Gerber Gouge Fams

Form 1
1. Discuss:

a. Hand signals

1) Refer to the Formation FTI pages 6-1 through 6-6 for general, takeoff, formation, breakup, landing, electronic, aircraft engine operation, equipment malfunction, and HEFOE signal procedures.

2) Visual signals between formation aircraft are often utilized for communication when tactical considerations preclude the use of certain electromagnetic emissions, such as the radio. Good formation discipline depends upon the proper use and execution of these visual signals. These signals cover most of the maneuvers encountered and will often preclude the need for inflight radio transmissions.

3) When initiating any signal, pass the signal while looking forward, then pull the signal down and look at the wingman for a response. This will reduce the time spent looking aft, thus enhancing outside scan and basic airwork. All hand signals, except the lead change, will be given with the hand nearest your wingman. Head signals need not be acknowledged. Normally only the students will pass the signals. Instructors may demonstrate signals as necessary.

4) Due to the unique characteristics of the lead change, the leader shall look at the wingman as he/she passes this signal and will also give the signal across the cockpit to ensure a safe, positive change of the lead. The lead change signal is ALWAYS given with the left hand. The visual signals that require acknowledgment by the wingman will utilize either an exaggerated head nod, forward to aft (“I acknowledge the signal”) or shake off, side to side (“I’m not ready to accept the Lead”).

NOTE - Head signals, roll out, level off, and kiss off signals need not be acknowledged.

NOTE - Thumbs-up Airspeed/Torque Check and the Lead Change signals shall be returned vice just acknowledged.

a) To pass signals, the LEAD shall:

               (1) Check the wingman in position (ICS)
               (2) Check the area clear of traffic/clouds (over ICS)
               (3) Announce the intentions (over ICS)
               (4) Pass the signal (silently)
               (5) Ready look (over ICS; if required)

IF REQUIRED - After a pause, turn to look at the wingman and observe the response. Respond over the ICS whether the signal was “ACKNOWLEDGED” or “REFUSED.” If the signal was refused, wait until you think your wingman is ready and then repeat the signal.

b) To pass signals, the WINGMAN shall:

               (1) Announce the signal (as it is given) over the ICS to the
                   instructor.
               (2) Acknowledge the signal with a head nod, shake off, or
                   return (as required).

            c) A typical exchange will proceed as follows:

LEADER     WINGMAN
1. “Wingman in position” (ICS) 1. Anticipate next maneuver to be flown
2. “Area clear” (ICS)   2. N/A
3. “Crossunder” (ICS)   3. N/A
4. Give the crossunder signal 4. “Crossunder Signal, Acknowledge” (ICS)
    (no verbal response required)
5. (PAUSE) “Ready look” (ICS) 5. N/A
6. Look at the wingman   6. Acknowledge (head nod or shake off)
7. “Acknowledged/Refused” (ICS) 7. Perform or wait for a repeat signal

NOTE - LEADERS; If the wingman does not respond immediately after you turn to look, do NOT continue to stare at the wingman. Return to a forward scan and pass the signal a second time.

NOTE - WINGMAN; You must immediately respond to the signal as described above to minimize the time both pilots are looking at each other.

b. Aborted takeoff

Aborted takeoffs will be handled in accordance with Section V of the T-34C NATOPS with the addition of a short voice report as the PCL is retarded into the BETA range (e.g., “(call sign) aborting”).

1) Leader. If the leader aborts the takeoff, he will remain on his respective side of the runway. The wingman will abort behind the leader, also maintaining his side of the runway.

2) Wingman. If the wingman aborts the takeoff, he will remain on his side of the runway. The leader will enter the downwind or depart the airfield and reenter as a single aircraft in accordance with course rules.

3) Chase. If the chase aborts his takeoff, the student solos will depart independently and reenter as individual solos in accordance with course rules. DO NOT JOIN UP at any time during the departure and reentry.

4) NATOPS.

a) PCL - FULL BETA
b) Wheelbrakes - AS REQUIRED

NOTE - When maximum baking is required, lower the nosewheel to the deck before applying the brakes. For maximum braking, use a single, smooth application of the brakes with constantly increasing pedal pressure as speed is lost. Use as much braking pressure as possible without sliding the tires. Beta is not available with an engine failure.

            If anticipating going off runway into unprepared terrain:
            c) Condition lever - FUEL OFF
            d) Emergency fuel shutoff handle - PULL
            e) Canopy - EMERGENCY OPEN
            f) Battery switch - OFF

            When aircraft comes to rest:
            g) Harness - RELEASE (don’t forget to release cords)
            h) Parachute - UNFASTENED
            i) Evacuate aircraft

c. Emergency field locations (be able to draw Area 2F)

1) Brewton Muni

2) Evergreen Muni

3) Monroe County Airport

4) Atmore Muni

5) Bay Minette Muni

d. HEFOE

These signals are used only with a radio failure.

SIGNAL MEANING
1. Tap microphone or earphone, give Radio receiver or transmitter
thumbs-up or down, as appropriate inoperative as appropriate

2. Both clenched fists pulled downward Ejecting or bailing out
across the fact to simulate pulling
face curtain

3. Arm bent across forehead in weeping I am having difficulty (followed by
gesture one or more of the signals below)

4. ONE finger extended upward Hydraulic trouble

5. TWO fingers extended upward Electrical trouble

6. THREE fingers extended upward Fuel trouble

7. FOUR fingers extended upward Oxygen trouble

8. FIVE fingers extended upward Engine trouble

e. Any emergency procedure

2. Demonstrate:

a. Takeoff/running rendezvous

1) The LEAD takes off first, then the WING following a 5 second delay. This will separate the aircraft by 300’. The lead will use a 20 degree AOB as he turns to the departure heading of 340 (if runway 23/32) or 010 (if runway 5/14). The wing will use a 30 degree AOB to establish himself inside the leader’s radius of turn keeping the LEAD slightly above the horizon.

NOTE - All formation departures must climb through 2200’ MSL by 6.5 DME from the NSE TACAN (ch. 70X).

2) The LEAD will climb initially at 120 kts using 650 ft-lbs (the power is brought back from 1,015 ft-lbs to 650 once above 300 AGL). The LEAD will have to keep a slightly lower nose attitude at first to ensure a quick acceleration to 120 kts.

        3) When CLEAR of the pattern, CLICK:

        LEAD (UHF) “EAGLE SWITCH BUTTON 3”
        WING (UHF) “TWO”

        After frequency change:
        LEAD (UHF) “EAGLE”
        WING (UHF) “TWO”

4) CALL Pensacola Departure when FORM integrity is achieved:

LEAD (UHF) “PENSACOLA DEPARTURE, 6E123, FLIGHT OF TWO, PASSING _ FEET”

5) Once the LEAD rolls wings level on departure heading, the WING will no longer have the closing advantage provided by radius of turn. If not already on the starboard side of the leader, use angle of bank as necessary to move to the starboard side. Use power to control the closure rate as the WING approaches the LEAD. DO NOT EXCEED 170 kts during the running rendezvous. Maneuver to place the LEAD at the 11 o’clock position with at least 20 feet of stepdown. See Figure 3-8, Form FTI.

