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MOONEY CARAVAN
Nimis Brevis Vita Est Volare Tarde 1
FORMATION FUNDAMENTALS
2 Ship Formation Procedures
IAW Caravan Formation GuideMarch 2013
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Basic Formation Proficiency
The following formation events will be flown during the training clinics andpilots will need to demonstrate basic p rof ic iency in the fol lowing events:
Formation Communications
Lead/Wingman Responsibilities
Formation Ground Ops Element Takeoff
Demonstrate a safe element takeoff as the wingman
Fingertip Position
Safe, stable control w/in 1-2 shipwidths Recognize and correct closure rates
Note: you are no t required to f ly at 3 feet spacing!
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Formation Proficiency Items
Route Position
Ability to move from fingertip out to route and reform to fingertip
Safe, stable 2-4 shipwidths
Turns in Fingertip
Safely execute level turns while maintaining a loose fingertip position
Cross Under
Safely execute a cross under (slow/controlled)
Element Approach and Landing
Fly a stable approach while maintaining position on element leader
Recognize/correct deviations
Desired: on the wing till touchdown Safe: if out of position (aft) execute transition to single ship landing on
own half of runway
Pilots not comfortable landing on the wing will fly #3 position (36R/18L)
landing at OSH
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Safety
Safety Pilots
Your first flight in formation should be with a safety pilot in the right seat
Safety pilots are proficient formation pilots
Guide your training Ensure flight safety
Are NOT the PIC YOU ARE!
Always adhere to the FORMATION TRAINING RULES published in the
Caravan Training Guide
Additional Training Guide Critical Safety Procedures
Abnormal Procedures Section
Emergency Hand Signals
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Introduction
Why Formation?
Safely operate multiple aircraft in relatively close proximity
Flight Discipline
The foundation of safe formation flying
Requires strict adherence to preflight brief and a shared knowledge of formation
procedures
Begins with mission preparation and continues through all phases of flight
Flying proper parameters for the formation position/maneuver directed by lead
Benefits of Formation flying
Builds confidence
Develops teamwork
Improves self discipline
Broadens a pilots aviation skillset
FUN!
5Flight discipline breeds trust and trust enables pilots to operate aircraft in close proximity.
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FAA Pilot/Controller Glossary
FORMATION FLIGHT- More than one aircraft which, by prior arrangementbetween the pilots, operate as a sing le aircraft wi th regard to navigat ion and
posi t ion repor t ing. Separat ion between aircraft w i thin the form ation is the
respon sibi l i ty of the f l ight leader and the pi lots of the oth er aircraft in the
f l ight. This includes transition periods when aircraft within the formation are
maneuvering to attain separation from each other to effect individual control
and during joinup and breakaway. a. A standard formation is one in which a proximity of no more than 1 mile
laterally or longitudinally and within 100 feet vertically from the flight leader is
maintained by each wingman.
b. Nonstandard formations are those operating under any of the following
conditions:
1. When the flight leader has requested and ATC has approved other than
standard formation dimensions.
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91.111 Operating Near Other Aircraft
(a) No person may operate an aircraft so close to another aircraft as to createa collision hazard.
(b) No person may operate an aircraft in formation flight except by
arrangement with the pilot in command of each aircraft in the formation.
(c) No person may operate an aircraft, carrying passengers for hire, in
formation flight
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Safe Formation Flying
Formation flying is perhaps some of the most challenging and potentially
dangerous flying in civil aviation, much like aerobatics, it demands the
utmost pilot attention and skill.
Formation Skills:
Ability to execute a dynamic visual cross-check
Recognize changes in relative position
Ability to finely control ones aircraft
A clear understanding of ones own limits
The key to formation safety is f l ight disc ip l ine A disciplined Flight Lead instills confidence in his wingman
A disciplined Wingman is equally vital to the safe execution of the flight.
Nothing can be more dangerous than an ignorant wingman whos presence
poses a collision hazard to those around him.
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Situational Awareness
Absorb information from several different sources
Aircraft engine and navigation instruments Radio
Visual traffic and environmental cues
Anticipate what actions are needed
Decide best course of action
STAY AHEAD OF YOUR AIRCRAFT!
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The continuous observation of current conditions and, along with the
integration of previous knowledge, the ability to quickly form a coherent
mental picture to anticipate future needs and direct future actions
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Flight Lead Responsibilities
The Flight Lead is responsible for planning, briefing, execution, and
debriefing the flight
Focus on achievement of training objectives and safety considering the
capabilities of all flight members
Specific Execution Responsibilities
Executing Mission Elements plan/brief/direct all maneuvers Clear for the formation always ensure a safe flight path and altitude above
ground/obstacles
Plan Ahead modify mission profile as appropriate to meet training objectives
Monitor Wingman ensure wingman is maintaining proper position
Navigation
Communication transmit and receive all ATC communication for the formation
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The f l ight lead is ul t im ately responsib le for the safe and effect ive
conduct of the miss ion
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Wingman Responsibilities
The wingmans primary responsibility is to maintain flight path deconfliction
and proper position as directed by Lead
Maintaining formation integrity by executing the plan as briefed
Accomplish tasks as directed by Lead
Specific Execution Responsibilities DO NOT HIT LEAD
Keep Lead in sight
Be in position and on frequency
Clear for the formation
Back up Lead
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Wingman: Fl ight p ath deconf l ic t ion and pro per posi t ion
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Formation Communication
Clear , Concise Communications are the strongest indicator of flight
discipline and situational awareness
Effective Communication
Clarity Brevity
The Flights mission frequency is the Flight Leads tool for directing the
formation
Not a chat frequency
ATC Communication Flight Lead speaks for the formation
Pass callsign and formation type on initial check-in with each agency
LA Center, Mooney Flight, flight of 4 Moon eys, f ive thousand f ive
hundred, VFR
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Flight Callsigns
Civilian Formations single word callsign
Mooney Flight , Alpha Flight, N# Flight, etc
The word Flight must be used with all ATC communications
Within the formation individual members receive a single digit callsign Mooney Lead (or Mooney 1)
Mooney 2
Mooney 3
Mooney 4
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Inter-plane Communication
Mission (or Tactical) Frequency:
Lead will brief a mission frequency for all intra-flight communication
Leads primary method of directing the formation
Common mission frequencies:
122.75 , 122.95, 123.0, 123.45, etc.
Two step process attention and instruction/execution
Example: Mooney Flight, go route
Leads radio call will be acknowledged by wingman with callsign andposition number or position number (minimum)
Mooneys, go 123.0 , Mooney 2 , Mooney 3, Mooney 4
or
Mooneys, go 123.0 , 2 , 3 , 4
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Radio Frequency Changes
The most fundamental formation communication exercise, and most often executed
poorly, is switching radio frequencies. Nearly all of our GA aircraft are equipped with
two radios and as such these procedures are focused on using both radios to
effectively execute a formation mission. Using two radios ensures that one radio is
ALWAYS set to the formation interplane frequency. This allows all formation members
a constant means by which to communicate. The second radio will be used to cycle
through the appropriate ATC frequencies.
Check-in
FIRST TEST OF FLIGHT DISCIPLINE SETS TONE FOR ENTIRE
MISSION!
Screw it up = do it again!
Example:
Mooney Flight, Check followed immediately by 2, 3, 4
Additional situational awareness may be obtained by Lead specifying which
radio he is initiating the check-in on by adding
Mooney Flight Check, Mission or Mooney Flight Check, Ground15
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GO Comm
Radio frequency changes shall be initiated by Flight Lead using Go
followed by the numeric frequency to be used. If the frequency has been pre-briefed then the briefed frequency description (Ground, Tower, etc) may be
used, however this puts the burden on the wingman to reference his/her
lineup card to read the desired frequency. The frequency change using Go
will be acknowledged by all flight members. Each formation member then
sets the appropriate frequency and awaits leads check-in. A Flight check-in
is mandatory on the new frequency.
