lesson 5-basic pilot training lesson 5 formation flying mid-air refueling
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Desired Learning Objectives
To understand and utilize Formation Flying
To understand the techniques to successfully perform Mid-Air Refueling To be able to demonstrate knowledge gained in ground school on all of the
above topics by in-flight performance of evolutions with an Instructor Pilot
Brevity concentration;
Rejoin
Abort
Anchor (ed)
Bingo
Breakaway
Button
Cease
Closing
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Formation Integrity
Formation Integrity can only be maintained when the flight lead has complete
knowledge and control of the actions of each flight member
Flight members must maintain formation until ordered or approved otherwise Formation discipline begins with good communication that is understood by
the entire flight
The formation provides the basis for the Mutual Support Contract
The Mutual Support Contract provides for synergistic Situational Awareness (SA)
because each flight member contributes to the overall SA of the flight
Positional awareness must be maintained, overriding even fuel consumption
considerations
A sound MS contract should provide
Position awareness of other flight members
Early position awareness of the threat and the attack axis
Communication of offensive and defensive information to the flight
Targeting and weapons employment prior to threat attack
The ability to prosecute the attack and/or disengage
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The integrity of the formation is paramount!Do whatever it takes to get into and stay in position!
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Formation Departures Formation Take Off
Formation takeoffs will be conducted for Air shows ONLY.
Aircraft will taxi onto the active runway with Lead taking the downwind side, Two on the upwind side, Three
aligning behind Lead and Four behind Two. Lead will await the radio call from the each formation member
taking the active and when in position. The in position, brakes on call will indicate the formation is ready to
commence take off roll. Lead will call Run em up. All pilots advance throttle to 80%, check for warning lights and throttle back to
idle. If no problems call in flight sequence, Good jet. If aborting advise (flight position # aborting)
The Formation Lead shall then radio a countdown from 3 (3-2-1-mark). Upon mark, the formation will
commence takeoff roll.
Formation takeoffs should not be conducted when weather conditions are below 1000 ft. ceiling and 1 mile
visibility. When weather is below these minimums, takeoffs should be spaced 30 seconds apart from the leads
brake release. Join up shall be accomplished above the ceiling under VRF flight conditions. When weather is
above these minimums, formation takeoffs will be conducted at the discretion of the formation leader. Formation Join Up
After takeoff, Lead shall intercept the outbound course
Formation members will fly to intercept the Lead aircraft with the intent of rejoining formation as a priority
The first element wingman (number 2) to join onto Leads left side
The second element lead (number 3) shall intercept to join the formation at Leads righy side
Lead shall deploy smoke and hold 350 knots airspeed until notified by formation members that they have joined
formation
Upon receiving the last in formation radio messages, Lead will call out the new airspeed, altitude and if
necessary, heading
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Formation Responsibilities Responsibilities: The flight lead assigns responsibilities for each flight member. Dividing responsibilities
ensures each pilot has a manageable number of tasks to perform. Flight member normal responsibilities are:
Lead (Flight Lead) Primary planner and decision maker
Primary navigation
Radar lookout Visual lookout for mutual support of Two
Primary engaged fighter, if practical.
Two (Flight Leads Wingman) Maintain formation position
Visual lookout
Mutual support of Lead
Navigation position awareness
Radar awareness as other responsibilities allow
Responsibilities
Three (2nd Element Lead) Mutual support of the entire flight
Support Lead
Maintain support position for Lead Element
Secondary planner, alternate decision maker
Secondary navigation
Secondary radar monitor Visual lookout for Four
Secondary engaged fighter if practical
Four (2nd Element Wingman) Maintain formation position
Visual lookout for the flight
Mutual support of Three
Navigation position awareness
Radar awareness as previous responsibilities allow
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Lookout Responsibilities
Visual Cross Checks
It is the responsibility of all flight
members to practice good visualcross checks
Near Rocks/Check Six/Far Rocks
Pattern
Near Rocks (Sector 1)
Those dangers, straight ahead,
that could cause problems in the
next 10-15 seconds Check Six (Sector 2)
A check of your teams rear
position to catch an ambush
Far Rocks (Sectors 1A, 3 and 4)
Those dangers that could affect
your mission out to the extent you
can see
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4
2
1
1A
3
2
OClock
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Formation Flying & Engagement Procedures
Formation Engagement Procedures
Lead will direct wingman and element engagement procedures and specify targets
Lead will have primary responsibility to communicate with AWACS for traffic andtarget information
Lead will have primary responsibility to sort out and track bandits or enemy ground
troops on radar
Lead will communicate the position of bandits and their heading, altitude, and
airspeed, to flight members
Formation members will confirm and follow Leads directions upon receiving themvia radio
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Formation Engagement Responsibilities
Engagement (Air to Air)
The air to air engagement with a two-ship element will follow the standard tacticalcontract of responsibilities (Mutual Support Contract).