NOTE - Usually 20 feet of stepdown means that you can see the starboard exhaust stack of the LEAD, however, because you are more than 20 feet nose to tail, you will not be able to.

The wing is properly positioned when he has placed the “ventral point” over the “cutout,” the “prop arc” over the “midpoint,” and the trailing edge of the starboard exhaust tangent to the leading edge of the starboard wing. See Figure 3-9, Form FTI.

After stabilizing in this position, simultaneously add a small amount of power and back stick pressure to “pop-up” into the starboard parade position. See Figure 3-10, Form FTI. Checkpoints include ventral fin on cutout, prop arc on the midpoint, and exhaust stack covered by the wing. Four feet of wingtip separation, 20 feet of nose to tail, and 10 feet of stepdown.

6) After the WING has joined, the leader will give the appropriate signal and advance power to 850 ft-lbs, maintaining 120 kts. If airspeed remains the same, then give the add power signal. If an airspeed change is required, give the climb signal.

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, ADD POWER SIGNAL”
        LEAD       Head nod forward 3 times AND on the 3rd nod, simultaneously
                   add power to 850 ft-lbs.
        WING (ICS) “ADD POWER SIGNAL” (signal is not returned) and set 850
                    ft-lbs simultaneously with the 3rd nod as well.

7) Request an early turn to Area 2F:

        LEAD (UHF) “PENSACOLA DEPARTURE, 6E123 AND FLIGHT, REQUEST EARLY TURN
                    TO AREA 2F”
        LEAD (UHF) “62123 AND FLIGHT, ROGER”

8) Turn to departure heading (300/310)

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, TURN AWAY SIGNAL”
        LEAD       Head tilts left from a vertical position 3 times.
        WING (ICS) “TURNS AWAY SIGNAL” (head signals need not be acknowledged)

If on a departure heading of 340, turn to 310 and proceed to 2F.
If on a departure heading of 010, turn to 300 and proceed to 2F.

9) Cancel radar advisories as you pass through 4,200 MSL:

LEAD (UHF) “PENSACOLA DEPARTURE, 6E123 AND FLIGHT, CLEAR OF CLASS C,
CANCEL RADAR ADVISORIES”

        After frequency change and squawk approved by ATC:
        LEAD (UHF) “6E123 AND FLIGHT, ROGER, FLIGHT SWITCH BUTTON SIX”
        WING (UHF) “TWO”

        After frequency change:
        LEAD (UHF) “EAGLE”
        WING (UHF) “TWO”

10) Lead IP or Chase (UHF) “AIRCRAFT IN 2F, STATE WORKING ALTITUDES”

Listen for altitudes, then take a vacant VFR working altitude or an altitude assigned by the instructor. FORM flights will work at 1000’ intervals starting at 2500’ and going up to 9500’.

Lead IP or Chase (UHF) “EAGLE FLIGHT WILL TAKE 4” (meaning EAGLE
flight will work at 4,500 feet)

11) Climb or descend to working altitude.

12) The LEAD will give the leveloff signal 500’ prior:

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, LEVEL OFF SIGNAL”
        LEAD       Pass the level off signal. With fingers extended, palm
                   down, motion slowly side to side over the glareshield in a
                   level attitude.
        WING (ICS) “LEVEL OFF SIGNAL” (not acknowledged)

13) 200’ prior, smoothly lower the nose to the level flight attitude.

14) Approaching 150 kts, give the reduce power signal.

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, POWER REDUCTION SIGNAL”
        LEAD       Pass the power reduction signal. Tilt head backwards 3
                   times. Set 630 ft-lbs simultaneously on the 3rd nod and
                   adjust as necessary to maintain a constant 150 kts.
        WING (ICS) “POWER REDUCTION SIGNAL” (not acknowledged) Set 630 ft-lbs
                    or whatever is required to maintain the proper parade
                    position.

NOTE - During level-off from descent, the add power signal is done 100’ prior to level-off altitude. In a climb situation, we do it approaching 150 kts.

15) After LEAD and WING are stabilized at 150 kts:

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, THUMBS UP AIRSPEED
                    SIGNAL”
        LEAD       Pass the signal. Give a thumbs up.
        WING (ICS) “THUMBS UP SIGNAL, RETURN”
        LEAD (ICS) “READY LOOK” following a short pause look at the WING
        WING       Pass the signal. Return the thumbs up or Shake Off.
        LEAD (ICS) “Acknowledged” or “Refused” (if refused, return to a
                    forward scan and pass the signal a second time)
        WING       Perform or wait for a second signal

16) You are now ready for the parade sequence!

b. Error correction

Early detection and correction of errors in relative position is essential to precise formation flying. The WING must be able to quickly recognize that an error exists by noting deviation from the established checkpoints, followed by prompt and appropriate action to correct that error.

Each correction actually requires three separate actions; one to initiate movement toward the desired position, one to arrest the aircraft’s momentum once the position has been achieved, and finally one to maintain the desired position.

Ideally, error corrections should be timely, smooth and relatively small, requiring only slight stick pressures and minimum PCL movement. It is therefore imperative that the aircraft be properly trimmed while flying in the parade position. When correcting for errors, achieve proper stepdown first, then correct for bearing and relative closeness.

Stepdown

1) Proper stepdown while in the parade position consists of 10 feet of vertical separation between the LEAD and WING aircraft. Corrections for errors in stepdown are accomplished primarily by application of fore and aft stick pressure. If the wingman’s stepdown is excessive, there will be sky visible between the “ventral point” and the “cutout” (Figure 3-2 Form FTI). Use slight back stick pressure to correct for excessive stepdown.

2) If the wingman’s stepdown is insufficient, then the “cutout” will be hidden by the lead aircraft’s fuselage (Figure 3-3 Form FTI). Insufficient stepdown is a potentially dangerous condition and should be corrected immediately! Slight forward stick is required to correct insufficient stepdown.

Bearing

1) Two bearing lines emanate from the leader’s aircraft. One is defined by the “ventral point” on the “cutout” and a second by the “prop arc” on the “midpoint.” These are referred to as the “parade checkpoints.” (Figure 3-4 Form FTI)

2) A condition where the wingman is incorrectly positioned aft of the bearing line is referred to as sucked. The opposite condition, where the wingman is incorrectly positioned forward of the bearing, is referred to as acute. Nose to tail and wingtip clearances are correct only at the intersection of these two bearing lines (Figure 3-5 Form FTI).

3) Corrections should be made by first moving laterally to obtain a bearing line, then utilize a combination of power and aileron to maintain that bearing while correcting for relative closeness until the intersection of the two bearing lines is achieved. The result is that the wingman should attempt to allow all relative motion to occur diagonally along a bearing line relative to the leader (Figures 3-6A and 3-6B Form FTI).