Lead: Mooney Flight, Go 124.55
Wingman:2 , 3, 4
Each pilot sets 124.55
Lead, on new freq: Mooney Flight Check
Wingman, on new freq:2 , 3 , 4
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GOComm is the Standard for Mooney Format ion
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Visual Signals
THE PRIMARY MEANS OF COMMUNICATION BETWEEN MOONEY FORMATIONFOR INITIAL TRAINING SHALL BE THE RADIO
Incorporate visual signals as students progress (pre-briefed)
Formation pilots will be familiar with visual signals in the Formation Guide
(Attachment 3).
GA cabin type aircraft severely limit the effectiveness of visual signal
Visual signals designed for bubble canopy aircraft with only one radio
Aircraft signals (wing rock) are can be easily identified.
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It is far better /safer for L ead to f ly smooth and p redictably w hi le
making a conc ise, direct ive radio cal l than contort h imself in
the cock pit in an effor t to pass a visual signal.
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Ops Check
Include and prescribed checklists (climb/enroute/descent) Period systems and fuel quantity checks Operational Checks
Procedure:
Accomplished in route formation (or not in close formation)
Briefly analyze fuel state, engine parameters
Use green to report systems normal (aka, in the green arc)
Fuel reported in minutes total fuel remaining
Mooneys, Ops CheckMooney 1, 120, green
Followed by wingman:
Mooney 2, 90, green
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Fuel Management
Flight Leads must always be aware of their wingmans fuel state
Joker Fuel Planning tool used by Lead to fuel available to complete primary mission
objective
Example: set Joker 20 minutes above Bingo to complete to allow
multiple approaches at destination
Formation members shall call Joker at briefed Joker fuel:Mooney 3, Joker
Bingo Fuel
Pre-briefed MINIMUM fuel state which allows for a normal recovery with
required USEABLE fuel reserves.
Technique: set Bingo to allow recovery at planned destination with1hr reserve
Example: RTB time 15 min + 1hr reserve = Bingo 1+15 useable fuel
remaining
Pad normal cruise fuel burn by at least 25% during formation flight
Increased throttle use / rich mixture19
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MOONEY CARAVAN
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Formation Departu re
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Formation Ground Ops
Step:
Once the formation briefing and crew briefs are complete the formationpilots will step to their aircraft as a team. No stragglers in promptly
getting to the aircraft in order to meet the briefed timeline.
Engine Start:
Flight Lead will brief engine start time and/or visual start signal based on
aircraft parking location. Formation members will ensure before enginestart checklists are complete prior to start.
Do not rush. If late to start inform Lead of the situation over mission
frequency when able. After engine start pilots will check ATIS/AWOS on
their own prior to check-in time. Wingm an wi l l be ready on br iefed
frequency for formation check- in.
Aircraft Configuration:
Wingman - anti-collision beacon ON and transponder in STANDBY
Flight Lead anti-collision/rotating beacon off to preclude being a visual
distraction for the Wingman. Lead wi l l carry the transponder code for the
f l ight.
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Check-In
The first test of flight discipline is the flight check-in
Lead will have with his formation and sets the tone for the entire flight.
Poor check-in, do it again until the formation gets it right!
Flight Lead will initiate with the call Mooney Flight Checkwhich must be
cr isply answered b y al l f light members in sequence2, 3, 4.
Technique: Build SA by adding Mooney Flight Check, Mission or
Mooney Flight Check, Ground.
The initial formation check-in will be made on the flights mission (tactical)
frequency.
This is Leads opportunity to ascertain the readiness of his formation.
If a formation member is not ready upon check-in then inform Lead.
Mooney 2 needs (x) minutes reasonLead will acknowledge thewingman and direct mitigating action. If a delay has been requested then
the aircraft initiating the delay will provide Lead areadycall when
ready to proceed.
When ready for taxi Lead will check the flight in on ground/Unicom for taxi
clearance. Lead will obtain taxi clearance and the formation will taxi to follow
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Taxi / EOR Lineup
The formation will assume proper formation position as soon as practical. Use atleast 1-2 ship lengths taxi spacing in a single file on taxiway
centerline.
Staggered taxi is not recommended on most GA airfields.
Lead will avoid highspeed taxi, DO NOT HASTILY TAXI A FORMATION.
Be aware of Leads propwash and increase taxi spacing if required. End of Runway Lineup:
Reaching the End of Runway (EOR) or designated run-up area Lead will
bid to offset taxiway centerline to the outboard side of the taxiway/EOR
and then make a 45 degree turn back toward centerline.
The wingman will match Leads position pulling up alongside Lead
Matching Leads nose position with respect to the taxiway. If the runup is
to be done on the taxiway, a good technique is to place the nose on the
centerline at a 45 degree angle. This will allow sufficient turn room to pull
ahead and continue taxi. (See next slide)
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EOR Lineup
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Run-up Checks
Aircraft Configuration Formation members will visually inspect each others aircraft
configuration IAW Leads brief
NO-FLAP is standard takeoff setting for Mooney (and Bonanza)
formations
Run-up:
Wingman signal Lead with Thumbs-up when ready for run-up
Extend arm on top of glareshield (make signal visual)
Lead will signal for the run-up (index finger extended vertically and
rotate)
Flight members complete run-up and before takeoff checks
Wingman relay Thumbs-up back to Lead when ready
Notify Lead on mission with issue
When run-up complete Lead will direct the formation to Tower for clearance
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Formation Takeoff Types
Element Takeoff
Lead and wingman release brakes simultaneously and takeoff together
as an element pair
Wingman maintains position on Lead at all times
Interval Takeoff
Wingman releases brakes at a briefed interval after Leads brake release
Used when winds , runway length, density altitude, and/or runway
width does not permit an element takeoff
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Element Takeoff
Formation Lineup Lead
Crosswinds
>5 kts place Wingman on
UPWIND side of runway
Crosswinds
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Formation Lineup Wingman
Acute Position
Forward of fingertip reference line
Align your wingtip with forward edge of Leads N#
Minimizes chance of wingman hitting Lead if Lead looses directional control
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10ft
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Takeoff Roll - Lead
Takeoff Roll Lead:
Give the run-up signal when Wing is in proper position, is looking at you inanticipation of run-up, and has given you a head nod.
Set power to the briefed setting and cross-check instruments one last time.
Loo k at the Wingmanto see if he/she is ready for brake release, as indicated
by a head nod.
The execution command to release brakes is a forward deliberate head nodby Lead.
As your chin hits your chest, simultaneously release brakes and smooth ly
advance pow er to the br iefed takeoff pow er sett ing.
A rapid advancement of the thro tt le wi l l cause the wingman to fal l back.
Lead wi l l give the w ingm an at least a 3-5 MP for similar engine horsepower
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Takeoff Roll - Lead
With ample runway available, do not rush the takeoff roll. Once the power is set, do not adjust the throttles unless the wingman
requests it.
Perform the takeoff, concentrating on tracking straight ahead while
monitoring the wingman with your peripheral vision.
With dissimilar aircraft in the formation or like-aircraft with significant
variations in configurations and/or gross weights, pilots must consider
individual stall, rotate, liftoff, and best climb speeds, as well as runway
required.
Unless required for safety, do not retract the gear and flaps until you confirm
the wingman is safely airborne, in position, and stable. Use the standard or
briefed gear retract signal.