Upon engaging, the Lead/Wingman relationship will be dropped and roles willrevert to those of Engaged and Supporting in the Mutual Support Contract
Engaged Fighters Responsibilities
The primary responsibility of the engaged fighter is to kill the bandit as quickly as possible
If an immediate kill is not possible because of weapon parameter restrictions, theresponsibility is to fly the engaged fighter to a point where weapons can be utilized and killthe bandit in the most expedient manner possible
If at any time the engaged fighter loses the positional advantage, he will call in thesupporting fighter and fly to take any positional advantage away from the bandit
The engaged fighter also bears the responsibility to keep the bandit in sight
Supporting Fighters Responsibilities
The supporting fighter has the responsibility to maneuver in such a manner as to keepboth the engaged fighter and the bandit in sight
The supporting fighter will under no circumstances maneuver to gain positional advantage
on the bandit unless directed into the fight by the engaged fighter, who at that point in timewill declare the change in roles and become the supporting fighter
To decrease the odds of mid-air collisions during a close-in dogfight, there will only be asingle engaged and a single supporting fighter at any point in time.
The responsibilities of who is engaged and who is supporting must be clearlycommunicated and clearly understood at all times by both fighters throughout theentire engagement.
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Two Ship (Single Element) Wedge Formation
Two Ship Wedge
Wing 30 to 60 aft of Leads
3-9 line 4000 to 6000 range
separation
Both aircraft at same altitude
Advantages
Excellent coverage of Leads
6 oclock and free maneuverroom
Disadvantages
Poor 6 oclock coverage for
wingman and change of lead
difficult to execute
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Graphics from MCM 11-F16 Vol 5
3-9 Line
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Two Ship (Single Element) Fighting Wing Formation
Fighting Wing
Wing flies in a cone 30 to
70 aft of Leads 6 oclock 500 to 3000
range/altitude separation
Advantages
Good for maintaining
integrity in poor
weather/terrain; goodheads down formation
Disadvantages
Poor 6 oclock coverage
and easy detection of
formation by one threat
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Two Ship (Single Element) Line Abreast Formation
Two Ship Line Abreast
Wing 0 to 20 aft of lead
5000 altitude separation 6000ft to 9000ft range
separation
Also known as Combat Spread
Formation
Used for Tactical Formation
Flying
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Three Ship 3-Ship Vic Formation
Responsibilities must be altered for a three ship: Number One
Navigation, then radar and visual lookout.
Number Two Visual and radar lookout, back-up navigation.
Number Three Visual, then radar lookout.
Three Ship Formations:
Vic Basically, an Arrowhead without the 2 ship as shown
here to the right
Wedge Same as a 4 ship Wedge without the 4 ship
Fluid 3 Same as a Fluid Four but with 1 ship missing
If the three-ship is caused by one aircraft falling outfrom a briefed four-ship The following position changes should be followed:
If Lead falls out, Number Three assumes Lead and NumberTwo moves to Line Abreast
If Number Three falls out, Number Four moves up to LineAbreast
If Number Two or Four fall out, there are no changes.
Three-Ship Spread This is the same as a Spread Four with 1 ship missing
Roles and responsibilities caused by fall out from a four-shipare the same as for Fluid 3 formation.
