RedStar Pilots Association Formation Ground School€¦ · 2011. 9. 6. · May 2008 RedStar Pilots...

May 2008 RedStar Pilots Association 0

RedStar Pilots Association

Formation Ground School


RPA Formation Ground School

RPA recognizes that this basic formation ground school provides a great deal of information in one day. Take breaks as

often as required.

Please reference the RPA FORMATION MANUAL to support the information

contained here. This presentation does not cover all critical information!

Updated: June 2008 Version 2.2


RPA Formation Ground School

This presentation reflects the most up to date training tools and concepts(RPA 6/2008 manual)

Estimated presentation time is 4.5 hours

Remind facilitator on the hour as needed


RPA Formation Ground School Overview

Part I: Policy and Program

Part II: Basic Fingertip Defined

Part III: The Core Maneuvers Explained

Part IV: Pitchout and Rejoins

Part V: Flying Extended Trail

Part VI: Basic Formation Principals

Part VII: Abnormal/Emergency Procedures


RPA Manual Version 2.2 Overview

The Manual

Ch 1: Basic Formation Principals

Ch 2: Two Ship Basic Maneuvers

Ch 3: Two Ship Rejoins

Ch 4: Extended Trail

Ch 5: Four Ship

Ch 6: Abnormal Procedures

Appendix A: Formation Visual Signals

Appendix B: Glossary

Appendix C: Briefings and Debriefings

Appendix D: Program Policy and Forms

Available at: www.flyredstar.org


Website Overview

The Website: www.flyredstar.org

“FLY-INS”

Find a training clinic, create one or register for one

“Events” What to bring, how to host

“Formation” Download forms (FPR/EVAL)

Obtain the manual

Find check pilot & Instructor rosters

Find fellow FAST qualified in your area


PART I

FAST Organization and Program Policies


FAST Program Origination

Concept started at National Warbird Operators‟ Conference in 1993

Developed standards

Set policy

Created standardization materials

Interface with the FAA (FAST CARD)


Signatory Organizations

RedStar Pilots Association Commemorative Air Force Canadian Harvard Organization North American Trainer Association T-34 Association EAA/Warbirds of America Air Power West Classic Jet Aircraft Association Lone Star Flight Museum Valiant Air Command New Zealand Warbirds

FAST BOARD

Formation Standardization Programs, Policies and

Documents


Signatory [RPA] Organizational responsibilities

Maintain formation proficiency records (FPRs) and update online formation database

Maintain check ride records

Track currency

Issue annual F.A.S.T formation cards

Publishes training programs, Materials, etc.


FAST Documents

Signatory Approved Formation Manual

Wing Pilot Practical Test Guide

Lead Pilot Practical Test Guide

Formation Flight Test Evaluation Form

Formation Proficiency Report (FPR)

FAST Foundation & Principles (V.21)


FAST [RPA] Qualification Levels

Wing Pilot

Lead Pilot

Check Pilot Note: RPA has a Patched Formation

Instructor Program for training events/clinics


Wing Pilot Qualifications

Private pilot

350 hours total time (250 with Comm Lic.)

10 Hours of logged formation time

Flight test recommendation by current Lead or Check Pilot

Member of signatory organization

Pass check ride (See FF&P for complete list)


Lead Pilot Qualifications

Private pilot

500 hours total time (350 with CFI/Mil IP)

30 hours logged as FAST Wingman

Complete signatory formal training course

Flight test recommendation by current Lead or Check Pilot

Member of signatory organization

Pass check ride (See FF&P for complete list)


BASIC CONCEPTS OF

CLOSE FORMATIONDEFINED

PART II


The Bearing Line vs. Sightlines


The Bearing Line

Measured off of the nose of the lead aircraft

Approximately 30° angle for Yak/CJ

Bearing line deviation

Acute = forward of the bearing line

Sucked = aft of the bearing line


The Bearing Line

And you won‟t see your desired sightlines…


Fingertip Visual References: CJ-6

Lateral reference for “THE BEARING LINE” Maintain sight line from Lead‟s canopy bow

through the inboard trailing edge of Lead‟s aileron, Tail sightline will help establish a desired minimum

3 foot lateral wingtip clearance: consult your IP for several references.

