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Formation Study Flashcards

1
Q

Who is ultimately responsible for the safe and effective conduct of the mission?

A

Flight Lead

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2
Q

Are “flight lead” and “number 1” the same thing?

A

No. The designated flight lead (designated on the flight orders) does not change during
the mission, however, to enhance training opportunities, numbers 1 and 2 will often swap
formation positions during a sortie

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3
Q

What are Number 1’s responsibilities?

A

Clear for the formation
Plan for the formation
Monitor Number 2
Navigate for the formation
Communicate for the formation

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4
Q

What is Number 1’s top responsibility and what does it mean?

A

Clear for the Formation. Maneuver the formation away from other aircraft
and boundaries as well as maintain a safe altitude above the ground or any obstacles

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5
Q

What is Number 1’s second responsibility and what does it mean?

A

Plan Ahead of the Aircraft. Altering the profile and/or maneuvers as
appropriate and ensure fuel and time are used judiciously to accomplish mission and
training objectives

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6
Q

What is Number 1’s third responsibility and what does it mean?

A

Monitor Number 2. Ensure number 2 is properly maintaining the assigned
position. This also includes assessing parameters during maneuvers and ensuring
number 2 is in a safe position prior to executing a new maneuver. Furthermore, this
includes ensuring in-flight checks are completed by the entire formation in a timely
manner.

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7
Q

What is number 1’s fourth responsibility and what does it mean?

A

Navigation. Ensure the formation is at the proper altitude, airspeed, and
position relative to NAVAIDs, routing, instrument approaches, obstacles, airfields, etc.

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8
Q

What is Number 1’s fifth responsibility and what does it mean?

A

Communication. Transmit and receive information for the formation. To
the air traffic controller, a formation is treated as a single entity with a single voice:
number 1. Unless prebriefed or included in unit standards, radio frequencies will not
be changed unless directed by number 1.

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9
Q

What is Number 2’s responsibilities?

A

Do not hit 1
Keep number 1 in sight
Be in position and on frequency
Clear for the formation
Backup number 1

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10
Q

Flight path deconfliction is paramount. Unless
number 2 has called “____”, ____ is responsible to deconflict flight paths and
prevent a collision.

A

blind; number 2

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11
Q

What does “Back Up Number 1” mean?

A

A good wingman is ready to take the lead at a
moment’s notice to accomplish any tasks assigned by lead. Number 2 should strive to
actively monitor navigation, communication, fuel state, mission accomplishment, etc.
When number 2 is able to consistently back up number 1, it usually shows a readiness
to become a flight lead

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12
Q

Who has primary responsibility for flight path deconfliction?

A

Although numbers 1 and 2 are both responsible for adequate separation, generally
number 2 has primary responsibility for flight path deconfliction within the element unless
number 2 is unable to maintain visual (number 1 should still monitor number 2)

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13
Q

If number 1 loses sight and is uncertain
of number 2’s position, query number 2 by requesting “____”

A

“posit” (“Texan 2, posit?”). The
“posit” call is a question as to the position of number 2 relative to number 1. Number
2 responds with the aircraft’s position in the bearing, range, altitude format: “Texan 2,
right 5 o’clock, 500 feet, low”

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14
Q

Number 1 owns the radios, which means number 2 will only change frequencies
when directed by number 1 or when written unit standards dictate. What is the difference between “go” and “push”?

A

If number 1 uses the term “go” for a frequency change, number 2 will acknowledge before changing the frequency (e.g., “Texan, 11 go channel 5”; acknowledged with “2”). If number 1 uses the term “push”, number 2 should change to the new frequency without acknowledging
(“Texan 11, push channel 5”; no acknowledgment)…
Number 1 adds the suffix “victor” or
“aux” for the VHF/auxiliary frequency radio calls (e.g., “Texan 11, push channel 2 victor)

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15
Q

What should number 2 do if number 1 sends them to the wrong frequency?

A

If number 1 sends number 2 to the wrong frequency, number 2 should 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

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16
Q

Never use the word “lead” unless?

A

The only time the term “lead” should be used over the radio is when executing a lead change (e.g.,
“Texan 2, you have the lead on the right”). When filling the number 1 position, do not use the term “lead” when referring to
own ship parameters. Use “one,” (e.g., “Texan, ops check, one is 600, 4 Gs”)

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17
Q

What is the difference between “blind”, “visual”, “tally ho”, and “no joy”?