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Four Ship (Dual Element) Finger Four Formation
Finger Four Formation
The 20th VFW default formation, always fly this formation where no specific
formation is briefed
2 flies at the 8 o'clock of the Flight Lead
3 flies at 4 o'clock of the Flight Lead
4 flies at the 4 oclock of the Second Element Lead (the #3 jet)
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No. 2
Lead
No. 3
No. 4
The Finger Four Formation
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Finger Four No. 3 In Position
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Virtual view allows the HUD and
surrounding airspace to be
viewed concurrently
Get close enough to seeplatform of the lead jet to aid
recognition of changes in
position
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Reference
Point
Work To keep This Orientation
Constant
Both 3 and 4s sight picture looks like this. Use small
control inputs to maintain sight picture
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Finger Four No. 2 and 1 In Position
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Four Ship (Dual Element) Arrowhead Formation
Arrowhead
Lead element flies wedge
2nd Element flies Line Abreast
2nd Element offset and 1.5 - 3 Nm
from Lead
Advantages
Arrowhead makes it easier for
Leads Wingie to maneuver, freeing
him for more lookout duties
These formations provide excellent
mutual support and lookout The rear Element is positioned to
engage an adversary making a stern
conversion on the lead element
Difficult to visually acquire the entire
flight
Element spacing for an attack is
built into the formation
Disadvantages Formations are difficult to fly in poor
visibility and rugged terrain
Trailing Element may be
momentarily mistaken as a threat,
especially if staggered too much off
to one side
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Or this
derivative
S O
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Four Ship (Dual Element) Box & Offset Box Formation
Box and Offset Box
Each element flies a two ship line abreast
Position can be modified by Lead to
include 4000 to 12,000 altitudeseparation between Elements
6000 to 9000 range separation between
element members
Element separation is 1.5 - 3 Nm
Box is offset to allow for easier visual
tracking of lead element
Advantages
These formations provide excellent mutualsupport and lookout
The rear Element is positioned to engage
an adversary making a stern conversion
on the lead element
Difficult to visually acquire the entire flight
Element spacing for an attack is built into
the formation
Disadvantages Formations are difficult to fly in poor
visibility and rugged terrain
Trailing Element may be momentarily
mistaken as a threat, especially if
staggered too much off to one side
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F Shi (D l El ) 4 Shi W d F i
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Four Ship (Dual Element) 4-Ship Wedge Formation
Four Ship Wedge: Each Element flies 2 ship wedge
2nd Element is 1.5 -3 Nm from Lead, and
offset Number Three can see and fly off of Lead
Number Four flies off of Number Three
Advantages: Very offensive for air-to-air threats forward of
the 3/9 line.
Inexperienced Wingmen may find it easier to
maintain a visual on lead and stay information.
The formation permits four aircraft tomaintain flight integrity under marginalweather or extremely rugged terrainconditions.
Disadvantages:
Six o'clock lookout may be poor.
Formation easily detected by single threat.
The defensive maneuvering flexibility of theflight is very limited.
Number Two must be disciplined and fly nofurther than 6,000 feet from lead to avoidconflict with trailing element. (MCM 11-F16Vol5)
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Or this
derivative
F Shi (D l El ) S d F F i
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Four Ship (Dual Element) Spread Four Formation
Spread Four:
Element Leaders fly line abreast and Wingmen fly a relaxed line abreast/ two ship wdge on
their element Leaders
Element Leaders use fluid maneuvering and are responsible for deconflicting their Elements if
crossing the other Elements 6 oclock
Advantages
Difficult for an adversary to visually acquire the entire flight at once
Firepower is maximized for BVR weapons employment
Disadvantages Maneuvering is difficult if the line abreast position is maintained
Very difficult for Wingmen to fly at low altitude
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Or this
derivative
F Shi (D l El t) R C ll F ti
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Four Ship (Dual Element) Res Cell Formation
Res Cell:
Element Leaders fly line abreast and Wingmen fly tight (closed up) wedge toreduce the number of aircraft detected by radar
Element Leaders use fluid maneuvering and are responsible for deconflicting
their Elements if crossing the other Elements 6 oclock
Advantages
Difficult for an adversary to know how many aircraft make up the flight
Disadvantages
Element maneuvering is difficult due to line abreast formation
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F Shi (D l El t) T il F ti
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Four Ship (Dual Element) Trail Formation
Trail:
Element Leaders fly line astern and two-ship wedge on
their element Leaders Element Leaders use fluid maneuvering and are
responsible for deconflicting their Elements if crossing the
other Elements 6 oclock
Advantages
Difficult for an adversary to visually acquire the entire
flight at once
Lead element has 6 oclock position covered Second element is hard to detect with sufficient spacing
Second element has time de-confliction for engagements
Second element can keep first element on radar for
proper positioning
Disadvantages
Second element has poor 6 oclock position coverage Second element needs lateral separation before BVR
engagement
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F Shi (D l El t) Fl id F F ti
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Four Ship (Dual Element) Fluid Four Formation
Fluid Four Element Leaders fly line abreast and wingmen fly Fighting Wing on their Element Lead
Element Leaders are responsible for deconflicting their Elements if crossing the otherElements 6 oclock
Advantages
Inexperienced Wingmen are kept close for ease of maneuvering
Four-ship maneuverability is good
Formation provides concentration of force Easily converts to three-ship if one aircraft falls out
Disadvantages
Adversary can acquire all four aircraft
Defensive maneuvering rapidly becomes confusing due to the proximity of aircraft
Cumbersome to maneuver at low altitude in rough terrain
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Stack and Ladder Formation
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Stack and Ladder Formation
Stack Formation
Advantages
Good Altitude coverage for enemy aircraft
Four-ship maneuverability is good
Formation provides concentration of force for air-to-air
Easily converts to three-ship if one aircraft falls out
Hard to detect number of aircraft
Disadvantages
Difficult to fly and stay in formation
Defensive maneuvering rapidly becomes confusing due
to the proximity of aircraft
Cumbersome to maneuver at low altitude in rough terrain Difficult to provide mutual support
Limited azimuth radar coverage
Ladder
Advantages
Altitude difference allows for de-confliction for air-to-
ground engagements
Causes problems for air defenses during air-to-groundengagements
Good mutual support
Disadvantages
Limited azimuth radar coverage
Unable to fly NOE due to vertical separation
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Falcon11
Tactical Formation Flying Defined
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Tactical Formation Flying Defined
Tactical Formation (TacForm)
What Is TacForm?