If the wingman has fallen back significantly during the takeoff, the wingman
may retract his/her gear when safe to do so to assist in gaining an
acceleration advantage in regaining position unless briefed otherwise.
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Takeoff Roll - Wingman
When you have stopped in the proper position and are ready for run-up, lookat Lead and nod your head.
Acknowledge Leads run-up signal with a head nod (exaggerated). During
the engine run up, continue to primarily focus your attention outside the
aircraft with only short glances inside the cockpit.
Complete all checks. When ready for brake release, signal Lead with an
exaggerated head nod.
Release the brakes and smoothly advance the throttle when Leads chin hits
his/her chest.
Throughou t the takeoff rol l make thrott le adjus tments as required to
maintain fore and aft position on Leads aircraft.
MAINTAIN POSITION WITH THROTTLE! If a power and/or acceleration advantage or disadvantage is apparent,
request one additional increase or decrease in power from lead (e.g.,
Mooney 1, give me one or push it up).
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Takeoff Roll - Wingman
Rotate with Leads aircraft and concentrate on maintaining proper position.
A late wingman rotation could result in overrunning Lead
An early rotation could result in falling behind.
Duplicate Leads pitch attitude for lift off.
When both aircraft are airborne, maintain a stacked-level, acute position until
the gear and flaps are retracted, then move into fingertip.
In the stacked-level position, the picture is the same as when lined up on
the runway.
Confirm the gear and flaps are retracted.
If you fall back during the takeoff significantly and cant gain an acceleration
advantage to move back in to position
Rotate on your own and retract your gear and flaps when safe to do so.
Lead may delay his retraction momentarily in such situations to give you
a drag/acceleration advantage.
Be vigilant regaining position so as to avoid over-running / over-shooting
lead. 33
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Wingman Overrunning Lead
Lead:
Insure power is set and engine is operating normally. If Leads engine indications are abnormal Lead w i l l abo rt the takeoff and
maintain his side of the runway.
If continuing the takeoff, immediately pass the lead to the overrunning
wingman, Mooney 2, you have the lead on the left/right.
Perform and individual takeoff, the wingman now has the lead with #1responsible for flight path deconfliction.
Once safely airborne Lead be directive to maintain formation integrity.
Wingman:
If the wingman notices an overrun developing immediately call for Lead
to Push it up. Lead will increase power (2 MP should suffice).
If an overrun still occurs, wingman will maintain his side of the runway
and transition to an individual takeoff. Lead will offer the Lead,
acknowledge the call with your callsign, retract gear when safely
airborne and fly the briefed departure.
Fl igh t Lead w i l l maintain clear of the win gman and re-assume Lead on ce
clear of the traff ic pattern. 34
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Wingman Falling Behind
Far more common than an overrun and is normally due to a combination of a
late brake release/power application by the wingman and/or Lead using too
much throttle.
Lead:
When the wingman requests Give me one reduce power only 1 MP.
If the wingman cannot maintain position they will transition to an
individual takeoff. Lead should limit maneuvering until the wingman can re-attain position.
If possible, provide the wingman with some cut-off to assist in reforming.
Wingman:
If after adding power the wingman is still falling behind, call for Lead to
reduce power Give me one. If you continue to fall further behind, select maximum power, check
engine, and continue a individual takeoff.
Retract gear once safely airborne and smoothly attempt to reform in
fingertip on Lead.
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2 Sh ip Format ion Maneuvers
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The Caravan 3-Ship
Basic building block of all formations Element Leader and Wingman
Both the Mooney Caravan and B2Osh fly 3-ship Flights
2 Elements with a phantom 4 4 ship with #4 missing
Rationale
#3 does not need to be a qualified element leader
Enables Caravan to build a series of 3 ship flights using 50% less
qualified element leaders
Expeditious landing at Oshkosh
Lead and #2 Land as an element on the main runway
#3 splits off to land single ship on the taxiway
This section will focus on the basic 2-Ship flight (Lead and Wingman) and
serve as the fundamental skill set required by all Caravan pilots.
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Fingertip Formation
Objective
Maintain close formation spacing for arrival, departure, and maneuvers
Teaches the basic sightlines and aircraft control techniques required for
all formation flying
Description
Flown 30-45 degrees aft of Leads 3/9 line with no less than 3ft wingtip
separation
Closest a wingman will be during formation flying
Fundamental position in formation flying
Welded wing position wingman is lock to Leads plane of motion
Also known as parade formation (Navy/Bonanza)
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The inner l im it of f ingert ip p rovid es 3 ft of lateral wingt ip
spacing and nose-tai l separat ion
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Advantages / Disadvantages
Advantages
Provides a tight formation in congested airspace visual traffic patterns
Requires minimal airspace / spacing
Crisp symmetrical appearance
Disadvantages
Reduced flight maneuverability
Increased workload by wingman constant power/control corrections
Mooney Fingertip References:
Bearing Line / Stack : Leads outboard flap hinge on Leads spinner
Inner Limit Spacing: Leads opposite elevator trailing edge barely visible
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Mooney Fingertip Reference
The sight line reference of the outboard flap hinge on the spinner serves to
establish a 34 degree bearing line from the nose of the lead aircraft to the
wingman. The wingman moves forward/aft using throttle until he sees the
flap hinge align with the spinner in the same vertical plane. Then vertical
stack can be established by using elevator to align the hinge/spinner in the
same horizontal plane. Imagine the two reference points as the front and rearsights on a rifle. Align the two points by moving your aircraft to the sight
line. Finally aircraft position alongthe sight line should be adjusted so that
at the inner limit only a small portion of the trailing edge of Leads opposite
elevator is visible.
Mooney Fingertip References: Bearing Line / Stack : Leads outboard flap hinge on Leads spinner
Inner Limit Spacing: Leads opposite elevator trailing edge barely visible
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3ft
Mooney Fingertip Reference
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Mooney Fingertip Reference
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Station Keeping in Fingertip
Maintaining position wil l demand you r ful l attent ion at al l t imes
Good Fingertip requires
Recognizing deviations
Anticipating control inputs
Applying deliberate corrections
Make continuous, small, controlled corrections to stay in position
Lead should maintain a constant power and make smooth power changes
where required
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Fingertip Techniques
Dont fixate on a single reference
Correct deviations while they are small (limits over-correcting)
Motion will occur along all three axis
Fore-Aft: Throttle
Up-down: Elevator
Lateral: Aileron/ruddersmall bids
Any adjustment in one axis will have a secondary impact on the others
IE, correcting low-high (elevator) will require a slight power increase to
prevent sliding aft
Constant small amplitude corrections
Sweating too much take some lateral spacing (move out) and RELAX!
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Additional Tips
RELAX
As in primary flight training dont tense up on the yoke, tight control will
lead to over control
Trim
Minimize fatigue, some pilots prefer a slight nose-heavy aircraft in close
formation, but avoid grossly out-of-trim conditions
Throttle
Your right hand should rest nearly constantly on the throttle.
Consider extending your index finger along the throttle pushrod toward
the firewall (on or at the friction lock). Use your index finger as a gauge
to help meter your power changes. Once in position if your throttle
movements are exceeding the length of your index finger or are jammingyour finger into the firewall youre over-controlling.
Crosscheck, but do not fixate on, your sight-line reference points
Look at the whole aircraft and clear through your Lead.
Strive to fly coordinated rudder and ailerons at all times
Small bids with ailerons/rudder 45
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Turns Into the Wingman
Match Leads Roll Rate
Reduce Power while DESCENDINGto remain in the same position on Leads
wing
AKA: Welded Wing your wingtip is locked to Leads
Maintain the same fingertip visual references
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Turns Away from the Wingman
Match Leads Roll Rate
ADDPower while CLIMBINGto remain in the same position on Leads wing
Still locked on Leads wingtip
Maintain the same fingertip visual references
47
Note: Every tu rn h as two parts: rol l - in and rol l -out. Each turn Lead
makes wil l present the wingm an with both scenar ios (into and
away).