Vertical reference for “STACK DOWN” Maintain full profile view of the fuel drain cover

(dome) on Lead‟s belly Or, on other aircraft types, keep both upper and

lower surface of Lead‟s wing in sight


Fingertip Visual References: Yak

Lateral reference for “THE BEARING LINE” Maintain sight line from Lead‟s trailing engine cowl

opening through the inboard trailing edge of Lead‟s aileron.

Tail sightline will help establish a desired minimum 3 foot lateral wingtip clearance. Consult your IP for several references.

Vertical reference for “STACK DOWN” Maintain full profile view of the oil cooler cover on

Lead‟s belly Or, on other aircraft types, keep both upper and

lower surface of Lead‟s wing in sight


Fingertip Sightlines


Formation Composition, 2-Ship

2-Ship – 1 Element

Basic building block

#1, Lead

#2, Wing


Formation Composition, 4-Ship

4-Ship – (2 elements)

#1, Lead

#2, Wing

#3, Deputy Lead

#4, Wing


Fingertip: “Finger Four”


Changes to flight configuration are executed from Fingertip/Finger Four position

If in a configuration other than fingertip, Lead will regroup in fingertip before moving to a new configuration

Exception is Trail Formations: Close Trail to Extended Trail Formations

FAST RULE #1:


3 Ship Formation Composition:Phantom Four


#1, Lead

#2, Wing

#3, Deputy Lead

#4, Phantom Four

Referred to as the “VIC”


3 Ship Formation Composition: Phantom Two


#1, Lead

#2, Phantom Two

#3, Deputy Lead

#4, Wing

Referred to as “Phantom Two”

Principally for training and Wing Evals


Formation Composition Qualifications

Flight Lead: Most experienced, Lead qualified.

#2: Wingman

#3: Deputy Lead (Lead Capable)

#4: Wingman

Do not put non-formation qualified pilot or inexperienced pilot as Flight Lead Exception in training!

Instructors: Practice lead changes!


Station Keeping 101


Establish & Maintain your Sightlines

Make constant, small corrections

Relax the “Death Grip” & “Wiggle Thy Toes”

Generally correct in a logical sequence:

Correct to the bearing line

Correct vertical stack

Correct lateral spacing

Station Keeping 101


Station Keeping 101: Turning In Fingertip

Altitude and radius are changing

Turns away from Wing: Add power &

increase pitch (climb)

Turns toward Wing: Decrease power & decrease pitch (descend)

PTG: 45 degrees AOB


Recognition: Continuously and quickly correct back to THE LINE Think: “small, timely corrections”

Anticipate, anticipate, anticipate

Use trim to your advantage

Correct Hand Position on stick/throttle

Oh yea; Relax, relax, relax…

Station Keeping 101


Part III

The Core Formation Events and Maneuvers


Part III

Will discuss each maneuver in the normal flight sequence

Will cover Position References

Visual Signals

Radio Calls

How to perform the maneuver


Typical Training Profile

Formation Takeoff

Route Formation

Cross-unders

Wing-work (station-keeping)

Close Trail

Extended Trail

Echelon turns

Pitch-out / Rejoins

Recovery (overhead or element landing)


Most important part of the flight

Sets the tone for the whole flight

Lead will use the RPA Briefing Checklist

Brief the plan

Fly the plan

Flight Briefing


Time Hack

Establish Mission Objectives

Weather & Environmentals

Sequence of Events and standards to be used

Contingencies

Mission Specifics – Details on how to achieve the objectives.