Critical tool for maintaining mutual support
Communication is key!
Basic building block skill that all tactical pilots must master
The less time and effort required by the Wingman to hold position the more time they have
to develop SA, keep an eye out and kill the adversary
TacForm is not the mission objective but a tool to help carry out missions
Tactical Formation Flying, like all flight, is fluidit is changing all the time
Why Use TacForm? Online fliers can be quickly separated from their Leads
Often an undue amount of effort is required to get a Wingman into formation and keep him
there
Understanding TacForm will allow a better feel for geometry and engaged maneuvering
Because its fun and rewarding to be able to maintain support for each other, and
coordinate our actions
Should be practiced to the point where it becomes second nature which then allows a
combat pilot to concentrate on his first priority, engaging the enemy
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Tactical Formation Flying Execution
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Tactical Formation Flying Execution
How to Execute TacForm Flying:
Always flown by two jets (wingman) in Combat Spread (Line Abreast) Formation
All pilots must fly the agreed upon heading and airspeed
Fly at a Tactical Airspeed
About 350-450 KIAS
Flying at slow airspeeds is tactically unsound
Lead is critical to ensuring the formation is maintainable
Lead must fly smoothly and precisely, and be as informative as possible
Inform flight of critical information, like changes in heading, airspeed, and altitude
Lead must fly the jet on course and at the designated airspeed
Heading and airspeed control will be critical and make the wingmens job easier
Leads good flying will reduce Wingmans time spent looking at lead and striving for position
Wingman must take advantage of geometry and change sides and use altitude as he chooses
to allow a shorter and quicker path to the proper position
Wingmans job is to strive to be in formation no matter what happens
Wingman must learn not to wait to roll out of a turn to see if hes in position, but to anticipate
errors and make corrections during turns to arrive in position Simple join-ups, climbs, descents and cruise are not TacForm maneuvers
The 90 position is desirable as it provides each aircraft in the section the ability to use the
available turning room (3/4 -1.5 Nm) to turn into any attacker that threatens the other aircraft as
well as providing optimal visual coverage and good offensive fire power spread
Use MIL Power (Buster) and 4 G for ALL Turns as a standard
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Flying As Lead Of A TacForm Element
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Flying As Lead Of A TacForm Element
Leading the Element
Lead should strive for no more than about 3-5 deviation in heading and less than
10 knots in airspeed
Lead must always consider his Wingmen:
Call Afterburner and wait for Wingman to respond before selecting AB
Prevent the Wingman getting Sucked, or stuck behind the 3-9 Line unable to get back into
position
Avoid selecting idle to keep from forcing the Wingman to an Acute bearing in front of the
3-9 Line (90 bearing )
Be aware that the Wingman may need to fly slightly aft (approaching 30-45 or echelon) tosimplify the workload
May call the new heading on every maneuver until the Wingman gets good at it
All TacForm turns are executed on the wingmans reply Two
If the Wingy is grossly out of position, help out by briefly altering airspeed
TAC turns are normally 90 but can be 90 30
Lead would say: Cowboy 2 TAC left
Turn would be made to a 180 heading, 90 left of 270, the original heading
Other than 90 should contain a new heading in the call for the turn
For example: If lead is heading 270 and desires a non 90 degree turn,
Lead would say: Cowboy 2, TAC Left 200
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Flying As Wingman Of A TacForm Element
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Flying As Wingman Of A TacForm Element
Flying as Wingman
Try to avoid using afterburner, but do whatever is required to stay in formation
All TacForm turns are executed on the Wingmans reply Two
As Wingman, think ahead and get to correcting immediately
Use Bearing, Distance, Altitude (BDA)
Prioritize Bearing first
Use pitch attitude and throttle to achieve the correct 90 (3 or 9 oclock) bearing
Temporarily accept a change in Distance and/or Altitude in order to expedite correct Bearing
If You Get Sucked
Go nose low (zero G), increase power, and accelerate, trading altitude for airspeed rather than getting
sucked or taking an undue amount of time correcting bearing errors Turn back onto bearing
As the bearing approaches, convert your excess airspeed back to altitude and match airspeeds and throttle settings
with the Lead
If You Obtain An Acute bearing (ahead of 3-9 Line)
