Formation Flashcards
PAWN acronym
- Platform (on parameters)
- Area (middle/neutral energy)
- Wingman (#2)
- Next (maneuver/phase of flight)
When to BREAKOUT
HITS:
- Hazard to the formation
- In front/under #1
- Told to
- Situational awareness lost
When to TERMINATE
BOLD:
- Bingo reached
- Out of position
- Learning objectives met
- Directed to
Knock it off actions:
CCMA
- Clear flight path
- Cease maneuvering
- Maintain visual
- Acknowledge with call sign
Climbing rejoin speed
160 Kias
Level, Turns, Descents rejoin speed:
200 knots
Inside fence rejoin speed:
180 knots
Taxi spacing: Staggered, Trail, and Snow/Ice
- 75’ staggered
- 150’ trail
- 300’ snow/ice
When does #2 have to acknowledge?
FRAG:
- Fence
- Rejoin
- Acknowledge
- GO
Takeoff considerations in order:
Winds, weather, direction of first turn. (Put #2 on upwind side)
Terminate vs KIO (Which is safety of flight related)
KIO is safety of flight related and will be called when safety of flight is a factor or where doubt or confusion exists.
KNOCK IT OFF situations:
EBUMSWORLD:
- Emergency/dangerous situation
- Boundary bust (MOA)
- Unbriefed plane enters area
- Minimum cloud separation/altitude/range
- Situational awareness is lost
- Weather below minimums for MOA or route
- Overflown bingo
- Radio failure or continuous wing rock
- Line bust (forward of 3/9 line) or extended trail breach of minimum range (300’)
- Directed to
Minimum altitude for extended trail levels I, II, III
6,000 feet AGL
Minimum altitude for aerobatic confidence maneuvers:
6000 feet AGL
What is considered a formation according to Vol. 3 / ATC?
Standard formation is one in which a proximity of no more than 1 mile laterally or longitudinally and within 100 feet vertically from the flight leader is maintained
Nonstandard formations are those operating under any of the following conditions:
- When the flight leader has requested, and ATC has approved other than standard formation dimensions.
- When operating within an authorized altitude reservation (ALTRV) or under the provisions of a letter of agreement.
- When the operations are conducted in airspace specifically designed for a special activity
Does the designated flight lead normally change?
NO, lead change can occur but flight lead normally does not
- Flight lead and #1 are NOT the same
Number 1’s responsibilities:
- Clear for the formation (other a/c and boundaries)
- Plan ahead of the plane (Fuel/time)
- Monitor number 2
- Navigation
- Communication
Number 2s responsibilities:
- Deconfliction and maintain flight path
- Be in position relative to #1 and on frequency
- Don’t hit 1 and keep 1 in sight
- Help clear and backup #1
“Texan 11 go channel 12”
“2”
2 must acknowledge go calls
“Texan 11 push channel 12”
No acknowledgment
If #1 sends #2 to the wrong freq:
2 goes to that freq and waits. #1 will correct by using radios or visual signals (never change frequencies unless #1 tells you to)
When in fingertip and #1 directs a radio change:
Automatically go to route position then return to fingertip once frequency change
If in IMC during a frequency change:
STAY in fingertip and use CREW concept
How do you refer to your own ship when reporting ops/Gs checks?
“Texan, ops check, one is 600, 4 G’s”
Don’t use “lead”
Lack of visual contact: Aircraft within the formation vs not in the formation
Blind, no joy
If you have positive contact: Aircraft within the formation vs not in the formation
Visual, Tally Ho
“Padlocked” meaning:
Pilot cannot take his eyes off an aircraft or object without losing sight of it
How does #2 acknowledge visual signals
A head nod
Slight wing rock from 2-ship widths:
Reform to fingertip
If you must turn during an ops check:
1 calls the turn out and makes sure 2 is attentive (resume ops check AFTER the turn)
Large wing rock from 500 ft
Reform
When can #2 respond with “same” on a fuel/G check
Within 50 lbs and 0.5 G’s of #1
“Texan 1 800, 4.5”
“Texan 2 same”
Battle damage assessment: when and how is it initiated
Usually after aggressive maneuvering, #1 will give a radio call or the “checkmark” visual signals
- 2 auto moves to route position
Continuous wing rock means:
Knock it off
When is lost wingman performed?
When number 2 loses sight of 1 in IMC.