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Common Errors
Slow/late adding power during a turn away wingman sucked aft
Large power change required which leads to overtake and possible
overshoot during rollout
Lead MUST fly smoothly
Use smooth, predictable roll rate
Lead should NOT change power setting during the turn, especially duringroll-in/out.
Lead must always be aware of the wingmans position
Ensure wingman is stable prior to initiating turn
48
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Route Formation
Purpose
Increased flight maneuverability
Enhanced visual lookout
Reduced pilot workload perform other cockpit tasks
Description
Wider extension of fingertip 2 ship-widths to no further than 300 feet
Goal: fly 2-4 ship-widths
When not in a turn wingman fly only a SLIGHTLYlow stack
Do not drop down in the hole just because you take lateral spacing
Same fingertip sight line
Mooney: Outboard flap hinge on spinner
Dont get sucked aft
Signal
Aircraft: Rudder wag
Radio: Go Route
Return to Fingertip wing rock (Lead rocks wingman back in) 49
R F i
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Route Formation
50
2 ship widths to 300
Same fingertip sight lineOnly a slightly Low stack
Dont fly back here!
T i R t
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Turns in Route
Similar techniques as fingertip, however..
NOT A WELDED WING TURN
Wingman on the inside of the turn will drop below Leads plane of motion
to deconflict flight paths and maintain visual
Drop low but not all the way down to welded wing
Wingman on the inside will appear high with respect to the fingertip
referencestop of leads wing visible
Wingman on the outside of the turnMATCH LEADS BANK ANGLE
USING A LEVEL TURN (Echelon)
Maintain same horizontal plane as Lead.
51
C U d
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Cross Under
Used to reposition a wingman from one side of the formation to the other
Accomplished from route or fingertip
Radio call:
Mooney 2 cross under-left wing, 2.
Addition desired side to cross to helpful during initial formation training
Aircraft signal:
Wing dip sharp, crisp pop of the aileronsaway from wingmans
current position
Hand signal clenched fist held upright
Wingman acknowledges with head-nod
52
C U d E ti
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Cross Under Execution
The cross under is a three step maneuver to reposition to Leads opposite
wing.
A: Back and DownReduce powers l ight ly to move af t whi le stepping dow n
(on ly a couple feet) in o rder to ensu re nose-tai l separat ion. As the you begin
to mo ve aft begin re-apply ing p ower to stop the aft movement once nose tai l
separat ion is ob tained
B: Move AcrossBank sl ight ly toward to th e oppo si te side to ini t iate a
smal l heading cro ssing angle the return to win gs level. This wi l l be suff ic ient
to mo ve across to the oppo si te wing . Add pow er to p revent s l id ing fur ther
aft.
C: Forward and UpOnce wingtip clearance is obtained, stabilize and add
power to move forward and use elevator to move up. Use power to stop
forward movement and stabilize in fingertip/route position.
53
C U d
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Cross Under
54
Alw ays ensure nose-tail separat ion b ehind Lead
C U d E
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Cross Under Errors
Dont rush
Use small power changes Too large an initial power reduction will cause wingman to be
excessively sucked
Only need to slide aft about 10 feet
Add power when crossing Leads 6
Stabilize with proper lateral spacing then move forward using throttle
Note: until proficient cross unders should always be performed in level flight
55
E h l F ti
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Echelon Formation
Execute turns in close formation with wingman maintaining same plane of
motion as Lead
Start/End in fingertip
Roll with Leadmatch Leads bank angle
Description:
All wingman are lined up to either left or right of Lead
Used to prep flight for follow-on maneuver
Traffic Pattern Entry to overhead/downwind
Pitch-out to rejoin
Initiation:
Radio call Mooneys, Echelon turn, 2
Hand signal IAW Training Guide Attachment 1 pre-brief for clarity
NOTE: Echelon turns are ALWAYS executed AWAY from the Wingm en!
56
E h l T
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Echelon Turn
Lead uses a smooth roll rate to establish a level turn
Wingman rolls WITH Lead maintaining the same horizontal plane
Match Leads bank angle ADD power during roll!
Lean forward / look updont loose sight in cabin roof!
Place low side of Leads fuselage on the horizon
Position corrections:
Power fore/aft
Vertical Aileron
Spacing - Elevator
57
Cl T il
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Close Trail
Objective:
Practice maneuvering with the wingman in a position below and behind
Lead. Builds wingmans formation cross-check while allowing for an
increased freedom of maneuver.
Description:
Close trail spacing is one aircraft length (nose to tail) behind Lead, just
below Leads wake turbulence and prop wash. To prevent encountering
wake turbulence, avoid flying high in the close trail position. Number 1may direct close trail from fingertip, route, or echelon.
Procedure:
Lead will direct wingman to close trail via a radio call or visual signal. A
radio call will be used as the primary method of directing the formation to
close trail. Mooneys, go close trail, 2. The wingman will then reducepower to move aft 1 aircraft length and down then move across directly
at leads 6 oclock. Wingman will be lined up directly behind Lead.
Adequate step down should be 8-10 feet for light GA aircraft. Once the
wingman is established in position the wingman will callin: Mooney 2,
in. The incall is Leads only signal to indicate the wingman is in
position and ready for maneuvering. 58
Cl T il
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Close Trail
Procedure:
Lead will direct wingman to close trail via a radio call or visual signal.
A radio call: Mooneys, go close trail, 2.
Or visual signal :porpoise aircraft w/ elevator pump
The wingman will then reduce power to move aft 1 aircraft length and
down then move across directly at leads 6 oclock. Wingman will be
lined up directly behind Lead. Adequate step down should be 8-10 feet
for light GA aircraft. Once the wingman is established in position thewingman will callin: Mooney 2, in. The incall is Leads only signal
to indicate the wingman is in position and ready for maneuvering.
59
Close Trail
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Close Trail
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Close Trail Maneuvering
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Close Trail Maneuvering
Lead must maneuver, as in all formation flying, in a smooth, predictable
manner. Close trail maneuvers include level turns and lazy eight type maneuvers.
Lead shall maintain positive G at all times and avoid sudden
decreases in G.
The wingman should be alert for fore/aft closure rates
If the wingman finds himself getting spit out (lagging behind) duringmaneuvers avoid attempts to correct using power alone. Instead, bid
inside the turn (towards Leads low wing) in order to establish small
amounts of lead pursuit. Once spacing has been re-attained correct back
to the 6 oclock position.
Reform from Close Trail:
Lead will direct wingman to fingertip with a shallow wing rock (visual) or
radio call. The wingman reforms to fingertip on the left side if Lead is in a
wings-level attitude. If Lead is in a turn the wingman reforms to fingertip
on the inside of the turn. Lead maneuvers in a smooth, predictable
manner and avoids power changes until the wingman is reformed in the
directed formation position.61
Lead Change
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Lead Change
Flight Lead is ALWAYS the Flight Lead regardless of what formation position
he/she is occupying
Lead:
Brief planned formation lead changes
Initiated from route or fingertip position
Lead must be able to see wingman during position change
Wing:
Good wingman is always ready to assume Lead maintain SA
Transfer of Lead must occur clearly and positively.