Use S-turns to correct:
Turn about 30-60 away from Lead followed by a turn back to original heading
This will decrease your down range travel relative to Lead who is f lying straight down range and force lead to move
forward on you as you move back towards the correct bearing Adjust magnitude of turn and amount of delay before turning back accordingly
The wingman will now be split wider than desired but at the correct bearing
Alternate S-turns away from and into Lead to assist with Split Distance
Strive for the 90 position
Utilize the 30-45 aft of the 3-9 line to simplify the workload
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TacForm Turns
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TacForm Turns
Tactical Turns
Tactical turns are the heart of TacForm flying
Typically a turn which changes the heading of the section by 90
Five Types
Check
Shackle
Delayed
Hook (180)
Cross (180)
Flown at MIL Power Setting
If at high altitudes or very with heavy/high drag factor jets, afterburner may be used
Flown with sustained energy
Completed without airspeed or significant altitude loss by the section
Use G and AOA to maintain airspeed
Climbs and descents are typically avoided
Manage airspeed with use of G and AOA throughout the turn
If getting fast:
Increase G and/or AOA to decelerate to target speed
If getting slow:
Reduce G and/or AOA to increase speed
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TacForm Check Turns
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TacForm Check Turns
Check Turns, 10-30
Lead turns to new heading whilemaintaining airspeed and altitude and
Wingman reacts and regains position If Turn Is Into Wingman:
Tendency is to create an acute bearing S-turn away 45-60 more than the new
heading followed by a turn back into thelead and adjust as necessary for correctbearing, then distance, then altitude
Check turns away from Wingman willnormally cause a sucked condition Get nose down and turn to the new
heading while accelerating
Obtain 50-150 knots excess and driveback to the bearing, trading the excessairspeed for altitude.
This will often put him tight and once on
bearing he can make a 10-15 turn awayto obtain correct split
A heading will be called out Cowboy 22,check left 210
Any turn greater than 30 should be amodified TacForm Turn
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TacForm Shackle
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TacForm Shackle
Shackle Called that because it looks like a shackle of a chain
Used to:
Swap sides Check sixes
Redress Formation if the Wingy is excessively acute or sucked
Change heading
Call: Cowboy 2, shackle or Cowboy 2, shackle 210
Both fighters commence turn into each other for 45 of turn,then go wings level
Upon crossing flight paths, commence turn back to original
heading Note how long from going wings level to the pass and delay the
turn back to original heading for that amount of time
If Wingman is acute: Lead will turn enough to swap sides while the Wingman turns more
than 45 in an aggressive S-turn to stop his downrange travel andtry to get back aft to the bearing
If Wingman is sucked:
Lead will turn while the Wingy flies straight ahead, going downrange and making up for being sucked
In general: The Wingman in front should turn more than normal (50-70)
The Wingman behind should turn just enough to get on the otherside of the guy out in front
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TacForm Delayed Turns
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TacForm Delayed Turns
Delayed Tactical Turns One fighter turning while the other delays and then turns
Two types:
Turns into the wingman Turns away from the wingman
Lead initiates all turns, but Lead will not always turn first The Outside Jet (the jet that the section will be turning away from) will always turn first
TAC turns are normally 90 but can be 90 30 Lead would say: Cowboy 2 TAC left
Turn would be made to a 180 heading, 90 left of 270, the original heading
Wingman Split Right, Lead desires a 90 left turn (away from the wingman)
If Lead were to turn first, wingman is placed into trail position, which is not desirable
Wing will turn first and after a delay lead will follow
The delay is 1-3 seconds and is often hard to see Use the Look Closer (l) View
The Wingman turning first (Outside Jet) can make a call prompting the other Wingman to turn until thatpilot gets comfortable with the timing
If Inside Jet (second to turn) continually rolls out acute (in front of the 90 bearing on lead)
Delay longer If Inside Jet (second to turn) continually ends up sucked when the maneuver is completed
Turn Earlier or Pull more G
Once on the new heading wingman maneuvers to regain correct position
Wingman Split Left, Lead desires a 90 left turn (Into the wingman)
Lead Turns first and wingman will follow when leads nose passes through wingmans flightpath