Wrap Up & Final Questions

Mission Briefing: The RPA 7 step briefing format: Manual Appendix C


Briefing Highlight:Communications

Always brief a communication plan

Brief all frequencies if local flying

Initial check-in generally after engine start on Tac-1

Frequency change protocol

Use of “Go”: Acknowledge in sequence(“check out”)

Use of “Push”: Switch without acknowledgment


Engine Start Hand Signals

“Thumbs up” passed up the line to Lead when ready to start

Lead points skyward and rotates finger

Pass signal down line

Lead gives exaggerated “head nod”

Push start button when Lead‟s chin hits chest


Taxi

In Sequence

Spacing:

In trail: 4 Ship Lengths

Staggered: 2 Ship Lengths

Tail Dragger: Extend & Weave.


Run-Up

“Thumbs up” passed up the line to Lead when ready to run-up


Pass signal down line

Each pilot performs run-up

“Thumbs up” passed when OK for T/O


Line Up Options


Interval Takeoff

Narrow Runway Operations (60/75 ft wide)

Line up in split elements

Individual takeoffs using rotation interval

Steer to centerline after brake release

Wingman roll at leads rotation/confirmation of liftoff.

If runway is 100 feet or greater (100/150/300 ft wide)

Line up in split element, offset element or echelon as desired

Individual takeoffs using timed interval for nosewheel aircraft.

Use “Rotation” for Tailwheels and all initial student training.

Timed Intervals: No less than 6 seconds

Maintain your side of centerline at all times


Element Takeoff

Training requirements: 100 feet or greater

20 ft wingtip clearance

Dry

Xwind 5 knots or less/no gust

Power settings, Speeds Establish in briefing

Depicted: Split Element Lineup


Element Takeoff

Runway Position Lead downwind wind

No wind: As desired

Wing in acute position Just aft of 3/9 line

Yak/CJ: Line up gear with pilots head

4 ship position options: Split Elements 100-500 feet split to

avoid prop/jet blast (as depicted)

Offset Elements option

Echelon option


Element Takeoff Visual Signals

Wing Pilot looks at Lead when in position on runway and nods head “I‟m Ready”.

Everyone's nose wheels straight? Call it out if not


Wingman nods head in acknowledgment

Lead & Wing run engines up (briefed setting)

Wingman nods head when run up complete

Lead gives exaggerated head nod down

Release brakes when Lead‟s chin hits chest

Lead sets briefed Takeoff power smoothly


Element Takeoff Roll Execution

Match Lead‟s rate of acceleration One time wingman radio calls:

“Raven Give Me One” “Raven Push It Up”

Going acute: “You have the lead on the left/right” But only temporarily; lead will regain formation integrity when

able.

Going sucked: Fly your airplane! If significantly aft, retract gear when safely airborne & regain

formation integrity


Element Takeoff Execution

Match Lead‟s rotation

Remain acute and stack level until after gear retraction

After safely airborne, Lead initiates gear retraction with a thumbs up, followed by upward head nod for execution

Lead then sets climb power


Rejoins After Interval Takeoff

Straight ahead or turning

Which side #2 always joins on inside of turn

#3 and #4 always join opposite #2

Straight ahead – as briefed

Rejoins in Part 4 of this Ground School


Cross-Unders


Cross-Under

Used to move aircraft from one side of Lead to the other side

Set up flight for pitch out maneuver

Get Wing out of sun

Give Wing a change on cross country trip


Cross-Under Signals

Cross-under #2

Single, raised fist

Notify #3 first

Cross-under #3 & #4

Fist help up & pumped twice

RPA Standard is hand signals: Wing Dip is option if briefed beforehand.


Cross-Under Execution

Three part, wings level maneuver

Reduce power, move down and back

Add small amount of power, change heading to move across to opposite side, maintaining nose to tail clearance

Add more power, move forward & up into position


Cross-Under Execution


Route Formation

2 – 4 ship widths…to 500 feet

“Abeam to no further aft than the bearing line”

Trend Note: When sent to route, move out, not aft


Route Formation

WHY ROUTE? Checklists and “Ops Checks”

Better lookout

Long Cross Country flights to relax

Holding airborne during airshows

Wing Pilots move out to maintain lateral separation. 2-4 ship lengths for checklists and

frequency changes


Flying Route

Lead use moderate bank turns (60 degrees or less AOB)

Wingman on the inside of the turn stack just low enough to see lead

Wingman on the outside of the turn use echelon references to avoid large power req.