Position Overview

1) The “ventral point” over the “cutout” and “prop arc” on the “midpoint” yield the proper parade position. Nose attitude controls stepdown and AOB controls bearing. Once a bearing line (or checkpoint) is acquired, it is maintained with AOB. Power is used to adjust the “relative closeness.” The other bearing line must be crosschecked to ensure the proper parade position. DO NOT FIXATE ON ONE BEARING CHECKPOINT!!

c. Under Run

In the event the WING fails to recognize a rapid rate of closure, is acute in close, or is excessively acute, the Under Run procedures shall be executed.

1) LEAD straight and level

a) Lower the nose to obtain at least 20 feet of stepdown.

b) Reduce power to idle to avoid passing ahead of the LEAD.

c) Move further to starboard to obtain additional lateral
separation.

2) LEAD in a turn

            a) Lower the nose to obtain at least 20 feet of stepdown.

            b) Level your wings and move to a position outside the LEAD’s
               radius of turn.

c) Reduce power to idle to avoid passing ahead of the LEAD.

In either case, keep the LEAD in sight and maintain adequate stepdown. Once relative motion is again under control, re-attempt rendezvous.

3) Common errors

a) WING failing to trim for increasing airspeed.

b) WING exceeding 170 kts.

c) WING misjudging relative motion and overshooting or arresting
the closure rate prior to reaching the bearing line.

d. Lead change

The more you try to control the aircraft the more it’ll kick your butt!

The lead change is a maneuver designed to effect a change of the formation lead with the least possible degradation of flight integrity. Prior to passing the lead change signal, the leader will ensure that the flight will remain clear of clouds and other aircraft while remaining within the working area. Thumbs-up torque, altitude and constant heading must be maintained. Only then will the LEAD turn and give the lead change signal to the WING.

After the LEAD has passed the lead change signal, the old LEAD will not shift his view from the new LEAD unless the lead is refused. If in doubt about who actually has the lead, utilize the radio and identify the LEAD using aircraft side numbers.

1) Lead Change signal shall be passed as follows:

a) LEAD. Pats self on the head (on the right side, vicinity of patch) with left hand once (while looking forward) then looks and points to the wingman (WING).

b) WING

TO ACCEPT THE LEAD; pat self on the head once with the near hand, then simultaneously gives a single chopping motion with the same hand (like the roll out signal) and snaps head forward.

TO REFUSE THE LEAD; shake it off.

2) Procedures

a) Use a slight angle of bank to obtain 20 feet of wingtip clearance. Stabilize.

b) Maintain proper stepup by keeping the lead aircraft’s opposite wing glareshield in sight just above the engine cowling.

c) Use slight power adjustments to place the leader’s outside glareshield between the trailing edge of the exhaust stack and the “battery scoop” and the inside glareshield on the rear cockpit “step.” Figure 3-36 Form FTI.

d) Take stepdown by easing the nose straight down while making a slight power reduction until the LEAD’s opposite wing tie down is visible in the vicinity of the gang drain. Figure 3-37 Form FTI.

e) Look at the LEAD’s pitot tube and smoothly adjust power to allow the pitot tube to slide forward along the bottom of the black portion of the engine cowling as you move aft.

f) Add power to stop with 20 feet nose to tail as the AOA probe intercepts the “prop arc” AND the “V” in NAVY appears above the “cutout” (for the word MARINES use the letter “N”). Place the trailing edge of the port exhaust stack tangent to the leading edge of the wing to ensure 20 feet of stepdown. Figure 3-38 Form FTI.

g) Make a normal Cross Under to the starboard parade position with 20 feet of stepdown. Figure 3-39 Form FTI.

h) When stable, move up into the starboard parade position. Figure 3-40 Form FTI.

3) The WING must anticipate the lead change and stabilize in the starboard parade position as soon as possible after the completion of the 180 degree breakup and rendezvous maneuvers. Once the new LEAD accepts the lead change signal, responsibility for the flight is now his. The WING should begin a VFR scan pattern, set thumbs up power, maintain a stable platform, and orient himself in the area. Do not attempt to make any corrections for altitude or heading until the new WING has arrived in the starboard parade position.

4) Common errors

a) LEAD aircraft slowly drifts off heading due to a slight wing
dip and/or incorrect rudder trim.

b) LEAD aircraft fails to reset thumbs up torque after accepting
the LEAD.

            c) WING fails to reset wings level and stabilize after obtaining
               the increased lateral wingtip separation. The result is that
               the WING continues to open the distance from the lead aircraft
               or reverses the direction of relative motion and begins to
               close in on the LEAD.

d) WING fails to stabilize in each position prior to moving on to
the next.

e) NEVER LOOK AWAY FROM THE NEW LEAD ONCE THE LEAD HAS BEEN
SHIFTED.

3. Introduce:

a. Ground procedure

1) Complete Preflight Checklist

2) Complete Prestart Checklist (remember to turn on both the NAV lights and STROBE lights following the Fire Warning Test, prior to engine start).

3) Complete ENGINE START CHECKLIST

4) Complete PRETAXI CHECKLIST with the following changes:

a) RADIOS, NAVAIDS, NACWS, ON, SET/TEST AS FOLLOWS:

1. UHF - MANUAL, BOTH, SQUELCH ON, 356.1 SELECTED

b) RADIO ATIS CHANNEL 20

2. Copy the ATIS information down and when you think your
wing is ready to go, check him in:

               LEAD (UHF) “EAGLE”
               WING (UHF) “TWO WITH INFORMATION BRAVO” when ready
          or
               WING (UHF) “TWO STAND BY” if not ready, then as above

3. Now you (LEAD) are ready to call for taxi:

LEAD (UHF) “EAGLE SWITCH TO BUTTON 1”
WING (UHF) “TWO”

               After frequency change,
               LEAD (UHF) “EAGLE”
               WING (UHF) “TWO”

               LEAD (UHF) “NORTH GROUND, 6E123, TAXI, FLIGHT OF TWO, WITH
                           INFORMATION BRAVO”
               NORTH GROUND (UHF) “6E123 AND FLIGHT, TAXI TO RUNWAY ____,
                                   SQUAWK ____”
               LEAD (UHF) “6E123 AND FLIGHT, SQUAWK ____”

5) Taxi to the ground runup. The WING will taxi a safe distance behind LEAD on the yellow line until clear of the line area. WING should stagger to the left or right of LEAD with sufficient interval to maintain flight integrity and allow for maneuvering in case of brake problems or other emergencies. If all aircraft are not located on the same line, the flight will meet in the hub and taxi with appropriate interval to the ground runup area. LEAD will select a position in the runup area that permits the flight to situate itself on the LEAD’s port side. WING’s aircraft will be positioned with an unobstructed view of LEAD’s cockpit, within the black tarmac area, with a minimum of four feet of wing tip distance. If positioned correctly, the LEAD’s right wing tip will be even with the edge of the tarmac, and the WING’s leading edge of his right wing will be even with the trailing edge of the LEAD’s left horizontal stabilizer.

