Vance Sq Standards - Formation

Question 1

Flight leads will

Answer 1

Ensure adequate Mission objectives are determined.
Direct the brief and debrief of the mission.
Delegate brief and debrief responsibilities when appropriate.
The flight lead will be determined based on 1.) the IP with the highest qualification level 2.) highest ranking or 3.) the most hours in the T-6.
Regardless of takeoff time, the flight lead will sign out the #1callsign.

Question 2

The admin lead is expected to…

Answer 2

run all aspects of the profile to include navigating, comms and the profile. The admin lead is also responsible for initiating all appropriate checks for the formation. Callsigns within the flight are administratively renumbered to match the position being flown, however the flight lead retains authority. In the event that the formation must split up, each flight member will revert to the original callsign assigned at the duty desk.

Question 3

Nav Lead

Answer 3

The nav lead is used when the current admin lead wants the wingman to navigate. Lead will fly the wingman position, and keep the radios. Ex. Battle Damage Check.

Question 4

Spare Aircraft/MX Delays.

Answer 4

Pilots will call in their own tail number changes to Lowell. Pilots will inform the other aircraft of the new tail number.

Question 5

Check-in/Engine Start

Answer 5

Ground operations will be accomplished using visual signals. Pilots will inform the crew chief of their formation position, and use them to relay visual signals if visibility between cockpits is a factor. The signal for ready for engine start and ready to taxi is a “thumbs up.” If visual contact cannot be established between pilots or the crew chiefs, flight lead will be directive on when engine start will occur. All formation members will get ATIS and be ready for check-in on AUX and UHF Ch.2 (Clearance Delivery) no later than 5 minutes after engine start. If #2 is not ready to taxi, transmit “Callsign 2 needs X minutes.”

Question 6

Clearance/Taxi Procedures

Answer 6

If an instrument trail departure is planned, #1 will coordinate for a 1000’ altitude block.

Question 7

Fall Out/Renumbering Flight

Answer 7

N/A for 2-ship formations

Question 8

EOR/Pre-Takeoff Procedures.

Answer 8

Only perform the Overspeed Governor Check while at a complete stop.

Passing the last row of T-38s or T-6s, the formation will auto switch to Channel 4/5 as applicable. #1 will check #2 in prior to the Overspeed Governor check. Once the Overspeed Governor and Before Takeoff Checks are complete, # 2 will pass a “thumbs up.”

Question 9

Runway Lineup

Answer 9

3 cases:

1) Crosswinds greater than 5 kts. Place #2 on the upwind side (always place #2 on the upwind side for interval or instrument trail).
2) IMC on departure. Place #2 on the outside of the first turn out of the traffic pattern.
3) VMC on departure. Place #2 on the inside of the first turn out of the traffic pattern.

Run-up. Each aircrew will monitor the other aircraft during the run-up to ensure neither aircraft creeps. Once the engine is spooled up, the PF will verify proper engine operation and make adjustments to the power setting as necessary.

Question 10

Instrument Trail

Answer 10

The standard takeoff interval is 20 seconds. #2 will squawk 0100 and utilize TAS to aid in acquiring #1 visually.

Question 11

Crosswind/Gust Factor

Answer 11

1 is responsible for rotating at the proper airspeed.

Question 12

Instrument Trail Rejoin

Answer 12

1 will inform RAPCON that they are a non-standard formation, that #2 is squawking 0100, and will require a 1000’ altitude block. #1 will use VHF discrete to direct #2 to the desired altitudes within the assigned block and to make the timing calls. #2 will report visual with #1 and await clearance to rejoin. Once rejoined, #2 will squawk STBY and set TAS to STBY. Advise RAPCON once rejoined, or in a standard formation.

Question 13

Rejoins on Departure

Answer 13

Rejoins enroute to the Area will be flown at the published airspeeds in the 11-2T-6v3 71 OG Sup

Question 14

G-Awareness

Answer 14

Perform the G-Awareness Exercise on the first pitchout.

Question 15

Rejoins – Airspeed/Bank

Answer 15

Rejoins in the MOA will be performed at 180 KIAS; turning rejoins will be at 30 degrees of bank (alibi airspeed if wingman approaching route or if there is a deliberate reason for the non-standard airspeed +/- 10 kts).

Question 16

Engine/G-Envelope

Answer 16

1 will avoid maneuvering the aircraft at its maximum G limits to give #2 an advantage.

Question 17

Joker/Bingo/Chock Time

Answer 17

Set a joker fuel/time for changeover to equally split the gas/time each formation member receives on the wing.

Question 18

CLEF Check Prior to Extended Trail

Answer 18

Upon being told to standby for the extended trail exercise, the #2 aircraft will move to the route position. Both aircraft will perform a Pre-Stalling, Spinning, and Aerobatic Checklist (CLEF). When complete, #1 will call “(callsign) ready” followed by #2 calling “(callsign) ready.”

