Template modified: 27 May 1997 14:30

BY ORDER OF THE SECRETARY OF THE AIR FORCE

AIR FORCE INSTRUCTION 11-205

19 MAY 1994

Flying Operations

AIRCRAFT COCKPIT AND FORMATIONFLIGHT SIGNALS

OPR: HQ ACC/DOTV (Maj Glenn W. Weaver) Certified by: HQ USAF/XOO(Maj Gen Edwin E. Tenoso)

Supersedes AFR 60-15, 1 June 1992. Pages: 12Distribution: F

This instruction implements AFPD 11-2, Flight Rules and Procedures. It provides guidance and proce-dures for standard Air Force cockpit and formation flight manuals. It also indicates distress signals thathave been standardized for use with North Atlantic Treaty Organization (NATO) forces (NATOSTANAG 3379). It applies to the operation of US Air Force aircraft flown by Air Force pilots, pilots ofother services or countries, and civilian pilots. It also applies to the Air National Guard and US Air ForceReserve units and members. It supplements International Civil Aviation Organization standard signals inthe Flight Information Publication (FLIP) Enroute Supplement.

SUMMARY OF REVISIONS

This revision aligns the instruction with AFPD 11-2.

1. Cockpit Signals for Multiple Aircraft:

1.1. Voice. Voice is the primary method of communication between the pilot and other crew mem-bers. Crew members will repeat the pilot’s instructions before executing them.

1.2. Hand Signals. Hand signals are another method of communication between aircraft. Use ofhand signals are authorized if all flight crew members understand their meaning.

1.3. Night Visual Signals. Night visual signals should be used when an aircraft is in distress andunable to communicate using radios.

1.4. NATO Standardized Signals. All signals standardized with NATO will appear in the attach-ments with an "*."

NOTICE: This publication is available digitally on the SAF/AAD WWW site at: http://afpubs.hq.af.mil.If you lack access, contact your Publishing Distribution Office (PDO).

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

Certified Current, 3 NOVEMBER 2009

2. Standard Signals for Formation Flight. Standard signals for formation flight are described inAttachment 1. Since the signals required may vary for different types of aircraft, only those signals usedin most aircraft are standardized.

2.1. These signals reduce radio communications and permit pilots to communicate with each otherduring periods of radio silence. Use the radios if the situation permits, when time is critical, or thevisual signals are creating confusion.

2.2. Sun angle or sun glint on the canopy may make it impossible to either give or acknowledge avisual signal. With subdued helmets and gray or green gloves, most visual signals are more visible ifgiven near the top of the canopy.

2.3. Attachment 1 includes preparatory signals (if any) and the executing signals.

3. In-Flight Distress Signals:

3.1. The visual signals for distress described in Attachment 2 should only be used if the radio fails orcannot be used due to the situational environment.

3.2. International flight distress signals described in Attachment 2 also apply to USAF aircraft.

3.3. Night visual signals are described in Attachment 3.

LARRY L. HENRY, Maj General, USAFActing DCS/Plans and Operations

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Attachment 1

STANDARD FORMATION SIGNALS FOR DAYTIME COMMUNICATION

Table A1.1. Standard Formation Signals for Daytime Communication (See Notes).

Action Preparation Execution

Afterburner in or out:

Note: Not required duringformation takeoff.

Move clenched fist inboardor outboard as appropriate.

Nod head.

Attention in the air: Execute rapid shallow rock-ing of wings.

Battle Damage Assessment

(BDA) Check:

Hold clenched fist withindex finger and thumbextended, back of handtowards canopy.

Wingman responds by exe-cuting prebriefed BDAcheck.

Change Lead: Make severa l fo rwardpointing motions, then holdup number of fingers toindicate present position oft he p o in t w h i c h i s t oassume the lead.

Pilot of aircraft assumingthe lead nods head.

Echelon to the Right orLeft:

Dip wing to the right or left,whichever is appropriate.

Echelon Turn: Extend clenched fist withforefinger and little fingerextended upward for eachechelon turn performed.

*Flaps Up or Down;

Note: During a formationtakeoff, preparatory orexecution signals are notrequired for raising flaps.Initial gear movement onthe flight lead’s aircraft maybe used as the wingman’ssignal for gear and flapretraction.

Hand flat, fingers forward,downward motion of handf rom w r i s t t o l ow e rflaps--reverse motion toraise flaps.

Nod head.

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Fuel Check: Close fist with the thumbe x tende d an d pe r fo rmd r ink in g m ot i on w i ththumb touching the oxygenmask.

Fuel Remaining for liketype aircraft.