6) Complete GROUND RUNUP CHECKLIST with the following exception:

a) Skip the outbound call to base.

7) Complete TAKEOFF CHECKLIST down to the last 3 items (pitot, strobes, and transponder).

8) Check the LEAD/WING’s aircraft to ensure proper configuration (i.e., prop not feathered, flaps retracted, canopies closed and locked, NAV and STROBE lights on), panels secure, and no visible leaks. Be careful in your checks, the instructors are going to intentionally foul the configuration to see if you catch it.

        WING (ICS) “CONFIGURATION CORRECT, PANELS SECURE, NO VISIBLE LEAKS,
                    INITIATING THUMBS UP” (when the lead is looking)
        LEAD (ICS) “CONFIGURATION CORRECT, PANELS SECURE, NO VISIBLE LEAKS,
                    RETURN THUMBS UP”

9) Make outbound call to your base:

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, FREQUENCY CHANGE TO (sqdn
                    freq)”
        LEAD       Pass the signal. (keep your head facing forward as usual)
                   Tap your earphone, extend forearm vertically, and rotate
                   fingers formed as if holding a grapefruit, followed by 4
                   numbers. With forearm vertical, extend fingers to indicate
                   desired number from 1 through 5. With forearm horizontal,
                   indicate number which, added to 5, gives desired number
                   from 6 through 9. A clenched fist indicates 0.
        LEAD (ICS) “READY LOOK” (after a short pause)
        WING (ICS) “FREQUENCY CHANGE TO (sqdn freq), RETURN”
        WING       Pass the signal. (return the frequency change signal to
                   LEAD)

        After frequency change:
        LEAD (ICS) “EAGLE”
        WING (ICS) “TWO”

LEAD (UHF) “SHOOTER BASE, 6E123, FLIGHT OF TWO, OUTBOUND”

10) Switch the flight back to button 1:

LEAD (UHF) “EAGLE SWITCH TO BUTTON 1”
WING (UHF) “TWO”

        After frequency change:
        LEAD (UHF) “EAGLE”
        WING (UHF) “TWO”

11) Taxi outbound to the holdshort. WING will follow in column until out of the runup area, then, in staggered column to the holdshort. 200’ prior, make the following ICS reports and perform corresponding action:

        LEAD (ICS) “200 FEET PRIOR, NAV LIGHTS OFF, SWITCHING TOWER”
        WING (ICS) “SWITCHING TOWER, NAV LIGHTS OFF” (upon seeing LEAD’s NAV
                    lights go out)

        After frequency change:
        LEAD (UHF) “EAGLE”
        WING (UHF) “TWO”

12) When number one for takeoff:

LEAD (UHF) “NORTH TOWER, 6E123, FLIGHT OF TWO, TAKEOFF”
LEAD (UHF) “6E123 AND FLIGHT, ROGER, CLEARED FOR TAKEOFF”

13) Taxi into position on the runway and complete your TAKEOFF CHECKLIST (the LEAD will place his transponder in “ALT” and the WING will place his in “STBY”). The LEAD is always on the right unless the winds are from the right. Reference the wind sock for the most accurate wind information (or from Tower’s reply clearing you for takeoff).

14) Each aircraft sets 500 ft-lbs, checks their respective engine instruments, then checks the other aircraft for the same things you just did in the GROUND RUNUP phase (don’t ask me why, just do it). On the ground, the WING initiates the hand signals.

        WING (ICS) “AIRCRAFT LOOKS GOOD”
        LEAD (ICS) “AIRCRAFT LOOKS GOOD”
        WING (ICS) “THUMBS UP SIGNAL”
        WING       Pass a thumbs up
        LEAD (ICS) “THUMBS UP SIGNAL, RETURN”
        LEAD       Pass a thumbs up

15) Conduct a normal takeoff.

b. Parade position

Parade formation is used for flight in congested areas, traffic patterns, instrument penetrations, demonstrations, exhibition flights, and in general, at any time when the formation is likely to be critically observed from the ground.

Advantages

1) It requires a minimum of airspace.

2) It provides good visual communications between aircraft in the
flight.

3) It is easily and positively controlled by the formation leader.

4) It presents a neat military appearance.

Disadvantages

1) It provides slightly less maneuverability than single plane
flights.

2) It requires almost constant power adjustments by the WING.

3) It is fatiguing if conducted for long periods.

4) It inhibits proper lookout doctrine by the WING.

The parade position is the basis for all maneuvers in the formation syllabus. Defined, it is a fixed position on the 45 degree bearing line on either the port or starboard side of the LEAD aircraft with 10 feet of stepdown, 20 feet of nose to tail, and 4 feet of wingtip separation. If properly positioned, the WING will see the LEAD’s prop arc on the midpoint and the ventral point on the cutout.

To maintain parade position, the WING must correct for relative motion with smooth timely control inputs. The WING must learn to judge bearing and distance to anticipate the control inputs required to maintain the correct position. Avoid fixating on any one particular part of the LEAD’s aircraft. Use the appearance of the entire aircraft to determine bearing, distance, and stepdown. SCAN THE LEAD AIRCRAFT IN ITS ENTIRETY!

c. Parade turns

Parade turns are defined as 30 degree AOB turns of approximately 180 degrees with the WING maintaining a parade position throughout.

Since the LEAD and WING are at approximately the same airspeed in the parade position, if the LEAD were to turn away from the WING, the WING must add power to remain in the position. It must be noted that, although the WING needs to increase airspeed to remain in position when outside the LEAD’s radius of turn, the difference in airspeed is minimal due to the close proximity of aircraft and will normally be interpreted as a change in relative motion. In any case, the requirement is the same - POWER!

LEAD Procedures

1) Prior to commencing a parade turn, the LEAD will give the signal:

        LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, TURNS AWAY SIGNAL”
        LEAD       Pass the signal. Head tilted right or left from vertical 3
                   times.
        WING (ICS) “TURNS AWAY SIGNAL” (not acknowledged)

2) On the 3rd nod, the LEAD smoothly rolls into 30 degrees AOB using a parade rate of roll (defined as 30 degrees AOB achieved after 30 degrees of turn). Maintain altitude, angle of bank, and a constant power setting. Lead the rollout by 30 degrees, but DO NOT sacrifice the parade roll rate for rolling out on heading. An initial head nod shall be given for the first turn in the sequence. Subsequent turns need not be signaled (pilot’s discretion).

3) Turns will be made in alternate directions. If the first turn is to the left, the direction of movement of the formation will be to the left. For LEAD planning purposes, turns of more than 180 degrees may be used. Remember that LEAD planning involves consideration of subsequent maneuvers and area limitations.

4) On FORM-4, and all subsequent flights, turns will be continuous (or “linked”), rolling directly into a turn in the opposite direction. Just prior to rolling into the opposite turn, the LEAD will check the area clear.

