Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling

7/27/2019 Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling

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Desired Learning Objectives

To understand and utilize Formation Flying

To understand the techniques to successfully perform Mid-Air Refueling To be able to demonstrate knowledge gained in ground school on all of the

above topics by in-flight performance of evolutions with an Instructor Pilot

Brevity concentration;

Rejoin

Abort

Anchor (ed)

Bingo

Breakaway

Button

Cease

Closing

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Formation Integrity

Formation Integrity can only be maintained when the flight lead has complete

knowledge and control of the actions of each flight member

Flight members must maintain formation until ordered or approved otherwise Formation discipline begins with good communication that is understood by

the entire flight

The formation provides the basis for the Mutual Support Contract

The Mutual Support Contract provides for synergistic Situational Awareness (SA)

because each flight member contributes to the overall SA of the flight

Positional awareness must be maintained, overriding even fuel consumption

considerations

A sound MS contract should provide

Position awareness of other flight members

Early position awareness of the threat and the attack axis

Communication of offensive and defensive information to the flight

Targeting and weapons employment prior to threat attack

The ability to prosecute the attack and/or disengage

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The integrity of the formation is paramount!Do whatever it takes to get into and stay in position!


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Formation Departures Formation Take Off

Formation takeoffs will be conducted for Air shows ONLY.

Aircraft will taxi onto the active runway with Lead taking the downwind side, Two on the upwind side, Three

aligning behind Lead and Four behind Two. Lead will await the radio call from the each formation member

taking the active and when in position. The in position, brakes on call will indicate the formation is ready to

commence take off roll. Lead will call Run em up. All pilots advance throttle to 80%, check for warning lights and throttle back to

idle. If no problems call in flight sequence, Good jet. If aborting advise (flight position # aborting)

The Formation Lead shall then radio a countdown from 3 (3-2-1-mark). Upon mark, the formation will

commence takeoff roll.

Formation takeoffs should not be conducted when weather conditions are below 1000 ft. ceiling and 1 mile

visibility. When weather is below these minimums, takeoffs should be spaced 30 seconds apart from the leads

brake release. Join up shall be accomplished above the ceiling under VRF flight conditions. When weather is

above these minimums, formation takeoffs will be conducted at the discretion of the formation leader. Formation Join Up

After takeoff, Lead shall intercept the outbound course

Formation members will fly to intercept the Lead aircraft with the intent of rejoining formation as a priority

The first element wingman (number 2) to join onto Leads left side

The second element lead (number 3) shall intercept to join the formation at Leads righy side

Lead shall deploy smoke and hold 350 knots airspeed until notified by formation members that they have joined

formation

Upon receiving the last in formation radio messages, Lead will call out the new airspeed, altitude and if

necessary, heading

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Formation Responsibilities Responsibilities: The flight lead assigns responsibilities for each flight member. Dividing responsibilities

ensures each pilot has a manageable number of tasks to perform. Flight member normal responsibilities are:

Lead (Flight Lead) Primary planner and decision maker

Primary navigation

Radar lookout Visual lookout for mutual support of Two

Primary engaged fighter, if practical.

Two (Flight Leads Wingman) Maintain formation position

Visual lookout

Mutual support of Lead

Navigation position awareness

Radar awareness as other responsibilities allow

Responsibilities

Three (2nd Element Lead) Mutual support of the entire flight

Support Lead

Maintain support position for Lead Element

Secondary planner, alternate decision maker

Secondary navigation

Secondary radar monitor Visual lookout for Four

Secondary engaged fighter if practical

Four (2nd Element Wingman) Maintain formation position

Visual lookout for the flight

Mutual support of Three

Navigation position awareness

Radar awareness as previous responsibilities allow

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Lookout Responsibilities

Visual Cross Checks

It is the responsibility of all flight

members to practice good visualcross checks

Near Rocks/Check Six/Far Rocks

Pattern

Near Rocks (Sector 1)

Those dangers, straight ahead,

that could cause problems in the

next 10-15 seconds Check Six (Sector 2)

A check of your teams rear

position to catch an ambush

Far Rocks (Sectors 1A, 3 and 4)

Those dangers that could affect

your mission out to the extent you

can see

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4

2

1

1A

3

2

OClock


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Formation Flying & Engagement Procedures

Formation Engagement Procedures

Lead will direct wingman and element engagement procedures and specify targets

Lead will have primary responsibility to communicate with AWACS for traffic andtarget information

Lead will have primary responsibility to sort out and track bandits or enemy ground

troops on radar

Lead will communicate the position of bandits and their heading, altitude, and

airspeed, to flight members

Formation members will confirm and follow Leads directions upon receiving themvia radio

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Formation Engagement Responsibilities

Engagement (Air to Air)

The air to air engagement with a two-ship element will follow the standard tacticalcontract of responsibilities (Mutual Support Contract).