Do not “creep” back to fingertip (common error) or rejoin unless requested by lead


Flying Route

Keep your 2-4 ship interval until directed otherwise and don‟t slide aft…


Echelon


Echelon

All aircraft on the same side of lead

Used for:

Pitch outs

Traffic pattern

Airshow Display


Turning In Echelon

All aircraft pivot on longitudinal axis

Fuselage of Lead aircraft and aircraft ahead split the horizon

Do not unload in echelon

Training: Up to 45 Degrees AOB


Close Trail


Close Trail Signals

Go To Close trail

Fist held up, thumb extended, motioning to rear

Optional: Porpoise Nose

Reform from Close Trail

Wing Rock or radio call

Reform to your last position


Close Trail

Close trail

Wing aircraft is “welded” to Lead and moves as one aircraft

Use power to maintain position

Minor lead and lag may be called for

Do not unload aircraft in close trail

Training: 45 Degrees of Roll


Close Trail Visual References:

Lateral reference

Wingtips of leading aircraft superimposed on canopy bow (CJ-6)

Wingtips extended beyond bow (Yak-52)

Vertical reference

Leading aircraft 1/3rd of the way down from the top of the canopy bow


Close Trail Visual References


Diamond Formation


Diamond (#4 in slot) 4 fingers held up

Fist held up with thumb extended, motioning to rear

#3 acknowledges Lead, signals #4

#4 calls when in position: “Red 4‟s in”

Rejoin from diamond Lead makes radio call, or

Lead rocks wings

Diamond Execution


Diamond Execution

#4 performs cross-under behind #3

#4 then moves to position directly behind Lead (close trail)

Training: Max 45 degrees of roll

Wingmen Caution: Do not “collapse” on slot (#4) during maneuvering


Lead Change

Perform in route formation

Prebrief lead changes

Two Options:

Radio

Visual signal

A stabilized platform is most important


Lead ChangeVisual Signals

Lead will configure the flight in route for the lead change

Lead will point at aircraft assuming lead and point repeatedly forward.

Wingman will acknowledge, move abeam and confirm lead change by patting head with left hand, followed by a forward pointing motion

New lead moves forward and assumes lead Call for check in


Formation landing Procedures and Recovery

Intermission: Need a Break?


Formation Recovery

Single-ship recovery options

VFR pattern

Overhead Pattern

2-Ship (element) Formation Landings

Note: All turns in the traffic pattern or maneuvering to the straight-in are echelon


Recovery Option 1: VFR Pattern

Trend Item: Confusing AIM VFR Pattern terminology with RPA Overhead Procedures

VFR (GA) pattern aircraft are not familiar with overhead terminology

Do not report “Downwind” when setting up for the initial for overhead (covered next)

When in doubt of traffic; ask for position, fly-through, hold or enter/fly the VFR pattern.


Recovery Option 1: VFR Pattern

Several options to Take Spacing: Flight may enter the downwind VFR pattern in echelon

Configure in echelon on downwind

Radio call: 3 or 4 ship

Visual signal: 2 ship

Turn base for landing in sequenced interval

Note: Tower controlled airports may need clarification of this procedure.


Recovery Option 2:Overhead Traffic Pattern


Lead configures flight in echelon.

Lead points skyward & rotates finger

Lead holds up number of fingers to signify break interval in seconds:

Nominal is 5 seconds, creates a 10 second interval on downwind

Overhead Pattern Execution



The Break from Echelon: Lead pitches level over the numbers (no

wind), reduces power

Wing Pilots pitch level at interval

Lead drops gear on downwind abeam numbers

Wing Pilots drop gear when wings level on downwind


Lead extends flaps coming off the perch

Wing Pilots extend flaps coming off the perch

Lead makes continuous descending turn to final at briefed approach speed

Wing Pilots make continuous descending turn to final, establishing landing interval 1500 ft staggered @ 10+ seconds

Jets use 3000 ft / 6000 ft respectively



Lead lands long on cold side (100 ft runway or greater)

Each Wing Pilot lands on alternating sides of runway

1500 feet spacing at threshold

Pilots automatically “clear” preceding aircraft to cross to Cold Side.