WING Procedures

1) The WING is required to maintain a fixed position in relation to the LEAD in turns and therefore must be cognizant of various factors. Because of his position with respect to the LEAD, he will be on either a shorter or longer radius of turn than the LEAD. The WING’s radius of turn will begin to shorten or lengthen immediately as the leader turns.

2) Position of the LEAD’s wings will help the WING to anticipate necessary power changes. If the LEAD turns toward the WING, a reduction in power will be necessary. Conversely, if the LEAD turns away, the WING must add power. The PCL changes described are ideal corrections. Normally, it will be necessary to make almost continuous power corrections. The WING should roll at a rate which maintains the proper bearing line throughout the turn.

3) TURNS INTO THE WINGMAN

a) After receiving the turn signal, the WING matches the LEAD’s rate of roll and rotates about the LEAD’s longitudinal axis so that the same parade checkpoints as in straight and level flight are maintained. The WING is now on a shorter radius of turn and will move ahead of the LEAD unless a power reduction is made. The amount of power reduction will be very slight.

b) To roll about the LEAD’s longitudinal axis, the WING will lower his nose slightly while reducing power and matching the LEAD’s roll rate. Upon rollout from a turn into the formation, the WING is no longer on the inside of the LEAD’s radius of turn and will have to add a small amount of power while pulling the nose up slightly to maintain the parade checkpoints.

4) TURNS AWAY FROM THE WINGMAN

a) After recieving the signal, the WING matches the LEAD’s rate of roll and rotates about his own longitudinal axis. The WING is now on a longer radius of turn than the leader and must add power and accelerate to maintain the parade position. The rate and amount of power required are related to the rate of roll.

b) Maintain the parade checkpoints in the same vertical plane and stay on the bearing. Stepdown is maintained by keeping the same amount of sky between the nose and the horizon as in straight and level flight and by placing the LEAD’s lower wingtip on the horizon as 30 degrees AOB is achieved. Figure 3-20 Form FTI. As the lead aircraft approaches wings level adjust the nose to allow the space between the “ventral point” and the “cutout” to close.

c) If power is not added and you attempt to maintain bearing and wingtip distance, upon rollout, you’ll find that you have been “sucked.”

5) 45 DEGREE AOB TURNS

a) Turns into the WING utilize the same checkpoints as in the 30 degree AOB turns into. Turns away from the WING utilize the same checkpoints as the 30 degree AOB turns away except the middle aileron hinge is placed on the horizon instead of the wingitp. All 45 degree AOB turns should be down for 360 degrees.

6) Common errors in Turns into the WING

a) LEAD not clearing the area visually prior to commencing the
turn.

b) LEAD failing to maintain altitude and a constant AOB in the
turn.

c) LEAD rolling into or out of the turn too rapidly.

d) LEAD overshooting the rollout heading.

            e) WING failing to maintain proper stepdown. Rotate about the
               LEAD aircraft’s longitudinal axis and maintain the same visual
               checkpoints as the normal parade position.

f) WING failing to reduce power sufficiently to prevent becoming
acute.

g) WING failing to add sufficient power upon rollout to prevent
becoming sucked.

7) Common errors in Turns Away from the WING

a) LEAD not clearing the area visually prior to commencing the
turn.

b) LEAD failing to maintain altitude and a constant AOB in the
turn.

c) LEAD rolling into or out of the turn too rapidly.

d) LEAD overshooting the rollout heading.

e) WING failing to maintain proper stepdown. Rotate about your own aircraft’s longitudinal axis and keep the LEAD’s lower wingtip on the horizon in the turn.

f) WING failing to add sufficient power early enough to prevent becoming sucked.

g) WING failing to maintain relative closeness. The general tendency is to become sucked and then continue to drift farther away from the lead aircraft.

h) WING failing to reduce power upon rollout sufficiently to prevent becoming acute.

i) WING rolling out with excessive stepdown. As the LEAD rolls out of the turn, allow the space between the ventral point and the cutout to close.

d. Cross Under

A formation must be flexible to achieve maximum maneuverability. The LEAD must, therefore, be able to change the position of his WING within the formation. The Cross Under is a maneuver where the WING moves laterally from parade position on one side of the LEAD to the parade position on the opposite side while maintaining 20 feet of stepdown and 20 feet of nose to tail distance. In addition to accomplishing the cross under, the maneuver also provides practice in controlling the rate and direction of relative motion.

LEAD Procedures

        1) LEAD (ICS) “WING IN POSITION, AREA CLEAR, CROSS UNDER SIGNAL”
            LEAD       Pass the signal. Extend forearm vertically with fist
                       clenched.
            WING (ICS) “CROSS UNDER SIGNAL, ACKNOWLEDGE”
            LEAD (ICS) “READY LOOK” (after a short pause)
            LEAD       Look at the wingman.
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or Wait for a repeat of signal.

2) It is the LEAD’s responsibility to select a heading that will give the WING ample time to complete the cross under prior to sending the formation into obstructions or “out of bounds.” Be considerate of the WING by providing a steady platform while the cross under is being performed.

WING Procedures

2) The WING will acknowledge the cross under signal and stabilize in the parade position prior to commencing the maneuver.

3) Increase stepdown to 20 feet by using slight forward stick pressure coordinated with a small power reduction so that the trailing edge of the exhaust stack is tangent to the leading edge of the wing and the parade checkpoints remain in the same vertical plane (e.g., ventral fin above cutout and prop arc on the midpoint). See Figure 3-23 Form FTI for a picture.

4) Once stabilized in this position make a slight heading change toward the LEAD with aileron and then level your wings (called a “wing flash”). Your aircraft will cross under (and behind) the LEAD because your heading is now slightly different than that of the LEAD aircraft. The magnitude of this heading differential will determine the crossing rate, and since the cross under is to be accomplished slowly, only a slight heading change is necessary.

5) While maintaining 20 feet of stepdown, cross under, adjusting power throughout to maintain 20 feet of nose to tail distance. Keep your wings level and relative motion constant. Keep moving across slowly until you reach a position below the parade position on the opposite side of the LEAD with 20 feet of stepdown.

6) At this point, stop lateral movement by matching the leader’s heading with aileron. Stabilize in this position, then add a small amount of power and back stick pressure to “pop up” to the parade position (Figure 3-25 Form FTI). Throughout the cross under, keep relative motion slow and under control.

7) Common errors

a) LEAD aircraft slowly drifts off heading due to a slight wing dip and/or incorrect rudder trim.

b) WING fails to properly coordinate power and nose inputs to arrive and stabilize in the various positions.

c) WING fails to stabilize in each position prior to moving on to the next.

d) WING fails to reset wings level after the wing dip which initiates the cross under. The result is an accelerating lateral crossing rate rather than one which is constant.

e) WING drifting further aft while crossing under resulting in a sucked condition once established on the opposite side.

f) WING arresting the lateral relative motion prior to arriving on the opposite bearing line.

e. Breakup and rendezvous

In primary formation training, the rendezvous is practiced as a level maneuver and is combined with the breakup. To simulate aircraft taking off individually, a column is formed by effecting a breakup. The 180 degree breakup and rendezvous is a radius of turn rendezvous. This provides practice in maneuvering with radius of turn to effect a rendezvous when an airspeed advantage is not present.