A

When referring to aircraft within the
formation, use the terminology blind (lack of visual contact) or visual (positive visual
contact) as appropriate. When referring to aircraft outside of the formation, use the
terminology no joy (lack of visual contact) or tally ho (positive visual contact).

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18
Q

When can Number 2 respond “same” on an Ops Check?

A

Number 2 responds with “same” if his fuel is within 50 pounds, and Gs are
within 0.5 of number 1. For example, “Texan 1, 800, 4.5 Gs”. If number two has
approximately 750 pounds and shows 4 Gs, the response is “Texan 2, same.”

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19
Q

Any time number 2 is maneuvering behind number 1, number 2 must use caution
to avoid areas of prop wash or wake turbulence. This is especially important in number 1’s
6 o’clock. Any time wake turbulence or prop wash is encountered, number 2 should unload
to approximately 1 G, exit the area of turbulence, and check the G meter.
If the aircraft G limits have been exceeded, the formation will?

A

terminate maneuvering and conduct a
controllability check, as required. (T-2) In the case of an over G, the G meter is not reset
until the aircraft is inspected by a certified maintenance technician

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20
Q

What is a Battle Damage Check and when is it done?

A

Using mutual support, members of a formation inspect all aircraft in the
formation. Aircraft within a formation maneuver to inspect each other for damage,
leaks, missing panels, or irregularities. Generally performed after aggressive maneuvering (i.e.,
extended trail, fluid maneuvering, or tactical) or combat ops.

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21
Q

How does Number 1 initiate the BD check?

A

using a radio call or the “check mark”
visual signal either from route or fingertip

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22
Q

How to accomplish the BD check?

A

If in fingertip, make a slight check turn away from
lead and climb only as necessary to visually inspect the top of the near side (e.g., just high
enough to see the opposite wingtip) of the aircraft. Continue the inspection by dropping down to inspect the lower side of the aircraft; perform a cross under and inspect the lower and upper side of the opposite side of the aircraft. Number 2 must maintain nose-tail separation while inspecting number 1. Number 2 looks for any damage, leaks, missing panels, or irregularities. Upon completion, remain on that side and assume the proper formation position

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23
Q

If there are no discrepancies on number 1’s aircraft during a BD, number 2?

A

passes a thumbs-up to number 1, indicating a “clean” BD check. If number 1 is not clean, number 2 will use the radio to describe any discrepancies. Number 1 then initiates a lead change and number 2 assumes navigational (Nav) lead while clearing for the flight

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24
Q

What is a single pass BD check?

A

If time or fuel is critical and the number 1 aircraft contains two pilots, the option exists to conduct a single pass BD check without a Nav lead change. In this case, the PNF in the number 1 aircraft inspects number 2 as number 2 maneuvers to inspect number 1, and the PF in the number 1 aircraft clears the flight path for the formation. This option must be briefed or directed before employed.

