Mooney Caravan Formation Fundamentals-March 2013

MOONEY CARAVAN
FORMATION FUNDAMENTALS
2 Ship Formation Procedures IAW Caravan Formation Guide March 2013
Nimis Brevis Vita Est Volare Tarde
Basic Formation Proficiency

The following formation events will be flown during the training clinics and pilots will need to demonstrate basic proficiency in the following events: Formation Communications Lead/Wingman Responsibilities Formation Ground Ops Element Takeoff Demonstrate a safe element takeoff as the wingman
Fingertip Position Safe, stable control w/in 1-2 shipwidths Recognize and correct closure rates Note: you are not required to fly at 3 feet spacing!
Formation Proficiency Items

Route Position Ability to move from fingertip out to route and reform to fingertip Safe, stable 2-4 shipwidths Turns in Fingertip Safely execute level turns while maintaining a loose fingertip position Cross Under Safely execute a cross under (slow/controlled) Element Approach and Landing Fly a stable approach while maintaining position on element leader Recognize/correct deviations Desired: on the wing till touchdown Safe: if out of position (aft) execute transition to single ship landing on own half of runway Pilots not comfortable landing on the wing will fly #3 position (36R/18L) landing at OSH
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Safety
Safety Pilots Your first flight in formation should be with a safety pilot in the right seat Safety pilots are proficient formation pilots Guide your training Ensure flight safety Are NOT the PIC YOU ARE! Always adhere to the FORMATION TRAINING RULES published in the Caravan Training Guide Additional Training Guide Critical Safety Procedures Abnormal Procedures Section Emergency Hand Signals
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Introduction
Why Formation?
Safely operate multiple aircraft in relatively close proximity
Flight Discipline
The foundation of safe formation flying Requires strict adherence to preflight brief and a shared knowledge of formation procedures Begins with mission preparation and continues through all phases of flight Flying proper parameters for the formation position/maneuver directed by lead
Benefits of Formation flying

Builds confidence Develops teamwork Improves self discipline Broadens a pilots aviation skillset
FUN!
Flight discipline breeds trust and trust enables pilots to operate aircraft in close proximity.
FAA Pilot/Controller Glossary

FORMATION FLIGHT- More than one aircraft which, by prior arrangement between the pilots, operate as a single aircraft with regard to navigation and position reporting. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control and during joinup and breakaway. a. A standard formation is one in which a proximity of no more than 1 mile
laterally or longitudinally and within 100 feet vertically from the flight leader is maintained by each wingman. b. Nonstandard formations are those operating under any of the following conditions: 1. When the flight leader has requested and ATC has approved other than standard formation dimensions.
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91.111 Operating Near Other Aircraft

(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard. (b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation. (c) No person may operate an aircraft, carrying passengers for hire, in formation flight
Safe Formation Flying

Formation flying is perhaps some of the most challenging and potentially dangerous flying in civil aviation, much like aerobatics, it demands the utmost pilot attention and skill. Formation Skills:
Ability to execute a dynamic visual cross-check Recognize changes in relative position Ability to finely control ones aircraft A clear understanding of ones own limits
The key to formation safety is flight discipline

A disciplined Flight Lead instills confidence in his wingman A disciplined Wingman is equally vital to the safe execution of the flight. Nothing can be more dangerous than an ignorant wingman whos presence poses a collision hazard to those around him.
Situational Awareness
The continuous observation of current conditions and, along with the integration of previous knowledge, the ability to quickly form a coherent mental picture to anticipate future needs and direct future actions Absorb information from several different sources Aircraft engine and navigation instruments Radio Visual traffic and environmental cues Anticipate what actions are needed Decide best course of action
STAY AHEAD OF YOUR AIRCRAFT!
Flight Lead Responsibilities

The Flight Lead is responsible for planning, briefing, execution, and debriefing the flight
Focus on achievement of training objectives and safety considering the capabilities of all flight members
Specific Execution Responsibilities

Executing Mission Elements plan/brief/direct all maneuvers Clear for the formation always ensure a safe flight path and altitude above ground/obstacles Plan Ahead modify mission profile as appropriate to meet training objectives Monitor Wingman ensure wingman is maintaining proper position Navigation Communication transmit and receive all ATC communication for the formation
The flight lead is ultimately responsible for the safe and effective conduct of the mission
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Wingman Responsibilities
The wingmans primary responsibility is to maintain flight path deconfliction and proper position as directed by Lead
Maintaining formation integrity by executing the plan as briefed Accomplish tasks as directed by Lead
Specific Execution Responsibilities

DO NOT HIT LEAD Keep Lead in sight Be in position and on frequency Clear for the formation Back up Lead
Wingman: Flight path deconfliction and proper position

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Formation Communication
Clear , Concise Communications are the strongest indicator of flight discipline and situational awareness
Effective Communication Clarity Brevity The Flights mission frequency is the Flight Leads tool for directing the formation Not a chat frequency ATC Communication Flight Lead speaks for the formation Pass callsign and formation type on initial check-in with each agency LA Center, Mooney Flight, flight of 4 Mooneys, five thousand five hundred, VFR
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Flight Callsigns
Civilian Formations single word callsign Mooney Flight , Alpha Flight, N# Flight, etc The word Flight must be used with all ATC communications Within the formation individual members receive a single digit callsign Mooney Lead (or Mooney 1) Mooney 2 Mooney 3 Mooney 4
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Inter-plane Communication
Mission (or Tactical) Frequency: Lead will brief a mission frequency for all intra-flight communication Leads primary method of directing the formation Common mission frequencies: 122.75 , 122.95, 123.0, 123.45, etc. Two step process attention and instruction/execution Example: Mooney Flight, go route Leads radio call will be acknowledged by wingman with callsign and position number or position number (minimum)
Mooneys, go 123.0 , Mooney 2 , Mooney 3, Mooney 4 or Mooneys, go 123.0 , 2 , 3 , 4
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Radio Frequency Changes

The most fundamental formation communication exercise, and most often executed poorly, is switching radio frequencies. Nearly all of our GA aircraft are equipped with two radios and as such these procedures are focused on using both radios to effectively execute a formation mission. Using two radios ensures that one radio is ALWAYS set to the formation interplane frequency. This allows all formation members a constant means by which to communicate. The second radio will be used to cycle through the appropriate ATC frequencies.
Check-in FIRST TEST OF FLIGHT DISCIPLINE SETS TONE FOR ENTIRE MISSION! Screw it up = do it again!
Example: Mooney Flight, Check followed immediately by 2, 3, 4 Additional situational awareness may be obtained by Lead specifying which radio he is initiating the check-in on by adding Mooney Flight Check, Mission or Mooney Flight Check, Ground
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GO Comm
Radio frequency changes shall be initiated by Flight Lead using Go followed by the numeric frequency to be used. If the frequency has been prebriefed then the briefed frequency description (Ground, Tower, etc) may be used, however this puts the burden on the wingman to reference his/her lineup card to read the desired frequency. The frequency change using Go will be acknowledged by all flight members. Each formation member then sets the appropriate frequency and awaits leads check-in. A Flight check-in is mandatory on the new frequency. Lead: Mooney Flight, Go 124.55 Wingman: 2 , 3, 4 Each pilot sets 124.55 Lead, on new freq: Mooney Flight Check Wingman, on new freq: 2 , 3 , 4
GO Comm is the Standard for Mooney Formation

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Visual Signals
THE PRIMARY MEANS OF COMMUNICATION BETWEEN MOONEY FORMATION FOR INITIAL TRAINING SHALL BE THE RADIO Incorporate visual signals as students progress (pre-briefed) Formation pilots will be familiar with visual signals in the Formation Guide (Attachment 3). GA cabin type aircraft severely limit the effectiveness of visual signal Visual signals designed for bubble canopy aircraft with only one radio Aircraft signals (wing rock) are can be easily identified.
It is far better/safer for Lead to fly smooth and predictably while making a concise, directive radio call than contort himself in the cockpit in an effort to pass a visual signal.
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Ops Check
Include and prescribed checklists (climb/enroute/descent) Period systems and fuel quantity checks Operational Checks Procedure: Accomplished in route formation (or not in close formation) Briefly analyze fuel state, engine parameters Use green to report systems normal (aka, in the green arc) Fuel reported in minutes total fuel remaining
Mooneys, Ops CheckMooney 1, 120, green Followed by wingman: Mooney 2, 90, green
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Fuel Management
Flight Leads must always be aware of their wingmans fuel state Joker Fuel Planning tool used by Lead to fuel available to complete primary mission objective Example: set Joker 20 minutes above Bingo to complete to allow multiple approaches at destination Formation members shall call Joker at briefed Joker fuel:
Mooney 3, Joker
Bingo Fuel Pre-briefed MINIMUM fuel state which allows for a normal recovery with required USEABLE fuel reserves. Technique: set Bingo to allow recovery at planned destination with 1hr reserve Example: RTB time 15 min + 1hr reserve = Bingo 1+15 useable fuel remaining Pad normal cruise fuel burn by at least 25% during formation flight Increased throttle use / rich mixture
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MOONEY CARAVAN
Formation Departure
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Formation Ground Ops