If you have a problem (brake fade, etc.) call it out and intentions.

Lead assembles flight for taxi to ramp

Overhead Pattern Staggered Landing Procedure


Lead lands long on cold side (or centerline of runway if conditions warrant), then moves to cold side (ramp exit side)

Each Wing Pilot does the same

1500 feet + spacing at threshold

<100 ft wide runway: No clear lane, increase interval

All aircraft normally taxi to end of runway to clear


Overhead Pattern Hot-Cold Landing Procedure


Narrow runway (60-75 ft)

Lead lands on centerline of runway

Each Wing Pilot does the same

Expanded interval must be maintained at touchdown With no clear lane, only option is the grass!

Interval expanded to prevent on runway collision!

All aircraft normally taxi to end of runway to clear


Overhead Pattern Centerline Landing – Narrow Runway


2-Ship Element Landings


2-Ship Element Landing & Signals

Used to recover NORDO aircraft, airshow recoveries, etc...

Recommended Training Requirements:

Dry 100 ft runway min (Yak/CJ/L-29/L-39)

Xwind 5 knots or less, no gust factor.

Coordinate for a straight-in for training.

Trend: Lead pilots giving inadequate time for configure and stabilizing in descent due to flying short finals from VFR pattern. Use a 3 degree glide path from 1000 feet AGL: 3+ mile straight in.


2-Ship Element Landing & Signals

Lead slows flight and signals for gear

Thumb extended from fist gesturing down

Gear extended when Lead‟s chin hits chest

Lead signals for flaps

Thumb opening & closing against grouped fingers

Flaps extended when Lead‟s chin hits chest

Wingman Note: Place hand on gear or flap lever on prepatory signal, execute on nod.


2 Ship Landing (cont‟d)

Final Approach

Lead aligns with downwind side of runway

Wing moves to acute position & stacks level when starting down with runway in sight.

Wing begins to acquire runway with peripheral vision to insure line up


2-Ship Landing (cont‟d)

Short Final Wing aligns with center of upwind side of runway

(20 feet minimum spacing)

Wing flares with Lead

Wing touches down with or just slightly beforeLead

Wing brakes lightly to attain spacing on lead

Wing calls “Raven 1 Clear” when safe (if lead must cross to wing side for exit)


Taxi In/Shutdown

Lead assembles flight clear of runway

Flaps retracted as briefed or on Lead‟s signal

Trend: Wingman rushing flap retraction on runway

Engine run-up on Lead‟s signal



Taxi In/Shut down (cont‟d)

Reduce power & shut down on Lead‟s signal Hand extended vertically & moved front to back

Slashing sign across throat

Mags off when Lead‟s chin hits chest


Debrief

Lead Pilot directs the debrief

Critique all aspects of flight with the goal of explaining the “what, why and how” of the sortie

Use flight number over pilots name

All pilots should feel free to ask questions and give additional information, not already covered, when called upon by the Lead Pilot


PART IV:The Pitch-Out and rejoin


Used to take spacing for Rejoinpractice, Extended Trail & for the Overhead Pattern for landing

Executed from echelon configuration

The Formation Pitch-Out


The Formation Pitch-Out


Lead holds up number of fingers to indicate break interval in seconds

Only #2 acknowledges

Subsequent aircraft use same interval

Lead “kisses” off


General Pitch-Out Execution

Lead turns away in a level maneuver, up to 60° of roll, 180° turn, G as required.

Rejoins/Extended Trail: Use an oblique turn only if needed for energy/airspeed.

Each aircraft breaks away at interval

Match lead‟s roll, G and flight path

Rejoins: Each aircraft calls “in” when level, directly behind preceding aircraft.

Extended Trail: Each aircraft calls in when achieving the desired interval and ready for maneuvering (Extended Trail will be covered in next the segment).


Definitions: Pursuit Curves


Definitions: 3-9 Line & Turn Circle

The Turn Circle is determined by bank angle, G and velocity, all affecting the

aircrafts turn radius


Aspect Angle vs.. Angle Off (Angle Off also termed Heading Crossing Angle)

“Aspect” or “Aspect Angle”

The angle measured from leads tail to your aircraft. For example, zero aspect is dead astern, 90 degree aspect is approximately abeam lead.

Aircraft heading has no impact on Aspect Angle, while Angle Off (HCA) is heading dependant


Aspect Angle Drill

Is the Wingman’s heading a factor in

describing Aspect Angle????

Is it a factor in describing Angle Off

or “Heading Crossing Angle”

(HCA)?

0

45

Heading 090

Heading 360


Recognizing & ManagingChanging Aspect

Aspect is Increasing;

How do you fix it?

70 Degrees

Desired Rejoin Aspect

45 Degrees

30 Degrees 1

2

3


Aspect Angle & Angle Off Quiz

What approximate Aspect Angle and Angle Off is shown by these

two depictions?


Managing Your Aspect

Bank angle controls your pursuit curve, and your pursuit curve changes your aspect Increase bank angle (or G) and pull lead

pursuit = Increases Aspect

Reduce bank angle (or G) and reduce lead/create lag pursuit = Decreases Aspect

Aspect angle reflects closure rate High aspect = High closure

Low aspect = Low closure


Introduction to:Formation Rejoins


PART V

Flying Extended Trail


Extended Trail

Fluid position, but avoid flying in lead‟s six. No closer than 200 feet or KIO/breakout Use pursuit curves, not power, to

manage aspect and control normal closure. Evaluated using wingovers with max bank

angle of 90 degrees.

**Instructor Topic: Aerobatics in Extended Trail


PART VI

Basic Formation Principals


PART VI:TOPICS

Covers…

Pilot Responsibilities for Wing and Lead

Flight Safety Topics

Formation Communications

Fuel Management


Wing Pilot‟s Responsibilities

Follow and take direction from Lead

Maintain position

Work to improve formation skills

Maintain formation discipline

Provide Mutual Support


All Flight Lead Pilot‟s Responsibilities

Safe conduct of formation flight Situational awareness

Above average knowledge of the aircraft, its systems and performance limitations

Knowledge of the airspace and ATC environment

Knowledge of Wing Pilots‟ qualifications and limitations

Operational techniques to smoothly and safely lead a flight


FAST Lead Pilot‟s Responsibilities

Selection of Wing Pilots to fly in flight

Verify credentials

Verify condition to fly

Verify currency

Verify competency in type

Verify aircraft is airworthy

Verify all pilots have safety equipment


A good Flight Lead Always…

…sets power as briefed and generally leaves it constant throughout maneuver

…fly‟s a smooth aircraft; his/her roll rates are not staggered or never so rapid as to inflict undue pain and frustration on the wingmen

…thinks for his/her wingman – “wingman consideration” is displayed by the effective leader in setting power, selecting airspeeds, climb rates, etc.

…strives to maintain SA at all times. Where am I now, where am I going, and how do I get there…


The Flight Lead manages the Debrief…

Provide Instruction through debriefing

What happened

Why did it happen

How can it be improved

See the Flight Lead Seminar for further discussion…


All Pilots‟ Responsibilities

Mutual Support: Back each other up in flight

Be alert for malfunctions in other aircraft

Be alert for conflicting traffic

Be alert for obstacles

Know your limitations

Call “knock it off” if danger is imminent

Safety, Discipline, Attitude


Flight Safety Topics: Hot Items

Formation Takeoffs: Improper interval for element or single ship departures

No less than 6 sec Interval /10 sec Element Tailwheel aircraft always use rotation and liftoff due to forward visibility

restrictions

Wing rotating with near idle power to avoid overtaking Lead

Terminal Ops & Pattern Operations: Use of Route formation to promote traffic ID/Avoidance Proper and timely use of pattern radio calls – mixing overhead

and VFR Pattern terminology which leads to GA pilot confusion/traffic conflict

Pilot awareness of required minimum interval between aircraft It‟s NOT 5 seconds!