Confusion drastically increases potential for mid-air
62
Lead Change: Radio Drill
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Lead Change: Radio Drill
Formation stabilized in route or fingertip
Lead initiates Lead Change:
Mooney 2, you have the lead on the left/right
Wingman acknowledges the directive call Mooney 2
Wingman moves forward (acute) and accepts the lead with a radio call:
Mooney 2 has the lead on the left/right
The new wingman (Mooney 1) moves into fingertip/route off the new Lead.
The new Lead (Mooney 2) will then check the flight in:
Mooney Flight Check
The new wingman will acknowledge the check-in with2
63
MOONEY CARAVAN
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Element Approach and
Landing
Formation Recovery
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Formation Recovery
Two types of VFR formation recoveries
Traffic Pattern3 mile Straight- in for Element Appro ach
Overheadmaster the Element Approach first!
Approaching the field Lead:
Obtain ATIS / AWOS
Move wingman to route formation enhances visual clearing
CONTACT TOWER EARLY with formation recovery request
Wingman:
Remain aware of position in relation to the airfield
Anticipate Leads next move
Visual lookout
65
Element Approach and Landing
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Element Approach and Landing
OSHKOSH! Lead/wingm an wi l l land to gether on 36L
Allows for simultaneous recovery of a pair (Lead and wingman) of aircraft.
Runway width shall allow for sufficient wingtip spacing (10ft).
Flight Lead will establish the formation on a 3 mile f inal for the element
approach.
Element Approach Procedures Lead:
3 mile straight-in final for the landing runway.
Lead shall fly the element approach as if a 3 degree ILS final.
Lead must ensure he/she is a stable plat form fo r the wingman.
Plan to position the wingman to land on the upwind side of the runway when
crosswinds are a factor, (>5 kts). If crosswinds are not a factor, place the
wingman on the outside of the turn in the event of a go around Rolling out on final, smoothly slow to gear extension speed (per brief) and
use a radio call or visual signals to configure the element for landing.
Mooneys, gear down.
Configuration must be completed early enough to allow the wingman
adequate time to move into position and stabilize66
Element Approach
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Element Approach
Moon ey formation standard is gear extension at 105KIAS then u se the
increased drag to slow and s tabi l ize at 90KIAS. Flap configuration will be briefed. Flap configuration should be either no-
flaps or takeoff flaps.
Slowing to gear extension speed may take some time which is the reason to
establish the formation on a 3 mile final.
After internal confirmation of a down and locked condition, Wingmanchecks Leads configuration and gives a thumbs up signal. Lead checks
wingman and returns a thumbs up if the configuration looks good.
Line up on the center of the appropriate side of the runway early, but in no
case later than 1/2 mile on final, and establish an aim point that will allow a
touchdown approximately 500 to 1,000 feet beyond the threshold. Fly a
stable, on -speed (90KIAS) approach and avoid shi f t ing you r aim po int.
67
Element Approach
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Element Approach
In the flare, make a SLOW, SMOOTHpower reduction your wingman will
mirror your actions. Do not flare aggressively or carry excessive speed or power in to the flare
which promotes a long landing, floating or ballooning; a smooth, on-speed
transition to the landing attitude is your goal.
A slightly fast touchdown is better than a prolonged flare in which the
aircraft may potentially slow below normal touchdown speed. Use the
runway available to roll out, ensure the wingman is stabilized and only then
begin to apply light-normal breaking to slow the aircraft.
Moderate-heavy braking by Lead will cause the wingman to overrun Lead
after touchdown making for a sloppy formation landing.
In case of overrun each aircraft will maintain their respective side of the
runway and the wingman will re-attain position once safely slowed to taxispeed.
68
Element Approach Wingman
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Element Approach - Wingman
Strive to be in fingertip position as Lead lines up on final
Anticipate Leads power reductions
Maintain fingertip until configured on final and then:
Move Acute wingtip abeam N#
Stack Level- Leads cockpit on horizon
You will see Leads top wing
10 feet lateral spacing (wingtip)
Plan to land in approximately the center of your half of the runway with no
less than 10 feet of wingtip clearance.
Lead is the pr imary reference for the w ing landing. Cross-check therunway on short final to ensure proper alignment, then f ly the proper
posi t ion of f Lead throu ghout the f lare and tou chdown .
May touch down slightly before or at the same time as Lead.
Maintain relative position on your side of the runway and use a normal
braking technique, regardless of Leads deceleration rate. You should pass
Lead rather than over-brake to maintain position.
69
Element Approach Errors
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Element Approach - Errors
Lead is the primary reference for the approach and landing.
The wingmans primary objective is: DO NOT GET LOW!
Flying a low position may result in a runway impact prior to Leads flare!
Flying a sucked position is less hazardous as long as the sucked
position is LEVEL.
Sucked and LOW is the WORST position to be in. A low, sucked wingmanmust realize his position prior to short final and if need be transition to a
single ship landing on YOUR OWN SIDE of the runway staying aft of
Leads 3-9 line.
Go Around-Formation:
In the event that Lead needs to execute a go around the wingman willfollow Lead on the go. A wingman should never continue the approach if
Lead has executed a go-around.
Maintain formation integrity. Lead will inform tower Mooney Flight is on
the go. Once the flight is safely climbing away coordinate with tower for
follow-on request (left/right downwind, etc).
70
Taxi-in and Shutdown
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Taxi-in and Shutdown
Taxi:
Clearing the runway Lead will taxi forward and hold with enough room
for all formation members to clear the runway.
Once the flight is clear of the runway and holding on the taxiway, Lead
will direct the formation to ground frequency and check the flight in.
The formation will then taxi back together using a minimum of 1-2 shiplengths in trail.
Shutdown:
Where possible the formation should park together and shutdown via
Leads signal.
Shutdown signal may be a radio call or visual signal (as briefed).Remember, until the debrief is complete you are still a formation!
71
MOONEY CARAVAN
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In terval Takeoff
Interval Takeoff
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Interval Takeoff
An interval takeoff shall be used if the crosswind component exceeds 10 ktsor runway width is less than 100 ft.
Both aircraft will lineup as in an element takeoff with the wingman on the
upwind side of the runway.
If runway width and or high crosswinds prevent a two-ship lineup use an in-
trail lineup and single ship departures (no simultaneous run-up). During an interval takeoff each aircraft will maintain their own side of the
runway. Treat the centerline as a brick wall-do not cross!
Note: Minimum takeoff interval is 5 second s between aircraft in the
same element and 10 seconds b etween separate elements
73
Interval Procedures
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Interval Procedures
Lead:
Use the same run-up procedures as the element takeoff.
Lead may omit the signal for brake release and simply release brakes
once the wingman gives the head-nod that he is ready for takeoff.
Lead will execute a normal takeoff maintaining his side of the runway.
Provide the wingman with a 3-5 MP advantage once safely airborne.
Monitor wingman during departure and rejoin.
Wing:
Delay brake release until expiration of the briefed time interval.
Use normal takeoff procedures, maintaining own side of the runway.
Once safely airborne retract gear and smoothly rejoin to fingertip.
Reform:
If an interval takeoff was performed the wingman will maintain the same
side as runway lineup unless Lead initiates a turn out of the traffic
pattern.
#2 will always rejoin to the inside of the turn.
If Lead is continuing straight ahead then #2 will maintain the same side
as on takeoff. 74
MOONEY CARAVAN
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End Basic Format ion Sect ion
MOONEY CARAVAN
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ADDITIONAL FORMATION
MATERIAL
2
Push Comm
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Push Comm
The procedures for Push comm are identical with the exception that
wingman do NOT acknowledgethe directive call to switch frequencies.Push comm increases brevity, but also dramatically increases potential for
a wingman to miss the frequency change. A check-in is mandatory on the
new frequency.