Upon engaging, the Lead/Wingman relationship will be dropped and roles willrevert to those of Engaged and Supporting in the Mutual Support Contract

Engaged Fighters Responsibilities

The primary responsibility of the engaged fighter is to kill the bandit as quickly as possible

If an immediate kill is not possible because of weapon parameter restrictions, theresponsibility is to fly the engaged fighter to a point where weapons can be utilized and killthe bandit in the most expedient manner possible

If at any time the engaged fighter loses the positional advantage, he will call in thesupporting fighter and fly to take any positional advantage away from the bandit

The engaged fighter also bears the responsibility to keep the bandit in sight

Supporting Fighters Responsibilities

The supporting fighter has the responsibility to maneuver in such a manner as to keepboth the engaged fighter and the bandit in sight

The supporting fighter will under no circumstances maneuver to gain positional advantage

on the bandit unless directed into the fight by the engaged fighter, who at that point in timewill declare the change in roles and become the supporting fighter

To decrease the odds of mid-air collisions during a close-in dogfight, there will only be asingle engaged and a single supporting fighter at any point in time.

The responsibilities of who is engaged and who is supporting must be clearlycommunicated and clearly understood at all times by both fighters throughout theentire engagement.

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Two Ship (Single Element) Wedge Formation

Two Ship Wedge

Wing 30 to 60 aft of Leads

3-9 line 4000 to 6000 range

separation

Both aircraft at same altitude

Advantages

Excellent coverage of Leads

6 oclock and free maneuverroom

Disadvantages

Poor 6 oclock coverage for

wingman and change of lead

difficult to execute

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Graphics from MCM 11-F16 Vol 5

3-9 Line


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Two Ship (Single Element) Fighting Wing Formation

Fighting Wing

Wing flies in a cone 30 to

70 aft of Leads 6 oclock 500 to 3000

range/altitude separation

Advantages

Good for maintaining

integrity in poor

weather/terrain; goodheads down formation

Disadvantages

Poor 6 oclock coverage

and easy detection of

formation by one threat

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Two Ship (Single Element) Line Abreast Formation

Two Ship Line Abreast

Wing 0 to 20 aft of lead

5000 altitude separation 6000ft to 9000ft range

separation

Also known as Combat Spread

Formation

Used for Tactical Formation

Flying

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Three Ship 3-Ship Vic Formation

Responsibilities must be altered for a three ship: Number One

Navigation, then radar and visual lookout.

Number Two Visual and radar lookout, back-up navigation.

Number Three Visual, then radar lookout.

Three Ship Formations:

Vic Basically, an Arrowhead without the 2 ship as shown

here to the right

Wedge Same as a 4 ship Wedge without the 4 ship

Fluid 3 Same as a Fluid Four but with 1 ship missing

If the three-ship is caused by one aircraft falling outfrom a briefed four-ship The following position changes should be followed:

If Lead falls out, Number Three assumes Lead and NumberTwo moves to Line Abreast

If Number Three falls out, Number Four moves up to LineAbreast

If Number Two or Four fall out, there are no changes.

Three-Ship Spread This is the same as a Spread Four with 1 ship missing

Roles and responsibilities caused by fall out from a four-shipare the same as for Fluid 3 formation.

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Four Ship (Dual Element) Finger Four Formation

Finger Four Formation

The 20th VFW default formation, always fly this formation where no specific

formation is briefed

2 flies at the 8 o'clock of the Flight Lead

3 flies at 4 o'clock of the Flight Lead

4 flies at the 4 oclock of the Second Element Lead (the #3 jet)

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No. 2

Lead

No. 3

No. 4

The Finger Four Formation


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Finger Four No. 3 In Position

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Virtual view allows the HUD and

surrounding airspace to be

viewed concurrently

Get close enough to seeplatform of the lead jet to aid

recognition of changes in

position

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Reference

Point

Work To keep This Orientation

Constant

Both 3 and 4s sight picture looks like this. Use small

control inputs to maintain sight picture


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Finger Four No. 2 and 1 In Position

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Four Ship (Dual Element) Arrowhead Formation