Landing with gear retracted – no “gear down” call or system checks (CJ/Yak: gear, flaps, air, prop, mixture)


Flight Safety Topics: Hot Items

Area Training: Brief and Respect of Hard Deck during training

Use of aerobatic, multi-plane extended trail with new students

Use Offset Trail, an in-plane exercise with new formation students.

don‟t teach new students pursuit curves through aerobatic flight!

Demonstrate range and aspect first- 300, 500 and 1000 feet visual references, see chapter 4 of the new RPA manual.

Extended trail is first a 2 ship FME exercise.

Timely decision in overshooting

Often late, should be made approaching route (2-4 shipwidths), not 30 feet!

Over shooting under leads aircraft (nose to tail overlap) is not passing for solo formation or qualification.


Safety Equipment*Required

Intercom system*

Ability to transmit from rear cockpit*

Parachute (*Aerobatic flight and instruction)

Nomex flight suit RPA clinic training policy*

Protective footwear*

Helmet


Collision Avoidance

Always keep lead in sight

Always maintain separation

Always closely monitor closure

Always consider wake turbulence

Never move ahead of your lead aircraft

Never go “belly up” to your lead aircraft


Safety Calls*

“Knock It Off” (KIO)

When a safety issue is developing

Not applicable to immediate hazards to flight (impending collision, etc. – in those cases, be directive and/or break out)

Who can use it?

What do you do if you hear it?*Not FAST yet


Safety Calls*

“Knock It Off” (KIO)

Anyone can call KIO

“Raven Knock It Off, Altitude”

Lead will acknowledge the call and all flight members will mirror his/her call”

“Raven 1 is Knock It Off”…”Raven 2 is Knock It Off”

Clear your flight path and await lead‟s instructions – do not stop flying formation!


Safety Calls*

“Terminate”

Non safety related termination of maneuvering

Examples of use

Training complete, Airshow Use…

Who can use it?

What do you do if you hear it?


Safety Calls*

“Terminate”

Wingmen use the word “request” for non-safety related termination calls

“Raven 2 request terminate, training complete”

If lead initiates a Termination acknowledgment, mirror the call”

Raven 1‟s Terminate…Raven 2‟s Terminate…

Await lead‟s instructions


Safety Calls*

“Blind” “Raven 2 is blind , 4500 feet”

If lead has visual, may direct wingman to “continue” or talk wingman‟s eyes back on lead

“Raven 1 is visual, your right two o:clock slightly high”

If both aircraft are blind, call KIO and direct at least 500 feet altitude separation.


The Break-Out

Four Reasons to Break-Out

Lose sight

Hazard to the flight

Get ahead of Lead

If directed to by Lead


Break-Out

Look for blue sky and pull with caution!

Radio call example:

“Raven 2 breaking out, blind 3500”

Lead‟s responsibility to reorganize the flight.

If you have the wingman in sight, use the term “visual” and be directive.


Flight Safety: The Hard Deck

“Virtual” ground level Minimum maneuvering altitude

Should be derived from current charts

High enough to allow reasonable chance of bailout or recovery from unusual attitude/aerobatic maneuver as applicable

Must be briefed on every formation mission

Call KIO if penetrated


Formation Communications:Visual Signals

Lead‟s hand signals are acknowledged with an exaggerated head nod.

When required to pass signals down, Wing Pilots do not look for acknowledgement

If you don‟t understand the signal do not move, lead will resend the signal.

Use a radio call if ambiguity is not resolved.


