FORMATION FLYING STUDENT GUIDE WHITEHORSE. Timecheck Op Area Weather NOTAMs Airex Aircraft LHS RHS. Fuel: Bingo 1 Bingo 2 Joker.

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1 Formation Callsign: WHITEHORSE Timecheck Op Area Weather NOTAMs Airex Aircraft LHS RHS Fuel: Bingo 1 Bingo 2 Joker FORMATION FLYING Radios collector +M1 M2 M3 M4 Recovery M5 Break: Start Landing Taxy Slow Lane: Transponder Emergencies Take off Start up: Formation Take off: Airborne: Leader abort Wingmen abort STUDENT GUIDE Stream: Sec R/t Failure: H E F O M Lost leader: Ht split 500 ft AL1 AUGUST 13 Diversion RV point:

2 f. Commands and signals should be made distinctly and they should be completed before any manoeuvre is started. g. Avoid dazzling the formating pilots by the sun. h. Never use extremes of power. i. Hand over the lead over a definite pinpoint. 19. AIRMANSHIP The leader will remind you from time to time to move out and check your fuel and engine. If this does not happen, complete your own FREDA checks, either one at a time (no more than 2 seconds without looking at the leader when on station), when changing formation or when out of position (e.g. rejoining). The latter two events are also useful for the leader to elect to change radio frequencies. 20. CONCLUSION You will enjoy your formation flying although you will find it physically and mentally tiring in the early stages. Consciously relax and remember that trimming is of paramount importance.

3 18. FORMATION LEADING It is important that you appreciate that good formation flying can result only from good leadership and that the leader can ease the task of the formation pilots considerably. The leader is responsible for formation briefing before flight and, in the air, for the overall safety and airmanship of the formation. You will be expected to lead a formation after the initial Followers Phase has been satisfactorily completed; it is important to know the following points: a. Control and manoeuvre. As leader you must always consider what will be the effect on the formating pilots of any action you make. The main points are: i) Manoeuvres should be carried out smoothly and accurately and should be within the capabilities of all the formation pilots. Aircraft furthest from the leader in large formations (particularly in echelon) must make relatively large changes in height and airspeed during turns. Entries and recoveries should be made gently, with bank restricted to moderate angles. i Maximum and minimum power settings must never be used by the leader; to maintain position, formating pilots must be allowed a wider throttle range than the leader. iv) Similarly, very low speeds must be avoided or formating aircraft on the inside of turns could lose control. b. Airmanship. The leader is the eyes and ears of the formation; he must display a high standard of airmanship. The points to bear in mind include the following: i) Lookout. In close formation the attention of formating pilots is concentrated on the leader, who must assume the responsibility of lookout for the whole formation. During the lookout, he must be aware that the formation takes up a lot of airspace and has reduced manoeuvrability. Navigation. The leader is responsible for the navigation of the formation. Fuel states must be obtained periodically: the leader should appreciate that the following aircraft will have higher fuel consumption than the leader (this is because they will be making frequent small power changes to stay in position). If the lead is changed, the new leader must be given the position of the formation at the time of the changeover. i Position of the sun. Whenever possible, the leader should avoid flying directly up sun of any member of the Formation. iv) Manoeuvres. The leader must know the capabilities of all the pilots in the Formation and plan and fly each manoeuvre accordingly. c. Following. When not leading, followers are to observe the following disciplines: i) Listen to what the leader is saying. If you disagree with the content, do NOT immediately try to correct the leader he is your spokesman so you should advise him with caution and respect e.g., Callsign #, suggest height cleared is xxxx, or Callsign #, suggest heading for base of xxx STUDENT STUDY GUIDE 1. INTRODUCTION a. Formation flying is used whenever a number of aircraft are required to act as a single unit; it can also be used when an aircraft requires assistance to land. An example is an aircraft with an unserviceable airspeed indicator. b. A pilot flying in a formation requires a high standard of ability, good discipline and complete confidence in the other members of the formation. This cannot be achieved without practise and it requires a thorough knowledge of Standard Operating Procedures (SOPs). During the early stage of training you will be taught: i) How to join a formation and hold station. How