Overview

1) LEAD kisses off and breaks left. WING checks wings level and sets “thumbs up” torque.

2) Once the LEAD passes abeam, WING breaks.

3) LEAD flies straight and level for a minimum of 20 seconds. WING rolls out in trail with 800-1000’ of interval.

4) LEAD “flashes” and returns to a 20 degree AOB. WING rolls into 30 degree AOB turn.

5) LEAD continues to hold a 20 degree AOB turn. WING intercepts the 45 degree bearing line, then temporarily rolls wings level.

6) LEAD continues holding 20 degree AOB. WING intercepts the 60 degree bearing line then adjusts AOB until the joinup is commenced.

LEAD Procedures

1) Prior to initiating the maneuver, the LEAD must ensure that the 180 degree breakup and rendezvous can be accomplished on the present heading. Consideration should be given to the effects of the wind on the formation’s track and the ability to perform the entire maneuver while remaining clear of clouds and within the operating area. The 180 degree breakup and rendezvous is commenced from a starboard parade position.

        2) LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, BREAKUP AND
                        RENDEZVOUS SIGNAL”
            LEAD       Pass the signal. Extend forearm vertically with your
                       index and middle fingers raised. Rotate your arm in a
                       circular motion 2-3 times.
            WING (ICS) “BREAKUP AND RENDEZVOUS SIGNAL, ACKNOWLEDGE”
            LEAD (ICS) “READY LOOK” (after a short pause)
            LEAD       Look at the wingman.
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or Wait for a repeat of signal.

3) Consider the rollout heading and check the area clear once again.

4) Give the KISS OFF signal and break left (Figure 3-28 Form FTI) using a 45 degree AOB, level turn. Maintain working altitude, angle of bank and constant power for 180 degrees of turn, sacrificing airspeed for altitude.

5) Five degrees prior to reaching the reciprocal heading, rollout smartly to indicate the new heading. Once wings level, start the clock and time for a minimum of 20 seconds. If necessary, add 850 ft-lbs torque to regain thumbs-up airspeed and working altitude. In either case, regain the thumbs-up airspeed first.

6) After regaining the thumbs-up airspeed and the working altitude, reset the power to thumbs-up torque. Upon completion of the 20 seconds, smartly “flash” the wings past 30 degrees AOB then reduce to and maintain a 20 degree AOB turn to the left.

NOTE - During this turn you must maintain a constant altitude, thumbs-up torque, and 20 degrees AOB. Don’t screw your wingman. Remember that your turn is coming soon.

7) Continue to turn until the WING has completed his joinup, then roll out as necessary to position the flight for subsequent maneuvers.

WING Procedures

        1) LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, BREAKUP AND
                        RENDEZVOUS SIGNAL”
            LEAD       Pass the signal. Extend forearm vertically with your
                       index and middle fingers raised. Rotate your arm in a
                       circular motion 2-3 times.
            WING (ICS) “BREAKUP AND RENDEZVOUS SIGNAL, ACKNOWLEDGE”
            LEAD (ICS) “READY LOOK” (after a short pause)
            LEAD       Look at the wingman.
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or Wait for a repeat of signal.

2) Immediately respond to the LEAD’s signal. Fly the parade position, noting KISS OFF signal and the break.

3) Promptly check wings level and reset “thumbs-up” torque.

4) Break using a 45 degree AOB when the LEAD aircraft passes the abeam position. Keep the leader in sight maintaining him on or slightly below the horizon. Use AOB as necessary (not to exceed 60 degrees) to put the leader at the 11 o’clock position with approximately 800-1000’ of interval.

5) During the break, less AOB will increase interval and greater AOB will decrease interval. Once the LEAD rolls wings level, rollout in trail to place him at the 12 o’clock position, on or slightly below the horizon.

NOTE - Failure to keep the leader on or slightly below the horizon may result in your aircraft encountering turbulence created by the LEAD’s propwash.

6) Trade altitude and airspeed or add power to 850 ft-lbs (if required) to regain airspeed while keeping the LEAD on or slightly below the horizon. Reset “thumbs-up” torque.

7) When the LEAD “flashes” and moves left of centerline, roll into a 30 degree AOB turn. Maintain 30 degrees AOB until the LEAD is in a position 45 degrees off your nose (vertical stabilizer at the midpoint of the opposite wing). See Figure 3-29 Form FTI.

8) Momentarily roll wings level to slow movement toward the LEAD’s 60 degree bearing line (tip of the LEAD’s vertical stabilizer on the tip of the LEAD’s far wing).

9) As movement toward the 60 degree bearing is noted, gradually increase AOB to approximate that of the LEAD’s. Establish and maintain the rendezvous bearing by placing the tip of the leading edge of the LEAD’s vertical stabilizer on the tip of the leading edge of the opposite wing while maintaining the LEAD’s fuselage on the horizon. See Figure 3-30 Form FTI.

10) Once power is set at thumbs-up torque, the WING will not change the power setting…except in the following situations:

            a) Under run
            b) If the wingman is hung on the bearing line (insufficient
               closure rate to join up in a timely manner).
            c) During the joinup phase.

If the vertical stabilizer moves forward, inboard along the wing, you are too far behind the bearing line, or “sucked”. Figure 3-31 Form FTI. Correct by increasing AOB until movement toward the proper position is attained.

If sky appears between the vertical stabilizer and the wing you are too far ahead of the bearing line, or “acute”. Figure 3-32 Form FTI. Correct by decreasing the AOB until movement toward the correct position is attained.

Once the 60 degree bearing line is established, it is maintained by adjusting angle of bank.

JOINUP PROCEDURES

This begins at the point where one can no longer place another T-34C between the wing and the LEAD aircraft (measured along the 60 degree bearing line. The student should visualize a one-wingspan distance as an aid in determining the proper point to begin the joinup.

The WING will then execute the following procedures simultaneously:

1) Ease the nose down to achieve 20 feet of stepdown as identified by the trailing edge of the near exhaust stack tangent to the leading edge of the near wing.

2) Adjust power as necessary to achieve and maintain 20 feet of nose to tail distance as identified by the near ventral fin underlining the “VY” in the word NAVY (for the word MARINES, underline the “NES”). For a rendezvous maneuver that is conducted to the RIGHT (IP’s only), utilize the “NA” (vice “VY”) and “MAR” (vice “NES”).

3) If necessary, adjust AOB to maintain the bearing line and to move to a position slightly inside the LEAD’s radius of turn as identified by the prop spinner of the WING’s aircraft pointing at the leader’s pitot tube. For a rendezvous that is conducted to the RIGHT (IP’s only), utilize the wing cavity moisture scupper drain vice the pitot tube.