Formation Communications:Radio Procedures

RPA teaches a radio communications policy that is reflective of common practice in general FAST formation flight and strictly follows USAF/USN communication protocols designed for safety and brevity.

In all cases, Flight Leaders must brief deviations from this protocol based on the situation and all flight members must be disciplined in the application of proper formation radio procedures.


Formation Communications:Radio Procedures

Use BREVITY on the radios at all times

Use FULL CALL SIGN always for:

Who your calling (“Raven 2 go extended trail”)

Acknowledging a directive for aircraft movement or specific requests for information

When self announcing your actions

Use POSITION NUMBER only when:

Responding to simple instructions in-sequence Example: Frequency Changes and Check Ins.

Refer to the Flight Lead by position number (“Raven #1”), not “Lead”


Formation Communications: Frequency switching and check ins

Execute frequency switching from Route.

Unless briefed otherwise, Use position number in formation communications only when acknowledging simple instructions in sequence as directed by the Flight Lead: “Raven flight go 121.8”……“2”…”3”…”4”

“Raven flight check”………..“2”…”3”…”4”

If unsure of the call sign or reporting in out of sequence, use full word and number call sign.

Do not leave the frequency until all flight members have acknowledged.


Ops Checks and Fuel Management

“Ops Check” All in-flight checks performed from route

Check fuel, fuel balance and engine parameters. Report parameters as required.

Include G meter if applicable to flight

Flight Lead radio call and acknowledgment:

“Raven flight Ops Check, Raven 1 is 55”

“…2 is 45…3 is 55…4 is 50”


Fuel Management

“Bingo” Fuel state at which flight must terminate to return with legal minimums or as briefed by the Flight Lead

VFR Day: 30 Minutes Reserve

Generally briefed in „Time‟ - fuel remaining in minutes in dissimilar aircraft formations

Example report: “Raven 3 is bingo plus 5”

Do not overfly briefed bingo!


Fuel Management

“Joker” Above Bingo. Fuel state at which Flight Leader must prioritize tasks (mission objectives) to insure flight recovers with adequate fuel.

Example: Returning to the pattern with enough fuel for multiple Element Landings

Generally briefed in „Time‟.


PART VII

Abnormal & Emergency Procedures


Emergencies

Formation Takeoff: Element Departure

No sympathetic aborts unless required for safety

Call it out

Element aborts: be directive to wingman

Formation Takeoff: Interval

Staggered: Trailing aircraft will generally abort

Radio call is CRITICAL


Emergencies (cont‟d)

Immediately after takeoff

Engine failure / Forced landing

Emergency return

Chase ship request



Airborne / in the practice area

Nature of emergency dictates who should lead

Often emergency aircraft in front, but may be assisted by chase ship

Navigation, Communication, Etc.

One aircraft provides support, others may be dispersed by Flight Lead



Aircraft Damage Assessment (ADA Check)

RPA version of the military “BDA Check”

Only when fully coordinated!

Two damaged aircraft do not ADA one another

Hold position as wing inspects top, sides and bottom for panels, leaks and other damage



Chase Ship Procedures

Two damaged aircraft should not fly chase on one

another! Request assistance if able.

Wing fly 45 degree aspect no closer than required and never closer than route unless cleared for inspection purposes

Chase aircraft may provide all navigation and communication as required or requested

Avoid flying below or aft of damaged/emergency aircraft.



NORDO

NORDO will be led back to the field/alternate

If element landing qualified, land as a formation if able and safe to do so.

Alternate: fly a straight in and drop off NORDO no lower than 300 feet with landing clearance.



HEFOE signals (nordo only)

Hydraulic (Pneumatic for our aircraft)

Electrical

Fuel

Oxygen

Engine



Bailout/Forced Landing

Have a Plan – Take Command

Mark Position

Asses Condition

Identify nearest town or major road/highway

Communicate with ATC

Set a bingo to maximize coverage


Thanks!

Lets walk the ramp and look at:

Bearing line

Sightlines

Range (200 feet)

2 person groups should run through visual signals as required


Formation Ground School

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