to change station. c. Subsequently you will learn more advanced techniques, including: i) Formation take-off. Tailchasing i How to lead. 2. GENERAL CONSIDERATIONS You have probably seen displays by the Royal Air Force formation aerobatic team (Red Arrows). If so you will appreciate that the number of aircraft in a formation and the type of formation pattern used vary considerably. All your formation training will be carried out in formations of 2 or 3 aircraft. Basic Formations and Positions Fig 1. Two Ship Formations The following is a summary of the main points to be borne in mind by a Formation Leader: d. The leader is responsible for the safety of the formation in respect of: i) Lookout Fuel checks i Navigation iv) RT procedure e. Power changes should be kept to a minimum and those that are made should be made smoothly and slowly. 14 Formations Fig 2. Three Ship RAF LYNEHAM FLYING CLUB FORMATION

4 3. PRE-FLIGHT BRIEFING Your instructor will brief you individually on the various aspects of formation flying; some of the more important points are covered in the paragraphs that follow. In addition to this, all those taking part in a formation flying detail must be briefed by the formation leader. The points that will be covered in this briefing include the following: i) Identification: (1) Formation callsign. (2) Positions, numbers and aircraft identifications. (3) Deputy leader. RT Procedure: (1) Frequencies to be checked and used. (2) Changing frequency i Signals to be used: (1) R/T. (2) Hand signals. iv) Starting procedure: Synchronised starting by signal, time or individually. v) Taxying: (1) Order and distance between aircraft. (2) Route. vi) Holding point: Hand signals to indicate vital actions completed. v Take-off: (1) Positions on the runway; power applied, holding on the brakes. (2) Stream take-off; intervals and climb power used by the leader. (3) Formation take-off. vi Climbing procedure: Leader s power and speed. ix) Plan of flight: (1) Signals. (2) Frequency changes. (3) Formation changes. (4) Changing leader; position. (5) Fuel checks. (6) Manoeuvres. (7) Descent. x) Arrival: (1) Joining height and speed. (2) Formation break intervals. (3) RT calls. (4) Runway position. (5) Finals calls. xi) 4. PROCEDURES Emergencies: (1) Radio failure; signals and action. (2) Losing the leader in the clear and in cloud. (3) Other emergencies: HEFOM code. a. Starting procedure. All aircraft in a formation normally start together to avoid wasting fuel but in the Firefly or Bulldog, you may do individual starts. Before taxying, the leader must check R/T communications with the formation as briefed before the flight. b. Taxying. The aircraft should taxy together as a formation, in the correct order and close enough to prevent others from cutting in but far enough behind to ensure aircraft safety (normally 50 metres spacing). At the marshalling point, a thumbs-up signal should be passed from the last man forward along the formation when the pre-take-off checks are complete. HE BREAK g. Leader Just before breaking, Leader checks downwind is clear then calls WHITEHORSE, xx AIRCRAFT ON THE BREAK TO LAND and immediately applies full power and rolls to 45, rolling out downwind. h. Once downwind, reduce power - IAS reduces to 80kt, flaps 2 notches (PA28), Half (T67) or Inter (Bulldog), complete Pre-landing checks. By the end of downwind, which is approx 1-1½ chord widths beyond the landing area, turn onto finals using AoB at kt with full flap. Land on the centreline at the normal place. i. Wingmen Once leader breaks, 2 nd man looks ahead but still track the aircraft ahead and count the pre-briefed time (normally 5 sec for stream landings and 7 sec for individual landings), then rolls to 45, continuing to track the Leader, puts the Leader on the horizon AND KEEP HIM THERE until the Leader descends. Wingmen are to space themselves at metre intervals behind the Leader. Follow the Leader s speeds and actions, but in your own time. j. 3 rd aircraft follows 2 nd. k. Other types of Break can be performed, e.g., Fan or Opposition, but these must be carefully briefed before flight. 6. LANDING STREAM LANDING only in Full ATC Environment a. All aircraft land on the centreline at the normal place and avoid heavy braking. b. When last man has cleared the runway, he calls for the formation: WHITEHORSE RUNWAY VACATED. c. Leader then resumes control of the formation and states or requests taxy instructions. d..wingmen may clear the runway by first available exit and taxy back individually if circumstances dictate. e. The downwind call is not normally required, but all aircraft are to make finals calls individually. f. Individual aircraft land on the centreline of the runway, and move to the exit side of the runway (pre-briefed as the SLOW LANE) when down to a fast taxy speed. INDIVIDUAL LANDINGS At AFISO Aand A/G airfields, ATC do not allow more than 1 aircraft on the runway at a time if necessary, wingmen are to either go around space themselves to land individually after the leader has landed or the Leader is to space the formation for individual landings. This should be ascertained from the destination before departure if possible. 