In response to Fuel Check. Extend one finger for each1,000 lbs. of fuel board.Extend finger(s) verticallyfor 1,000 to 5,000 lbs; hori-zontally for 6,000 to 9,000lbs. After signaling 1,000lbs. increments, pull handout of sight then signal 100lbs increments in the samemanner. Signal zero withclosed fist. For example:To signal 6,300 lbs., extendone finger horizontally(indicating 6,000 lbs.); pullhand out of sight (indicat-ing a change from thou-sands to hundreds); andextend three fingers verti-cally (indicating 300 lbs.).

*Fuel Remaining for dis-similar aircraft.

In response to Fuel Check. a. Less than 10 minutesremaining:

Use the "Land Immedi-ately" signal in Attach-ment 2attachment 2.

b. For more than 10 min-utes, use up to five fingersto indicate each 10 minuteincrement of fuel as fol-lows:

1 finger = 10 to 19 minutes

2 fingers = 20-29 minutes

3 fingers = 30-39 minutes

4 fingers = 40-49 minutes

5 fingers = more than 50minutes

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Gear Down. Downward motion with aclosed fist, thumb extendeddownward.

Nod head.

Gear Up.

Note: During a formationtakeoff, preparatory handsignals are not required forraising the gear.

Upward motion with closedf i s t , t h um b e x te n de dupward.

Nod head.

Jettison Stores: Hold fist at top of canopyand make several pumpingmotions.

Nod head.

Lanyard Check: Show hooked index finger.

Loosen Formation: Fishtail the aircraft.

Oxygen Check:

Note: If the response is notan OK, use the radios orappropriate HEFOE sig-nal.

Cup hand over oxygenmask, followed by query inthe form of an OK sign (cir-cle formed by touchingends of thumb and forefin-g e r , o t he r f i ng e r sextended).

Pitchout: Make a circular motionwith vertically extendedindex finger

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Radio Frequency Change: Tap helmet near ear withfingers extended.

Extend finger(s) verticallyfor digits 1 through 5, hori-zontally for digits 6 through9, pulling hand down out ofsight between digits. Signalzero with a clenched fist.Ensure signals are madeagainst a vis ible back-ground. For example:

a . P r e s e n t c ha nn e lchange--tap helmet, extendappropriate number of fin-gers for channel desired,pulling hand down out ofsight between digits.

b. Prebriefed manual fre-quency--tap helmet, hold upclenched fist next to helmet.

c. Manual frequency notprebriefed--tap helmet, holdup clenched fist next to thehelmet, extend appropriatenumber of fingers for fre-quency desired, pullinghand down out of sightbetween digits.

Ready for Takeoff: After run up, the leaderlooks at the wingman.

Wingman nods head yes orno.

Reform or Tighten Forma-tion:

Rock wings slowly.

Run up Engine for Takeoff: Make a circular motionwith vertically extendedindex finger.

*Speed Brake(s) in or out: Biting motion with hand;fingers and thumb openingand closing.

Nod head.

Start Engines: Extend arm over head andmake a circular motion withthe hand.

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NOTES:

1. Pilots in formation will relay visual signals; the leader must allow enough time for the relay of each signal after it is given.

2. The head nod is the signal to acknowledge understanding of preparatory signals.

Start Takeoff Roll: Lead places head backtoward headrest.

Lead nods head for braker e l e a s e . F o r a i r c r a f tequipped with afterburner,after the aircraft are rollingstraight down the runway, asecond head nod is a signalto light afterburner (unlessafter- burner light up is ini-tiated simultaneously withbrake release).

Tactical Formation: Make a series of porpoisingmaneuvers , spacing asbriefed.

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Attachment 2

IN-FLIGHT DISTRESS SIGNALS

Table A2.1. In-Flight Distress Signals.

Intention/Problem Signal

Approach End Cable Engagement a. Escorted: Extend tail hook. Escorting air-craft will relay intent.

b. Unescorted: Fly parallel to the active run-way at 1,000 feet above the field elevationwith tail hook extended. Rock wings untilreaching the departure end of the runway, turnto downwind and check tower or mobile con-trol for light signals. If a straight-in cableengagement must be flown, flash landing lighton final.

*Bailing Out or Ejection One or both clenched fists pulled downwardacross the face to simulate pulling an ejectionface curtain.

Descend to Lower Altitude Hold hand at top of canopy, palm down, fin-gers extended and joined, move hand forwardand down.

*Desire to Land Movement of the hand, flat, with palm down,forward and downward, finishing the move-ment in a simulated roundout. As an alternatesignal, lower the landing gear.