Arrowhead

Lead element flies wedge

2nd Element flies Line Abreast

2nd Element offset and 1.5 - 3 Nm

from Lead

Advantages

Arrowhead makes it easier for

Leads Wingie to maneuver, freeing

him for more lookout duties

These formations provide excellent

mutual support and lookout The rear Element is positioned to

engage an adversary making a stern

conversion on the lead element

Difficult to visually acquire the entire

flight

Element spacing for an attack is

built into the formation

Disadvantages Formations are difficult to fly in poor

visibility and rugged terrain

Trailing Element may be

momentarily mistaken as a threat,

especially if staggered too much off

to one side

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Or this

derivative

S O


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Four Ship (Dual Element) Box & Offset Box Formation

Box and Offset Box

Each element flies a two ship line abreast

Position can be modified by Lead to

include 4000 to 12,000 altitudeseparation between Elements

6000 to 9000 range separation between

element members

Element separation is 1.5 - 3 Nm

Box is offset to allow for easier visual

tracking of lead element

Advantages

These formations provide excellent mutualsupport and lookout

The rear Element is positioned to engage

an adversary making a stern conversion

on the lead element

Difficult to visually acquire the entire flight

Element spacing for an attack is built into

the formation

Disadvantages Formations are difficult to fly in poor

visibility and rugged terrain

Trailing Element may be momentarily

mistaken as a threat, especially if

staggered too much off to one side

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F Shi (D l El ) 4 Shi W d F i


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Four Ship (Dual Element) 4-Ship Wedge Formation

Four Ship Wedge: Each Element flies 2 ship wedge

2nd Element is 1.5 -3 Nm from Lead, and

offset Number Three can see and fly off of Lead

Number Four flies off of Number Three

Advantages: Very offensive for air-to-air threats forward of

the 3/9 line.

Inexperienced Wingmen may find it easier to

maintain a visual on lead and stay information.

The formation permits four aircraft tomaintain flight integrity under marginalweather or extremely rugged terrainconditions.

Disadvantages:

Six o'clock lookout may be poor.

Formation easily detected by single threat.

The defensive maneuvering flexibility of theflight is very limited.

Number Two must be disciplined and fly nofurther than 6,000 feet from lead to avoidconflict with trailing element. (MCM 11-F16Vol5)

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Or this

derivative

F Shi (D l El ) S d F F i


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Four Ship (Dual Element) Spread Four Formation

Spread Four:

Element Leaders fly line abreast and Wingmen fly a relaxed line abreast/ two ship wdge on

their element Leaders

Element Leaders use fluid maneuvering and are responsible for deconflicting their Elements if

crossing the other Elements 6 oclock

Advantages

Difficult for an adversary to visually acquire the entire flight at once

Firepower is maximized for BVR weapons employment

Disadvantages Maneuvering is difficult if the line abreast position is maintained

Very difficult for Wingmen to fly at low altitude

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Or this

derivative

F Shi (D l El t) R C ll F ti


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Four Ship (Dual Element) Res Cell Formation

Res Cell:

Element Leaders fly line abreast and Wingmen fly tight (closed up) wedge toreduce the number of aircraft detected by radar

Element Leaders use fluid maneuvering and are responsible for deconflicting

their Elements if crossing the other Elements 6 oclock

Advantages

Difficult for an adversary to know how many aircraft make up the flight

Disadvantages

Element maneuvering is difficult due to line abreast formation

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F Shi (D l El t) T il F ti


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Four Ship (Dual Element) Trail Formation

Trail:

Element Leaders fly line astern and two-ship wedge on

their element Leaders Element Leaders use fluid maneuvering and are

responsible for deconflicting their Elements if crossing the

other Elements 6 oclock

Advantages

Difficult for an adversary to visually acquire the entire

flight at once

Lead element has 6 oclock position covered Second element is hard to detect with sufficient spacing

Second element has time de-confliction for engagements

Second element can keep first element on radar for

proper positioning

Disadvantages

Second element has poor 6 oclock position coverage Second element needs lateral separation before BVR

engagement

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F Shi (D l El t) Fl id F F ti


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Four Ship (Dual Element) Fluid Four Formation

Fluid Four Element Leaders fly line abreast and wingmen fly Fighting Wing on their Element Lead

Element Leaders are responsible for deconflicting their Elements if crossing the otherElements 6 oclock

Advantages

Inexperienced Wingmen are kept close for ease of maneuvering

Four-ship maneuverability is good

Formation provides concentration of force Easily converts to three-ship if one aircraft falls out