Step: Once the formation briefing and crew briefs are complete the formation pilots will step to their aircraft as a team. No stragglers in promptly getting to the aircraft in order to meet the briefed timeline. Engine Start: Flight Lead will brief engine start time and/or visual start signal based on aircraft parking location. Formation members will ensure before engine start checklists are complete prior to start. Do not rush. If late to start inform Lead of the situation over mission frequency when able. After engine start pilots will check ATIS/AWOS on their own prior to check-in time. Wingman will be ready on briefed frequency for formation check-in. Aircraft Configuration: Wingman - anti-collision beacon ON and transponder in STANDBY Flight Lead anti-collision/rotating beacon off to preclude being a visual distraction for the Wingman. Lead will carry the transponder code for the flight.
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Check-In
The first test of flight discipline is the flight check-in Lead will have with his formation and sets the tone for the entire flight. Poor check-in, do it again until the formation gets it right! Flight Lead will initiate with the call Mooney Flight Check which must be crisply answered by all flight members in sequence 2, 3, 4. Technique: Build SA by adding Mooney Flight Check, Mission or Mooney Flight Check, Ground. The initial formation check-in will be made on the flights mission (tactical) frequency. This is Leads opportunity to ascertain the readiness of his formation. If a formation member is not ready upon check-in then inform Lead. Mooney 2 needs (x) minutes reason Lead will acknowledge the wingman and direct mitigating action. If a delay has been requested then the aircraft initiating the delay will provide Lead a ready call when ready to proceed. When ready for taxi Lead will check the flight in on ground/Unicom for taxi clearance. Lead will obtain taxi clearance and the formation will taxi to follow Lead. 22 Nimis Brevis Vita Est Volare Tarde
Taxi / EOR Lineup

The formation will assume proper formation position as soon as practical. Use atleast 1-2 ship lengths taxi spacing in a single file on taxiway centerline. Staggered taxi is not recommended on most GA airfields. Lead will avoid highspeed taxi, DO NOT HASTILY TAXI A FORMATION. Be aware of Leads propwash and increase taxi spacing if required. End of Runway Lineup: Reaching the End of Runway (EOR) or designated run-up area Lead will bid to offset taxiway centerline to the outboard side of the taxiway/EOR and then make a 45 degree turn back toward centerline. The wingman will match Leads position pulling up alongside Lead Matching Leads nose position with respect to the taxiway. If the runup is to be done on the taxiway, a good technique is to place the nose on the centerline at a 45 degree angle. This will allow sufficient turn room to pull ahead and continue taxi. (See next slide)
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EOR Lineup
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Run-up Checks
Aircraft Configuration Formation members will visually inspect each others aircraft configuration IAW Leads brief NO-FLAP is standard takeoff setting for Mooney (and Bonanza) formations Run-up: Wingman signal Lead with Thumbs-up when ready for run-up Extend arm on top of glareshield (make signal visual) Lead will signal for the run-up (index finger extended vertically and rotate) Flight members complete run-up and before takeoff checks Wingman relay Thumbs-up back to Lead when ready Notify Lead on mission with issue When run-up complete Lead will direct the formation to Tower for clearance
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Formation Takeoff Types

Element Takeoff Lead and wingman release brakes simultaneously and takeoff together as an element pair Wingman maintains position on Lead at all times Interval Takeoff Wingman releases brakes at a briefed interval after Leads brake release Used when winds , runway length, density altitude, and/or runway width does not permit an element takeoff
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Element Takeoff
Formation Lineup Lead Crosswinds >5 kts place Wingman on UPWIND side of runway Crosswinds <5 kts Place Wingman on inside of first turn out of the traffic pattern Lead and Wingman will lineup on the center of their own half of the runway! Centerline is a brick wall Stay on own side! Lead will pull forward far enough to allow wingman room to maneuver into Nimis Brevis Vita Est Volare Tarde takeoff position
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Formation Lineup Wingman

Acute Position Forward of fingertip reference line Align your wingtip with forward edge of Leads N# Minimizes chance of wingman hitting Lead if Lead looses directional control
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10ft
Takeoff Roll - Lead

Takeoff Roll Lead: Give the run-up signal when Wing is in proper position, is looking at you in anticipation of run-up, and has given you a head nod. Set power to the briefed setting and cross-check instruments one last time. Look at the Wingman to see if he/she is ready for brake release, as indicated by a head nod. The execution command to release brakes is a forward deliberate head nod by Lead. As your chin hits your chest, simultaneously release brakes and smoothly advance power to the briefed takeoff power setting. A rapid advancement of the throttle will cause the wingman to fall back.
Lead will give the wingman at least a 3-5 MP for similar engine horsepower
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Takeoff Roll - Lead

With ample runway available, do not rush the takeoff roll. Once the power is set, do not adjust the throttles unless the wingman requests it. Perform the takeoff, concentrating on tracking straight ahead while monitoring the wingman with your peripheral vision. With dissimilar aircraft in the formation or like-aircraft with significant variations in configurations and/or gross weights, pilots must consider individual stall, rotate, liftoff, and best climb speeds, as well as runway required. Unless required for safety, do not retract the gear and flaps until you confirm the wingman is safely airborne, in position, and stable. Use the standard or briefed gear retract signal. If the wingman has fallen back significantly during the takeoff, the wingman may retract his/her gear when safe to do so to assist in gaining an acceleration advantage in regaining position unless briefed otherwise.
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Takeoff Roll - Wingman

When you have stopped in the proper position and are ready for run-up, look at Lead and nod your head. Acknowledge Leads run-up signal with a head nod (exaggerated). During the engine run up, continue to primarily focus your attention outside the aircraft with only short glances inside the cockpit. Complete all checks. When ready for brake release, signal Lead with an exaggerated head nod. Release the brakes and smoothly advance the throttle when Leads chin hits his/her chest. Throughout the takeoff roll make throttle adjustments as required to maintain fore and aft position on Leads aircraft.
MAINTAIN POSITION WITH THROTTLE!

If a power and/or acceleration advantage or disadvantage is apparent, request one additional increase or decrease in power from lead (e.g., Mooney 1, give me one or push it up).
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Takeoff Roll - Wingman

Rotate with Leads aircraft and concentrate on maintaining proper position. A late wingman rotation could result in overrunning Lead An early rotation could result in falling behind. Duplicate Leads pitch attitude for lift off. When both aircraft are airborne, maintain a stacked-level, acute position until the gear and flaps are retracted, then move into fingertip. In the stacked-level position, the picture is the same as when lined up on the runway. Confirm the gear and flaps are retracted. If you fall back during the takeoff significantly and cant gain an acceleration advantage to move back in to position Rotate on your own and retract your gear and flaps when safe to do so. Lead may delay his retraction momentarily in such situations to give you a drag/acceleration advantage. Be vigilant regaining position so as to avoid over-running / over-shooting lead.
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Wingman Overrunning Lead

Lead: Insure power is set and engine is operating normally. If Leads engine indications are abnormal Lead will abort the takeoff and maintain his side of the runway. If continuing the takeoff, immediately pass the lead to the overrunning wingman, Mooney 2, you have the lead on the left/right. Perform and individual takeoff, the wingman now has the lead with #1 responsible for flight path deconfliction. Once safely airborne Lead be directive to maintain formation integrity. Wingman: If the wingman notices an overrun developing immediately call for Lead to Push it up. Lead will increase power (2 MP should suffice). If an overrun still occurs, wingman will maintain his side of the runway and transition to an individual takeoff. Lead will offer the Lead, acknowledge the call with your callsign, retract gear when safely airborne and fly the briefed departure. Flight Lead will maintain clear of the wingman and re-assume Lead once clear of the traffic pattern.
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Wingman Falling Behind

Far more common than an overrun and is normally due to a combination of a late brake release/power application by the wingman and/or Lead using too much throttle. Lead: When the wingman requests Give me one reduce power only 1 MP. If the wingman cannot maintain position they will transition to an individual takeoff. Lead should limit maneuvering until the wingman can re-attain position. If possible, provide the wingman with some cut-off to assist in reforming. Wingman: If after adding power the wingman is still falling behind, call for Lead to reduce power Give me one. If you continue to fall further behind, select maximum power, check engine, and continue a individual takeoff. Retract gear once safely airborne and smoothly attempt to reform in fingertip on Lead.
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MOONEY CARAVAN
2 Ship Formation Maneuvers
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The Caravan 3-Ship