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TacForm Delayed 90 Turn
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TacForm Delayed 90 Turn
Used Only When In Line Abreast Formation
Use MIL Power (Buster) and 4 G for all
turns Lead initiates all turns (with TAC right or
left call)
At low altitude, Wingman Never stacks
lower than the Lead
TAC turns are normally 90 but can be 90
30
Lead would say: Cowboy 2 TAC left
Turn would be made to a 180 heading, 90
left of 270, the original heading
Other than 90 should contain a new
heading in the call for the turn For example: If lead is heading 270 and
desires a non 90 degree turn,
Lead would say: Cowboy 2, TAC Left 200
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TacForm Delayed 45 Turn
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TacForm Delayed 45 Turn
Other than 90 should contain a new heading in the call for the turn or
specify amount of turn
For example: If lead is heading 270 and desires a non 90 degree turn,
Lead would say: Cowboy 2, TAC Left 200
TacForm Hook Turns
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TacForm Hook Turns
Hook Turns
An engaging type turn
180 30
Same as a Tac Turn but both fighters turn
simultaneously and in the same direction for
180
Maintain the briefed airspeed and altitude using
MIL power and G to avoid airspeed changes
The wingman must regain a tally early on andcorrect for any incorrect position
Cowboy 2, Hook LeftTwo (If not 180
add a heading to the call)
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TacForm Cross Turns
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TacForm Cross Turns
Lead Calls Cross Turn Wingman deconflicts by flying high
Used Only When In Line Abreast
Formation Use MIL Power (Buster) and 4 G for
ALL Turns
LEAD initiates ALL turns
At low altitude, Wingman NEVERstacks lower than the LEAD
Turns of 180
Used when an immediate threat isfound in the rear quadrant
AB is used and the nose is placedabove or below the horizon tomaintain tactical airspeed for best turn
Both fighters turn at the same timeand maintain airspeed with pitch
attitude while pulling max G The turn is made into each other with
the wingman passing over the top oflead and both rolling out on areciprocal heading in spread
Cowboy 2, Cross turn
If a turn other than 180 is desired,add a heading to the call
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Formation Egress & Landing
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Formation Egress & Landing
Formation Egress
Egress shall be flown in accordance with formation procedures with lead calling the
altitude, airspeed and heading to follow
Flight members will maintain position on lead
Lead will direct engagements on egress as required to fit the tactical situation
Formation Landing
Formation landing will be conducted at the discretion of the formation lead
Weather requirements The field will be under VFR conditions for an overhead approach
Straight in approaches may be flown in any weather
The formation lead will determine spacing requirements for landing when the weather is
below a ceiling of 100 feet and visibility of mile or less
Aircraft status
All aircraft landing according for these procedures will be without any caution lights as aresult of combat damage or system failures
Any warning lights shall require the pilot to declare an emergency landing with the tower
and land single ship
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Straight-In Formation Approach Procedures
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Straight-In Formation Approach Procedures
Straight-in Approach Procedures
Lead will line up for a Straight-in Approach using the most expedient means
necessary to align with the landing runway course at 10 Nm from landing
steerpoint. This should not require any high-G turns for alignment at low speed or
altitude
Lead will fly at no less than 2000 feet AGL, 250 knots IAS to the airfield
When stable at the altitude and airspeed, Lead will notify wingmen
Once aligned with the runway, lead will fly 250 knots airspeed with the flight path
marker spotted on the runway over-run area 500 ft. past the threshold
At Short Final (10-5 miles)
The Lead pilot will fly at 2000 feet 250 knots until five (5) miles from the landing steerpoint
Upon reaching the five-mile point, landing gear will be lowered and the aircraft will
transition from 250 knots to landing attitude
Lead will touchdown on the downwind side of the runway, and when practical for safety
considerations, land long and carry speed through to the end of the runway
Wingmen will land on upwind sides of the runway spacing behind Lead so that collisionsof aircraft are avoided
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Overhead Formation Approach Procedures
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Overhead Formation Approach Procedures