Disadvantages

Adversary can acquire all four aircraft

Defensive maneuvering rapidly becomes confusing due to the proximity of aircraft

Cumbersome to maneuver at low altitude in rough terrain

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Stack and Ladder Formation


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Stack and Ladder Formation

Stack Formation

Advantages

Good Altitude coverage for enemy aircraft

Four-ship maneuverability is good

Formation provides concentration of force for air-to-air

Easily converts to three-ship if one aircraft falls out

Hard to detect number of aircraft

Disadvantages

Difficult to fly and stay in formation

Defensive maneuvering rapidly becomes confusing due

to the proximity of aircraft

Cumbersome to maneuver at low altitude in rough terrain Difficult to provide mutual support

Limited azimuth radar coverage

Ladder

Advantages

Altitude difference allows for de-confliction for air-to-

ground engagements

Causes problems for air defenses during air-to-groundengagements

Good mutual support

Disadvantages

Limited azimuth radar coverage

Unable to fly NOE due to vertical separation

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Falcon11

Tactical Formation Flying Defined


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Tactical Formation Flying Defined

Tactical Formation (TacForm)

What Is TacForm?

Critical tool for maintaining mutual support

Communication is key!

Basic building block skill that all tactical pilots must master

The less time and effort required by the Wingman to hold position the more time they have

to develop SA, keep an eye out and kill the adversary

TacForm is not the mission objective but a tool to help carry out missions

Tactical Formation Flying, like all flight, is fluidit is changing all the time

Why Use TacForm? Online fliers can be quickly separated from their Leads

Often an undue amount of effort is required to get a Wingman into formation and keep him

there

Understanding TacForm will allow a better feel for geometry and engaged maneuvering

Because its fun and rewarding to be able to maintain support for each other, and

coordinate our actions

Should be practiced to the point where it becomes second nature which then allows a

combat pilot to concentrate on his first priority, engaging the enemy

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Tactical Formation Flying Execution


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Tactical Formation Flying Execution

How to Execute TacForm Flying:

Always flown by two jets (wingman) in Combat Spread (Line Abreast) Formation

All pilots must fly the agreed upon heading and airspeed

Fly at a Tactical Airspeed

About 350-450 KIAS

Flying at slow airspeeds is tactically unsound

Lead is critical to ensuring the formation is maintainable

Lead must fly smoothly and precisely, and be as informative as possible

Inform flight of critical information, like changes in heading, airspeed, and altitude

Lead must fly the jet on course and at the designated airspeed

Heading and airspeed control will be critical and make the wingmens job easier

Leads good flying will reduce Wingmans time spent looking at lead and striving for position

Wingman must take advantage of geometry and change sides and use altitude as he chooses

to allow a shorter and quicker path to the proper position

Wingmans job is to strive to be in formation no matter what happens

Wingman must learn not to wait to roll out of a turn to see if hes in position, but to anticipate

errors and make corrections during turns to arrive in position Simple join-ups, climbs, descents and cruise are not TacForm maneuvers

The 90 position is desirable as it provides each aircraft in the section the ability to use the

available turning room (3/4 -1.5 Nm) to turn into any attacker that threatens the other aircraft as

well as providing optimal visual coverage and good offensive fire power spread

Use MIL Power (Buster) and 4 G for ALL Turns as a standard

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Flying As Lead Of A TacForm Element


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Flying As Lead Of A TacForm Element

Leading the Element

Lead should strive for no more than about 3-5 deviation in heading and less than

10 knots in airspeed

Lead must always consider his Wingmen:

Call Afterburner and wait for Wingman to respond before selecting AB

Prevent the Wingman getting Sucked, or stuck behind the 3-9 Line unable to get back into

position

Avoid selecting idle to keep from forcing the Wingman to an Acute bearing in front of the

3-9 Line (90 bearing )

Be aware that the Wingman may need to fly slightly aft (approaching 30-45 or echelon) tosimplify the workload

May call the new heading on every maneuver until the Wingman gets good at it

All TacForm turns are executed on the wingmans reply Two

If the Wingy is grossly out of position, help out by briefly altering airspeed

TAC turns are normally 90 but can be 90 30

Lead would say: Cowboy 2 TAC left

Turn would be made to a 180 heading, 90 left of 270, the original heading

Other than 90 should contain a new heading in the call for the turn

For example: If lead is heading 270 and desires a non 90 degree turn,

Lead would say: Cowboy 2, TAC Left 200

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Flying As Wingman Of A TacForm Element


