Mooney Caravan Formation Fundamentals-March 2013

7/28/2019 Mooney Caravan Formation Fundamentals-March 2013

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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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Nimis Brevis Vita Est Volare Tarde

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



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



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



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



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


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

Lead. 22


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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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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

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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

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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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MOONEY CARAVAN


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



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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

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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

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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

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Route Formation

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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.

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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

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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.

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Cross Under

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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

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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!

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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

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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

60

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

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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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MOONEY CARAVAN


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



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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.

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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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MOONEY CARAVAN


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

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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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MOONEY CARAVAN


End Basic Format ion Sect ion

MOONEY CARAVAN


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MOONEY CARAVAN


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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MOONEY CARAVAN


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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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

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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

83

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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g

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..

95

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

96

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.

97

Formation Rejoins


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j

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.

98

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.

99

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.

100

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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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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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.

103

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.

104

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 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 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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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.

108

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.

109

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

117

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

119

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

121

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

Documents

Mooney Caravan Formation Fundamentals-March 2013