4) As you approach join up position anticipate matching the LEAD’s AOB to stabilize in position with 20 feet of stepdown, 20 feet of nose to tail distance, and slightly inside the LEAD’s radius of turn with the checkpoints as described above. See Figure 3-33 Form FTI.

5) Pause momentarily in the join up position, then move out and up to the “turn away” parade position using the following procedures:

a) Slightly shallow the AOB to cross laterally beneath and behind the LEAD aircraft. Lateral crossing rates should remain slow and controlled.

b) Smoothly add power to maintain 20 feet of nose to tail distance.

c) As you cross under toward the LEAD’s starboard wing, smoothly apply backstick pressure to place the LEAD’s lower wingtip slightly above the horizon. As you pull into the turn away position, adjust power as required to maintain 20 feet of nose to tail distance. The proper position when the maneuver is complete will be in the 20 degree AOB turn away position. Use the normal turn away check point except place the lower wingtip slightly above the horizon since you are only in a 20 degree AOB vice 30. See Figure 3-34.

Common errors during breakup

        1) LEAD not checking RMI for rollout heading before breaking away.
        2) LEAD and WING not holding altitude/AOB in the breakup turn.
        3) LEAD and WING not making timely corrections while in column to
            regain thumbs up airspeed and then altitude.
        4) WING not maintaining LEAD on or slightly below the horizon or at
            the 12 o’clock position while in column.
        5) WING not maintaining LEAD on horizon while joining on the 60
            degree bearing line.
        6) WING flying through the 45 and 60 degree bearing lines and
            becoming excessively acute (which calls for an under run).

COMMON ERRORS DURING JOINUP

        1) LEAD not maintaining 20 degrees AOB.
        2) WING not maintaining the 60 degree bearing as stepdown is taken.
            Remember, step straight down and reduce power to prevent further
            closure (maintaining the proper bearing).
        3) Not making timely power, nose, or aileron corrections to stop in
            the proper position while taking initial stepdown. Do not go
            directly under the LEAD aircraft!!
        4) A fast crossing rate due to an excessive heading differential
            between the LEAD and WING aircraft. During the cross under, the
            crossing rate is controlled by AOB and nose to tail is controlled
            by power.

UNDER RUN DURING BREAKUP AND RENDEZVOUS

The wingman should discontinue the joinup and execute an under run when any of the following situations occur (refer to Section 2.c for procedure):

        1) If the wingman becomes excessively acute. Ahead of the 60 degree bearing line going toward the abeam position of the leader.
        2) If the wingman gets acute in close.
        3) If the wingman experiences an excessive closure rate and is unable to execute a safe joinup.
        4) Whenever the wingman is uncomfortable.

f. Lead vs Wing Responsibilities

The formation LEAD carries the primary responsibility of conducting the sequence of maneuvers in a safe an orderly manner. The leader must comply with the following:

        1) Keep the flight clear of clouds and other aircraft.
        2) Keep the flight within the proper operating area and comply with
            the local course rules.
        3) Maintain smooth and precise airwork, thereby providing a stable
            platform for the WING.
        4) Always be aware of the position of the WING.

In order to maneuver the flight safely and effectively within the confines of the designated formation area, the leader must first possess a clear understanding of the areas’ boundaries. Additionally, the leader must be able to visualize how combinations of turns or maneuvers can be utilized to guide the flight skillfully within those boundaries. Furthermore, the leader must constantly consider the airspace requirements of the next sequential maneuver in order to plan a suitable heading and location from which to commence. Wind speed and direction will affect the flight’s ground track and should also be considered. Finally, the leader must be conscious of the sun’s position relative to the WING and plan maneuvers accordingly. This is particularly important in the early morning or late afternoon.

The WING, on the other hand, is primarily responsible for flight integrity and must comply with the following:

1) Keep the LEAD in sight and maintain proper position at all times.
2) Comply with all signals given by the LEAD, and when required, be prepared to give a timely response signal.

g. HFE/course rules

Once the original LEAD has resumed the LEAD, the recovery phase may commence. In a nutshell, the procedures will flow as follows:

            a) Gas check
            b) Descent and level off
            c) Radio channel changes
            d) Homefield entry (HFE)
            e) Cross under (if making a DELTA approach)
            f) Homefield break

1) After the second lead change (the original is back as LEAD) the LEAD will get ATIS and pre-arrival squawk information.

2) Let the wing stabilize in the starboard parade position and pass information:

            LEAD (UHF) “EAGLE FLIGHT HAS INFORMATION ___, RUNWAY ___,
                        ALTIMETER ___, SQUAWKING ___, BUTTON ___.”
            WING (UHF) “EAGLE SQUAWK ___, BUTTON ___.”

3) Gas Check

The initial gas check commenced the parade sequence. Then, subsequent gas checks are given when a cross under takes place from port to starboard and following lead changes (as in what you just did to begin the recovery phase).

            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, GAS CHECK SIGNAL”
            LEAD       Pass the signal. Place the thumb of the hand nearest
                       the WING up to your mouth and “strike a pose.”
            WING (ICS) “GAS CHECK SIGNAL, ACKNOWLEDGE WHEN THEY LOOK”
            LEAD (ICS) “READY LOOK” (after a short pause)
            LEAD       Turn to look at the WING
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or wait for a repeat of signal.

IGP (instruments, gas, position). The LEAD will check the top two engine instruments, then middle two, then bottom two, followed by a check of the fuel quantity gauges, and finally determine the formation’s current position (relative to a suitable landing field in the event of an emergency). Report each check over ICS.

IGB (instruments, gas, ball). The WING will check the top two engine instruments, then middle two, then bottom two, followed by a check of the fuel quantity gauges, and finally ensure the ball is centered. Report each check over ICS.

4) The LEAD will orient the flight to intercept a line from Flomaton-Century to Jay (approximate heading of 120 degrees). Lead-in sand pits may be used to parallel southeast towards Flomaton-Century.

5) Descent and Level off

            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, DESCENT SIGNAL”
            LEAD       Pass the signal. With fingers extended, palm down,
                       motion slowly fore and aft with a descending attitude.
            WING (ICS) “DESCENT SIGNAL, ACKNOWLEDGE WHEN THEY LOOK”
            LEAD (ICS) “READY LOOK” (following a short pause)
            LEAD       Look at the WING
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or Wait for a repeat of signal.

            LEAD IP or CHASE (UHF) “EAGLE FLIGHT LEAVING (alt) FOR THE COURSE
                                    RULES (state ground position or
                                    radial/DME).”

            The LEAD will then lower the nose and accelerate to 170-200 kts:
            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, POWER REDUCTION
                        SIGNAL”
            LEAD       Pass the signal. Head tilts backwards 3 times from a
                       vertical position.
            WING (ICS) “POWER REDUCTION SIGNAL” (not acknowledged)
            LEAD       Slowly reduce power to 400 ft-lbs if descending greater
                       than 1000’.
            WING       Anticipate changes in power, but do not adjust power
                       until changes of relative motion are evident.