Question 19

Split-Up in Area

Answer 19

1 will be directive. #1 will inform RAPCON of the position the flight lead currently holds in the formation. #2 will not acknowledge RAPCON or comply with any clearance until cleared off by #1. Flight lead will ensure their wingman has “good headings and NAVAIDs” prior to clearing off #2.

Question 20

Routing, Altitudes, Airspeeds (Recovery)

Answer 20

For rejoins directed after requesting recovery, #1 will maintain 230 KIAS.

Question 21

Reform from Fighting Wing

Answer 21

2 will reform to the left side unless directed otherwise.

Question 22

Pattern Entry - Straight Through Initial/Breakout

Answer 22

In the event of a break point carry through, and lead desires to keep the formation together, lead will issue an
echelon signal prior to turning crosswind. If lead wants to split the formation, lead will clear #2 off just prior to the crosswind turn. If the formation must breakout, #1 will be directive with #2 to go to FightingWing after initiating the climb to pattern breakout altitude. #1 should direct a reform to fingertip or route or clear off #2 prior to VFR entry.

Question 23

Pattern Entry -Drag Procedure (Straight In)

Answer 23

Upon initiating the descent to 1,800’ MSL #1 will direct #2 to “drag”. #2 will acknowledge and reduce power to achieve a minimum of ½ mile spacing from the #1 aircraft. #1 will maintain 200 KIAS until reporting 5 miles. #1 will maintain 120 KIAS minimum until reporting 2 miles. Report 5 and 2 miles individually.

Question 24

Buttonhook Recovery

Answer 24

1 will verify that #2 has the field in sight and will direct #2 to “take spacing”, unless performing a wing approach and landing. Both aircraft will maintain 120 KIAS with takeoff flaps and the gear down during the circling portion of the approach. Once established on final, each aircraft will match configuration and slow to the appropriate final speed.

Runway 35 (VOR/DME-A or GPS-A). #2 will be on the left side. After #1 clears #2 off, #1 will proceed direct to a ½-mile final. #2 will execute a left turn to establish a base leg for a 1-mile final.

Runway 17 (VOR/DME-B or GPS-B). #2 will be on the right side. After #1 clears #2 off, #1 will proceed direct to a ½-mile final. #2 will execute a right turn to establish a dogleg to ensure sufficient spacing for a 1-mile final.

Question 25

Power Reductions/Roll Out

Answer 25

1 will use a constant, smooth power pull at the appropriate time.

Question 26

Exiting Runway

Answer 26

If #1 lands on the hot side, #2 will clear #1 to the cold side on AUX frequency when safe separation exists.

Question 27

Taxi-back Procedures

Answer 27

Following a landing, maintain formation integrity to the chocks unless doing so would obstruct ground traffic. The flight will automatically switch to UHF ground frequency once clear of the runway but will not check-in. If taxiing back from the center runway, the #2 aircraft will automatically contact Eastside with callsign and tail numbers and then switch back to UHF ground.

Question 28

Squawk/ TAS

Answer 28

The admin lead will carry the squawk and TAS unless #1 has an inoperative TAS. In such cases, #2 will carry the squawk and notify #1 should they receive a TAS hit.

Question 29

Discrete Frequency

Answer 29

Flights will use the AUX frequency paired with the flight’s callsign.

Question 30

In-Flight Checks

Answer 30

2 will acknowledge all verbally directed in-flight checks over the AUX radio. Once the check is complete #2 will return to the last position. To visually request current fuel status only, give the fuel check signal followed by total fuel quantity (in hundreds of pounds). #2 will respond with total fuel while remaining in the current position (refer to 3.7.5.3).

Question 31

Route/Fighting Wing Position & Spacing

Answer 31

For Route turns into the wingman, the wingman should drop aft towards the 30 degree line to allow the Pilot in the backseat of #2 to remain visual with #1.

Question 32

Clearing

Answer 32

In the Fingertip or Echelon position, #2 should clear through the #1 aircraft. When in the Route or Fighting Wing position, #2 should aid #1 in clearing for the formation. If there is a traffic conflict for the formation and time and conditions permit, #1 should direct #2 to a clearing position, such as Fighting Wing or Route, opposite the side of the conflict.

Question 33

Visual Signals - Take Spacing

Answer 33

PF makes several aft pointing thumb thrusts. #2 calls ready when reaching 500-1000’ spacing. Do not confuse with gear signal!

Question 34

Visual Signals - Close Trail

Answer 34

PF taps the back of the helmet.

Question 35

Visual Signals - Ops Checks

Answer 35

Pass “thumbs up” if fuel/Gs are within 50 lbs/.5 Gs

Question 36

Visual Signals - Acknowledgment

Answer 36

If #1 can immediately see #2’s understanding of a given visual signal the movement of #2’s aircraft towards the directed position satisfies the requirement of visually acknowledging the signal.

Question 37

Knock-It-Off/Terminate

Answer 37

After the “Knock-it-off” series, the initiating pilot will state a brief reason.

