate VFR to the field, and (3) when on final with the airfield in sight. Except in IMC, avoid flying closer than route formation as number 2. If number 2 refuses the number 1 position at any time, offer it at each successive point as described above.

Answer 13

Maintain element integrity to the maximum extent practical. The good aircraft will act as a chase ship, if required. If both aircraft are experiencing a malfunction, each should obtain a separate chase ship.

Answer 14

The DFO will direct necessary steps to maintain flightpath deconfliction, coordinate for separate chase ships, and direct the recovery/diversion sequence

Answer 15

Simple NORDO: The good aircraft will lead the formation back for a straight-in and offer the lead on final with clearance to land. If clearance to land is subsequently cancelled, the good aircraft will move abeam and rock their wings to initiate a go around. If lead is refused, the good aircraft will low approach. The NORDO aircraft will continue to land, looking for light-gun signals IAW with IFG

Answer 16

If unable to communicate using radios, utilize HEFOE signals to communicate a malfunction. The other aircraft should acknowledge the signal by repeating it and offer lead (3 times)

Answer 17

Comply with the IFG. The EP aircraft should lead the recovery. The unaffected aircraft should monitor the emergency aircraft. Remain VMC if able

Answer 18

Striking a bird is preferable to a mid-air collision. When in fingertip position, do not maneuver to avoid hitting a bird

Answer 19

If able, the wingman will provide on-scene search and rescue IAW with the IFG. Do not underfly parachutes or overfly bingo

Answer 20

Maintain element integrity to the max extent practical. FL is responsible for the safe recovery of the formation. FL should plan based on the aircraft with the lowest fuel state

Answer 21

Stack: engine exhaust stack on top of number 1’s closest wing Line: approximately 30 degrees aft of the 3/9 line (equates to a 6 AA) Spacing: 10 feet of wingtip separation

Answer 22

Stack: number 2 generally maintains a position level with number 1 (a level stack) by keeping the helmet of number 1’s FCP pilot on the horizon Line: no further forward than Line a Breast (LAB) and no further aft than the extended 30-degree fingertip line Spacing: 2 ship widths to 500 feet

Answer 23

Fighting wing is a fluid position defined by a 30 to 45-degree cone, 500 to 1,000 feet aft of number 1

Answer 24

During ET in the fighting wing cone

Answer 25

Straight-ahead: can make small 3/9 overshoot as long as flight paths are not convergent Turning: overshoot early to cross #1/s 6 o’clock with 2 ship-lengths of distance

Answer 26

#2 has primary responsibility for flight path deconfliction unless unable to maintain visual, in which case they should call “blind”. Responsibility ONLY transfers to #1 if #2 calls “blind”. #1 is still expected to monitor #2

Answer 27

(SLOW-M)...first 4 are for wing 1. Failure of #1 to properly clear or visually monitor #2 during a critical phase of flight; if #1 loses sight of #2 they may query with “posit” 2. Failure of #2 to execute lost wingman procedures promptly and correctly if visual contact is lost in IMC 3. Failure to recognize excessive overtake. #1 direct an overshoot or breakout if necessary. 4. Failure to maintain lateral or vertical separation during rejoins until under control/stabilized. 5. Failure to consider the effects of wingtip vortices.

Answer 28

the angular difference between the longitudinal axes of two aircraft

Answer 29

degrees off the tail of the reference aircraft

Answer 30

Number 2 aims the aircraft nose in front of number 1’s flight path. With enough lead pursuit, AA and closure will increase, and HCA will decrease. Various lead pursuit pictures may result in aft LOS, no LOS, or minimal forward LOS depending on the magnitude of lead pursuit and other parameters such as relative airspeed and G

Answer 31

A pure pursuit picture initially creates closure that diminishes over time. AA equals HCA, which also both diminish over time. If both aircraft are co-airspeed, an attempt to sustain pure pursuit eventually evolves into lag pursuit, resulting in increasing range and a decreased AA.