Overhead Approach Procedures (refer to Lesson 2 for the graphic) Lead communicates Overhead Approach Procedures will be used prior to 10 mile initial
Lead indicates left or right break and aligns formation in echelon on the opposite wing from the
break Lead aligns the flight on 10 Nm initial, which is the landing runway heading at 350 knots IAS,
1500 feet AGL
Lead will commence a mid-field break turn The break will be communicated to wingmen via a radio call
The break turn will be flown at 60 degrees of bank, 6Gs
The break will be a level turn with decreasing airspeed and 180 of turn
Roll out of the break turn will be at 180 from runway heading, 1500 ft AGL, 220 knots IAS (on
downwind). Fight members will fly the downwind leg past the end of the runway for a distance of to mile
Fight members will extend the landing gear upon flying abeam the approach runway numbers
The turn to final will be communicated to the formation via a radio call
The final turn shall be flown at constant bank and turn radius as required to roll out onto short finalaligned with the runway at not less than 500 feet AGL
Upon rolling out on short final, deploy the speed brake (if not already deployed) and reach landingattitude
Upon hearing Leads break call, Wingman #2 will count four (4) seconds and commence break Each subsequent Wingman will wait for the break call from the proceeding Wingman, countfour (4) seconds and initiate the call and break
Each formation member will provide adequate spacing from the proceeding aircraft in formation
Lead will touchdown on downwind side of the runway When practical for safety considerations, land long and carry speed through to the end of the runway
Wingmen will land on alternating sides of runway utilizing safe spacing behind lead
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Mid-Air Refueling: Finding the Tanker
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Mid Air Refueling: Finding the Tanker
Conventional Wisdom: Refueling takes good hands andnerves of steel , Nah Its just flying Formation withanother jet!
Finding the tanker: Up Front Controls:
Check that the CNI knob is in UFC
Query AWACS for the bearing and TACAN channel for the tanker
Select T-ILS on the ICP to call up the TACAN DED Page
Set the TACAN channel for the tanker. Key it in to the scratchpadusing the ICP keypad and then ICP ENTR
Hint: If you dont know the tankers channel, start with 126 and workbackwards
Press the DCS SEQ to switch modes from TR to AA/TR
Use the DCS to get to the TACAN scratchpad and key in ICP0, then ICP ENTR to switch Band from X to Y
Youre set correctly when the HSI activates (no distance error f lag)
Dial in the approximate course on the HSI
Line up the Course Arrow with the Red Bearing Pointer
Course Error Flag is set because you are tracking a movingtarget
Backup Controls: Set the CNI knob to backup
Query AWACS for the bearing and TACAN channel for the tanker
Dial the tanker frequency into the TACAN channel selector
Dial in the approximate course on the HSI
Line up the Course Arrow with the Red Bearing Pointer
Course Error Flag is set because you are tracking a movingtarget
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ScratchpadMode: TR or AA/TR
TACAN Band: X or Y
T-ILS Button 1
Use DCS SEQ to switch Modes
0 and ENTR will
switch Bands from
X to Y
Mid-Air Refueling: Communicating and Approach
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Mid Air Refueling: Communicating and Approach
Approaching the tanker
Verify Master Arm switch in Off or Simulate
Obtain a radar lock on the tanker
Gives you info on the tanker at all times
course
Speed
altitude
closure rate
The tanker may call buddy spike
Switch to ACM Vertical radar mode when within10 Nm
Set DED to Bingo page,
allows you to monitor fuel flow when connected.
Within 10 Nm of the tanker
Notify him of your intent Request Fuel (y 1)
Always start your refueling evolution with this call The tanker will fly a racetrack pattern normally
100nm in length
Get close to the tanker before you make this call
Open the refueling door just prior to making the
ready to Take Fuel call.
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Mid-Air Refueling: Communicating and Approach
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Mid Air Refueling: Communicating and Approach
Call Flight to Echelon Left Formation
Flight lead (generally) calls the tanker for gas.
The tanker clears #1 to the pre-contact position. The tanker will clear #1 to contact position once hes stabilized in pre-contact.
Once topped off or no more fuel is desired (manual disconnect), pilot calls
Done with y-3 command, drops the nose and moves off to the right.
(If the pilot wants more fuel after a manual disconnect, call tanker with y-2.
Upon completion, call done. )The pilot moves to the reform area.
DO NOT PULL THE THROTTLE BACK TO DISCONNECT FROM
THE TANKER.