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Flying As Wingman Of A TacForm Element

Flying as Wingman

Try to avoid using afterburner, but do whatever is required to stay in formation

All TacForm turns are executed on the Wingmans reply Two

As Wingman, think ahead and get to correcting immediately

Use Bearing, Distance, Altitude (BDA)

Prioritize Bearing first

Use pitch attitude and throttle to achieve the correct 90 (3 or 9 oclock) bearing

Temporarily accept a change in Distance and/or Altitude in order to expedite correct Bearing

If You Get Sucked

Go nose low (zero G), increase power, and accelerate, trading altitude for airspeed rather than getting

sucked or taking an undue amount of time correcting bearing errors Turn back onto bearing

As the bearing approaches, convert your excess airspeed back to altitude and match airspeeds and throttle settings

with the Lead

If You Obtain An Acute bearing (ahead of 3-9 Line)

Use S-turns to correct:

Turn about 30-60 away from Lead followed by a turn back to original heading

This will decrease your down range travel relative to Lead who is f lying straight down range and force lead to move

forward on you as you move back towards the correct bearing Adjust magnitude of turn and amount of delay before turning back accordingly

The wingman will now be split wider than desired but at the correct bearing

Alternate S-turns away from and into Lead to assist with Split Distance

Strive for the 90 position

Utilize the 30-45 aft of the 3-9 line to simplify the workload

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TacForm Turns


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TacForm Turns

Tactical Turns

Tactical turns are the heart of TacForm flying

Typically a turn which changes the heading of the section by 90

Five Types

Check

Shackle

Delayed

Hook (180)

Cross (180)

Flown at MIL Power Setting

If at high altitudes or very with heavy/high drag factor jets, afterburner may be used

Flown with sustained energy

Completed without airspeed or significant altitude loss by the section

Use G and AOA to maintain airspeed

Climbs and descents are typically avoided

Manage airspeed with use of G and AOA throughout the turn

If getting fast:

Increase G and/or AOA to decelerate to target speed

If getting slow:

Reduce G and/or AOA to increase speed

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TacForm Check Turns


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TacForm Check Turns

Check Turns, 10-30

Lead turns to new heading whilemaintaining airspeed and altitude and

Wingman reacts and regains position If Turn Is Into Wingman:

Tendency is to create an acute bearing S-turn away 45-60 more than the new

heading followed by a turn back into thelead and adjust as necessary for correctbearing, then distance, then altitude

Check turns away from Wingman willnormally cause a sucked condition Get nose down and turn to the new

heading while accelerating

Obtain 50-150 knots excess and driveback to the bearing, trading the excessairspeed for altitude.

This will often put him tight and once on

bearing he can make a 10-15 turn awayto obtain correct split

A heading will be called out Cowboy 22,check left 210

Any turn greater than 30 should be amodified TacForm Turn

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TacForm Shackle


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TacForm Shackle

Shackle Called that because it looks like a shackle of a chain

Used to:

Swap sides Check sixes

Redress Formation if the Wingy is excessively acute or sucked

Change heading

Call: Cowboy 2, shackle or Cowboy 2, shackle 210

Both fighters commence turn into each other for 45 of turn,then go wings level

Upon crossing flight paths, commence turn back to original

heading Note how long from going wings level to the pass and delay the

turn back to original heading for that amount of time

If Wingman is acute: Lead will turn enough to swap sides while the Wingman turns more

than 45 in an aggressive S-turn to stop his downrange travel andtry to get back aft to the bearing

If Wingman is sucked:

Lead will turn while the Wingy flies straight ahead, going downrange and making up for being sucked

In general: The Wingman in front should turn more than normal (50-70)

The Wingman behind should turn just enough to get on the otherside of the guy out in front

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TacForm Delayed Turns


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TacForm Delayed Turns

Delayed Tactical Turns One fighter turning while the other delays and then turns

Two types:

Turns into the wingman Turns away from the wingman

Lead initiates all turns, but Lead will not always turn first The Outside Jet (the jet that the section will be turning away from) will always turn first

TAC turns are normally 90 but can be 90 30 Lead would say: Cowboy 2 TAC left

Turn would be made to a 180 heading, 90 left of 270, the original heading

Wingman Split Right, Lead desires a 90 left turn (away from the wingman)

If Lead were to turn first, wingman is placed into trail position, which is not desirable

Wing will turn first and after a delay lead will follow

The delay is 1-3 seconds and is often hard to see Use the Look Closer (l) View

The Wingman turning first (Outside Jet) can make a call prompting the other Wingman to turn until thatpilot gets comfortable with the timing