7. TAXY BACK The last aircraft to land informs ATC when the formation is clear of the runway. From that point, the leader resumes control of the formation for the taxy back to parking. Where individual aircraft are required to exit at different points along the runway (for example to allow a following aircraft to land), individuals are to taxy back individually using their formation callsigns. c. Stream take-off. Aircraft will line up on the runway in the briefed formation. Vic is commonly used but if there is a crosswind, the line-up will usually be in echelon with the echelon into wind. Each aircraft starts 4 the take-off run at a pre-briefed interval after the aircraft ahead has rolled. The leader will climb straight ahead initially to allow the formation to join quickly. Stream take-off is to be used 13

5 f. You must call CALLSIGN#, OUT if you get closer than 50m, or forward of the 4 to 8 o'clock of the aircraft ahead. If you lose sight of the aircraft ahead you must call CALLSIGN#, OUT, LOST VISUAL. Before re-joining close formation, the leader is to call for a fuel and instrument check. Formations are not to re-form in line astern. 14. REJOINING Run in and Break (RIAB) This is a formation approach over an airfield which allows the formation to change from echelon to stream in preparation for landing. Normal procedure is to run in and break overhead the runway in use for a stream landing. However, some airfields may not allow this and aircraft may be required to form a long line astern (1500ft spacing between aircraft) for an overhead or downwind join and stream landing. Destinations should be contacted before departure if possible to discuss arrival and landing procedures. RUN IN a. Leader for the RIAB pre-briefs the break spacing in seconds, the height to start and to finish (normally level at 500ft aal) and the Slow Lane for the runway (usually the side with the exit). b. To rejoin the circuit for a break and stream landing, the leader obtains the rejoining instructions by asking for Run and Break. early enough to be able to make a long descending approach and give him plenty of time to get the formation into the correct echelon so the leader breaks AWAY from the formation. Note: When changing from vic to echelon port before breaking into a right hand circuit, No 2 moves to the outside of No 3, aircraft will then be in the order 1.3,2. c. The INITIAL POINT is approximately 1 minute (at 120kt = 2nm /min, equals ft runway lengths before the intended break point) pick a ground feature for this on the extended runway centreline. Formations are to be a minimum ht of 1000ft QFE at the initial point. d. When at initial point Leader is to call WHITEHORSE INITIALS at military airfields or 1 MINUTE TO THE BREAK at civilian airfields e. Leader arranges the formation to run along the runway at high speed. f. The leader should aim to have the formation in position by 2 nm on the extended runway centreline and and lined up with the runway... The procedure from this point is as follows: i) From initials, keep speed up and descend gently to a minimum of 500ft QFE T t with a formation comprising dissimilar aircraft types. d. Joining formation. The finer points of joining a formation will be covered more fully by your instructor. e. Formation Take-off. Line up as for stream take-off. When the formation is lined up, the leader gives the wind-up signal, wingmen acknowledge and power is increased to 2000 rpm (all types). At the wingmen's thumbs up, the leader signals rolling and releases the brakes, whilst smoothly increasing power to 2000 rpm (PA28) or 24" MAP (VP a/c). The wingmen maintain station but attention is divided initially between the leader and the runway. As speed increases, attention is focused more on the leader until, at the point of take-off, it is solely on the lead. Leader may nod the head once to signal rotating. Flap is raised on the leader's signal and after-take-off checks are carried out in the normal way. f. Station-keeping. The air exercise gives the method of maintaining station accurately, but the positions to aim for are as follows: g. Accurate station-keeping requires anticipation of control movements, which must also be small and prompt. The importance of accurate trimming, to take full advantage of the aircraft's natural stability, cannot be over-stressed. To achieve smooth formation ECHELON or VIC PRIMARY / Longitudinal PA28 FIREFLY BULLDOG LINE ASTERN PA28 FIREFLY and BULLDOG Nose wheel & main wheels spaced equally. Propeller spinner approx 2/3 along mainplane from fuselage. Line up prop spinner halfway along mainplane aileron. Line up prop spinner with mainplane aileron/ flap join. PRIMARY/ Longitudinal Aircraft ahead has main wheels ½ way along either tailplane. Aircraft ahead has tailplane ending half way along each mainplane. SECONDARY/ Lateral The forward edge of the leader's tailplane in line with the base of the fin/fuselage junction. Equal amounts of the tailplane upper and lower surfaces can be seen. NOTE: References place follower slightly lower than preceding aircraft. SECONDARY/ Vertical Just low enough to avoid slipstream with ⅔ rds of lower mainplane visible and ⅓ rd upper mainplane visible. SPACING 1 to 1 ½ mainplane lengths between wingtips. SPACING One aircraft length between the nose of your aircraft and the tail of the aircraft ahead. The final run is level with the leader slightly on the dead side of the runway in use. THE WAITING POSITION Two wingspans out, along the primary reference and two aircraft rudder depths below the leader s aircraft. flying the pilot must be always mentally alert and physically relaxed. 12 g. Breaking and rejoining formation. The procedures are as follows: 5

6 (1) If you lose sight of the leader when you are flying the aircraft, make a positive upward and outward break immediately. Rejoin the formation from a safe distance and initially lower than the leader in case you misjudge the closing speed. NEVER try to rejoin a formation from above. It is equally dangerous to rejoin by dropping back after having inadvertently overtaken the formation. The detailed procedure for breaking out of formation is contained in the SOPs. h. Formation changes. The procedure for position changes and their order must be settled before flight. The following rules will govern the formation changes during formation practices: (1) All formation changes should be made by the changing aircraft moving behind and below the formation to take up its new position. (2) When a three-aircraft formation changes into line astern No 3 drops down and back and calls clear, but should not move across until No 2 is in position. (3) When changing from line astern to Vic, No 2 should delay moving until No 3 calls clear. (4) Although formation changes should be prompt, an aircraft should not be closed to the correct longitudinal and lateral positions until the preceding aircraft appears to be settled in position. (5) Keep the other aircraft in view during position changes. 13. TAILCHASING Fig 3 Correct position Line astern PA28 pilot's view a. Tailchasing is a follow-the-leader exercise. The leader should nominate a base level which may be prebriefed on the ground or in the air as required. The leader should call the formation to echelon and warn wingmen that the tailchase is about to begin; for example, "Callsign, tailchase in one minute". Wingmen should complete their individual HASELL checks. b. The leader should start at a steady 90kts, approx 2300 rpm (PA28) or 23" MAP (VP a/c) and start the tailchase by calling "Callsign, tailchase follow me, go". The leader should then break into a 45 level turn until all aircraft are in position. Wingmen follow in turn after 2 second intervals. The last aircraft should call when in position. c. For the initial tail chase, the following series of manoeuvres is suggested to allow the wingmen to be taught the principles of lead and lag: i) A level turn through at least 540. Reverse and a further turn through approx 360 i Further manoeuvres as required. d. The recommended entry speeds for manoeuvres should be increased by 10 to 15 kts and the leader is limited to kt and 60 AoB (PA28) or +½ g to +3½g (VP a/c). The leader must ensure that the formation remains VMC at all times. Dissimilar a/c type tailchases may only use PA28 limitations. e. Wingmen should set power to match the leaders instruction (in the case of dissimilar tailchase, VP a/c set 2400rpm and 23 MAP and PA28 a/c start from a constant speed and rpm - and follow the leader's break at 2 second intervals aiming for 50m spacing. Your Instructor will show you lead and lag: i) Lead is the condition when the wingman's nose is pointing ahead of the leader. 6 i Lag is when the wingman's nose is pointing behind the leader. You will be shown how to use lead and lag to maintain the ideal separation of 50m. For example: if range is too large, use lead by pulling the leader's aircraft to the bottom of your windscreen, thus cutting the corner to reduce range. In rolling manoeuvres, it is necessary to lag the leader's bank angle to follow his flightpath. In pitching manoeuvres, range will change while correctly following the leader's flightpath, catching up while the leader is reducing speed and vice versa. You should not to try to follow exactly the flight path of the aircraft ahead, otherwise you will encounter slipstream.- count 2 seconds 11 before following a manoeuvre.