Lost wingman: Wings Level flight
Lost wingman turns away, 15 AOB for 15 seconds and tells #1
Lost wingman: Outside / Inside the turn
Outside the turn: reverse turn directions 15 AOB/15 seconds. Inform #1
Inside the turn: #2 reduces power but maintains AOB
Lost wingman: Precision/non precision approach
Lost wingman momentarily turns away from #1 and starts a climb to FAF/GS altitude -> Tell #1 and missed approach
Lost wingman: missed approach
2 momentarily turns away from #1 continue the published missed + 500 ft above altitudes
Three types of formation takeoffs:
Formation (wing) takeoff
Interval takeoff
Instrument trail departure
Wing takeoff where to put #2
- Put #2 on upwind side >5 knot CW
- If no CW, put #2 on outside of first turn If entering IMC
- If no IMC/CW, then put #2 on inside of first turn
Wing takeoff sequence of events:
- # 2 head nod
- # 1 gives run up signal and looks at #2
- # 2 head nods
- Both set PCL 30%
- # 2 head nods
- # 1 taps helmet x3 “on, my, command” then forward head nod/brake release
Formation (wing) takeoff wingtip clearance
20 feet
Wing takeoff # 1 and 2 power settings:
1: 85-95% (to give #2 power advantage)
#2: As required to maintain position on the t/o roll
When does #1 raise landing gear
2 is safely airborne and 110 knots
Interval takeoff power setting
PCL - MAX
Interval takeoff spacing:
Minimum 6 seconds
After brake release on interval takeoff: directional control
Each aircraft should steer toward (but not cross) the center of the runway after the start of the takeoff roll.
When does #1 reduce power on an interval takeoff, and to what power setting?
Maintain 160 KIAS, then set 85-95% for the rejoin
- # 2 should set max until sufficient overtake to catch up to #1
Instrument trail departure minimum spacing:
20 seconds minimum
Power setting, airspeed, and max AOB for instrument trail departure:
Each aircraft climbs at MAX power at 160 KIAS and uses 30 degrees of bank for all turns.
Instrument trail departure: what must you do until rejoin of level off
Until join up or level off, both number 1 and number 2 call when passing even-numbered thousands of feet (e.g., 2,000, 4,000, etc.) and when initiating heading changes.
What is the altitude separation during an instrument trail departure until visual
Number 2 will maintain a minimum of 1,000 feet of altitude separation from number 1 until visual. If number 2 cannot maintain 1,000-foot separation and comply with the minimum safe altitude, number 1 may reduce the vertical separation to 500 feet.
VFR direct to the field: Minimum weather
WX better than 4100 MSL (3000 AGL)
Normal formation MOAS:
3, 4, 5
When and what altitude can you descend when VFR direct to the field?
- Do not descend below 3600 MSL until clear of low key ground track
- Do not descend below 2600 MSL until clear of all pattern ground tracks
Practice lost wingman procedures:
1: “Texan 2, go practice lost wingman”
#2 “2” (but does not begin yet)
“Texan 1 roll out; Texan 2 lost wingman”
- # 1 will respond with altitude and bank angle“2”
#2 will call “visual”
Then #1 directs a rejoin
Formation breakout procedures:
- # 2 clears in direction of the break and maneuvers away from 1’s last known position
- Use power or speed brake as required
- # 1 Continues to fly predictably and directs a rollout when safe separation achieved
Lost sight vs lost wingman:
Lost wingman is lost visual when in IMC, lost sight is in VMC
Lost sight procedures:
If #2 loses sight of #1; #2 must notify 1 and state altitude:
- “Texan 2, blind, one-one thousand
- The formation member with visual contact transmits relative from the blind a/c: “Texan 1 visual, right 2 o clock high”
If #1 maneuvers into the sun and #2 loses sight, what must you do?
2 must initiate lost sight procedures immediately for sun-blind conditions
If BOTH aircraft have lost sight of each other in VMC, what must you do?
1 must immediately direct a minimum 1000’ altitude separation until visual contact regained
Lead change procedures from new #1 and now #2
New #1 turns on TAS and transponder to ALT once assuming #1 position (#2 does opposite; BOTH STBY)
Nav lead change during BDA check
Same as standard lead change with the exception that #1 a/c maintains control of the radios/squawk/TAS while inspecting #2
The aircraft being inspected (nav lead) must clear for the formation and comply with clearances
Speed brake exercise
Using the speed brake to maintain position as #2.