Basic building block of all formations Element Leader and Wingman Both the Mooney Caravan and B2Osh fly 3-ship Flights 2 Elements with a phantom 4 4 ship with #4 missing Rationale #3 does not need to be a qualified element leader Enables Caravan to build a series of 3 ship flights using 50% less qualified element leaders Expeditious landing at Oshkosh Lead and #2 Land as an element on the main runway #3 splits off to land single ship on the taxiway This section will focus on the basic 2-Ship flight (Lead and Wingman) and serve as the fundamental skill set required by all Caravan pilots.
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Fingertip Formation
Objective Maintain close formation spacing for arrival, departure, and maneuvers Teaches the basic sightlines and aircraft control techniques required for all formation flying Description Flown 30-45 degrees aft of Leads 3/9 line with no less than 3ft wingtip separation Closest a wingman will be during formation flying Fundamental position in formation flying Welded wing position wingman is lock to Leads plane of motion Also known as parade formation (Navy/Bonanza)
The inner limit of fingertip provides 3 ft of lateral wingtip spacing and nose-tail separation
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Advantages / Disadvantages
Advantages Provides a tight formation in congested airspace visual traffic patterns Requires minimal airspace / spacing Crisp symmetrical appearance Disadvantages Reduced flight maneuverability Increased workload by wingman constant power/control corrections Mooney Fingertip References: Bearing Line / Stack : Leads outboard flap hinge on Leads spinner Inner Limit Spacing: Leads opposite elevator trailing edge barely visible
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Mooney Fingertip Reference

The sight line reference of the outboard flap hinge on the spinner serves to establish a 34 degree bearing line from the nose of the lead aircraft to the wingman. The wingman moves forward/aft using throttle until he sees the flap hinge align with the spinner in the same vertical plane. Then vertical stack can be established by using elevator to align the hinge/spinner in the same horizontal plane. Imagine the two reference points as the front and rear sights on a rifle. Align the two points by moving your aircraft to the sight line. Finally aircraft position along the sight line should be adjusted so that at the inner limit only a small portion of the trailing edge of Leads opposite elevator is visible. Mooney Fingertip References: Bearing Line / Stack : Leads outboard flap hinge on Leads spinner Inner Limit Spacing: Leads opposite elevator trailing edge barely visible
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3ft
Mooney Fingertip Reference
Station Keeping in Fingertip

Maintaining position will demand your full attention at all times
Good Fingertip requires Recognizing deviations Anticipating control inputs Applying deliberate corrections Make continuous, small, controlled corrections to stay in position Lead should maintain a constant power and make smooth power changes where required
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Fingertip Techniques
Dont fixate on a single reference Correct deviations while they are small (limits over-correcting) Motion will occur along all three axis Fore-Aft: Throttle Up-down: Elevator Lateral: Aileron/rudder small bids Any adjustment in one axis will have a secondary impact on the others IE, correcting low-high (elevator) will require a slight power increase to prevent sliding aft Constant small amplitude corrections Sweating too much take some lateral spacing (move out) and RELAX!
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Additional Tips
RELAX As in primary flight training dont tense up on the yoke, tight control will lead to over control Trim Minimize fatigue, some pilots prefer a slight nose-heavy aircraft in close formation, but avoid grossly out-of-trim conditions Throttle Your right hand should rest nearly constantly on the throttle. Consider extending your index finger along the throttle pushrod toward the firewall (on or at the friction lock). Use your index finger as a gauge to help meter your power changes. Once in position if your throttle movements are exceeding the length of your index finger or are jamming your finger into the firewall youre over-controlling. Crosscheck, but do not fixate on, your sight-line reference points Look at the whole aircraft and clear through your Lead. Strive to fly coordinated rudder and ailerons at all times Small bids with ailerons/rudder
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Turns Into the Wingman

Match Leads Roll Rate Reduce Power while DESCENDING to remain in the same position on Leads wing AKA: Welded Wing your wingtip is locked to Leads Maintain the same fingertip visual references
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Turns Away from the Wingman

Match Leads Roll Rate ADD Power while CLIMBING to remain in the same position on Leads wing Still locked on Leads wingtip Maintain the same fingertip visual references
Note: Every turn has two parts: roll-in and roll-out. Each turn Lead makes will present the wingman with both scenarios (into and Nimis Brevis Vita Est Volare Tarde away).
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Common Errors
Slow/late adding power during a turn away wingman sucked aft Large power change required which leads to overtake and possible overshoot during rollout Lead MUST fly smoothly Use smooth, predictable roll rate Lead should NOT change power setting during the turn, especially during roll-in/out. Lead must always be aware of the wingmans position Ensure wingman is stable prior to initiating turn
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Route Formation
Purpose Increased flight maneuverability Enhanced visual lookout Reduced pilot workload perform other cockpit tasks Description Wider extension of fingertip 2 ship-widths to no further than 300 feet Goal: fly 2-4 ship-widths When not in a turn wingman fly only a SLIGHTLY low stack Do not drop down in the hole just because you take lateral spacing Same fingertip sight line Mooney: Outboard flap hinge on spinner Dont get sucked aft Signal Aircraft: Rudder wag Radio: Go Route Return to Fingertip wing rock (Lead rocks wingman back in)
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Route Formation
2 ship widths to 300 Same fingertip sight line Only a slightly Low stack
Dont fly back here!

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Turns in Route
Similar techniques as fingertip, however.. NOT A WELDED WING TURN
Wingman on the inside of the turn will drop below Leads plane of motion to deconflict flight paths and maintain visual Drop low but not all the way down to welded wing Wingman on the inside will appear high with respect to the fingertip references top of leads wing visible
Wingman on the outside of the turn MATCH LEADS BANK ANGLE USING A LEVEL TURN (Echelon) Maintain same horizontal plane as Lead.
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Cross Under
Used to reposition a wingman from one side of the formation to the other Accomplished from route or fingertip Radio call: Mooney 2 cross under-left wing, 2. Addition desired side to cross to helpful during initial formation training Aircraft signal: Wing dip sharp, crisp pop of the ailerons away from wingmans current position Hand signal clenched fist held upright Wingman acknowledges with head-nod
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Cross Under Execution

The cross under is a three step maneuver to reposition to Leads opposite wing. A: Back and Down Reduce power slightly to move aft while stepping down (only a couple feet) in order to ensure nose-tail separation. As the you begin to move aft begin re-applying power to stop the aft movement once nose tail separation is obtained B: Move Across Bank slightly toward to the opposite side to initiate a small heading crossing angle the return to wings level. This will be sufficient to move across to the opposite wing. Add power to prevent sliding further aft.
C: Forward and Up Once wingtip clearance is obtained, stabilize and add power to move forward and use elevator to move up. Use power to stop forward movement and stabilize in fingertip/route position.
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Cross Under
Always ensure nose-tail separation behind Lead

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Cross Under Errors

Dont rush Use small power changes Too large an initial power reduction will cause wingman to be excessively sucked Only need to slide aft about 10 feet Add power when crossing Leads 6 Stabilize with proper lateral spacing then move forward using throttle Note: until proficient cross unders should always be performed in level flight
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Echelon Formation
Execute turns in close formation with wingman maintaining same plane of motion as Lead Start/End in fingertip Roll with Lead match Leads bank angle Description: All wingman are lined up to either left or right of Lead Used to prep flight for follow-on maneuver Traffic Pattern Entry to overhead/downwind Pitch-out to rejoin Initiation: Radio call Mooneys, Echelon turn, 2 Hand signal IAW Training Guide Attachment 1 pre-brief for clarity NOTE: Echelon turns are ALWAYS executed AWAY from the Wingmen!
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Echelon Turn
Lead uses a smooth roll rate to establish a level turn Wingman rolls WITH Lead maintaining the same horizontal plane Match Leads bank angle ADD power during roll! Lean forward / look up dont loose sight in cabin roof! Place low side of Leads fuselage on the horizon Position corrections: Power fore/aft Vertical Aileron Spacing - Elevator
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Close Trail
Objective: Practice maneuvering with the wingman in a position below and behind Lead. Builds wingmans formation cross-check while allowing for an increased freedom of maneuver. Description: Close trail spacing is one aircraft length (nose to tail) behind Lead, just below Leads wake turbulence and prop wash. To prevent encountering wake turbulence, avoid flying high in the close trail position. Number 1 may direct close trail from fingertip, route, or echelon. Procedure: Lead will direct wingman to close trail via a radio call or visual signal. A radio call will be used as the primary method of directing the formation to close trail. Mooneys, go close trail, 2. The wingman will then reduce power to move aft 1 aircraft length and down then move across directly at leads 6 oclock. Wingman will be lined up directly behind Lead. Adequate step down should be 8-10 feet for light GA aircraft. Once the wingman is established in position the wingman will call in: Mooney 2, in. The in call is Leads only signal to indicate the wingman is in position and ready for maneuvering.
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Close Trail
Procedure: Lead will direct wingman to close trail via a radio call or visual signal. A radio call: Mooneys, go close trail, 2. Or visual signal: porpoise aircraft w/ elevator pump The wingman will then reduce power to move aft 1 aircraft length and down then move across directly at leads 6 oclock. Wingman will be lined up directly behind Lead. Adequate step down should be 8-10 feet for light GA aircraft. Once the wingman is established in position the wingman will call in: Mooney 2, in. The in call is Leads only signal to indicate the wingman is in position and ready for maneuvering.
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Close Trail
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Close Trail Maneuvering

Lead must maneuver, as in all formation flying, in a smooth, predictable manner. Close trail maneuvers include level turns and lazy eight type maneuvers. Lead shall maintain positive G at all times and avoid sudden decreases in G. The wingman should be alert for fore/aft closure rates If the wingman finds himself getting spit out (lagging behind) during maneuvers avoid attempts to correct using power alone. Instead, bid inside the turn (towards Leads low wing) in order to establish small amounts of lead pursuit. Once spacing has been re-attained correct back to the 6 oclock position. Reform from Close Trail: Lead will direct wingman to fingertip with a shallow wing rock (visual) or radio call. The wingman reforms to fingertip on the left side if Lead is in a wings-level attitude. If Lead is in a turn the wingman reforms to fingertip on the inside of the turn. Lead maneuvers in a smooth, predictable manner and avoids power changes until the wingman is reformed in the directed formation position.
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Lead Change
Flight Lead is ALWAYS the Flight Lead regardless of what formation position he/she is occupying Lead: Brief planned formation lead changes Initiated from route or fingertip position Lead must be able to see wingman during position change Wing: Good wingman is always ready to assume Lead maintain SA Transfer of Lead must occur clearly and positively. Confusion drastically increases potential for mid-air
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Lead Change: Radio Drill

Formation stabilized in route or fingertip Lead initiates Lead Change: Mooney 2, you have the lead on the left/right Wingman acknowledges the directive call Mooney 2 Wingman moves forward (acute) and accepts the lead with a radio call: Mooney 2 has the lead on the left/right The new wingman (Mooney 1) moves into fingertip/route off the new Lead. The new Lead (Mooney 2) will then check the flight in: Mooney Flight Check The new wingman will acknowledge the check-in with 2
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MOONEY CARAVAN
Element Approach and Landing
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Formation Recovery
Two types of VFR formation recoveries Traffic Pattern 3 mile Straight-in for Element Approach Overhead master the Element Approach first! Approaching the field Lead: Obtain ATIS / AWOS Move wingman to route formation enhances visual clearing CONTACT TOWER EARLY with formation recovery request Wingman: Remain aware of position in relation to the airfield Anticipate Leads next move Visual lookout
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Element Approach and Landing

OSHKOSH! Lead/wingman will land together on 36L Allows for simultaneous recovery of a pair (Lead and wingman) of aircraft. Runway width shall allow for sufficient wingtip spacing (10ft). Flight Lead will establish the formation on a 3 mile final for the element approach. Element Approach Procedures Lead: 3 mile straight-in final for the landing runway. Lead shall fly the element approach as if a 3 degree ILS final. Lead must ensure he/she is a stable platform for the wingman. Plan to position the wingman to land on the upwind side of the runway when crosswinds are a factor, (>5 kts). If crosswinds are not a factor, place the wingman on the outside of the turn in the event of a go around Rolling out on final, smoothly slow to gear extension speed (per brief) and use a radio call or visual signals to configure the element for landing. Mooneys, gear down. Configuration must be completed early enough to allow the wingman adequate time to move into position and stabilize
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Element Approach
Mooney formation standard is gear extension at 105KIAS then use the increased drag to slow and stabilize at 90KIAS. Flap configuration will be briefed. Flap configuration should be either noflaps or takeoff flaps. Slowing to gear extension speed may take some time which is the reason to establish the formation on a 3 mile final. After internal confirmation of a down and locked condition, Wingman checks Leads configuration and gives a thumbs up signal. Lead checks wingman and returns a thumbs up if the configuration looks good. Line up on the center of the appropriate side of the runway early, but in no case later than 1/2 mile on final, and establish an aim point that will allow a touchdown approximately 500 to 1,000 feet beyond the threshold. Fly a stable, on-speed (90KIAS) approach and avoid shifting your aim point.
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Element Approach
In the flare, make a SLOW, SMOOTH power reduction your wingman will mirror your actions. Do not flare aggressively or carry excessive speed or power in to the flare which promotes a long landing, floating or ballooning; a smooth, on-speed transition to the landing attitude is your goal. A slightly fast touchdown is better than a prolonged flare in which the aircraft may potentially slow below normal touchdown speed. Use the runway available to roll out, ensure the wingman is stabilized and only then begin to apply light-normal breaking to slow the aircraft. Moderate-heavy braking by Lead will cause the wingman to overrun Lead after touchdown making for a sloppy formation landing. In case of overrun each aircraft will maintain their respective side of the runway and the wingman will re-attain position once safely slowed to taxi speed.
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Element Approach - Wingman

Strive to be in fingertip position as Lead lines up on final Anticipate Leads power reductions Maintain fingertip until configured on final and then: Move Acute wingtip abeam N# Stack Level- Leads cockpit on horizon You will see Leads top wing 10 feet lateral spacing (wingtip) Plan to land in approximately the center of your half of the runway with no less than 10 feet of wingtip clearance.
Lead is the primary reference for the wing landing. Cross-check the
runway on short final to ensure proper alignment, then fly the proper position off Lead throughout the flare and touchdown. May touch down slightly before or at the same time as Lead. Maintain relative position on your side of the runway and use a normal braking technique, regardless of Leads deceleration rate. You should pass Lead rather than over-brake to maintain position.
69
Element Approach - Errors

Lead is the primary reference for the approach and landing. The wingmans primary objective is: DO NOT GET LOW! Flying a low position may result in a runway impact prior to Leads flare! Flying a sucked position is less hazardous as long as the sucked position is LEVEL. Sucked and LOW is the WORST position to be in. A low, sucked wingman must realize his position prior to short final and if need be transition to a single ship landing on YOUR OWN SIDE of the runway staying aft of Leads 3-9 line. Go Around-Formation: In the event that Lead needs to execute a go around the wingman will follow Lead on the go. A wingman should never continue the approach if Lead has executed a go-around. Maintain formation integrity. Lead will inform tower Mooney Flight is on the go. Once the flight is safely climbing away coordinate with tower for follow-on request (left/right downwind, etc).
70
Taxi-in and Shutdown

Taxi: Clearing the runway Lead will taxi forward and hold with enough room for all formation members to clear the runway. Once the flight is clear of the runway and holding on the taxiway, Lead will direct the formation to ground frequency and check the flight in. The formation will then taxi back together using a minimum of 1-2 ship lengths in trail. Shutdown: Where possible the formation should park together and shutdown via Leads signal. Shutdown signal may be a radio call or visual signal (as briefed). Remember, until the debrief is complete you are still a formation!
71
MOONEY CARAVAN
Interval Takeoff
72
Interval Takeoff
An interval takeoff shall be used if the crosswind component exceeds 10 kts or runway width is less than 100 ft. Both aircraft will lineup as in an element takeoff with the wingman on the upwind side of the runway. If runway width and or high crosswinds prevent a two-ship lineup use an intrail lineup and single ship departures (no simultaneous run-up). During an interval takeoff each aircraft will maintain their own side of the runway. Treat the centerline as a brick wall-do not cross!
Note: Minimum takeoff interval is 5 seconds between aircraft in the same element and 10 seconds between separate elements
73
Interval Procedures
Lead: Use the same run-up procedures as the element takeoff. Lead may omit the signal for brake release and simply release brakes once the wingman gives the head-nod that he is ready for takeoff. Lead will execute a normal takeoff maintaining his side of the runway. Provide the wingman with a 3-5 MP advantage once safely airborne. Monitor wingman during departure and rejoin. Wing: Delay brake release until expiration of the briefed time interval. Use normal takeoff procedures, maintaining own side of the runway. Once safely airborne retract gear and smoothly rejoin to fingertip. Reform: If an interval takeoff was performed the wingman will maintain the same side as runway lineup unless Lead initiates a turn out of the traffic pattern. #2 will always rejoin to the inside of the turn. If Lead is continuing straight ahead then #2 will maintain the same side as on takeoff. Nimis Brevis Vita Est Volare Tarde
74
MOONEY CARAVAN
End Basic Formation Section
75
MOONEY CARAVAN
ADDITIONAL FORMATION MATERIAL
76
Push Comm
The procedures for Push comm are identical with the exception that wingman do NOT acknowledge the directive call to switch frequencies. Push comm increases brevity, but also dramatically increases potential for a wingman to miss the frequency change. A check-in is mandatory on the new frequency.
Lead: Mooney Flight, Push 124.55 Each pilot sets 124.55 Lead: Mooney Flight Check Wingman: 2 , 3 , 4
Push Comm may be used by experienced formations, but higher probability of loosing a wingman during a frequency change
77
MOONEY CARAVAN
Additional VFR Formation Recoveries
Not required for Caravan participation
78
Traffic Pattern Recoveries

Two types of VFR formation recoveries Traffic Pattern Overhead Approaching the field Lead: Obtain ATIS / AWOS Move wingman to route formation enhances visual clearing CONTACT TOWER EARLY with formation recovery request Wingman: Remain aware of position in relation to the airfield Anticipate Leads next move Visual lookout
79
VFR Rectangular Pattern

Flying the VFR pattern: All turns away from wingman are echelon Use standard VFR comm IAW AIM Still a FLIGHT Single Ship Landing May direct wingman to take spacing prior to entering pattern or Delayed base turn Lead configures formation on downwind Lead kisses off wingman at base turn
Radio Call Hand Signal
80
VFR Rectangular Pattern

When turning base each aircraft will make a gear down call, on tower frequency, in sequence. Lead will initiate: Mooney 1, left base, gear down, full stop Followed by #2 when on the base: Mooney 2, left base, gear down, full stop #2s call should mirror Leads. As proficiency improves Lead may abbreviate the call: Mooney 1, base, gear, stop ATC should issue landing clearance to the flight, not each flight member, however each aircraft should still make the gear down call (and actually confirm gear is down). Pilots will land on alternate sides of the runway, unless conditions (winds, runway width, etc.) dictate otherwise. At tower controlled airports, if desiring to land sequentially from the VFR pattern while the preceding formation aircraft is still on the runway, Lead should clarify his/her flight intentions with tower to preclude the wingman from being directed to go around under normal ATC procedures. 81 Nimis Brevis Vita Est Volare Tarde
Overhead Pattern
The 360 overhead pattern is an efficient way to rapidly recover a formation flight. Initial- upwind leg aligned with the landing runway at pattern altitude followed by a steep-bank break turn when over the approach end of the runway. After a short downwind to allow for aircraft configuration, the aircraft reach the perch and commence the descending base turn roll out on final 1/2 to 3/4 of a mile from the runway threshold on a 3-4 degree glide path.
This pattern allows you to bleed off airspeed in the turn to downwind for gear extension, and rapidly recovers formation aircraft. All aircraft should fly the briefed airspeed for downwind, base and final.
82
Overhead Pattern - Lead

Place to wingman on the side opposite the break Make a level turn using 45 degrees of bank Smoothly reduce power to arrive abeam numbers at gear down speed (per brief) Lower gear abeam numbers Slow to 90KIAS enroute to perch Perch Pattern Altitude 45 degrees from threshold 90KIAS landing config Turning base make radio call Rollout on NM final on 3 degree GS Use available runway to safely recover formation roll till end
83
Overhead Pattern - Wingman

Break Continue upwind to meet briefed interval Break and visually acquire Lead Adjust turn to rollout behind Lead Perch Slow to gear down speed Configure abeam numbers Arrive at perch 90KIAS at pattern alt Spacing A 5 sec interval should give 1000 spacing If tight delay perch Land on opposite side of Lead
84
Perch
Perch 90KIAS, Gear down, @ pattern altitude 45 degrees angle off to the touchdown point. From here begin one smooth 180 deg turn to final.
85
MOONEY CARAVAN
Formation Maneuver and 2-Ship Rejoins
Concepts to study, but pilots do not need to be proficient in formation rejoins to participate in the Caravan
86
Introduction
The purpose of this section is provide both background knowledge and procedures for safely executing formation rejoins. Once a wingman has demonstrated proficiency in the basic fingertip, route, and echelon positions they may progress to formation rejoins.
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HCA / AA
Heading Crossing Angle (HCA): The angular difference between the longitudinal axes of two aircraft. HCA is also synonymous with the term "angle off." Aspect Angle (AA): Aspect is expressed in degrees off the tail of the reference aircraft, commonly expressed in multiples of 10. For example, at 6 oclock to the reference aircraft, the aspect is zero. At 40 degrees left, the aspect is 4L. AA is not a clock position and is independent of aircraft heading. An important AAs used extensively in training is 45 degrees for turning rejoins. Leads vertical stabilizer is superimposed the outside wingtip.
88
HCA
89
Aspect Angle (AA)
90
Closure and Line of Sight

Closure: Overtake created by airspeed advantage and/or angles; the rate at which range decreases. Closure can be positive (decreasing range) or negative (increasing range), and is usually measured by the velocity rate (knots) at which the range increases/decreases. Line of Sight (LOS): A straight line from the pilot's eye to another aircraft. Expressed as: Forward LOS: other aircraft moving forward on windscreen toward the nose Aft LOS: other aircraft moving aft on the canopy toward the tail LOS Rate: The speed at which forward or aft LOS is occurring, expressed with adjectives rather than a unit of measurement. (e.g., rapid, aft LOS.)
91
Plane of Motion
Plane of Motion (POM): The plane containing the aircraft flight path. In a level turn the aircraft's POM is parallel to the ground, regardless of bank angle. In a loop the POM is perpendicular to the ground. Climbs/dives during the turn will tilt the POM. In-Plane: When a wingman orients his/her turn circle in the same POM as lead, he/she is in-plane. Echelon turns are in-plane. If the wingman is not maneuvering in the same plane as lead, the pilot is out-of-plane. All basic formation rejoins are performed level and in-plane (i.e no vertical maneuvering required).
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Lead Pursuit
Lead Pursuit: Wingman aims the aircraft nose in front of Leads flight path. With enough lead pursuit, AA and closure will increase, and HCA will decrease. This results in a situation where the wingman is cutting off lead. Uncorrected, lead pursuit will result in the wingman moving in front of the lead aircraft. During maneuvering (turning), pulling lead pursuit results in the wingman flying a smaller turn circle than lead, and thereby closing the interval, or creating closure, with lead.
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Pure Pursuit
Pure Pursuit: Wingman aims the aircraft nose directly at Lead. In pure pursuit there is initially no LOS; the other aircraft remains fixed at 12 oclock in the canopy. A pure pursuit picture initially creates closure that diminishes over time. AA equals HCA, which also both diminish over time. If both aircraft are co-airspeed, an attempt to sustain pure pursuit eventually evolves into lag pursuit, resulting in increasing range and a decreased AA.
94
Lag Pursuit
Lag Pursuit: Wingman aims the aircraft nose behind Leads flight path. Although there may still be some closure initially, closure soon decreases, AA decreases, and HCA increases. Left uncorrected, lag pursuit will result in the wingman flying aft of the lead aircraft. During maneuvering flight, lag pursuit is achieved when the wingmans nose position and flight path are on an arc outside of the curve flown by lead. This results in a situation where the wingman is flying a larger circle than lead and is thereby increasing the interval with lead..
95
Turn Circle
Turn Circle: As an aircraft maneuvers in a turn, the flight path describes an arc, referred to as a turn circle. Three-Nine Line (3/9 Line): Extension of a line across the aircrafts lateral axis. Refers to the aircrafts clock position: 3 oclock-right wing, 9 oclock-left wing. During formation maneuvering the wingman must remain aft of Leads 3/9 line unless accepting the lead position
96
Formation Reform
Objective: Move Wingman from one formation position to a closer one. Reforms are commonly used to when Lead desires to bring the wingman in from close trail, fighting wing, or route. Procedure: Lead directs a reform with a radio call or aircraft visual signal (wing rock). The size of the wing rock is based on distance between aircraft. The procedure for accomplishing a reform varies based on wingmans position and distance relative to Lead. To reform from route to fingertip, maneuver as necessary to stabilize at a 2-ship width route position on the fingertip line, and then slowly move up the line to fingertip. To reform from close trail the wingman will move out to attain wingtip spacing and then move up and forward. #2 will reform on the left wing if Lead is wings level or on the inside of the turn if Lead is in a turn. Note: A reform is moving between formation positions vs. rejoining a separated wingman.
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Formation Rejoins
Objective: Get the flight back together safely and efficiently. Description: Rejoins are commonly practiced from pitchouts (in trail) and after the wingman has taken spacing. They are also accomplished after breakouts and lost-sight situations (anytime the formation is split). Pitchout: The pitchout is a maneuver identical to the break turn used during the overhead recovery as a means to split the formation for practicing a rejoin. For a two ship the pitchout will be initiated from the fingertip position. Greater than two aircraft in the flight will require Lead to move the formation to echelon (left/right) prior to the pitchout. The pitchout is ALWAYS made away from the wingman.
98
Pitchout Procedures
Pitchout Procedure-Lead: Once the formation is stable in echelon. Lead will signal for the pitchout using a radio call Mooneys pitchout, 5 sec or visual signal (index finger pointed skyward in an exaggerated rotating motion). If a visual signal is used the wingman will respond with an exaggerated head nod. Once the wingman acknowledges, clear in the direction of turn and roll into a 45 degree bank level turn away from the wingman. Fly a constant speed level turn through 180 degrees of heading change. Pitchout Procedure-Wingman: Acknowledge the pitchout signal with a head nod. As soon as lead turns away, clear ahead, then in the direction of turn. With the preceding aircraft in sight, wait the specified interval, and make a matching turn, clearing carefully for traffic. After initiating the pitchout, set power to maintain airspeed. Approaching the rollout, modulate bank and back pressure to fall directly behind lead with lead on the horizon. Make a quick scan of the instruments and fuel. Call in when level and stabilized behind lead, Mooney 2s in.
99
Rejoin Procedure
Lead initiates rejoin with radio call Mooneys, rejoin left/right turn or visual signal (wing rock) All rejoins are to fingertip unless directed otherwise by Lead. Unless otherwise briefed, rejoin airspeed is the briefed enroute airspeed (120125KIAS standard). Lead will calls out current airspeed if it differs more than 10 knots from briefed or expected rejoin airspeed. Lead will monitor wingman closely during all rejoins. If Lead perceives an unsafe situation developing at anytime during the rejoin, take positive action immediately to prevent a midair collision. Lead will climb, wingman will descend to ensure flightpath deconfliction if required.
100
Straight-ahead Rejoin
Use straight-ahead rejoins when a turn is not possible or practical. Due to the relatively little amount of excess power available to GA aircraft the straight ahead rejoin will be time intensive if flown from a 180 degree pitchout. Airspeed closure is used to effect a straight-ahead rejoin. Lead will maintain a stable platform, clear and monitor wingman during the rejoin.
101
Lead: Direct the rejoin. If a turn is required after a straight-ahead rejoin is initiated, inform wingman and clear. Do not turn into wingman if it would exceed wingmans capabilities or prevent a safe rejoin. Due to the location of wingman behind and below Lead, wingman will be difficult to see until the final stages of a straight-ahead rejoin. If practicing a straight ahead rejoin Lead should consider slowing 1020KIAS in order to provide the wingman a power advantage. If this technique is used Lead will announce new airspeed Mooneys, rejoin 110KIAS (maintaining wings level indicates straight-ahead).
102
Wingman: #2 rejoins to the left side unless directed otherwise. Increase airspeed to generate closure (initially use 20 to 30 knots of overtake). Establish a position behind and slightly below Lead with a vector toward Leads low 6 oclock position. Placing Lead slightly above the horizon will help maintain separation from Leads wake turbulence. Continue to close until approximately 200-300 feet (when details on number 1s aircraft can be seen). At this point, bank slightly away from Lead (make a bid), toward a position two to four ship widths out from Leads wingtip. The velocity vector should angle away from Lead. Decrease overtake with a power reduction, and plan to arrive in the route position with the same airspeed as Lead. After stabilizing in route, move into fingertip. If Lead turns during a straight-ahead rejoin, transition to a turning rejoin, and be alert for possible overshoot situations.
103
Turning Rejoin
Turning Rejoin: Use a combination of airspeed and angular closure to effect a turning rejoin. During two-ship formation the wingman will always join to the inside of the turn. Turning Rejoin Procedures-Lead: Direct the rejoin. If using a wing rock, attempt to make the first wing dip in the direction of the rejoin. Maintain 30 degrees of bank unless otherwise briefed. Establish in a level turn, maintain bank angle, and rejoin airspeed. Avoid varying bank. Monitor wingmans AA and closure. Be ready to take evasive action if required.
104
Turning Rejoin - Wingman

Turning Rejoin Procedures-Wingman: Base closure and desired aspect on energy and aircraft position relative to Lead. When Lead starts to turn, begin a turn in the same direction to intercept the desired aspect. Simultaneously establish desired vertical separation (place Lead slightly above the horizon-within approximately two to four ship widths of the horizon) and closure. Manage aspect with minor adjustments to bank angle. Lead must be visible to both pilots.
105

Turning Rejoin Procedures-Wingman (2): Apply power to aide in generating closure and bid inside to build a moderate lead pursuit picture (pull nose in front of Lead) to increase aspect. As the wingman moves inside of Leads turn circle, the vertical stabilizer appears to move toward Leads outside wingtip as AA increases. When the vertical stabilizer overlays the outside wingtip (4 aspect/45 degrees AA), reduce bank angle to maintain this relative reference line. When stable, there is no FWD/AFT LOS rate. If the vertical stabilizer appears to move toward (or beyond) the wingtip, AA is increasing. If the vertical stabilizer appears to move toward the wing root, the AA is decreasing. Use varying degrees of bank angle to manage aspect during a rejoin. Shallow the bank angle to decrease aspect and increase the bank angle to increase aspect.
106

Turning Rejoin Procedures-Wingman (3): Lead should appear slightly above the horizon. Maintain Lead within approximately two to four relative ship widths (10-20 ft) above the horizon. The critical stage of the rejoin begins approximately 300 feet from Lead. Inside 200 to 300 feet, the normal fingertip references will become visible. Descend slightly and move forward (increase aspect with lead pursuit) onto an extension of the fingertip reference line. Begin decreasing closure with a power reduction as necessary. Monitor bank and overtake closely during the last hundred feet to ensure aspect and closure are under control. Plan to stabilize in route with slight positive closure but approximately co-airspeed with Lead, and then move into fingertip at a controlled rate.
107

During two-ship formation ops, number 2 normally rejoins to the inside of the turn. To rejoin to the outside of the turn (number 3 position), the event will either be prebriefed or directed. Number 2 may request to rejoin to number 3, and number 1 may consent on the radio. Rejoins to the outside of the turn (number 3 position) are initially flown exactly like rejoins to the inside of the turn. In the later portion of the rejoin, number 2 will cross below and behind Lead with at least nose-tail separation to get outside of Leads turn circle. Maintain enough positive closure (about 10 knots) to facilitate this move to the outside. Stabilize in route echelon on the outside and then move into fingertip at a controlled rate. Indicators of a successful, and safe, rejoin: Fuselage and bank angle are nearly aligned with Leads and the LOS rate is near zero (no fore/ aft movement on the canopy). Slightly below lead with moderate aspect. Closure is slightly positive with airspeed matching Leads. Closure is such that you could stop the rejoin in route, as required.
108
Overshoots
Objective: Safely dissipate excessive closure and/or aspect and stabilize in a safe formation position prior to reforming to intended position. Description: A properly flown overshoot will safely dissipate excessive closure and (or) aspect during a rejoin. Wingman must not delay an overshoot with an unusually aggressive attempt to save a rejoin. Wingman will keep Lead in sight at all times during any overshoot. Reduce power and maneuver to arrest closure as soon as excessive overtake is recognized.
109
Overshoots
Straight-ahead Rejoin Overshoot: A straight-ahead rejoin with excessive closure results in a pure airspeed overshoot. Maintain lateral spacing on a parallel or divergent vector to Lead. Do not turn into Lead, which is a common error while looking over the shoulder at Leads aircraft. This can cause a vector into Leads flight path and create a dangerous situation requiring a breakout. A small, controllable 3/9 line overshoot is easily managed and can still allow an effective rejoin. There is no need to breakout if flight paths are not convergent and visual contact can be maintained. After beginning to slide back into formation, increase power prior to achieving co-airspeed (no LOS) to prevent excessive aft movement.
110
Turning Rejoin Overshoot

A turning rejoin with excessive closure airspeed results in a combination airspeed-aspect overshoot in a POM about 50 feet below Lead. Attempt to overshoot early enough to cross Leads 6 oclock with a minimum spacing of two ship lengths. Breakout if unable to maintain nose-tail separation. Once outside the turn, use bank and back stick pressure as necessary to stabilize in route echelon position. Fly no higher than route echelon. Excessive back pressure causes closure. A co-airspeed overshoot due to excess aspect may not require maneuvering outside of Leads turn circle. Instead, there may be sufficient space in Leads low 6 oclock to align fuselages and stop the overshoot. When under control, return to the inside of Leads turn, reestablish an appropriate rejoin line, and complete the rejoin. An overshoot may be caused by excessive closure, excessive aspect angle, large heading crossing angle, or a combination of these factors. The overshoot is not uncommon in training.
111
Overshoot
112
Overshoot Summary
Overshoot Indicators: Rapid closure, unaffected by idle power. Excessive HCA/Angle Off in close proximity to lead. Recognition for the need to significantly increase bank angle and/or G in close proximity to lead to salvage the rejoin. Termed going belly up. Recognition of an uncomfortably rate of closure
Overshoot Procedure Summary: Abandon the rejoin and overshoot if not stable no later than approaching route Call the overshoot over the radio Mooney 2s overshooting Level the wings, keep Lead in sight pass at least 2 ship lengths below and behind Lead Continue to the outside of Leads turn circle as required to arrest LOS rate Remain behind Leads 3/9 line and no higher than echelon Once stable, move back inside Leads turn passing behind Leads with nosetail separation 113
MOONEY CARAVAN
4-Ship Formation
Note: This section assumes pilots have demonstrated a solid understanding of all the preceding material
114
4 Ship Flight Composition

In four-ship formation there will be two elements and therefore two element leaders. The first element Lead (#1) is designated as the over-all Flight Lead, while the second element is commanded by the Deputy Flight Lead (#3). Each element is assigned a Wingman; making up the number 2 and 4 slots respectively. Elements (Lead and Wingman pairs) maintain integrity within the four-ship. As an element Flight Lead, number 3 must give consideration for number 4 at all times.
115
Formation Briefing
Four-ship formation flying requires thorough attention to detail from mission planning and the preflight briefing to the debriefing at the completion of the flight. The Flight Lead will have additional challenges handling runway lineup, takeoff, thoroughly briefing the mission profile emphasizing the multi-aircraft position changes inherent in four-ship formations, and safe recovery of the formation. Flight Lead must consider contingencies on who to re-arrange his flight if a single or pair of aircraft fall out.
116
Ground Operations
Engine Start , Check-in, and Taxi Same as 2 Ship Lead squawks and #4 flashes strobes Watch taxi speed dont get strung out EOR Lineup Same as 2 Ship no wingtip overlap! Ready for run up - Pass thumbs up from 4 to 1 Run up Ready for T/O Pass thumbs up from 4 to 1
117
Runway Lineup
Flight Lead MUST clearly brief the runway lineup configuration based on runway width Always ensure 10ft lateral wingtip separation between aircraft! Same 2-Ship wingman considerations apply Wingman upwind side Limit element takeoff to crosswinds less than 10 kts Min 10 second interval between element takeoffs
118
Split Element Lineup

Preferred option for 100 wide runways First Element Lines up 100-500 ft down runway Second Element lines up in-trail #4 transmits Mooney 4s ready when in position Proceed with briefed takeoff procedure
119
Offset Element Lineup

Preferred option for 150 wide runways Lead will position himself as far to the side of the runway as possible #2 will offset his half of the runway toward Lead (near centerline) #3 line up offset between #1 and #2 #4 lines up near runway edge with lateral spacing on #2 #4 transmits Mooney 4s ready when in position Proceed with briefed takeoff procedure
120
Echelon Lineup
Requires 200 wide runway for Element takeoffs If element aircraft will not have 10 spacing then use interval procedures or alternate lineup #1 lines up as far to the side as practical Each additional aircraft lines up in the acute position off lead with min 10 wingtip spacing Balance formation across runway
121
Interval Takeoff
Use when runway with will not permit wingtip spacing for element departures Or crosswinds greater than 10 kts Min interval = 5 seconds Each aircraft steer to maintain center of their half of runway If runway is too narrow to provide a clear lane for each aircraft accelerating Delay brake release until preceding aircraft has rotated
122
Element Takeoff
123
Rejoin After Element Departure

The flight will rejoin to the finger four configuration. During a turning rejoin, three and four will rejoin to the outside of the turn. During a straight ahead rejoin, three and four rejoin to the opposite side of number two. Flight Lead: The Flight Lead will maintain a stable platform for the trailing element and maintain the briefed power and airspeed until the second element is rejoined. Two: If the initial turn out of traffic is away from you, expect lead to cross you over to the inside of the turn in anticipation of rejoining the second element.
124

Three: After airborne with gear and flaps retracted, four should be positioned to route during the element rejoin to allow greater maneuverability As the second element, three and four will always rejoin to the outside of leads turn, or the opposite side of number two. If accomplishing a turning rejoin, place number four on the inside of the turn as soon as conditions permit. During the rejoin, avoid sudden power changes or abrupt flight control inputs. Four: Follow all two ship takeoff procedures. Monitor #3s rejoin while not sacrificing your formation position. Return to fingertip when number three has completed his/her rejoin. Ensure three is stable prior to moving into fingertip.
125
126
Rejoin After Interval Takeoff

If single ship departures were required, the flight will assemble individually to finger four. During a turning rejoin, number two rejoins to the inside of the turn and three and four to the outside. For a straight ahead rejoin, two will rejoin to the left side unless briefed otherwise, with three and four rejoining on the opposite side of two. Flight Lead: Maintain briefed power and airspeed settings until the rejoin is complete. If air traffic control or other circumstances require changing from a straight ahead to a turning rejoin, inform the flight. Wingmen: Use the same two-ship procedures to establish closure and cutoff during a four-ship rejoin. Begin the turn out of traffic at or above 400 feet in accordance with the Aeronautical Information Guide (AIM) and maintain at least 100 foot spacing from the preceding aircraft until that aircraft has rejoined to the proper position.
127
Finger Four
Standard close formation position Fingertip same as fingertips on your hand Flown either strong left or right #2 flies standard references off Lead #3 flies off Lead while adjusting symmetry based on #2s position #4 flies off #3 while aligning cockpits of Lead and #3
128
Route
Identical to two ship position/procedure Ideally, the formation will appear as a finger four with 2-4 shipwidths of spacing between aircraft. Number two sets the spacing in route. Three should fly line-abreast of number two matching the lateral spacing from one. Four should line up the helmets/heads with number three and one. In addition, four will strive to match the lateral spacing that three has with number one. As you learned in chapter two, all turns use echelon procedures for wingmen on the outside of the turn. Wingmen on the inside of the turn will descend only as required to keep the Flight Lead in sight.
129
Cross Unders
Cross-unders are used in four ship to reconfigure to and from echelon formation. The default visual signal for cross-unders in FAST is hand signals in accordance with Attachment 1. Aircraft signals (i.e. wing dip) may be used if briefed by the Flight Lead. Do not mix aircraft and hand signals for the cross-under in the same sortie; if not briefed otherwise, the use of hand signals is expected. Use of a radio call is highly desired during training. Mooney 2, cross-under, 2. Lead may also direct the formation to the new formation position using a radio call. Mooneys, echelon right acknowledged: 2, 3, 4 followed by the formation executing the procedures below to move to echelon right.
130
Wingman (#2) Cross Under

Follow applicable two-ship procedures in responding to a directive to crossunder. When in fingertip formation and the Flight Lead wishes to transition to echelon by moving #2 over, the second element will move out to provide room for number two to take up his/her new position on the opposite side.
131
Element Cross Under

Lead may move the second element to the opposite side at one time, together, using one visual signal or radio call. Upon acknowledgment of the Flight Leads directive, #3 will cross under # 4 will cross-under # 3 as the element transitions to the other side of the flight.
132
Cross Under Hand Signals

The basic hand signal is an extended forearm held vertically with the fist clenched. Held stationary in the cockpit, it indicates a single-ship cross-under for # 2. If pumped up and down twice, it indicates an element cross-under for # 3 and # 4.
133
Cross Under Aircraft Signals

Wing Dip by Lead Small, deliberate, and quick displacement of the ailerons #2 Away = cross under Toward = stay, #3 and #4 are on the way over #3 and #4 Away = cross under Toward = move over make room for #2
134
4 Ship Echelon
Same as two ship with all aircraft on one side of Lead ALL TURNS AWAY from wingman 20-30 degree AOB turns in training, build to 45 degrees Configure to Echelon Use cross-under procedures Roll-in and roll-out Same as two ship #3 and #4 line up relative to #2
135
Close Trail
Same as two ship. Match position of preceding aircraft Flight Lead Signal Porpoise pump elevator Hand thumb aft Radio Go close trail Wingman Follow two ship procedures #3 dont crowd #2 while moving into position Reform Wing rock Resume previous fingertip position
136
Diamond
Flight Lead Signal Hand 4 fingers then thumb aft (give to #3, #3 pass to #4 Radio Mooney 4, go diamond #4 Close trail references off #1 Should also be on the fingertip line off #2, #3 Reform Wing rock #4 resumes fingertip position on #3s wing
137
4 Ship Wing Work