45 Jan 2004
Mid-Air Refueling: Approach [Contd]
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Mid Air Refueling: Approach [Cont d]
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Master Arm OFF
Closure Rate (11 kts)
Target Speed (304 Kts)
Target Course (032oT)
Target Aspect (0)
Fuel Flow Rate
FPM on 0o
Pitch line
Range to tanker (tens of
feet) 013 x 10 ft = 130 ft
Mid-Air Refueling: Pre-Contact Position
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Mid Air Refueling: Pre Contact Position
Begin closing the tanker from his 6oclock with 10 knots of closure forevery 1000 of range to the target
Example: At 1 Nm (6000) you should have about
60 kts of overtake speed advantage overthe tanker
Gradually decrease speed as you close
As you close, you can switch to 10 x 60ACM radar mode to assist maintaining
lock Pre-contact Position: Stabilize 50 feet
behind and 50 feet below the boom Level
Steady
Select RF Inhibit (nose cold)
Communicate Ready to take fuel call (y2)
Call Ready to Fuel (y 2)
At this point the direction lights willactivate.
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KC 135
KC 10
Mid-Air Refueling: The Connection
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Mid Air Refueling: The Connection
Increase overtake to walking speed
1-3 knots, slowly creep into position
Keep checking closure rate
Fly beyond the boom
Maintain altitude by keeping the
FPM on the 0 pitch (horizon) line
Do not fly off the tanker or boom
The Tanker and Boom are moving
independently - the Boom Operatorflies the boom to connect to you
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Listen to the boom operators callsWatch the director lights to get into position
The lights tell you where to go, NOT where you are now.Get the right sight picture in your canopy
Use the Forward Up 2D Cockpit view to align the tanker just above the
upper rim of the HUD and drive until the boomer connects to you Fuel flow rate is one check you can use to verify your at a constant closure rateMake only minute corrections with the stick and throttle. AdjustWatch...Dont overreact! Be patient!
You dont connect to the tanker, the tanker connects to YOU!
Mid-Air Refueling: Refueling and Disconnects
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Mid Air Refueling: Refueling and Disconnects
Refueling and Disconnects
If a disconnect occurs:
Boom operator may reconnect immediately again
Remember: Hands Off! No sudden moves!
If no reconnection, make small adjustments to work back into position using lights and
boom operators calls
If reconnection does not occur and the picture starts to fall apart:
Reduce throttle a little
Reposition at the Pre-contact Position
Refueling takes several minutes in realistic refueling mode, depending on your fuel stateand tank configuration
When topped off, the tanker will automatically disconnect
Carefully push the nose down to gain altitude separation
Move to the right and climb to position off the tankers right wing
Communicate Done Refueling (y 3)
Releases tanker to refuel other aircraft
If Wingmen need to refuel, take station on tankers left wing
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Mid-Air Refueling: Contact
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Mid Air Refueling: Contact
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Centerline of Tanker
Down/Up Directors Forward/Aft Directors
Too Far Aft - Move Forward
Too Far Fwd - Move Aft
OK Fwd/AFTOK Up/Down
Too Low - Move Up
Too High - Move Down
KC-135s can only offer boom
operator calls for lineup - No
Director lights
Mid-Air Refueling: The Reward
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Mid Air Refueling: The Reward
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The reward for
patience is
more gas
Normal Fuelling Pattern
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Normal Fuelling Pattern
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Quick Flow Refueling Procedures
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Q g
Quick Flow Refuelling is conducted to reduce the time required for a flight to
fuel.
The major difference between Quick Flow and Normal refuelling procedures is the
On Deck position as shown in the diagram below.
DO NOT PULL THE THROTTLE BACK TO DISCONNECT FROM THE TANKER.
53
http://freebirdswing.o
rg
Jan 2004
Normal Refuelling Quick Flow
Mid-Air Refueling: Multiplayer Considerations
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g p y
When flying in Multi-Player refuel using the following procedure:
1. The Lead makes the request for fuel (Y 1). He should make the call when the entire
flight are all within 10 miles of the tanker.
2. Calls outside of 10 miles will be answered either by the tanker with an Unable call orby AWACS with information for AA TACAN, bearing and distance to the Tanker).
3. Once each pilot is fueled it is imperative that he call off the tanker (Y3) to allow
refueling clearance for other pilots/flight to refuel.
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Lesson Summary
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y
You should now understand the reasons for formation flight
Understand how to
Fly in formation through various flight maneuvers
Switch into different formations
Get into position quickly
Make the In Position call
Perform the standard departure technique
You should now understand the need and techniques to integrate cockpit
operations with visual and radar search
You should now be aware of the techniques used to perform Mid-Air
Refueling
You should now be very comfortable withy comms and using brevity
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