- Can use higher power setting which is advantageous for #2 (Usually practice during recovery)
Heading crossing angle (HCA)
Angular difference between the longitudinal axes of two aircraft (same as angle off)
Aspect Angle (AA)
Aspect is expressed in degrees off the tail reference. (NOT a clock position, independent of heading)
- 6 o clock is zero aspect
- 40 degrees left is 4L
Aspect angle 30 and 45 are very common
Closure
Overtake created by airspeed or angles
- Can be positive closure (decreasing range) or negative closure (increasing range)
Lift vector
Vector that is always positioned straight through the top of the canopy
- Use the CFS cord as a reference on where lift vector is pointed
Velocity vector
Where the aircraft is going, controlled by airspeed
Line of sight (LOS)
A straight line from the pilots eyes to another a/c.
(Forward or AFT LOS in the canopy)
Plane of motion
POM is the plane of the a/c’s flight path. Level turn = parallel to the ground. Loop = perpendicular to the ground
Lead pursuit
2 aims the nose in front of #1s flight path
Pure pursuit
2 aims the a/c nose directly at #1. No LOS.
Lag pursuit
2 aims the a/c nose behind #1s flight path
Aircraft 3/9 line
Imaginary line extending from the planes lateral axis. 3/9 clock positions off the wings.
- #2 should remain after of #1s 3/9 line.
- Equates to 90 degrees off AA or 9 aspect
Fingertip position:
- 30 degrees aft of 3/9 line (6 AA)
- 10 feet wingtip separation
- Slightly below
Fingertip visual references
- Place exhaust stack on #1s closest wing
- Center #1s aft position light on the front edge of the exhaust stack, pitot tube on aft edge of exhaust stack
- 10 ft is you should be aligned with forward edge of #1s horizontal stabilizer/rudder hinge
Good fingertip corrections for spacing with the PCL:
Continuous small corrections, usually 3 PCL movements: one to correct, one to stop the aircraft, and on to stabilize the a/c
Fingertip corrections in order
Stack, line, spacing
(Vertical, fore/aft, laterally)
Shallow wing rock when #2 is in route
This directs #2 to fingertip
Route spacing:
- Two ship widths but no further than 500 feet
- No further than LAB (don’t be forward) but no further AFT than 30 degree fingertip line
Route max AOB
60 AOB
Visual reference when in ROUTE to maintain LEVEL
When not in a turn, #2 maintains level stack by keeping #1s FCP pilots helmet on the horizon
Route spacing: How to choose between two-ship widths and 500’?
- Use two ship widths when weather is a factor or a reform to fingertip is anticipated
- Use 500’ and LAB when WX is not a factor/long cruise
Turns in Route position
When inside the turn; #2 maneuvers below #1s POM to keep them in sight.
- When outside the turn; #2 maintains same vertical references as echelon turn
Crossunder description and visual signal
Use to reposition sides, can be done from fingertip or route position.
- Radio call or rapid shallow wing dip in the desired direction of the cross under
Crossunder procedures
Reduce power as required, move back/below #1 for NOSE-TAIL separation.
- Add power to stop rearward movement
- Look for #2s canopy bow to appear on #1s elevator trailing edge
Echelon turn purpose
Turn the formation while in close or route formation.
- May be accomplished from fingertip or route
- All turns from ROUTE are echelon but fingertip must be indicated by #1
Echelon turn procedure
1 rolls into approx 60 AOB
#2 matches #1s roll rate and uses back px to maintain spacing
1/2 of the yellow rescue door should be visible (resembles a triangle)
Normal rejoin positioning and airspeed:
2 will use 20-30 knots of overtake to rejoin
Normally rejoin to the LEFT and fingertip and #1 will be 180 KIAS (greater than 10 knots must call out)
Aero, confidence maneuvers, stalls, and EXTENDED TRAIL 1-3 minimum weather:
Clear of clouds, 3 miles vis, discernible horizon
Formation wing takeoff: minimum weather and maximum crosswinds
- Circling minimums or 500 ft and 1 1/2 mile vis (whichever is greater)
- 15 knots max CW
- NO standing water/ice/snow
Formation interval takeoff minimum weather
1,500 feet and 3 miles
Formation approach and landing minimum weather and max CW:
- 500 feet and 1 1/2 miles OR approach minimums (whichever is higher).
- Max 15 KTS CW
- Rwy free of standing water/ice/snow
Where to put # 1/2 on takeoff
1 on skinny side of windsock, #2 on fat side of windsock