Electrical Failure Landing (No Assist AircraftAvailable)

Distressed aircraft will fly 500 feet over thetower or mobile control, then continue to thefar end of the runway and pull up into a widedownward leg. Proceed with a landing andpattern approach for the type of aircraft beingflown while watching the tower or mobile forsignals. The control tower will clear the areaof other aircraft and will call emergency crashequipment to the scene.

I Must Land Immediately Close fist and hold it to top of canopy withthumb extended downward, then move arm upand down rapidly. (Do not confuse with"GEAR DOWN" signal, which is generallynot used with altitude.)

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I Must Land on Your Wing Pat shoulder, palm down. To prevent confu-sion with other signals, use right hand and leftshoulder or vice versa. To acknowledge,other pilot must give the OK signal; the basicsignal indicates a jet approach speed of 130knots. If the distress aircraft desires a higherapproach speed, the pilot must raise one fingerfor each 10 knot increase desired. The dis-tressed aircraft lands and the escort executes ago around.

Intercepting Signals The intercepting aircraft positions itself infront of and usually to the left of the inter-cepted aircraft and rocks its wings. This is asignal that the interceptor wishes the other air-craft to follow it. A responding irregularflashing of all available lights in this case indi-cates distress.

Radio Failure Tap microphone or earphone of helmet andsignal as appropriate:

a. Receive Failure: With palm of hand overthe ear position, move hand forward and back-ward.

b. Transmitter Failure: With palm of handtoward and in front of the face, move hand upand down.

Radio Inoperative Landing (No Assist AircraftAvailable)

Fly aircraft along the side of the landing run-way, 1,000 feet above the field elevation,rocking wings until reaching end of the run-way. Turn to downwind and check the toweror mobile control for green light on base legand final approach for landing clearance.

System Failures (HEFOE System) Clench fist and hold it at top of canopy, thenhold up the required number of fingers todenote which system is involved (see athrough e below). If the clenched fist signal isseen but no finger signal is seen or the inter-cepting pilot is unable to understand the signalgiven, the pilot will assume the aircraft in dis-tress has one or more systems inoperable andshould proceed with caution.

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NOTES:

1. For use only when radio is inoperative or not available.

2. Day visual signals.

System Failures (HEFOE System) (Continued) The receiving pilot acknowledges the signalby repeating it:

a. Hydraulic--one finger

b. Electrical--two fingers

c. Fuel--three fingers

d. Oxygen--four fingers

e. Engine--five fingers

Note: For multi-engine aircraft, point to theside, left or right, that corresponds with theengine failure.

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Attachment 3

NIGHT VISUAL SIGNALS

Table A3.1. Night Visual Signals.

Intention/Problem Signal

Aircraft Emergency (Must Land As Soon AsPossible)

Signal escort aircraft by repeated intermit-tent flashes with a flashlight, then assume thewing position. This signal indicates a jetapproach speed of 130 knots. If a higherapproach speed is desired, the pilot mustpause after the basic signal, and then blinkflashlight at the top of the canopy, once foreach 10-knot increase desired. The escortpilot will lead to the nearest suitable field,declare an emergency with the controllingagency, then fly a straight-in approach withthe distressed aircraft on the wing. The dis-tressed aircraft lands and the escort executesa go around.

Note: On a straight-in approach, the escortaircraft turns the position lights to bright,or dim and steady as appropriate, to alertthe wingman to prepare to lower fla ps andlanding gear. The corresponding signal ofexecution will be for the lead aircraft toreturn position lights to the original setting.However, if the aircraft is equipped withonly a steady-bright light position, the leadaircraft will blink lights for the alerting sig-nal of execution.

Approach End Cable Engagement Fly parallel to the active runway at 1,000 feetabove field elevation with gear down andflash landing light. Turn downwind andcheck tower or mobile control for light sig-nal. If a straight-in cable engagement mustbe flown, flash landing light on final.

Attention Attract attention by switching on the landinglight, or other means of illumination.

Change Lead Pilot of distressed aircraft holds flashlightparallel with canopy rail and sends a steadylight while making a straight line from reartoward the front of the canopy.

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Descend to Lowest Practical Altitude Make a rapid vertical movement with aflashlight.

Electrical Failure Landing (No Assist AircraftAvailable)

Procedure same as prescribed for day visualsignal in Attachment 2.

Radio Inoperative Make a large circular motion with a flash-light.

Radio Inoperative Landing Same as day signal procedures in Attach-ment 2.

Signal Acknowledgment Point a steady light from the flashlight at thesignaling aircraft.

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