Lead: Mooney Flight, Push 124.55Each pilot sets 124.55
Lead: Mooney Flight Check
Wingman:2 , 3 , 4
77
PushComm may be used b y exper ienced form ations, but higher
probabi l i ty of loos ing a wingman dur ing a frequency change
MOONEY CARAVAN
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Add it ional VFR Formation
Recoveries
Not required fo r Caravan part ic ipat ion
Traffic Pattern Recoveries
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Traffic Pattern Recoveries
Two types of VFR formation recoveries
Traffic Pattern
Overhead
Approaching the field Lead:
Obtain ATIS / AWOS
Move wingman to route formation enhances visual clearing
CONTACT TOWER EARLY with formation recovery request
Wingman:
Remain aware of position in relation to the airfield
Anticipate Leads next move
Visual lookout
79
VFR Rectangular Pattern
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VFR Rectangular Pattern
Flying the VFR pattern:
All turns away from wingman are echelon
Use standard VFR comm IAW AIM
Still a FLIGHT
Single Ship Landing
May direct wingman to take spacing prior
to entering pattern or
Delayed base turn
Lead configures formation on downwind
Lead kisses off wingman at base turn
Radio Call
Hand Signal
80
VFR Rectangular Pattern
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VFR Rectangular Pattern
When turning base each aircraft will make a gear down call, on tower
frequency, in sequence. Lead will initiate:
Mooney 1, left base, gear down, full stop
Followed by #2 when on the base:
Mooney 2, left base, gear down, full stop
#2s call should mirror Leads.
As proficiency improves Lead may abbreviate the call: Mooney 1, base,
gear, stop
ATC should issue landing clearance to the flight, not each flight member,
however each aircraft should still make the gear down call (and actually
confirm gear is down). Pilots will land on alternate sides of the runway, unless conditions (winds,
runway width, etc.) dictate otherwise. At tower controlled airports, if desiring
to land sequentially from the VFR pattern while the preceding formation
aircraft is still on the runway, Lead should clarify his/her flight intentions
with tower to preclude the wingman from being directed to go around under
normal ATC procedures. 81
Overhead Pattern
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Overhead Pattern
The 360 overhead pattern is an efficient way
to rapidly recover a formation flight.
Initial- upwind leg aligned with the landing
runway at pattern altitude
followed by a steep-bank break turn when
over the approach end of the runway.
After a short downwind to allow for aircraftconfiguration, the aircraft reach the perch
and commence the descending base turn roll
out on final 1/2 to 3/4 of a mile from the
runway threshold on a 3-4 degree glide path.
This pattern allows you to bleed off airspeed
in the turn to downwind for gear extension,
and rapidly recovers formation aircraft. A ll
aircraft sho uld f ly th e br iefed airspeed for
dow nw ind, base and f inal.
82
Overhead Pattern - Lead
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Overhead Pattern Lead
Place to wingman on the side opposite the
break
Make a level turn using 45 degrees of bank
Smoothly reduce power to arrive abeam
numbers at gear down speed (per brief)
Lower gear abeam numbers
Slow to 90KIAS enroute to perch
Perch
Pattern Altitude
45 degrees from threshold
90KIAS landing config
Turning base make radio call
Rollout on NM final on 3 degree GS
Use available runway to safely recover
formation roll till end
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Overhead Pattern - Wingman
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Overhead Pattern Wingman
Break
Continue upwind to meet briefed interval
Break and visually acquire Lead
Adjust turn to rollout behind Lead
Perch
Slow to gear down speed
Configure abeam numbers
Arrive at perch 90KIAS at pattern alt
Spacing
A 5 sec interval should give 1000 spacing
If tight delay perch
Land on opposite side of Lead
84
Perch
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Perch
85
Perch 90KIAS, Gear down, @
pattern alt itude45 degrees angle off to the
touchdown point . From here
begin one smooth 180 deg turn to
final.
MOONEY CARAVAN
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Formation Maneuver and
2-Ship Rejo ins
Concepts to study, but pilots do not
need to be proficient in formationrejoins to participate in the Caravan
Introduction
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Introduction
The purpose of this section is provide both background knowledge andprocedures for safely executing formation rejoins.
Once a wingman has demonstrated proficiency in the basic fingertip, route,
and echelon positions they may progress to formation rejoins.
87
HCA / AA
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C /
Heading Crossing Angle (HCA): The angular difference between the longitudinal axes of two aircraft.
HCA is also synonymous with the term "angle off."
Aspect Angle (AA):
Aspect is expressed in degrees off the tail of the reference aircraft,
commonly expressed in multiples of 10. For example, at 6 oclock tothe reference aircraft, the aspect is zero. At 40 degrees left, the aspect
is 4L. AA is not a clock posi t ionand is independent of aircraft
heading.
An important AAs used extensively in training is 45 degrees for
turning rejoins. Leads vertical stabilizer is superimposed the outside
wingtip.
88
HCA
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Aspect Angle (AA)
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p g ( )
90
Closure and Line of Sight
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g
Closure: Overtake created by airspeed advantage and/or angles; the rate at which
range decreases.
Closure can be positive (decreasing range) or negative (increasing
range), and is usually measured by the velocity rate (knots) at which the
range increases/decreases. Line of Sight (LOS):
A straight line from the pilot's eye to another aircraft. Expressed as:
Forward LOS: other aircraft moving forward on windscreen toward the
nose
Aft LOS: other aircraft moving aft on the canopy toward the tail
LOS Rate:
The speed at which forward or aft LOS is occurring, expressed with
adjectives rather than a unit of measurement. (e.g., rapid, aft LOS.)
91
Plane of Motion
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Plane of Motion (POM):
The plane containing the aircraft flight path. In a level turn the aircraft's POM isparallel to the ground, regardless of bank angle. In a loop the POM is
perpendicular to the ground. Climbs/dives during the turn will tilt the POM.
In-Plane:
When a wingman orients his/her turn circle in the same POM as lead, he/she
is in-plane. Echelon turns are in-plane. If the wingman is not maneuvering in
the same plane as lead, the pilot is out-of-plane. All basic formation rejoins
are performed level and in-plane (i.e no vertical maneuvering required).
92
Lead Pursuit
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Lead Pursuit: Wingman aims the aircraft nose in front of
Leads flight path. With enough lead
pursuit, AA and closure will increase, and
HCA will decrease.
This results in a situation where thewingman is cutting off lead.
Uncorrected, lead pursuit will result in the
wingman moving in front of the lead
aircraft.
During maneuvering (turning), pulling lead
pursuit results in the wingman flying asmaller turn circle than lead, and thereby
closing the interval, or creating closure,
with lead.
93
Pure Pursuit
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Pure Pursuit: Wingman aims the aircraft nose directly at
Lead. In pure pursuit there is initially no
LOS; the other aircraft remains fixed at 12
oclock in the canopy. A pure pursuit
picture initially creates closure that
diminishes over time. AA equals HCA,
which also both diminish over time. If both
aircraft are co-airspeed, an attempt to
sustain pure pursuit eventually evolves
into lag pursuit, resulting in increasing
range and a decreased AA.
94
Lag Pursuit
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Lag Pursuit: Wingman aims the aircraft nose behind
Leads flight path. Although there may still
be some closure initially, closure soon
decreases, AA decreases, and HCA
increases. Left uncorrected, lag pursuit
will result in the wingman flying aft of the
lead aircraft.
During maneuvering flight, lag pursuit is
achieved when the wingmans nose
position and flight path are on an arc
outside of the curve flown by lead. Thisresults in a situation where the wingman is
flying a larger circle than lead and is
thereby increasing the interval with lead..
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Turn Circle
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Turn Circle: As an aircraft maneuvers in a turn, the flight path describes an arc,
referred to as a turn circle.