Answer 32

Although there may still be some closure initially, closure soon decreases, AA decreases, and HCA increases

Answer 33

#1 owns the radios (#2 only changes frequencies when directed by #1 or when standards dictate auto switches, #1 speaks for the flight when communicating with outside agencies until the flight splits up)

Answer 34

If number 1 uses the term “go” for a frequency change, number 2 will acknowledge before changing the frequency. If number 1 uses the term “push”, number 2 should change to the new frequency without acknowledging

Answer 35

go to that frequency and wait. Number 1 will get number 2 on the proper frequency either using the radio or using visual signals. Number 2 should never change frequencies without being directed by number 1 or written unit standards, and number 2 should not go hunting for number 1

Answer 36

executing a lead change, use "one" and "two"

Answer 37

In fingertip → move to route to change frequency, then move back in In route → stay in route to change frequency In IMC → stay in fingertip, use crew concept to change frequency

Answer 38

"Tally" or "No joy"

Answer 39

"Visual" or "Blind"

Answer 40

"Contact" or "Negative Contact"

Answer 41

1. Push 2. Visually 3. Go

Answer 42

"set" an airspeed "reference" a heading

Answer 43

1. Clearance -> Ground 2. Ground -> Sunfish/Tower 3. Approach -> Area Monitor (FENCE-in) 4. Area Monitor -> Approach (FENCE-out)

Answer 44

listen to one cycle of ATIS, then return back to the same frequency (or frequency as directed)

Answer 45

Used when radio transmissions are inappropriate or difficult to make #2 acknowledges with a head nod when #1 gives a signal

Answer 46

during turns. If forced to turn during a check, #1 should call the turn and ensure #2 is attentive before turning

Answer 47

Accomplish items one at a time, looking back at #1 in between items

Answer 48

internal and need NOT

Answer 49

fuel and include G's when in the MOA

Answer 50

The brevity term for a pre-briefed fuel quantity above bingo at which separation, bug out, or event termination should begin and proceed with the remainder of the mission.

Answer 51

The brevity term for a pre-briefed fuel quantity that allows the aircraft to return to the base of intended landing or alternate (if one is required) using preplanned recovery parameters and arriving with normal recovery fuel

Answer 52

reaching joker and (or) bingo, and #1 will acknowledge the call

Answer 53

gain immediate separation of aircraft when #2 loses sight of #1 in the weather In IMC when visual with #1 is lost or if unable to maintain position due to disorientation, #2 simultaneously executes the procedure while transitioning to instruments (heads down). When executing the procedure, #2 notifies #1, who coordinates with the controlling agency and requests a separate clearance for #2. If required, the controlling agency can help establish positive separation.

Answer 54

Lost wingman turns away using 15° bank for 15 sec and informs #1 After 15 seconds #2 resumes heading and proceeds on a separate clearance

Answer 55

Outside the turn →Lost wingman reverses the direction of the turn, 15° bank for 15 sec, informs #1. After 15 sec #2 rolls out, continues straight ahead, and ensures positive separation before resuming the turn and obtaining a separate clearance Inside the turn →Lost wingman momentarily reduces power to ensure nose-tail separation and tells #1 to roll out of the turn. #2 maintains AOB then obtains separate clearance. #1 resumes turning when separation is ensured.

Answer 56

Wingman momentarily turns away from #1 and starts a climb to either the FAF or glideslope intercept altitude. While proceeding to the MAP, #2 informs #1 and obtains a separate clearance.

Answer 57

Lost wingman momentarily turns away, informs #1, and continues to the published MAP climbing 500’ above the missed approach altitude. #2 obtains a separate clearance.

Answer 58

#1 monitors #2 to ensure deconfliction since #2 is heads down, and therefore assumes primary responsibility for flight path deconfliction

Answer 59

their attitude (S&L, etc)

Answer 60

No. #1 directs the practice with a radio call. When #2 acknowledges, they do not immediately begin execution, only executing the procedure when they are ready

Answer 61

#1 pushes power up to 85-95% torque / #2 pushes power up as required to maintain position

Answer 62

#2 maintains stack level (#1’s helmet on horizon) until the gear and flaps are raised

Answer 63

85-95% and maintain 160 KIAS until #2 rejoins

Answer 64

#2 rejoins on the inside of the first turn out of traffic (unless briefed otherwise)...can be turning or straight ahead

Answer 65

no less than 20 seconds

Answer 66

Both climb at MAX power at 160 KIAS and use 30° bank turns

Answer 67

even thousands of altitude and when initiating heading changes

Answer 68

the number of seconds from takeoff spacing (20)

Answer 69

1,000 feet (#1 may reduce vertical separation to 500’ if #2 cannot maintain 1,000’ separation and comply with the minimum safe altitude)

Answer 70

only after visually acquiring number 1 and receiving permission