Cessna Club. Formation Procedures Guide. 1 st DRAFT

Transcription

1 Cessna Club Formation Procedures Guide 1 st DRAFT

2 Table of Contents Purpose...1 What is formation flying?...1 Standards...1 Responsibilities...2 Lead... Wingman... The Regulations... The Briefing... Communications... Frequency Changes... Position Reports... Emergencies... Relative Motion... Error Detection and Correction... Standard Formations... Echelon... Finger Tip... Trail... Flying... Startup... Taxi... Run up... Takeoff... Formation Takeoff... Departure... Station keeping... Enroute... Maneuvering... Cross Under... Close Trail... Cruise/Free cruise... Extended trail... The Rejoin... Arrivals... Overhead... Downwind... Formation Landings... Emergencies... Take-off... Flying... Landing... Page 2 of 25 4/28/2009

3 Glossary of Terms... Page 3 of 25 4/28/2009

4 Purpose Cessna 150/152 Formation Procedures Guide The purpose of this document is NOT to teach the in s and out s of formation flying. This is more a talking points guide to assist in training 150/152 pilots on formation flying, and a reference guide for continued training. This guide does not cover every topic, nor will this alone provide you with the knowledge you need to be safe. What is formation flying? A formation is a disciplined flight of two or more aircraft flying in close proximity with all movements coordinated and in unison. The formation is under the command of a flight leader who uses a standardized set of signals and commands to direct the wingmen. Formations are not to be confused with caravans. The military utilize formation flight for very practical uses, mostly tactical in nature for protection and strike capability. For us civilians, it is mostly for fun. It can also be used for convenience, safety, and, oh yeah, more fun. Flying in tight formation with another, was a whole lot more fun than just tooling around the patch. However, there is much more to it than joining up and flying around. Formation flying is an art. A real discipline that requires attitude, focus, and practice, practice, practice. If you have read the book, watched the video, and attended the training seminar, you are well prepared to begin formation training. Be safe, have fun, learn from each other, practice often, keep your attitude and discipline in check, and you will be rewarded with one of the most fun and challenging experiences of flying; You and your buds flying around the patch, looking good, feeling great. Enjoy and be safe Standards In order to facilitate consistency and safety, standards are necessary. To fly formation in an air show, what the FAA refers to as waivered airspace, you must be certified by an FAA recognized organization. The only civilian general aviation group that does this currently is Formation Flying Inc. (FFI). FFI, along with other formation groups like the War birds of America, use the North American Training Association (NATA) (T-34) Formation Flying Manual as a basis for their formation certification. The two cassette video (VHS) (230 minutes) package Formation Flying: The Art is the best formation information material available. Knowing these 2 training guides will get you 95% of what you need to know. The other 5% comes with practice. Have I mentioned that this requires practice? Enough said on that. Page 4 of 25 4/28/2009

5 Responsibilities Lead Cessna 150/152 Formation Procedures Guide Flight lead is the one in charge and has the ultimate responsibility for its members and the safe conduct of the flight. He insures flight members are current, qualified, and prepared. He insures through a quality briefing that everyone knows what is expected. A flight lead must be trusted by his members, and must fly to the skills of the weakest wingman. He leads the flight in a responsible manner that verifies the confidence his wingmen have put in him. The flight leader must in all cases be the best possible platform for the Wingman. This concept is called Wingman consideration. Lead should fly so that power changes, level-offs, and rollrates are so smooth, they are almost imperceptible to the Wingman. Lead is responsible for Flying a smooth stable platform Flight communications Flight navigation Flight Safety Attitude Discipline Wingman Simply stated, the Wingman's responsibility is to be in the position signaled by the flight lead at all times and comply with Lead's commands in a timely manner. A wingman s attention should always be directed at lead. Unlike Lead, Wingmen should be more aggressive, using frequent flight control or throttle inputs (although the magnitude of these inputs may be small) to maintain position. In other words, Wingmen should never accept being out of position and should always strive to "gravitate" back into position. Wingmen have ultimate responsibility for aircraft clearance in the flight. A wingman must be trusted by his lead, and other wingmen, that he will not run into anyone. Wingmen should not monitor moving maps, GPS, engine monitors, autopilots or any cockpit instruments. Formation flight is a wonderful stick and rudder exercise. Consider turning off these distractions Wingmen are responsible for: Flying your position Maintaining situational awareness. Flying your position Occasionally watching for traffic Flying your position Instilling confidence in your lead by flying smooth, safe, tight formation. Flying your position Page 5 of 25 4/28/2009

6 The Regulations Cessna 150/152 Formation Procedures Guide There are few regulations to worry about. FAR s are not quoted here, but here is the gist: Formation flights are treated as one plane Lead is in charge Formation flights must be prearranged No passengers for hire Only lead squawks, others choke the parrot The Briefing A good formation flight begins with a good briefing. The FAA requires that in order to fly in formation, the formation must have been prearranged by the pilots in command of participating aircraft. Notice it does not say arranged on the fly. A formal briefing is essential. Briefings should be attended in person, by all participants, before departure. However if participants are departing from different airports and planning an in-flight rejoin, participants may be briefed via telephone. However, if you are out flying, and see your buddy and want to fly a little formation, briefing over the radio does not meet the FAR requirements for a formation briefing. Briefings should be just that, brief. Discuss what you want to accomplish, engine start time, taxi, take-off position, who will be lead, communication frequencies and frequency changes, a mutual air to air frequency, landing and taxi back. Standards are standards, procedures are procedures, and they should not be briefed. You are expected to know the standards and procedures. If you arrive at a briefing and do not know the standards or procedures, you will make the other flight members concerned for the flight, as others have prepared and you have not. You are expected to arrive at a briefing prepared to fly with the knowledge of formation basics. A briefing will cover many things, usually quickly. A briefing checklist can be found in the appendix. Come to your briefing with a briefing sheet and a pen. Your lead will be impressed. A briefing is led by the flight lead. Do not argue with the flight lead. This is his flight. If you don t like what s going on, leave and get your own flight, but respect your flight lead if you stay. Leave your ego at home. Questions should generally be left until the end of the brief. There are no dumb questions in a briefing. Resolve any questions before you fly. There is nothing worse than having a situation come up while you re flying in formation that could have been cleared up in the briefing. You risk your safety and the safety of the flight by doing the wrong thing, or have to key up and ask a question. Page 6 of 25 4/28/2009

7 Communications Key to the art of formation flying, has nothing to do with flying at all, it s communicating. There are four forms of communication in formation flight: Hand signals, plane signals, body language, and voice. Oddly enough, voice is used the least thanks to the old military guys. Voice is not very practical in formation flight, particularly in larger formations. There is an old military saying that holds true today. There are two things lead wants to hear from his wingman; two s in and lead your on fire! A good formation is a quiet formation. Having said that, we are a little handicapped when flying the Cessna 150 in formation. The visibility is not very good in our little birds, especially in the fastbacks. So hand signals will not always work like they do in the T-34 or T-28. We will have to use the radio a little more often. But there is no reason to get diarrhea of the mouth in your formation. Keep radio communications down to brief, simple commands and checks. Lead will normally speak for the formation with the outside world. In large formations lead may designate the responsibility to talk outside the formation to a wingman. If a wingman departs the formation, he will pick up his own call sign (usually his registration number) and become responsible for his own communications. Frequency Changes Formation flying requires Lead to direct all flight members to the appropriate radio frequencies simultaneously. Radio frequency changes will take longer in a formation flight, so Lead should plan accordingly. Every frequency change in formation is going to be a three-step process. 1. Give the command to go to the new frequency. 2. Check in on the new frequency. 3. Talk to the new controller (if necessary). A quick response and positive cadence is important. The flight will not leave a frequency without all flight members checking out. Outkast Flight, go Checking in is as easy, and a quick response and positive cadence is just as important. Outkast Flight, check-in Initial contact with each new ATC controller shall include the number of aircraft in the flight Potomac Approach, Cessna 10568, flight of three. If someone is left behind on a frequency change, lead will designate someone in the flight to go back to the last frequency and pick up the lost wingman. Page 7 of 25 4/28/2009

8 Position Reports When re-joining, or changing a formation, wingmen will check in when in position. 2s in. Emergencies Any aircraft that develops a problem, or encounters an emergency condition, sing out with your position number and a brief description of the problem. Lead 2, we lost our oil pressure. Any aircraft in the formation should announce any condition that may affect the safety of the flight. Outkast Flight traffic 2 o-clock low Relative Motion Essentially, formation flying is nothing more than controlling the relative motion between aircraft. To maintain a fixed position the Wingman's goal is to stop all relative motion between aircraft. In order for Wing to do this, he must consider Lead as fixed in space and any movement between aircraft is considered as movement of the Wingman in relation to the Leader. To maintain position the Wingman must correct for relative motion between aircraft with smooth, timely control inputs. Wing must learn to judge bearing, distance, and relative motion to anticipate the control inputs required and avoid fixating on any one particular part of the Lead's aircraft. Scan Lead's entire aircraft, don't just use the fixed reference points. Relative motion can be resolved into movement about any one or a combination of all three axes. Primarily, elevator controls vertical movement, power controls fore and aft movement, and aileron and rudder controls lateral movement. Wingmen should always have his wings parallel to lead. According to the T-34 Flight Manual, closeness "is controlled by coordinated use of aileron and rudder (mostly rudder)." It is uncomfortable for lead to see an inexperienced wingman making gross corrections banking towards or away from him. While "mostly rudder" is not coordinated flight, it works adequately. As skill improves and corrections become more minor, truly coordinated flight is preferred. A one-degree difference in coordinated bank angle will adjust position a few feet per second. There is no need to correct more rapidly. Page 8 of 25 4/28/2009

9 Error Detection and Correction Early detection and correction of errors in relative position is essential to precise formation flying. The Wingman must be able to quickly recognize an error exists by noting relative motion or deviation from the established checkpoint. The Wingman then must make prompt and appropriate action to correct the error. Each correction actually requires three separate actions: 1. initiate movement toward the desired position 2. arrest the aircraft's momentum once the position has been achieved 3. maintain the desired position. Ideally, error corrections should be frequent and relatively small, requiring only slight stick pressures and minimum PCL movement. It is therefore imperative the aircraft be properly trimmed while flying in the parade position. With experience comes fine throttle adjustment. When learning, large throttle movements are often needed. When necessary use them and forget the vernier (if you have one). If falling behind (getting "sucked"), you will need a large throttle movement to catch up. As you catch up retard throttle to stop acceleration so you do not pass lead ("acute"), then immediately come back in slightly less than before to avoid getting sucked again. With experience comes anticipation and smaller throttle changes. Anticipate throttle changes in turns. If you are on the inside of a turn, immediately back off on power; don't wait until you are in front of lead. If on the outside of a turn, immediately add power; don't wait until you have fallen behind. Page 9 of 25 4/28/2009

10 Standard Formations An Element consists of a lead aircraft and one or two wingmen. A Flight consists of one or more elements. Lead, is always number 1. Wingmen are 2, 3, etc.. In level flight a wingman is in the proper position with the aircraft ahead of him when the main gear wheel or wheel pant is covering the nose wheel and the vertical stabilizer (on a swept tail aircraft) is halfway between the aileron/flap gap and the end of the aileron. Avoid wing overlap. You are practicing "en route" formation flying, not a Blue Angel or Thunderbird air show formation. Stay as far laterally as you feel comfortable and safe, but maintain sufficiently forward position that lead can always see you easily. Avoid a deep "V". The closer you are, the easier it is to see change in position and make adjustments, but being comfortable and safe is far more important than being close. Page 10 of 25 4/28/2009

11 ECHELON Used for an element of two or more aircraft, and typically used on arrival to perform an Overhead. In a Right Echelon formation, number 2 is on the leader s right wing and number 3 is on number 2 s right wing. If there is a fourth aircraft it is on number 3 s right wing. In a Left Echelon formation, number 2 is on the leader s left wing and number 3 is on number 2 s left wing. If there is a fourth aircraft it is on number 3 s left wing. Remember this: Never turn inside an echelon This is not a very maneuverable formation Keep your lead on the horizon in a turn, as opposed to a fingertip turn Page 11 of 25 4/28/2009

12 FINGER TIP Cessna 150/152 Formation Procedures Guide The most common formation for three or more aircraft. In a Finger-tip formation (as the four fingers of your right hand) number 2 is on the leads right wing and number 3 is on leads left wing. If there is a fourth aircraft it is on number 2 s right wing. In this formation remember: Wingtip clearance Turn as one ship, as opposed to an echelon turn Page 12 of 25 4/28/2009

13 Trail Trail, close or extended is fun and easy to fly since the guy in front of you is a giant ADI. Just match his wings and you are good to go. Remember this: Keep your nose/tip clearance Turn as one ship, as opposed to an echelon turn Stack down for safety and clearance Page 13 of 25 4/28/2009

14 Flying There is a saying in the formation world; you are in formation from startup to shutdown. This is so true. When you are in formation, everyone is watching from startup, to taxi, to flying, to landing, to shutdown. Remember this is a discipline. So look to lead for startup and taxi at the briefed position. Stay tight, look good, drive sharp, fly straight and you will be rewarded with the feeling of a true formation flight. Startup You ve been briefed, you ve prepared, you re ready to jump in your plane and fire up. Not So Fast!! Remember you are a wingman and you take ALL your cues from your element lead. You are not a lone pilot now, you are part of a team. Get in your plane and be ready to fire-up at the briefed time. At Engine Start Time all members of the formation will start their engines together. Be ready for the radio check-in on the briefed frequency after engine start. Taxi Taxi on the briefed route, in-line, single file, at one aircraft length clearance. Stay tight. If you have to stop for some reason pull all the way back on the yoke. The rising elevators will signal the airplane behind you to stop. Run up Follow lead to the briefed side of the taxiway and all wingmen turn together 45 degrees left or right, as briefed, when lead turns. Make your run-up and flight control check brief. Give lead a thumbs up when ready. Page 14 of 25 4/28/2009

15 Takeoff If the runway is wide enough, and long enough, the entire formation will take the runway for departure. The flight will line up in pairs with lead and odd wingmen to the left of centerline, number 2 and even wingmen to the right. The flight may make a formation or single ship takeoff. If the runway is not wide enough for two airplanes, the feed-on method will be used. Lead will enter the runway and hold. When the aircraft on the runway begins his takeoff roll the next aircraft in line will line up and wait. When the rolling aircraft lifts off the aircraft in position will start his roll. Use caution for wake turbulence. If the flight must backtrack on the runway, it will do so in reverse order. All aircraft will move to one side and make the u-turn in unison, then lineup in pairs or single file, as runway width permits. Page 15 of 25 4/28/2009

16 Formation Takeoff Cessna 150/152 Formation Procedures Guide Line up with the wingman s wing aligned with leads stabilizer. Ensure wing tips are not overlapped for safety in the case of a problem on take-off. This will allow you to pass on by with some clearance should there be a problem. During a formation takeoff, lead will signal run-up. Hold the brakes, power to up 1500 RPM wait for leads head drop to release brakes. Slowly advance power to max. Your eyes must be on the lead aircraft, not the instruments. Follow lead for takeoff, not your airspeed indicator. 3 and 4 will depart when Lead and 2 lift off. This is an extremely fun maneuver and very easy to fly, but it is also the most dangerous part of the flight. Remember: Do Not overlap wingtips Consider putting wingman upwind Almost line abreast for safety Pay attention to signals, run up and brakes release Last chance to check stuff is during run-up prior to brake release. Gages, instruments etc. Look at your leads plane for final inspection. Remember, your about to roll into the most dangerous part of the flight, take-off. Should take about 4 seconds to get to takeoff power setting from brake release Takeoff together. When airborne, wingman falls back into position Aborts: Key up Two s aborting. Aborting aircraft clear the runway as soon as practical. The rest of the flight continues if the runway is not blocked Other planes do not abort, unless the runway is blocked Only lead can call Flight abort. Departure Departures will be straight out, left or right out of traffic, or downwind. Lead will climb to the briefed altitude at the briefed airspeed. Wingmen will join and call in position. Be prepared for a frequency change. After takeoff, the Wingman's primary goal is to get into position as expeditiously and safely as possible. Once established in position, Wing will always work to maintain his position. Lead should be smooth enough during the departure that any transitions (climbs, power additions/reductions, level-offs, turns, and rollouts) are easy to follow. Wing should maintain situational awareness through the departure to help anticipate transitions and maintain position. Page 16 of 25 4/28/2009

17 Station keeping Cessna 150/152 Formation Procedures Guide This is the essence of formation flight. Sounds simple, but not easy to do. It takes practice, practice, practice. Here are some tips: Don t delay in positioning, anticipate is the key, and do it now! Understand the dynamics and physics of motion Maintain the same relative position, always small rapid changes Never stack up, especially in a turn unless told to do so Use your rudder for position movement Fore and aft movement is the most difficult to control You are always making corrections to stay in position Lead is always working in a tighter envelope with speed, power and position Lead should lead turns, meaning a gradual increase in turn rate Line up your points on the lead, cross reference with other planes Stay in trim It is more difficult and more dangerous to fly loose Enroute On long cross country legs, Lead will position the team for the enroute formation and spacing. Maneuvering Here are some general tips: Relax and fly the position Small, smooth, rapid movements Anticipate required throttle changes Never pass lead All members fly off lead Practice, practice, practice Lead holds a constant briefed power/speed Look at other members as a cross reference to your position Never belly up to your lead. Page 17 of 25 4/28/2009

18 Cross Under Cessna 150/152 Formation Procedures Guide Maintain your nose to tail clearance A smooth fluid motion Don t pull too much power in sliding back you ll never catch back up It s a down, back, over, up maneuver Take additional step down Control your relative motion. It s more rudder than aileron. Close Trail Does not have many practical or tactical uses Easy to fly, and the guy in front of you is your ADI ½ ship back, low enough to clear turbulence Cruise/Free cruise Used for extended cross country flying. Formation is expanded 2-4 ships out wing is free to maneuver in turns Extended trail Excellent training tool for geometry 2-4 ships back Wingman holds power, only angle changes to cut off Free to maneuver 60º radius, very maneuverable formation Fun and can get progressively more radical in maneuvers with practice Lead should see wing cutting off his turns Page 18 of 25 4/28/2009

19 The Rejoin Without out a doubt, the most difficult task in formation flying. Rejoins are easy to understand, difficult to master. You need to see and do this maneuver in order to get it right. Again it takes plenty of practice to get this maneuver down. Here are some notable tips: Keep the lead in the same spot on your windshield, maintaining the 45 º intercept Parallel leads course as you approach the last 20 yards Think smooth, don t make lead nervous as you approach If your closure rate is too high, just go under, stabilize, and rejoin Come up the line as you rejoin Know where ALL the flight members are during the rejoin Never belly-up to lead 2 always joins inside Add 10knt speed to your join Point your nose slightly ahead of lead during lead pursuit Lead will just grow on your screen Typical problems: o Too fast and overshoot, which is not the end of the world, just go under, stabilize, and rejoin o Too much bank in close and going belly up. Expect lead to chew you out, or throw you out, if this happens o May end up in a tail chase Page 19 of 25 4/28/2009

20 Arrivals Overhead Practiced for fun, practical for landing. The overhead break is the fastest way to get a formation on the ground. Overhead arrivals may be flown from Echelon or Trail formations. The formation enters initial 200 feet above pattern altitude, on speed. If flown from an Echelon formation, the formation will be in a right echelon for a left break, or a left echelon for a right break. At the designated point, lead will make the break. Use 30 degrees bank keeping power in. At 5 second intervals, wingmen will make their break. If flown from a Trail formation, wingmen will break 5 seconds after the aircraft in front of him is abeam on downwind. When rolling out on downwind, reduce power to 2,000 RPM and start a decent so as to reach the base turn at pattern altitude. At the appropriate position lead will turn base. When turning base, reduce power, apply carb heat, and lower flaps (as required). Reduce speed to end up on final at 80 MPH. Wingmen will turn base as required for separation. Do not extend downwind too far, others are following you and we don t want the pattern to extend into the next county. Aircraft will land and roll to the briefed turn-off. Keep the speed up, others are following you. Break Wingman break at 5 second intervals 30ºbank Maintain power Maintain speed Downwind Power back to 2,000 RPM Carb Heat ON INITIAL 200 ft above pattern altitude On speed L ft/ri ht E h l BASE Reduce power Flaps (as required) Wingmen turn as required for separation FINAL 80 MPH Here are some notable tips: Don t pull up during the 2g pull on the break, exit altitude is the same as the entry, unless briefed differently. Keep it tight Don t stretch the final out too far. Land single file on centerline. Keep the speed up, there are airplanes behind you. Page 20 of 25 4/28/2009

21 Downwind If the runway is not aligned with your arrival heading, a downwind arrival will get the formation on the ground as fast as an overhead. The formation enters downwind at pattern altitude, on speed. Formation will be either in Echelon or in Trail. If the formation is in Echelon, it must be in a right echelon for a left downwind, or a left echelon for a right downwind. At the appropriate position lead will turn base. When turning base, reduce power, apply carb heat, and lower flaps (as required). Reduce speed to end up on final at 80 MPH. Wingmen will turn base as separation allows. Do not extend downwind too far, others are following you and we don t want the pattern to extend into the next county. Aircraft will land and roll to the briefed turn-off. Keep the speed up, others are following you. Downwind Pattern altitude On speed Left/Right Echelon with wingman outside BASE Reduce power Carb Heat ON Flaps (as required) Wingmen turn as required for separation FINAL 80 MPH Here are some notable tips: Keep it tight Don t stretch the final out too far. Land single file on centerline Page 21 of 25 4/28/2009

22 Formation Landings Cessna 150/152 Formation Procedures Guide Now this is a real challenge, and wingmen mostly rely on lead to be smooth, and gentle. Formation landings may be flown straight-in or from a downwind. The formation must break up into 2 ship elements for a formation landing. Ensure the wingman is on the outside for a downwind approach. Fly a larger pattern, and take more time to do things. Lead will be especially vigilant for other aircraft in the pattern. Lead will not be looking at the formation, but will be focused on landing. Wingmen must follow lead. Wingman flies lead's wing and maintains position until short final. It is not necessary to be staring at the runway. You will know when you are there. Trust your lead to bring you there. Here are some more tips: Do Not overlap wingtips Consider putting wingman upwind Almost line abreast for safety. DO NOT stack low. Wingmen like the outside, but will settle for inside Do not rush, make longer stabilized approaches Touch wheels simultaneously with lead, flying leads wing all the way in Stay on your side of the runway all the way to the end Page 22 of 25 4/28/2009

23 Emergencies Cessna 150/152 Formation Procedures Guide There are a few emergencies to consider and they will happen in 3 places; Takeoff, flying, and landing Take-off If you line up on the runway correctly, most emergencies will not result in a collision. Remember to line up almost line abreast, meaning spars almost lined up. Should either plane have a problem, the other plane goes right on by. Flying There are just too many possibilities to consider while flying. If an emergency condition occurs, call lead with your position and a brief description of the problem. Leave the formation and move off to a position where you can concentrate on the problem. If a mid-air is imminent, the pilot seeing the midair coming calls break (direction) and the flight immediately breaks and performs a max G pull. This is a one time only, save your ass maneuver and not to be practiced under any circumstances. If an engine quits, the aircraft will immediately slow down and the flight will not have time to react. Immediately establish a quick descent until below the formation. Simultaneously announce your emergency so the formation doesn t follow you down. The aircraft will drop below the formation, will slide back, and the flight will pass on by. If an aircraft has a problem other than engine failure, and cannot maintain formation position, escape for the wingman is always up. It need not be more than one or two hundred feet. Establish a climb straight ahead and announce your emergency. This will clear you vertically from the formation, and slowing down will clear you horizontally from the formation. It will also allow you to keep the formation in sight below you. Landing The same issues apply for landing as for take-off. A smooth lead will keep the flight stable as the transition is made from cruise to touchdown. Fly your lead acute, well forward and again, almost line abreast. As you touchdown, be very watchful for trouble as this is when it will occur. A collapsed gear, blown tire, & wind gust can be compensated for if you are nearly line abreast with the wingman upwind, the working airplane should slide right on by. Page 23 of 25 4/28/2009

24 Glossary of Terms Like any specialized activity, there are specialized terms and jargon. This is mostly to keep the regular people confused and wondering what we are talking about. FORMATION: A disciplined flight of two or more aircraft under the command of a fight leader using a standardized set of signals and commands to direct the wingmen. Not to be confused with a Caravan or Gaggle. GAGGLE: An undisciplined group of aircraft, milling about in roughly the same piece of sky, sometimes attempting to impersonate a FORMATION. ELEMENT: A flight of two or three aircraft. The section is the basic fighting element and is selfsupporting covering each other's six o'clock in combat (real or otherwise), and providing backup on routine flights with radio or equipment malfunctions in addition to moral support and good company. FLIGHT: Four aircraft, consisting of two elements, each with it's own leader, but under the command of the lead element's leader, who is designated ''flight lead." The second element leader as his deputy flight lead. SUCKED: To fall behind the lead, or be too far out on the position bearing to be able to join up with available engine power. ACUTE: The opposite of "sucked." To be in a position too far forward in the formation or on a bearing (angle) that would place the aircraft too far forward during rendezvous, creating an uncomfortable closure rate and angle for the joining aircraft; vis. an "acute' rendezvous bearing as compared to a "sucked' rendezvous bearing. NOSE TO TAIL OVERLAP: As viewed from above, the nose of the #2 aircraft is farther forward than the tail of the #l. Naturally, as long as there is lateral separation between aircraft, no danger exists. WINGTIP OVERLAP: No lateral separation exists. A time to be smooth and concentrate if you also have nose to tail overlap. STEP DOWN: The #2 aircraft is a couple of feet or more lower than the lead. This allows room to maneuver in case of turns into the wingman. STEP UP: What the thinking wingman does when the leader's making low passes! BEARING: The horizontal angle on the lead as flown by the #2 aircraft. (If the wingman were to overrun his leader and fly too far forward of a proper position, he would be on an "acute bearing." If he is too far aft of his proper position, he is on a "sucked bearing." RENDEZVOUS: To join the flight onto the leader, as after takeoff. Page 24 of 25 4/28/2009

25 BREAK: The breakup of the formation over the runway when a flight does an OVERHEAD OVERHEAD. Also called "pitchout." A fighter maneuver indicating an abrupt bank and yank to accomplish a change of direction and/or altitude. "GIMME SOME": What the wingman calls to the lead when he has insufficient power to keep up, asking Lead to reduce power. CALL SIGN: The code word or words that designate a flight, usually selected by the flight leader for that particular mission. The flight then would be designated (In the case of a call sign of "Red Flight") as:"red Lead," "Red Two," "Red Three', and "Red Four." In the case of large formations divided into flights, the flights might be divided as follows, Red. Blue, Yellow, etc or Alpha. Bravo, etc. Any combination of names can be used, depending upon the imagination and audacity of the flight leader. BINGO FUEL: The fuel state at which the flight must return to base. A predetermined fuel figure remaining in gallons, pounds, or minutes which will allow sale return to base plus sufficient overhead reserve. When the wingman signals bingo fuel, the leader acknowledges and heads for base. PARADE: Formation configuration to be used when under observation by the public, as in an airshow appearance. Parade formation is demanding, since the aircraft are in close physical proximity to each other. It requires absolute concentration on the part of the wingmen and smooth leadership by the flight lead. ENROUTE: A much looser version of the above, applied to any formation during cross-country fight. It allows the leader to control the flight, and reduces fatigue on the wingmen. Wingmen maintain the same relative bearing on the leader but move out to allow nose to tail and wingtip separation. SMASH: Airspeed or Energy. Normally used to denote energy available to accomplish a snappy fighter-type maneuver, such as a pitchup to landing. INITIAL: As in initial approach. Refers to the approach on runway heading used when doing a 360 overhead break. TALLY HO: Used to indicate that you have visually acquired whatever it is you were looking for. NO JOY: Used to indicate that you have not visually acquired whatever it is you are looking for. Page 25 of 25 4/28/2009