NOTE - Descents of 1000’ or less will be done using elevator only. No power adjustment will be made. In descents of 500’ or less, the level off signal will be given 100’ prior to the level off altitude.

            500’ above the level off altitude of 2200’, give the signal:
            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, LEVEL OFF SIGNAL”
            LEAD       Pass the level off signal. With fingers extended, palm
                       down, motion slowly side to side over the glareshield
                       in a level attitude.
            WING (ICS) “LEVEL OFF SIGNAL” (not acknowledged)

            At approximately 180 kts:
            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, POWER ADDITION
                        SIGNAL”
            LEAD       Pass the signal. Head is moved forward three times
                       from the vertical position.
            WING (ICS) “POWER ADDITION SIGNAL” (not acknowledged)
            LEAD       Set 850 ft-lbs
            WING       Set approximately 850 ft-lbs, using whatever is
                       required to maintain parade position with the LEAD.

NOTE - The course rules intercept will be made at 2200’ MSL, 850 ft-lbs
       (approximately 170 kts), and at an angle of intercept not to exceed 45
       degrees. The flight leader will contact Pensacola Approach after
       intercepting that line.

        6) At the three stacks (Flomaton-Century) both the LEAD and WING will change their respective transponder codes.

            LEAD (UHF) “EAGLE SWITCH BUTTON 5”
            WING (UHF) “TWO”

            After frequency change:
            LEAD (UHF) “EAGLE”
            WING (UHF) “TWO”

7) Contact Approach Control prior to Jay. The flight leader will contact Pensacola Approach after intercepting a line from Flomaton-Century to Jay.

NOTE - If the flight has not established two-way communication with Approach Control prior to Jay, maneuver the flight as necessary to remain north of Jay and clear of other aircraft inbound to Jay. Re-attempt contact with Approach.

8) If making a POINT DELTA approach, between Jay and POINT INITIAL, initiate the Cross Under signal:

            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, CROSS UNDER SIGNAL”
            LEAD       Pass the signal. Extend forearm vertically with fist
                       clenched.
            WING (ICS) “CROSS UNDER SIGNAL, ACKNOWLEDGE WHEN THEY LOOK”
            LEAD (ICS) “READY LOOK” (after a short pause)
            LEAD       Turn to look at the WING
            WING       Acknowledge (Head Nod or Shake Off)
            LEAD (ICS) “ACKNOWLEDGED” or “REFUSED”
            WING       Perform or Wait for a repeat of signal.

9) Approaching North Whiting:

For runways 5 and 14 proceed direct from Jay to POINT ALPHA (approximately 160 degrees). Maintain 2200’ MSL until crossing over POINT CHARLIE or until cleared to descend by Approach Control.

LEAD (UHF) “PENSACOLA APPROACH, 6E123 AND FLIGHT, POINT CHARLIE IN
SIGHT”

            When frequency change is approved by ATC:
            LEAD (UHF) “6E123 AND FLIGHT, ROGER, FLIGHT SWITCH CHANNEL 2.”
            WING (UHF) “TWO”

            After frequency change:
            LEAD (UHF) “EAGLE”
            WING (UHF) “TWO”

For runways 23 and 32 proceed direct from Jay to POINT INITIAL (approximately 110 degrees). Maintain 2200’ MSL until crossing over POINT DELTA or until cleared to descend by Approach Control.

LEAD (UHF) “PENSACOLA APPROACH, 6E123 AND FLIGHT, POINT DELTA IN
SIGHT”

10) All flights will contact Tower at POINT CHARLIE or POINT DELTA:

            LEAD (UHF) “NORTH TOWER, 6E123, FLIGHT OF (#), POINT CHARLIE (or
                        DELTA), WITH INFORMATION ___.”
            LEAD (UHF) Acknowledge Tower’s reply.

       11) Follow normal procedures from POINT CHARLIE or POINT DELTA to the break. Ensure the WING has been positioned on the tower side (port side) of the flight between Jay and POINT INITIAL for POINT DELTA entries.

12) Descend to 1300’ MSL (no descent signal or power change) while navigating for proper lineup. Just prior to abeam the approach end of the duty runway, the flight leader will call Tower for clearance to break:

LEAD (UHF) “NORTH TOWER, 6E123 AND FLIGHT, BREAK RUNWAY ___.”
LEAD (UHF) “6E123 AND FLIGHT, ROGER, BREAK.”

       13) LEAD, with interval, and cleared by Tower:
            LEAD (ICS) “WINGMAN IN POSITION, AREA CLEAR, KISS OFF SIGNAL”
            LEAD       Pass the signal. Blow a kiss.
            WING (ICS) “KISS OFF SIGNAL” (not returned)
            LEAD       Break using a 45 degree AOB, passing runway centerline,
                       reduce to 30 degrees AOB to achieve a ¾ WTD on
                       downwind.
            WING       Count 5 seconds and break using the same procedures as
                       LEAD. Keep the LEAD in sight. You are looking for a
                       minimum of 1500’ interval from LEAD.

       14) LEAD (UHF) “NORTH TOWER, 6E123, 180, GEAR DOWN AND LOCKED, FULL
                        STOP.”
            WING (UHF) “DASH 2, 180, GEAR DOWN AND LOCKED, FULL STOP”

       15) LEAD, when clear of the duty runway, switches to button 1, performs post landing checks, and waits for WING (and chase on FORM-6) to clear the duty runway. The WING will automatically switch to button 1 when he clears the duty runway and perform his post landing checks.

            After frequency change:
            LEAD (UHF) “EAGLE”
            WING (UHF) “TWO”

16) LEAD (UHF) “NORTH GROUND, 6E123, FLIGHT OF (#) RETURN”

17) Taxi in much the same way as you taxied outbound. The WING should stagger to the left or right until entering the line area at which time he’ll fall in column.

18) LEAD (UHF) “SHOOTER BASE, 6E123 AND FLIGHT RETURN.” WING does not have to call base unless the flight was separated.

TIDBITS

1. Changes in heading do not require head nods.

2. Once established on course rules, turns, descents, and leveloff signals are not require. Descents will be made without a reduction of power by LEAD unless necessary to avoid overtaking other aircraft on course rules.

3. All UHF calls will be handled by the LEAD unless an emergency or safety of flight situation occurs. On the initial call to a controller, as a LEAD, you will let them know that you are in a formation flight and how many are in the flight. For example:

“PENSACOLA DEPARTURE, 6E123, FLIGHT OF TWO PASSING 1200”

On each all after than, if you are talking to the same controller, you should abbreviate the call as follows:

“PENSACOLA DEPARTURE, 6E123 AND FLIGHT PASSING 4200”

4. Non-graded:

a. Landing(s)