Flight lead MUST be smooth constant power setting Monitor wingman position do not start/continue maneuver w/ formation members grossly out of position Lead watch your wingman! Wingmen Same basic 2 ship procedures apply An unstable #3 will amplify challenges for #4
138
4 Ship Turning Rejoins

Flight Lead: Normally, use a 5 second pitchout interval in setting up for a rejoin during qualification training. Two: # 2 will always join to the inside of Flight Leads turn and all two-ship procedures are applicable. If # 2 is slow to rejoin, it will complicate the rejoin for # 3 and # 4. Always join by the #s, in numerical order. Joining aircraft will not close to less than two to four ship-widths until the preceding aircraft is stabilized in route.
139

Three: You will join to the outside of Flight Leads turn. The basic rejoin techniques are the same as those flown by #2 except that you have the additional responsibility of monitoring # 2 and being aware of # 4. You should establish an aspect angle no greater than that used by # 2. Accelerate to gain an airspeed advantage on Lead (up to 10% above briefed rejoin airspeed) and maintain two to four ship-width spacing (minimum) on the preceding aircraft until he/she is stabilized in route before commencing your move to the # 3 position on the leader. You should plan the rejoin to pass with a minimum of nose/tail separation behind and below the Lead element as you move to the outside of the turn, stabilizing in route, and deliberately moving into fingertip position on Lead. Avoid abrupt control inputs and rapid throttle movements in consideration of # 4.
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Four: You will also always join to the outside of Leads turn, and basic rejoin techniques apply. However, you must monitor # 3 as well as the Lead element during the rejoin, anticipating # 3s power reductions and movements. On roll out in trail, you may likely be outside # ones turn circle when he/she commences the rejoin. To successfully rejoin, you must be inside the target aircrafts turn circle and aft of his/her 3/9 line. One technique to help accomplish this is when you observe the Flight Lead turning to initiate the rejoin, delay your turn until # 3 has turned and moved across your canopy. This serves two purposes; it allows you to drive forward in to # ones turn circle, and insures your aspect on # 3 is not excessive during the rendezvous procedure. .
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Four: Accelerate to gain airspeed advantage (up to 10% above briefed rejoin airspeed) and maintain two to four ship-width spacing on # 3 until he/she has stabilized in route. Because you should never have greater aspect on lead than # 3, he/she will often impact the rate at which you may close on the lead element. If you have closed with # 3 during the approach to the lead element, remain 2-4 ship widths (loose route) away, and follow #3 as he/she takes you aboard. This may require you to reduce speed slightly as you are flying a slightly smaller turn circle than # 3. Do not park in # 3s six oclock unless required for safety as this will further delay the rejoin. As # 3 moves to the outside of the lead element, mirror his /her actions by moving to the outside of the rejoin turn and # 3. With 3 stable and moving in to fingertip, deliberately move into fingertip position on # 3. You must monitor all aircraft in the formation as the rejoin progresses.
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Turning Rejoin Overshoots

Two-ship overshoot procedures apply equally to three/four ship formation. As a member of a three or four-ship formation, you must recognize an overshoot situation as soon as possible and make positive corrections. If an overshoot is appropriate, follow procedures outlined in chapter three. In addition, the following considerations apply, based on your position in the formation Flight Lead: Monitor overshoots carefully and do not hesitate to direct a break-out if the situation warrants such a call. If a break-out does occur, be directive in stabilizing the situation and establishing a plan to get the flight back together using applicable KIO and blind-visual procedures. Two: Announce your overshoot to alert # 3 that you are encroaching on his/her side of the Flight Lead, Mooney 2, overshooting. Clear to ensure sufficient spacing on # 3 before returning to the inside of the turn and completing the rejoin.
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Turning Rejoin Overshoots

Three: If # 2 overshoots, modify your rejoin by decreasing your airspeed and adjusting your pursuit option to ensure adequate clearance for # 2 to return to the inside of Leads turn. If youre at idle power to rapidly bleed your airspeed, notify # 4, Mooney 3, idle Four: Follow # 3 whether # 3 is overshooting or adjusting for # 2s overshoot. If # 3 is overshooting, use good judgment and a combination of trail and rejoin techniques to stay with # 3. Maintain two to four ship-width clearance (minimum) until # 3 is stabilized in route. Depending how # 2 and # 3 fly the rejoin, for energy conservation or safety reasons, some situations may dictate that you fall into the six-oclock position behind # 3. This position is the safest of all options, allowing you to conserve energy and maintain a visual on all members of the flight.
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Straight-Ahead Rejoins
Straight ahead rejoins in four-ship employ the same procedures as in twoship. # 3 and # 4 will close no nearer than two to four ship-widths to the preceding aircraft until that aircraft is stabilized in route position. Flight Lead: After completing the pitchout, signal for a rejoin by rocking your wings or making a radio call. Maintain the briefed rejoin airspeed. Monitor the Wingmen altitude, aspect, and closure as they come into your field of vision. Consider decreasing airspeed 10 knots (or more) below the briefed enroute speed to expedite the rejoin. Once all wingman are joined then resume enroute speed. An example of this technique is a straight ahead rejoin after takeoff with lead maintaining briefed climb speed at level off until the flight has joined, then accelerating to enroute speed
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Straight-Ahead Rejoins
Two: Rejoin to the left side unless otherwise directed. Three: Always join to the side opposite of # 2, on the Flight Leads wing Maintain a minimum of two to four ship-widths clearance on # 2 until # 2 is stabilized in route. Four: Always join to the side opposite of # 2, on # 3s wing, Maintain a minimum of two to four ship-widths clearance on # 3 until # 3 is stabilized in route. Straight-Ahead Rejoin Overshoots Follow over-shoot procedures described for two-ship formation except that aircraft trailing the over-shoot aircraft will not close nearer than 100 feet to any aircraft ahead until the aircraft in sequence ahead is stabilized in route position.
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4 Ship Overhead Pattern

Establishing Proper Interval: Using a five second pitchout, wingmen will have the sufficient landing spacing provided the perch point remains consistent It is important for all aircraft to fly the briefed airspeeds on downwind, base and final to preclude bunching up or creating excessive trail distance for landing. Spacing corrections should be resolved by adjusting the perch point (delay perch), not by excessively slowing down or speeding up on downwind.
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Flight Lead: Always strive to be on airspeed, on altitude Lead pilots will normally land on the side of intended ramp exit. Stress to your wingmen to use proper landing intervals and use a normal aim point for landing.
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Flight Lead: Upon touchdown, do not rush to decelerate on landing Brief and use an exit point near the end of the runway to allow all wingmen ample space to decelerate to taxi speed without the need for excessive braking Wingmen: Fly on airspeed and on altitude during the overhead approach; a poorly flown pattern will often impact trailing aircraft Use no less than the recommended minimum threshold crossing intervals when using either the Hot Cold or Staggered landing procedure as briefed. If your threshold crossing interval becomes compressed on final, or if your runway lane is otherwise occupied by a preceding aircraft such that safety is in question, simply execute a go around/low approach and enter the VFR pattern. If using Staggered procedures,all wingman landing on the side of intended ramp exit must clear the preceding aircraft to cross the runway centerline when it is safe to do so Mooney 2 is cleared to cross)
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Hot/Cold or Staggered
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MOONEY CARAVAN
Questions?
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Mooney Caravan Formation Fundamentals-March 2013

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MOONEY CARAVAN

2 Ship Formation Procedures IAW Caravan Formation Guide March 2013

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Basic Formation Proficiency

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Formation Proficiency Items

Benefits of Formation flying

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FAA Pilot/Controller Glossary

91.111 Operating Near Other Aircraft

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Safe Formation Flying

The key to formation safety is flight discipline

STAY AHEAD OF YOUR AIRCRAFT!

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Flight Lead Responsibilities

Specific Execution Responsibilities

Specific Execution Responsibilities

Wingman: Flight path deconfliction and proper position

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Radio Frequency Changes

GO Comm is the Standard for Mooney Formation

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Formation Ground Ops

Taxi / EOR Lineup

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Formation Takeoff Types

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Formation Lineup Wingman

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Takeoff Roll - Lead

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Takeoff Roll - Lead

Takeoff Roll - Wingman

MAINTAIN POSITION WITH THROTTLE!

Takeoff Roll - Wingman

Wingman Overrunning Lead

Wingman Falling Behind

2 Ship Formation Maneuvers

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The Caravan 3-Ship

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Mooney Fingertip Reference

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Mooney Fingertip Reference

Station Keeping in Fingertip

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Turns Into the Wingman

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Turns Away from the Wingman

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Dont fly back here!

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Cross Under Execution

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Always ensure nose-tail separation behind Lead

Cross Under Errors

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