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25
When is KIO used?
KIO is used when safety of flight is a factor or when doubt or confusion exists. KIO is transmitted when any of the training rules listed in AFMAN 11-2T-6V3, are violated
26
When is terminate used?
The terminate call is used to direct a specific aircraft or flight to cease maneuvering and proceed as briefed or directed. Terminate is used when safety of flight is not a factor
27
At the KIO call, number 1 should?
continue the current maneuver without changing power setting. This ensures predictability and aids in flight path deconfliction, which should be the primary concern for all aircraft
28
Upon hearing a KIO call or observing a continuous wing rock, all participating aircraft will
-Clear the flight path -Cease maneuvering -Maintain visual with other aircraft -Acknowledge with a call sign in order of position in formation, or with a wing rock if the radios have failed -Obtain verbal clearance before resuming maneuvers
29
The terminate call is acknowledged in the same manner as a KIO call. For example, “Texan terminate; Texan 1 terminate.” Number 2 promptly replies with, “Texan 2 terminate.” Number 1 smoothly transitions to ____. Once back in position, number 2 may signal for continued maneuvering by calling
-a shallow turn or level flight until number 2 has attained the desired formation parameters -“in” (“Texan 2, in”). At this point, number 1 may continue maneuvering or direct the formation, as desired
30
What is Lost Wingman procedures and when do they apply?
Gain immediate separation of aircraft when number 2 loses sight of number 1 in the weather In IMC when visual contact with number 1 is lost using normal close formation visual references, or if unable to maintain position due to spatial disorientation, number 2 simultaneously executes the applicable lost wingman procedure while transitioning to instruments. Smooth application of control inputs is imperative to minimize the effects of spatial disorientation.
31
When executing lost wingman procedures, number 2 notifies number 1, who?
coordinates with the controlling agency and requests a separate clearance for number 2. If required, the controlling agency can help establish positive separation
32
What does Number 1 do when Number 2 calls Lost Wingman?
Number 1 will immediately perform the appropriate procedure, acknowledge number 2’s radio call, and transmit aircraft attitude and heading (T-2), which is acknowledged by number 2. Number 1 should transmit other parameters such as altitude, and airspeed as necessary to aid in maintaining safe separation
33
What does Number 2 do during Wings-Level Lost Wingman?
The lost wingman turns away, using 15 degrees of bank for 15 seconds and informs number 1. After 15 seconds, number 2 resumes heading and proceeds on a separate clearance
34
What should Number 2 do during turning Lost Wingman?
When outside the turn, the lost wingman reverses the direction of turn, using 15 degrees of bank for 15 seconds, and informs number 1. After 15 seconds, number 2 rolls out, continues straight ahead, and ensures positive separation before resuming the turn and obtaining a separate clearance. When inside the turn, the lost wingman momentarily reduces power to ensure nose-tail separation and tells number 1 to roll out of the turn. Number 2 maintains AOB to ensure lateral separation, and then proceeds on a separate clearance. Number 1 may resume turning only when separation is ensured.
35
What should Number 2 do during precision/non-precision approaches Lost Wingman?
The lost wingman momentarily turns away from number 1 to ensure separation and starts a climb to either the FAF or glide slope intercept altitude, as appropriate. While proceeding to the missed approach point, number 2 informs number 1 and obtains a separate clearance from approach control. Comply with the new clearance received or fly the published missed approach, as appropriate.
36
What should Number 2 do during missed approach Lost Wingman?
The lost wingman momentarily turns away to ensure clearance, informs number 1, and continues to the published missed approach while climbing 500 feet above the missed approach altitude. Number 2 obtains a separate clearance from approach control.
37
Does lost wingman procedures guarantee obstacle clearance?
Lost wingman procedures do not guarantee obstacle clearance. It is the responsibility of all the pilots in the formation to be aware of terrain and obstacles along the flight path. Use good judgment when executing lost wingman procedures.
38
Practice Lost Wingman. Number 1 directs practice lost wingman with a radio call, "_____." Number 2 acknowledges “2”, but _____. This acknowledgement simply verifies that number 2 knows a practice lost wingman exercise has been directed and is the only time when “_____” should be verbalized during the exercise.
“Texan 2, go practice lost wingman.” does NOT begin execution "practice"
39