If Inside Jet (second to turn) continually rolls out acute (in front of the 90 bearing on lead)

Delay longer If Inside Jet (second to turn) continually ends up sucked when the maneuver is completed

Turn Earlier or Pull more G

Once on the new heading wingman maneuvers to regain correct position

Wingman Split Left, Lead desires a 90 left turn (Into the wingman)

Lead Turns first and wingman will follow when leads nose passes through wingmans flightpath

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TacForm Delayed 90 Turn


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Used Only When In Line Abreast Formation

Use MIL Power (Buster) and 4 G for all

turns Lead initiates all turns (with TAC right or

left call)

At low altitude, Wingman Never stacks

lower than the Lead

TAC turns are normally 90 but can be 90

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Lead would say: Cowboy 2 TAC left

Turn would be made to a 180 heading, 90

left of 270, the original heading

Other than 90 should contain a new

heading in the call for the turn For example: If lead is heading 270 and

desires a non 90 degree turn,


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Other than 90 should contain a new heading in the call for the turn or

specify amount of turn

For example: If lead is heading 270 and desires a non 90 degree turn,


TacForm Hook Turns


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TacForm Hook Turns

Hook Turns

An engaging type turn

180 30

Same as a Tac Turn but both fighters turn

simultaneously and in the same direction for

180

Maintain the briefed airspeed and altitude using

MIL power and G to avoid airspeed changes

The wingman must regain a tally early on andcorrect for any incorrect position

Cowboy 2, Hook LeftTwo (If not 180

add a heading to the call)

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TacForm Cross Turns


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TacForm Cross Turns

Lead Calls Cross Turn Wingman deconflicts by flying high

Used Only When In Line Abreast

Formation Use MIL Power (Buster) and 4 G for

ALL Turns

LEAD initiates ALL turns

At low altitude, Wingman NEVERstacks lower than the LEAD

Turns of 180

Used when an immediate threat isfound in the rear quadrant

AB is used and the nose is placedabove or below the horizon tomaintain tactical airspeed for best turn

Both fighters turn at the same timeand maintain airspeed with pitch

attitude while pulling max G The turn is made into each other with

the wingman passing over the top oflead and both rolling out on areciprocal heading in spread

Cowboy 2, Cross turn

If a turn other than 180 is desired,add a heading to the call

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Formation Egress & Landing


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Formation Egress & Landing

Formation Egress

Egress shall be flown in accordance with formation procedures with lead calling the

altitude, airspeed and heading to follow

Flight members will maintain position on lead

Lead will direct engagements on egress as required to fit the tactical situation

Formation Landing

Formation landing will be conducted at the discretion of the formation lead

Weather requirements The field will be under VFR conditions for an overhead approach

Straight in approaches may be flown in any weather

The formation lead will determine spacing requirements for landing when the weather is

below a ceiling of 100 feet and visibility of mile or less

Aircraft status

All aircraft landing according for these procedures will be without any caution lights as aresult of combat damage or system failures

Any warning lights shall require the pilot to declare an emergency landing with the tower

and land single ship

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Straight-In Formation Approach Procedures


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Straight-In Formation Approach Procedures

Straight-in Approach Procedures

Lead will line up for a Straight-in Approach using the most expedient means

necessary to align with the landing runway course at 10 Nm from landing

steerpoint. This should not require any high-G turns for alignment at low speed or

altitude

Lead will fly at no less than 2000 feet AGL, 250 knots IAS to the airfield

When stable at the altitude and airspeed, Lead will notify wingmen

Once aligned with the runway, lead will fly 250 knots airspeed with the flight path

marker spotted on the runway over-run area 500 ft. past the threshold

At Short Final (10-5 miles)

The Lead pilot will fly at 2000 feet 250 knots until five (5) miles from the landing steerpoint

Upon reaching the five-mile point, landing gear will be lowered and the aircraft will

transition from 250 knots to landing attitude

Lead will touchdown on the downwind side of the runway, and when practical for safety

considerations, land long and carry speed through to the end of the runway

Wingmen will land on upwind sides of the runway spacing behind Lead so that collisionsof aircraft are avoided

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Overhead Formation Approach Procedures


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Overhead Formation Approach Procedures

Overhead Approach Procedures (refer to Lesson 2 for the graphic) Lead communicates Overhead Approach Procedures will be used prior to 10 mile initial