7 When changing, always maintain at least the normal lateral separation or one aircraft s length longitudinal separation between aircraft. As an example, the procedure adopted for changing Formation from vic to line astern is as follows: i) All aircraft must acknowledge. i iv) No 3 reduces power slightly to drop back at least 2 aircraft lengths and descends below the leader. Power should then be reapplied to maintain this position. No 3 calls clear. No 2 initially maintains position until he hears No 3 call clear, then moves down, back, and across into position. v) No 3 moves across into position once he sees No 2 stabilised in position. vi) 12. LINE ASTERN No 3 calls in when stabilised. The view from a formation pilot's cockpit, when the correct position has been taken up in line astern, is illustrated in fig The method of achieving the correct position is described below: a. Vertical position. This will come with experience. It is judged by the angle of sight through the windscreen to the leader's tail: i) Your aircraft should be low enough to avoid the leader's slipstream and you should be able to see the first quarter of the wing walkway. The position is maintained with gentle elevator movements. b. Lateral position. Your aircraft should be directly astern of either the leader or the aircraft ahead. Remember: i) Your wings must be parallel to those of the aircraft ahead. i The position is maintained by prompt but small movements of the ailerons. Small angles of bank produce large lateral changes of position. c. Longitudinal Position. This is a subjective judgement and the correct position will come with experience. 5. STARTING AND TAXYING a. Engines are started individually and each aircraft carries out a VHF ground check. The procedure is then: i) Leader: (1) RT checks with the formation. (2) RT call; taxy for formation. (3) Taxy with consideration for the formation. (4) Holding point; pre-takeoff checks. (5) RT call for take-off clearance when the formation is ready. Wingmen: (1) RT checks in numerical order. (2) Taxy in numerical order. (3) Taxy with care and at the correct distance, minimum 50 metres. (4) Holding point; line up at safe distance, pre-takeoff checks. (5) Signal when checks complete. 6. STREAM TAKE-OFF a. Leader: i) Line up as briefed. Check that the formation is in position and ready. i Normal take-off. iv) Climb straight ahead initially. v) Call for frequency change as briefed. b. Wingmen: i) Line up as briefed. Signal ready for take-off. i Take-off at briefed intervals. Last aircraft call "airborne" (stream take-offs) iv) Join up. v) Change frequency when instructed. i) The aircraft ahead should fill approximately two thirds of the width of your windscreen arch. This will give adequate nose to tail separation. The position is maintained using small but prompt movements of the throttle. Anticipation will be required due to inertia FORMATION TAKE-OFF 7

8 a. Leader: (1) Line up as for stream take-off. (a) (2.) Check Formation in position. Give wind-up signal. Increase to 2000 rpm (all types). (b) (3.) When wingmen ready, signal rolling. Release brakes; slowly increase to 2300 rpm / 24" MAP. (c) (4.) At safe height, signal flap up (if used) by hand or RT as briefed b. Wingmen (1) Line up as briefed (2) Acknowledge wind-up signal and increase to 2000 rpm, signal ready with thumbs up. (3) Release brakes on leader's signal. Slowly increase power to maintain station. (4) Attention divided between leader and runway initially, transferring totally to leader by un-stick. (5) Raise flap (if used) on leader's signal, complete rest of after take-off checks. 8. STATION-KEEPING ON TRAINING SORTIES: a. After levelling-off from the climb, the leader will maintain straight and level flight for long periods to enable your instructor to demonstrate the correct position of the aircraft in echelon. You should note: b. The appearance of the lead aircraft. c. That the correct position is defined by: PRlMARY/longitudinal and SECONDARY/lateral references: (as previously defined in para 5f above) d. Use of controls for station keeping: e. Vertical movement (up or down): i) Controlled by elevators. i iv) Small gentle movements are essential. Notice that it is the leader that appears to move up and down. Accurate trimming is very important. by making a small heading change relative to the leader. Do not leave bank applied relative to the leader for any appreciable time or the closing speed will get progressively greater. g. Longitudinal movement (forward or back): i) Controlled by the throttle (regard throttle changes as a number of tiny notches back or forth which can then be counted). i iv) Small but prompt movements. Anticipation required because of aircraft inertia. Aim for a constant power setting. Avoid pumping the throttle. (see (1) above). h. The effects of all the controls are interrelated and the control movements must be coordinated. Corrections must be made as soon as the relative position changes. i. Your instructor will teach station keeping in the following sequence: forward and back, up and down and in and out. Keep the aircraft well trimmed, avoid pumping the throttle and try to remain mentally alert but physically relaxed. 9. TURNS IN FORMATION The aim during a turn in vic Formation is to maintain the same relative position to the leader as in level flight. Try to forget that the leader is turning, but remember that, on the outside of the turn, you will need more power because you have to climb slightly and then travel a further distance than the leader. The reverse applies when flying on the inside of the turn. On completion of the turn, the power will have to be readjusted. Outside the turn pitch up power up, inside the turn pitch down power down. 10. BREAKING AND JOINING FORMATION i) If you get dangerously close, lose sight of the leader, either by climbing or by overtaking him, you must immediately: (1) Break upwards and outwards. Call # OUT This should place you well behind, and to one side of, the leader. If it does not, adjust your position until you are. (2) Locate the leader then tell him # VISUAL and when he calls you back into the formation, position your aircraft approximately two spans out from him while remaining below and behind. Then: (a) Move forward and up until the leader's aileron hinge is in line with the exhaust pipe. f. Lateral movement (in or out): i) Ailerons are the primary control (but rudder can be used for small adjustments). (b) Keep the reference in (1) constant, move forward and in until the forward tip of the leader's tailplane is in line with the fin strake/fuselage junction. 8 i Small gentle movements. 11. CHANGING FORMATION Adopt the same angle of bank as your leader and ensure that the aircraft is in balance (avoid the nervous boot-full of rudder). Movement in or out is produced a. All formation changes must be as briefed and the change must be in the correct 9 order.