Practice Lost Wingman. When ready, number 2 executes the appropriate lost wingman procedures and makes the appropriate radio call (“Texan 1 roll out; Texan 2 practice lost wingman”). At a minimum, number 1 will respond with ______. Number 2 will acknowledge this radio call “2.” Number ___ will monitor number ___ to ensure adequate separation is maintained and is primarily responsible for flight path deconfliction while number ___ is heads down during the procedure. After executing the appropriate lost wingman procedure, number 2 will initiate the end of the lost wingman exercise by conveying “___” with a radio call. Number 1 will direct a rejoin or other position
-with attitude, to include bank angle and heading. -Number 1 will monitor number 2 to ensure adequate separation is maintained and is primarily responsible for flight path deconfliction while number 2 is heads down during the procedure -“visual” with a radio call, “Texan 2, visual”
40
When do you perform a breakout?
(HITS) When number 2: Hazard to the formation In front of or under number 1 Told to break out loses Sight/SA of aircraft's position
41
What does number 2 say when beginning a breakout maneuver?
After beginning execution of appropriate breakout maneuver, the wingman informs number 1. For example, “Texan 2, breaking out” when self-initiating the breakout, or simply”2” when complying with a directive from number 1.
42
What does Number 1 do during a breakout?
Number 1 continues to fly predictably and, if the wingman is in sight, maneuvers to maintain sight and deconflict flight paths. Number 1 should direct a rollout when safe separation is achieved; however, if visual with number 1 the wingman may roll out regardless of who initiates the breakout.
43
If a wingman initiates the breakout, it is that aircraft’s responsibility to maintain safe separation until number 1
acknowledges the breakout, confirms visual contact, or establishes altitude separation. If number 1 directs the breakout, number 1 is responsible for safe separation and deconfliction until acknowledgement, visual contact, or altitude separation.
44
During a breakout, after number 2 achieves safe separation and visual contact with number 1, a radio call is made to advise number 1: "____". Number 1 then directs a rejoin as appropriate. Do NOT ____ until directed by number 1, however number 2 may _____
“Texan 2, visual.” rejoin parallel number 1’s flight path to control a divergent vector (i.e., “align the fuselages”).
45
Does a "sun-blind" condition constitute an actual lost-sight case?
A “sun-blind” condition is an actual lost-sight case; apply proper procedures immediately
46
If visual contact with number 1 is lost, number 2 will notify number 1 and state
current altitude (“Texan 2, blind, 17 thousand”). If there is no timely acknowledgement of the “blind” call, number 2 will maneuver away from the last known position of number 1 and alter altitude.
47
If both aircraft have lost sight of each other, number 1 must immediately direct a minimum of
1,000 feet altitude separation
48
Until visual contact is regained, number 1 must take positive action to ensure flight path deconfliction. Both formation members maintain this separation until
-either visual contact is regained and a rejoin is initiated -or clearance to recover separately is received
49
When a lead change is done from close formation, number 2 moves out and forward to ensure
wingtip separation while primarily focusing attention on number 1
50
To transfer lead if the formation is already in route or greater, number 1 may
use the radio to transfer the lead
51
If number 1 uses a visual signal, number 2 will acknowledge with
visual signals (and vice versa)
52
Unless changed by the new number 1, the formation remains ____ from which the lead change was initiated
in the position
53
When does number 2 accept the lead?
after reaching a position abeam number 1 and immediately assumes responsibility as the new number 1
54
What must the new number 1 do after a lead change?
The new number 1 turns on the TAS and switches the transponder to ALT after assuming the number 1 position
55
What does "stabilized" mean?
In control and able to complete the maneuver safely within the pilot’s capabilities. “Stabilize” does not mean stop; it means “under control”
56
What is heading crossing angle?
The angular difference between the longitudinal axes of two aircraft. (HCA is also synonymous with the term “angle off”.)
57
What is Aspect Angle?
Aspect is expressed in degrees off the tail of the reference aircraft, commonly expressed in multiples of 10. For example, at 6 o’clock to the reference aircraft, the aspect is zero. At 40 degrees left, the aspect is “4L”. AA is not a clock position and is independent of aircraft heading. Two important AAs used extensively in T-6 training are 30 and 45 degrees
58
What is closure?
Overtake created by airspeed advantage and (or) angles; the rate at which range decreases. Closure can be positive (decreasing range) or negative (increasing range), and is usually measured by the velocity rate (knots) at which the range increases/decreases
59
What is Lift Vector?
The vector that is always positioned straight through the top of the canopy. The magnitude is based on G loading. In the T-6, use the CFS cord as a reference to indicate where the lift vector is pointed.
60
What is Velocity Vector?
Where the aircraft is going. The magnitude of the velocity vector is controlled by changing airspeed.
61
What is Line of Sight (LOS) and LOS Rate?
A straight line from the pilot’s eye to another aircraft. Commonly expressed as “forward LOS” (other aircraft moving forward on canopy toward the nose) and “aft LOS” (other aircraft moving aft on the canopy toward the tail) The speed at which forward or aft LOS is occurring, expressed with adjectives rather than a unit of measurement. (For example, “rapid, aft LOS”.)
62
What is Plane of Motion?
The plane containing the aircraft flight path. In a level turn, the aircraft’s POM is parallel to the ground, regardless of bank angle. In a loop, the POM is perpendicular to the ground
63
What is Lead Pursuit? What does it do to HCA, closure, and AA?
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
64
What is Pure Pursuit? What does it do to HCA, closure, and AA?
Number 2 aims the aircraft nose directly at number 1. In pure pursuit there is initially no LOS; the other aircraft remains fixed at 12 o’clock in the canopy. 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.
65
What is Lag Pursuit? What does it do to HCA, closure, and AA?
Number 2 aims the aircraft nose behind number 1’s flight path. Although there may still be some closure initially, closure soon decreases, AA decreases, and HCA increases.
66
How much G does Vertical Lead/Pure/Lag use in comparison to Number 1?
Vertical Lead -> Greater G Vertical Pure -> Same G Vertical Lag -> less G
67
What is the aircraft 3/9 line?
This is an imaginary line extending from the aircraft’s lateral axis (parallel to the wings and perpendicular to the fuselage). The numbers “3” and “9” have reference to clock position. Number 2 should normally remain aft of number 1’s 3/9 line during maneuvering. This line equates to a 90-degree AA (9 aspect)
68
What is Turn Circle?
As an aircraft maneuvers in a turn, the flight path describes an arc, referred to as a turn circle.
69
What is Turn Rate?
This is the rate of heading change (nose track), normally measured in degrees per second. At about 10,000 feet MSL, at 30-degree bank, 180 KIAS (i.e., a normal turning rejoin), the T-6 turn rate is approximately 3 degrees per second
70
What is Turning Room?
This is the volume of airspace (vertical and horizontal) that is available to execute maneuvers that change aspect, angle off, and closure. In the T-6, turning room is mostly used aft of number 1’s 3/9 line.
71
What is Safe Airspace?
Generally, this is an area where any immediate threat of collision is unlikely if an out-of-plane maneuver is initiated. Pulling toward number 1’s high six o’clock is a common example of safe airspace for number 2
72
What is Lag Reposition (High Yo-Yo)?
A high yo-yo is a reposition of number 2’s aircraft that uses various combinations of pursuit and a move out-of-plane above number 1’s POM to control closure and aspect to prevent a potential 3/9 line overshoot. It creates turning room by using the vertical POM (out-of-plane). Creating a large HCA will result in a rapid increase in range
73
What is Quarter Plane?
A quarter plane is an aggressive, last ditch, out-ofplane lag maneuver used to control closure and aspect in order to preserve the 3/9 line. In a true quarter plane, number 2 establishes a POM that is 90 degrees to number 1’s POM. This situation may be caused by a late decision (or no decision) to execute a high yo-yo or a failure to control closure and aspect. Indicators that a quarter plane is needed are similar to those of a high yo-yo. However, aspect, HCA, range, and closure cues are more significant and require a much more aggressive maneuver than a lag reposition. A large HCA will result in a rapid increase in range. Caution should be used to maintain visual contact with number 1 throughout the reposition maneuver.
74
What is Lead Reposition (Low Yo-Yo)?
A low yo-yo is a reposition of number 2’s aircraft, using various combinations of pursuit and a move out-of-plane below number 1’s POM to increase closure and AA.
75
What are the basic formation positions?
Fingertip and Echelon
76
What are the basic formation spacing options?
Close and Route
77
The fingertip position is flown on an angle approximately ___ degrees aft of the 3/9 line (equates to a ___ AA), with approximately ___ feet of wingtip separation
30 degrees aft (6 AA); 10 feet
78
In fingertip, the contract is that number 1 will ____ and number 2 will ____
fly a smooth aircraft maintain proper position
79
What is the primary FCP reference to maintain stack in fingertip?
place the engine exhaust stack on top of number 1’s closest wing
80
What is the primary FCP reference to maintain line in fingertip?
center number 1’s aft position light on the front edge of the engine exhaust stack opening and align number 1’s pitot tube with the aft edge of the engine exhaust stack opening (which should be visible above the wing)
81
What is the primary FCP reference to maintain spacing in fingertip?
when number 2’s FCP pilot is aligned with the forward edge of number 1’s horizontal stabilizer and the rudder hinge
82
Power corrections in fingertip usually require ___ PCL movements
three; one to start the correction, one to stop the aircraft movement in relation to number 1, and finally one to stabilize the aircraft in the proper position
83
Keep in mind as number 2 that ____ power is needed when outside number 1 and ____ power is needed when inside number 1’s turn circle
more on the outside less on the inside
84
Number 1 executes a _____ to direct number 2 to fingertip from route
shallow wing rock
85
When a deviation in fingertip is recognized, initially correct one reference at a time. What order do you correct deviations and how?
Correct the vertical position (stack) first, correct fore and aft (line) second, and finally adjust the lateral spacing (spacing) in or out. Push (forward control stick pressure) or pull (aft control stick pressure) to move the aircraft vertically up or down with respect to number 1. Increase power to move the aircraft forward and decrease power to move the aircraft back. Finally, make small (almost imperceptible) bank angle changes toward or away from number 1 to move the aircraft laterally in or out
86
What is the objective of route?
a wider extension of close formation spacing and is flown to enhance clearing and visual lookout, increase flight maneuverability, and ease the completion of in-flight checks, radio changes, other cockpit tasks, or simply to allow number 2 to relax
87
What is the maximum bank angle in route for Number 1?
approx. 60 degrees
88
What is route spacing?
two-ship widths to no further than approximately 500 feet
89
Route is flown no further forward than ____ and no further aft than _____.
Line a Breast (LAB) and no further aft than the extended 30-degree fingertip line
90
When not in a turn in route, 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
91
Turns in Route. When inside a turn, number 2 manuvers
below number 1's POM only as necessary to keep 1 in sight just above the canopy rail
92
Turns in Route. When outside of a turn, number 2 maintains
the same vertical references used in echelon turns
93
What is a crossunder?
A crossunder is used to reposition number 2 from one side of the formation to the other. A crossunder may be accomplished with the formation in fingertip or route formation
94
Number 2 must maintain _____ while crossing under.
nose-tail separation
95
What is the visual signal for crossunder?
The visual signal is a rapid, shallow wing dip in the desired direction of the crossunder. The size of the wing dip should be proportional to number 2’s spacing. Anticipate each power change and make small changes in pitch and bank.
96
How to accomplish a crossunder?
-Reduce power to create a small forward LOS -Move back and down below 1's POM -Add power slightly to stop rearward movement -Bank slightly towards new side -Roll wings level and fly across and behind 1 -Add power to stabilize in new position
97
When moving across in a crossunder, number 2’s canopy bow should appear to be superimposed on
the trailing edge of number 1's elevator
98
All turns in the route position will be
Echelon turns (signal not required)
99
What is an echelon turn?
A turn in which number 2 remains in the same POM as number 1
100
How do you make corrections in echelon?
If out of position, use bank to correct vertical (to keep number 1’s fuselage bisected by the horizon), power to correct fore and aft position, and back pressure to maintain spacing
101
How much bank should be used in ecehlon turns by number 1?
approx. 60 degrees
102
To control undesired climbs/descents as number 1 in an echelon turn use?
Slight variations in bank angle to control undesired climbs and descents are smoother and easier for number 2 than variations in back pressure
103
All rejoins are to ____ unless directed otherwise by number 1
fingertip
104
Unless otherwise briefed, rejoin airspeed in the T-6 is ____ KIAS
180 KIAS
105
Number 1 calls out current airspeed if it differs by more than ___ knots on expected rejoin airspeed
10 knots
106
Number 2 always rejoins to the ____ unless directed otherwise. Initially use ___ to ___ knots of overtake
left; 20-30 KIAS
107
Number 2 should continue to close on a rejoin until approx. ____ feet
500 feet (when details on number 1's aircraft such as the pitot tubes can be seen)
108
Number 1 should use ___ degrees of bank for a turning rejoin
30 degrees
109
As number 2 moves inside of number 1’s turn circle on a turning rejoin, the vertical stabilizer appears to move toward number 1’s outside wingtip as AA increases. When the vertical stabilizer approximately
bisects the outside wing (3 aspect/30 degrees AA), reduce bank angle to maintain this relative reference line... when stable there is no LOS
110
During a turning rejoin, Number 2 should look to get the
Star or SA "in the saddle"
111
During turning rejoins, Number 2 rejoins to the ____ of the turn
inside
112
During any overshoot, you must always
Keep number 1 in sight
113
What is fighting wing?
A fluid position defined by a 30 to 45 degree cone, 500 to 1,000 feet aft of Number 1
114
What is the radio call to direct the wingman to fighting wing? What does 2 say?
"Texan 2, go fighting wing" "2" Once 2 is in: "Texan 2's in"
115

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