Lead indicates left or right break and aligns formation in echelon on the opposite wing from the

break Lead aligns the flight on 10 Nm initial, which is the landing runway heading at 350 knots IAS,

1500 feet AGL

Lead will commence a mid-field break turn The break will be communicated to wingmen via a radio call

The break turn will be flown at 60 degrees of bank, 6Gs

The break will be a level turn with decreasing airspeed and 180 of turn

Roll out of the break turn will be at 180 from runway heading, 1500 ft AGL, 220 knots IAS (on

downwind). Fight members will fly the downwind leg past the end of the runway for a distance of to mile

Fight members will extend the landing gear upon flying abeam the approach runway numbers

The turn to final will be communicated to the formation via a radio call

The final turn shall be flown at constant bank and turn radius as required to roll out onto short finalaligned with the runway at not less than 500 feet AGL

Upon rolling out on short final, deploy the speed brake (if not already deployed) and reach landingattitude

Upon hearing Leads break call, Wingman #2 will count four (4) seconds and commence break Each subsequent Wingman will wait for the break call from the proceeding Wingman, countfour (4) seconds and initiate the call and break

Each formation member will provide adequate spacing from the proceeding aircraft in formation

Lead will touchdown on downwind side of the runway When practical for safety considerations, land long and carry speed through to the end of the runway

Wingmen will land on alternating sides of runway utilizing safe spacing behind lead

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Mid-Air Refueling: Finding the Tanker


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Mid Air Refueling: Finding the Tanker

Conventional Wisdom: Refueling takes good hands andnerves of steel , Nah Its just flying Formation withanother jet!

Finding the tanker: Up Front Controls:

Check that the CNI knob is in UFC

Query AWACS for the bearing and TACAN channel for the tanker

Select T-ILS on the ICP to call up the TACAN DED Page

Set the TACAN channel for the tanker. Key it in to the scratchpadusing the ICP keypad and then ICP ENTR

Hint: If you dont know the tankers channel, start with 126 and workbackwards

Press the DCS SEQ to switch modes from TR to AA/TR

Use the DCS to get to the TACAN scratchpad and key in ICP0, then ICP ENTR to switch Band from X to Y

Youre set correctly when the HSI activates (no distance error f lag)

Dial in the approximate course on the HSI

Line up the Course Arrow with the Red Bearing Pointer

Course Error Flag is set because you are tracking a movingtarget

Backup Controls: Set the CNI knob to backup

Query AWACS for the bearing and TACAN channel for the tanker

Dial the tanker frequency into the TACAN channel selector

Dial in the approximate course on the HSI

Line up the Course Arrow with the Red Bearing Pointer

Course Error Flag is set because you are tracking a movingtarget

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ScratchpadMode: TR or AA/TR

TACAN Band: X or Y

T-ILS Button 1

Use DCS SEQ to switch Modes

0 and ENTR will

switch Bands from

X to Y

Mid-Air Refueling: Communicating and Approach


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Mid Air Refueling: Communicating and Approach

Approaching the tanker

Verify Master Arm switch in Off or Simulate

Obtain a radar lock on the tanker

Gives you info on the tanker at all times

course

Speed

altitude

closure rate

The tanker may call buddy spike

Switch to ACM Vertical radar mode when within10 Nm

Set DED to Bingo page,

allows you to monitor fuel flow when connected.

Within 10 Nm of the tanker

Notify him of your intent Request Fuel (y 1)

Always start your refueling evolution with this call The tanker will fly a racetrack pattern normally

100nm in length

Get close to the tanker before you make this call

Open the refueling door just prior to making the

ready to Take Fuel call.

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Mid-Air Refueling: Communicating and Approach


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Mid Air Refueling: Communicating and Approach

Call Flight to Echelon Left Formation

Flight lead (generally) calls the tanker for gas.

The tanker clears #1 to the pre-contact position. The tanker will clear #1 to contact position once hes stabilized in pre-contact.

Once topped off or no more fuel is desired (manual disconnect), pilot calls

Done with y-3 command, drops the nose and moves off to the right.

(If the pilot wants more fuel after a manual disconnect, call tanker with y-2.

Upon completion, call done. )The pilot moves to the reform area.

DO NOT PULL THE THROTTLE BACK TO DISCONNECT FROM

THE TANKER.