Question 38

Emergencies - Takeoff/Abort

Answer 38

For engine problems on takeoff, ensure safe separation from other formation members prior to initiating any emergency maneuvers. For all abort cases, the PF will not cross the runway centerline with any part of their aircraft. Make an advisory call on UHF when time and conditions permit.

All aborts prior to brake release will be sympathetic. If there is insufficient time for the aborting aircraft to obtain a spare, the good aircraft will launch on an alternate mission.

For Wing takeoffs, there will be no sympathetic aborts after brake release unless there is a danger to the entire formation, in which case the aborting aircraft will direct “(Call sign) FLIGHT, ABORT, ABORT, ABORT!”

For Interval takeoffs, #2 will not initiate the takeoff roll if #1 is aborting. If already rolling, #2 should continue the takeoff unless safety dictates otherwise.

Question 39

Emergencies - In-Flight Malfunctions/Element Integrity

Answer 39

Return to base as an element unless it is deemed safer to recover single-ship. Ensure safe separation of aircraft during all phases of flight. The admin lead will take immediate and appropriate action to offer the distressed aircraft (DA) the lead. If the DA refuses the lead, the good aircraft will lead the DA to the most appropriate airfield.

Question 40

Emergencies - Midair Collision/Split-Up

Answer 40

If members of a formation collide with each other, Flight Lead will be directive in obtaining separate areas and separate chase ships.

Question 41

Emergencies - Radio Failure

Answer 41

If communications are lost within the formation, all formation members should attempt to communicate from both cockpits on all available radios.

Blind. Each aircraft will clear aggressively and attain vertical separation immediately through the use of sanctuary altitudes. State intentions “in the blind” on both UHF and AUX frequencies.
The flight lead (odd call sign) will climb or descend to the nearest odd numbered VMC altitude in thousands of feet. The wingman (even call sign) will climb or descend to the nearest even numbered VMC altitude in thousands of feet.

Both aircraft will then circle on the center radial and DME with right turns to facilitate acquiring visual contact with the other aircraft. The good aircraft will advise approach control of the problem. The distressed aircraft (DA) will squawk 7600 until either a rejoin or the recovery is initiated. A formation member that attains visual contact on another formation member may close to no less than 500 feet. The aircraft may use the “attention in the air” visual signal to affect a rejoin. If neither aircraft is able to attain visual, the DA will recover 10 minutes after the lost comm situation occurs, or at 100 lbs above Bingo fuel, whichever occurs first. The DA will squawk 7600 and will maintain their sanctuary altitude until departing the area. The good aircraft will recover 15 minutes after the lost comm situation occurs, at Bingo fuel, or when separation can be provided by ATC, whichever occurs first. The good aircraft will maintain their present squawk or 0100 if not assigned.

Question 42

Unrestricted Pattern Status

Answer 42

The good aircraft, once in the lead, will declare an emergency and lead the DA back to Vance for an overhead pattern. The break turn and low approach of the #1 aircraft is the DA’s clearance to land. If the formation is not cleared to break, #1 will give the Echelon signal and carry the DA around the pattern.

Question 43

Buttonhook (Radio Failure)

Answer 43

The good aircraft will lead back IAW the Buttonhook/RNAV Recovery procedures (see paragraph 3.6.5). The DA will reject the spacing maneuver if desiring to land on the wing. Once the DA has initiated the spacing maneuver, the good aircraft will low approach to the inside runway or coordinate a landing to the center or outside runways.

Question 44

Published Recoveries

Answer 44

The good aircraft will lead back for a Wing Approach. Once the field is in sight, the good aircraft will pass the lead to the DA, indicating the DA’s clearance to land, and then the good aircraft will execute a low approach. If desiring to accomplish a wing landing, the DA should reject the lead change signal. If a go around by both aircraft is required in a NORDO situation, the “push it up” signal will be used.

Question 45

Divert Airfields/Procedures

Answer 45

If it becomes necessary to land at a location other than Vance or Dogface, the good aircraft will inform the DA of the destination by holding up the Pink Pages of the IFG and visually indicating the number of the airfield the flight will divert to. If an instrument approach is to be flown, the good aircraft will hold up the appropriate FLIP and visually indicate the page number of the approach to be flown. The wingman will repeat all numbers to acknowledge.

Question 46

HEFOE Signals

Answer 46

For dual missions, HEFOE signals should be exchanged between the IPs

Question 47

Physiological Incident

Answer 47

The DA should lead the formation back unless doing so would cause an unsafe situation. If the good aircraft is not confident in the DA’s ability to lead back, consideration should be given to splitting the flight.

Question 48

Bird Strike

Answer 48

Aircraft within a formation will not maneuver to avoid a bird if doing so would cause a collision with another formation member

Question 49

Ejection/RESCAP Procedures

Answer 49

If an ejection situation is imminent, the good aircraft will monitor the DA from 1000’ above and 1NM lateral spacing.

Question 50

Abnormal Recovery Procedures/Chase

Answer 50

Once the DA takes the lead, the good aircraft is automatically cleared to the Chase position unless weather dictates otherwise