Three-Nine Line (3/9 Line):
Extension of a line across the aircrafts lateral axis. Refers to the
aircrafts clock position: 3 oclock-right wing, 9 oclock-left wing. During formation maneuvering the wingman must remain aft of Leads
3/9 l ine unless accept ing the lead posi t ion
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Formation Reform
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Objective: Move Wingman from one formation position to a closer one. Reforms are
commonly used to when Lead desires to bring the wingman in from close
trail, fighting wing, or route.
Procedure:
Lead directs a reform with a radio call or aircraft visual signal (wingrock). The size of the wing rock is based on distance between aircraft.
The procedure for accomplishing a reform varies based on wingmans
position and distance relative to Lead. To reform from route to fingertip,
maneuver as necessary to stabilize at a 2-ship width route position on
the fingertip line, and then slowly move up the line to fingertip. To reform
from close trail the wingman will move out to attain wingtip spacing andthen move up and forward. #2 will reform on the left wing if Lead is wings
level or on the inside of the turn if Lead is in a turn.
Note: A reform is moving between formation positions vs. rejoining a
separated wingman.
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Formation Rejoins
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Objective:
Get the flight back together safely and efficiently.
Description:
Rejoins are commonly practiced from pitchouts (in trail) and after the
wingman has taken spacing. They are also accomplished after breakouts
and lost-sight situations (anytime the formation is split).
Pitchout: The pitchout is a maneuver identical to the break turn used during the
overhead recovery as a means to split the formation for practicing a
rejoin.
For a two ship the pitchout will be initiated from the fingertip position.
Greater than two aircraft in the flight will require Lead to move theformation to echelon (left/right) prior to the pitchout.
The pi tchou t is ALWAYS made away from th e wingman.
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Pitchout Procedures
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Pitchout Procedure-Lead:
Once the formation is stable in echelon. Lead will signal for the pitchoutusing a radio call Mooneyspitchout, 5 sec or visual signal (index
f inger poin ted skyward in an exaggerated rotat ing motion ).
If a visual signal is used the win gm an wi l l respo nd w ith an exaggerated
head nod . Once the wingman acknowledges, clear in the direct ion of turn
and rol l into a 45 degree bank level turn away from the wingman. Fly a
con stant speed level turn th rou gh 180 degrees of heading change.
Pitchout Procedure-Wingman:
Acknowledge the pitchout signal with a head nod. As soon as lead turns
away, clear ahead, then in the direction of turn. With the preceding
aircraft in sigh t, wai t the speci f ied interval, and make a matchin g tu rn,
c lear ing careful ly fo r traf f ic . After ini t iat ing the pi tch ou t, set power tomaintain airspeed.
Approaching the rollout, modulate bank and back pressure to fall direct ly
behind lead with lead on the hor izon. Makea quick scan of the
instruments and fuel. Call in when level and stabilized behind lead,
Mooney 2s in.
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Rejoin Procedure
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Lead initiates rejoin with radio call Mooneys, rejoin left/right turnor visualsignal (wing rock)
All rejoins are to fingertip unless directed otherwise by Lead. Unless
otherwise briefed, rejoin airspeed is the briefed enroute airspeed (120-
125KIAS standard).
Lead will calls out current airspeed if it differs more than 10 knots from
briefed or expected rejoin airspeed.
Lead will monitor wingman closely during all rejoins.
If Lead perceives an unsafe situation developing at anytime during the
rejoin, take positive action immediately to prevent a midair collision.
Lead will climb, wingman will descend to ensure flightpath deconfliction
if required.
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Straight-ahead Rejoin
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Use straight-ahead rejoins when a turn is not possible or practical.
Due to the relatively little amount of excess power available to GA aircraft the
straight ahead rejoin will be time intensive if flown from a 180 degree
pitchout.
Airspeed closure is used to effect a straight-ahead rejoin.
Lead will maintain a stable platform, clear and monitor wingman during the
rejoin.
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Straight-ahead Rejoin
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Lead:
Direct the rejoin. If a turn is required after a straight-ahead rejoin isinitiated, inform wingman and clear.
Do not turn into wingman if it would exceed wingmans capabilities or
prevent a safe rejoin.
Due to the location of wingman behind and below Lead, wingman will be
difficult to see until the final stages of a straight-ahead rejoin.
If practicing a straight ahead rejoin Lead should consider slowing 10-
20KIAS in order to provide the wingman a power advantage.
If this technique is used Lead will announce new airspeed Mooneys,
rejoin 110KIAS (maintaining wings level indicates straight-ahead).
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Straight-ahead Rejoin
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Wingman:
#2 rejoins to the leftside unless directed otherwise. Increase airspeed to generate closure (initially use 20 to 30 knots of
overtake).
Establish a position behind and slightly below Lead with a vector toward
Leads low 6 oclock position.
Placing Lead slightly above the horizon will help maintain separation
from Leads wake turbulence.
Continue to close until approximately 200-300 feet (when details on
number 1s aircraft can be seen).
At this point, bank sl ight ly away from L ead(make a bid), toward a
position two to four ship widths out from Leads wingtip.
The velocity vector should angle away from Lead.
Decrease overtake with a power reduction, and plan to arrive in the route
position with the same airspeed as Lead. After stabilizing in route, move
into fingertip. If Lead turns during a straight-ahead rejoin, transition to a
turning rejoin, and be alert for possible overshoot situations.
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Turning Rejoin
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Turning Rejoin:
Use a combination of airspeed and angular closure to effect a turningrejoin. During two-ship formation the wingman will always join to the
inside of the turn.
Turning Rejoin Procedures-Lead:
Direct the rejoin. If using a wing rock, attempt to make the first wing dip
in the direction of the rejoin. Maintain 30 degrees of bank unless otherwise briefed.
Establish in a level turn, maintain bank angle, and rejoin airspeed.
Avoid varying bank.
Monitor wingmans AA and closure. Be ready to take evasive action if
required.
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Turning Rejoin - Wingman
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Turning Rejoin Procedures-Wingman:
Base closure and desired aspect on energy and aircraft position relativeto Lead.
When Lead starts to turn, begin a turn in the same direction to intercept
the desired aspect.
Simultaneously establish desired vertical separation (place Lead slightly
above the horizon-within approximately two to four ship widths of thehorizon) and closure.
Manage aspect with minor adjustments to bank angle.
Lead must be visible to both pilots.
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Turning Rejoin - Wingman
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Turning Rejoin Procedures-Wingman (2):
Apply power to aide in generating closure and bid inside to build amoderate lead pursuit picture (pull nose in front of Lead) to increase
aspect.
As the wingman moves inside of Leads turn circle, the vertical stabilizer
appears to move toward Leads outside wingtip as AA increases. When
the vertical stabilizer overlays the outside wingtip (4 aspect/45 degrees
AA), reduce bank angle to maintain this relative reference line. When
stable, there is no FWD/AFT LOS rate.
If the vertical stabilizer appears to move toward (or beyond) the wingtip,
AA is increasing. If the vertical stabilizer appears to move toward the
wing root, the AA is decreasing. Use varying degrees of bank angle to
manage aspect during a rejoin. Shallow the bank angle to decreaseaspect and increase the bank angle to increase aspect.
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Turning Rejoin - Wingman
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Turning Rejoin Procedures-Wingman (3):
Lead should appear slightly above the horizon. Maintain Lead withinapproximately two to four relative ship widths (10-20 ft) above the
horizon.
The critical stage of the rejoin begins approximately 300 feet from Lead.
Inside 200 to 300 feet, the normal fingertip references will become visible.
Descend slightly and move forward (increase aspect with lead pursuit)
onto an extension of the fingertip reference line. Begin decreasing
closure with a power reduction as necessary. Monitor bank and overtake
closely during the last hundred feet to ensure aspect and closure are
under control. Plan to stabilize in route with slight positive closure but
approximately co-airspeed with Lead, and then move into fingertip at a
controlled rate.
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Turning Rejoin - Wingman
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During two-ship formation ops, number 2 normally rejoins to the inside of
the turn. To rejoin to the outside of the turn (number 3 position), the eventwill either be prebriefed or directed. Number 2 may request to rejoin to
number 3, and number 1 may consent on the radio. Rejoins to the outside of
the turn (number 3 position) are initially flown exactly like rejoins to the
inside of the turn. In the later portion of the rejoin, number 2 will cross below
and behind Lead with at least nose-tail separation to get outside of Leads
turn circle. Maintain enough positive closure (about 10 knots) to facilitatethis move to the outside. Stabilize in route echelon on the outside and then
move into fingertip at a controlled rate.
Indicators of a successful, and safe, rejoin:
Fuselage and bank angle are nearly aligned with Leads and the LOS rate
is near zero (no fore/ aft mov ement on the canop y). Sl igh t ly below lead with m oderate aspect.
Closure is slightly positive with airspeed matching Leads.
Closure is such th at you cou ld stop th e rejoin in rou te, as requ ired.
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Overshoots
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Objective:
Safely dissipate excessive closure and/or aspect and stabilize in a safe
formation position prior to reforming to intended position.
Description:
A properly flown overshoot will safely dissipate excessive closure and
(or) aspect during a rejoin. Wingman must not delay an overshoot with
an unusually aggressive attempt to save a rejoin. Wingman will keepLead in sight at all times during any overshoot. Reduce power and
maneuver to arrest closure as soon as excessive overtake is recognized.
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Overshoots
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Straight-ahead Rejoin Overshoot:
A straight-ahead rejoin with excessive closure results in a pure airspeed
overshoot.
Maintain lateral spacing on a parallel or divergent vector to Lead. Do not
turn into Lead, which is a common error while looking over the shoulder
at Leads aircraft. This can cause a vector into Leads flight path and
create a dangerous situation requiring a breakout. A small, controllable 3/9 line overshoot is easily managed and can still
allow an effective rejoin.
There is no need to breakout if flight paths are not convergent and visual
contact can be maintained. After beginning to slide back into formation,
increase power prior to achieving co-airspeed (no LOS) to prevent
excessive aft movement.
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Turning Rejoin Overshoot
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A turning rejoin with excessive closure airspeed results in a combination
airspeed-aspect overshoot in a POM about 50 feet below Lead. Attempt to overshoot early enough to cross Leads 6 oclock with a minimum
spacing of two ship lengths.
Breakout i f u nable to maintain n ose-tai l separat ion . Once outside the turn,
use bank and back stick pressure as necessary to stabilize in route echelon
position. Fly no higher than route echelon. Excessive back pressure causes closure. A
co-airspeed overshoot due to excess aspect may not require maneuvering
outside of Leads turn circle. Instead, there may be sufficient space in Leads
low 6 oclock to align fuselages and stop the overshoot.
When under control, return to the inside of Leads turn, reestablish an
appropriate rejoin line, and complete the rejoin. An overshoot may be causedby excessive closure, excessive aspect angle, large heading crossing angle,
or a combination of these factors. The overshoot is not uncommon in
training.
111
Overshoot
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Overshoot Summary
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Overshoot Indicators:
Rapid closure, unaffected by idle power. Excessive HCA/Angle Off in close prox imity to lead.
Recognition for the need to significantly increase bank angle and/or G in
close proximity to lead to salvage the rejoin. Termed going belly up.
Recognition of an uncomfortably rate of closure
Overshoot Procedure Summary:
Abandon the rejoin and overshoot if not stable no later than approaching
route
Call the overshoot over the radio Mooney 2s overshooting
Level the wings, keep Lead in sight pass at least 2 ship lengths below andbehind Lead
Continue to the outside of Leads turn circle as required to arrest LOS rate
Remain behind Leads 3/9 line and no higher than echelon
Once stable, move back inside Leads turn passing behind Leads with nose-
tail separation 113
MOONEY CARAVAN
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4-Ship Formation
Note:
This section assumes pilots have
demonstrated a solid understandingof all the preceding material
4 Ship Flight Composition
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In four-ship formation there will be two elements and therefore two elementleaders. The first element Lead (#1) is designated as the over-all Flight Lead,
while the second element is commanded by the Deputy Flight Lead (#3).
Each element is assigned a Wingman; making up the number 2 and 4 slots
respectively.
Elements (Lead and W ingm an pairs) maintain integr i ty within th e four-ship.
As an element Flight Lead, number 3 must give consideration for number 4
at all times.
115
Formation Briefing
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Four-ship formation flying requires thorough attention to detail from mission
planning and the preflight briefing to the debriefing at the completion of theflight.
The Flight Lead will have additional challenges handling runway lineup,
takeoff, thoroughly briefing the mission profile emphasizing the multi-aircraft
position changes inherent in four-ship formations, and safe recovery of the
formation.
Flight Lead must consider contingencies on who to re-arrange his flight if a
single or pair of aircraft fall out.
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Ground Operations
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Engine Start , Check-in, and Taxi Same as 2 Ship
Lead squawks and #4 f lashes stro bes
Watch taxi speeddont get strung out
EOR Lineup
Same as 2 Ship no wingtip overlap! Ready for run up - Pass thumbs up from 4 to 1
Run up
Ready for T/O Pass thumbs up from 4 to 1
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Runway Lineup
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Flight Lead MUST clearly brief the runway lineup configuration based on
runway width
Always ensure 10ft lateral wingtip separation between aircraft!
Same 2-Ship wingman considerations apply
Wingman upwind side
Limit element takeoff to crosswinds less than 10 kts
Min 10 second interval between element takeoffs
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Split Element Lineup
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Preferred option for 100 wide runways First Element Lines up 100-500 ft down
runway
Second Element lines up in-trail
#4 transmits Mooney 4s ready when
in position Proceed with briefed takeoff procedure
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Offset Element Lineup
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Preferred option for 150 wide runways Lead will position himself as far to the
side of the runway as possible
#2 will offset his half of the runway
toward Lead (near centerline)
#3 line up offset between #1 and #2 #4 lines up near runway edge with
lateral spacing on #2
#4 transmits Mooney 4s ready when
in position
Proceed with briefed takeoff procedure
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Echelon Lineup
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Requires 200 wide runway for Elementtakeoffs
If element aircraft will not have 10
spacing then use interval procedures or
alternate lineup
#1 lines up as far to the side as practical
Each additional aircraft lines up in the
acute position off lead with min 10
wingtip spacing
Balance formation across runway
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Interval Takeoff
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Use when runway with will not permit wingtip
spacing for element departures
Or crosswinds greater than 10 kts
Min interval = 5 seconds
Each aircraft steer to maintain center of their
half of runway
If runway is too narrow to provide a clear lane
for each aircraft accelerating
Delay brake release until preceding aircraft
has rotated
122
Element Takeoff
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Rejoin After Element Departure
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The flight will rejoin to the finger four configuration. During a turnin g rejoin, three and four w i l l rejoin to the outsid e of the
turn.
During a straight ahead rejoin, three and four rejoin to the opposi te s ide
of number two.
Flight Lead:
The Flight Lead will maintain a stable platform for the trailing element
and maintain the briefed power and airspeed until the second element is
rejoined.
Two:
If the initial turn out of traffic is away from you, expect lead to cross you
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