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Mid-Air Refueling: Approach [Contd]


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Mid Air Refueling: Approach [Cont d]

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Master Arm OFF

Closure Rate (11 kts)

Target Speed (304 Kts)

Target Course (032oT)

Target Aspect (0)

Fuel Flow Rate

FPM on 0o

Pitch line

Range to tanker (tens of

feet) 013 x 10 ft = 130 ft

Mid-Air Refueling: Pre-Contact Position


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Mid Air Refueling: Pre Contact Position

Begin closing the tanker from his 6oclock with 10 knots of closure forevery 1000 of range to the target

Example: At 1 Nm (6000) you should have about

60 kts of overtake speed advantage overthe tanker

Gradually decrease speed as you close

As you close, you can switch to 10 x 60ACM radar mode to assist maintaining

lock Pre-contact Position: Stabilize 50 feet

behind and 50 feet below the boom Level

Steady

Select RF Inhibit (nose cold)

Communicate Ready to take fuel call (y2)

Call Ready to Fuel (y 2)

At this point the direction lights willactivate.

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KC 135

KC 10

Mid-Air Refueling: The Connection


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Mid Air Refueling: The Connection

Increase overtake to walking speed

1-3 knots, slowly creep into position

Keep checking closure rate

Fly beyond the boom

Maintain altitude by keeping the

FPM on the 0 pitch (horizon) line

Do not fly off the tanker or boom

The Tanker and Boom are moving

independently - the Boom Operatorflies the boom to connect to you

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Listen to the boom operators callsWatch the director lights to get into position

The lights tell you where to go, NOT where you are now.Get the right sight picture in your canopy

Use the Forward Up 2D Cockpit view to align the tanker just above the

upper rim of the HUD and drive until the boomer connects to you Fuel flow rate is one check you can use to verify your at a constant closure rateMake only minute corrections with the stick and throttle. AdjustWatch...Dont overreact! Be patient!

You dont connect to the tanker, the tanker connects to YOU!

Mid-Air Refueling: Refueling and Disconnects


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Mid Air Refueling: Refueling and Disconnects

Refueling and Disconnects

If a disconnect occurs:

Boom operator may reconnect immediately again

Remember: Hands Off! No sudden moves!

If no reconnection, make small adjustments to work back into position using lights and

boom operators calls

If reconnection does not occur and the picture starts to fall apart:

Reduce throttle a little

Reposition at the Pre-contact Position

Refueling takes several minutes in realistic refueling mode, depending on your fuel stateand tank configuration

When topped off, the tanker will automatically disconnect

Carefully push the nose down to gain altitude separation

Move to the right and climb to position off the tankers right wing

Communicate Done Refueling (y 3)

Releases tanker to refuel other aircraft

If Wingmen need to refuel, take station on tankers left wing

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Mid-Air Refueling: Contact


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Mid Air Refueling: Contact

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Centerline of Tanker

Down/Up Directors Forward/Aft Directors

Too Far Aft - Move Forward

Too Far Fwd - Move Aft

OK Fwd/AFTOK Up/Down

Too Low - Move Up

Too High - Move Down

KC-135s can only offer boom

operator calls for lineup - No

Director lights

Mid-Air Refueling: The Reward


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Mid Air Refueling: The Reward

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The reward for

patience is

more gas

Normal Fuelling Pattern


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Normal Fuelling Pattern

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Quick Flow Refueling Procedures


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Q g

Quick Flow Refuelling is conducted to reduce the time required for a flight to

fuel.

The major difference between Quick Flow and Normal refuelling procedures is the

On Deck position as shown in the diagram below.

DO NOT PULL THE THROTTLE BACK TO DISCONNECT FROM THE TANKER.

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http://freebirdswing.o

rg

Jan 2004

Normal Refuelling Quick Flow

Mid-Air Refueling: Multiplayer Considerations


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g p y

When flying in Multi-Player refuel using the following procedure:

1. The Lead makes the request for fuel (Y 1). He should make the call when the entire

flight are all within 10 miles of the tanker.

2. Calls outside of 10 miles will be answered either by the tanker with an Unable call orby AWACS with information for AA TACAN, bearing and distance to the Tanker).

3. Once each pilot is fueled it is imperative that he call off the tanker (Y3) to allow

refueling clearance for other pilots/flight to refuel.

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Lesson Summary


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y

You should now understand the reasons for formation flight

Understand how to

Fly in formation through various flight maneuvers

Switch into different formations

Get into position quickly

Make the In Position call

Perform the standard departure technique

You should now understand the need and techniques to integrate cockpit

operations with visual and radar search

You should now be aware of the techniques used to perform Mid-Air

Refueling

You should now be very comfortable withy comms and using brevity

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Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling

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Transcript of Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling