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Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling
Lesson 5-Basic Pilot Training Lesson 5 Formation Flying Mid-Air Refueling
SEPT 2011
Version 1.0
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
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
Formation Takeoffs
Formation Takeoffs: 4-ship lineup, 2-Ship takeoff is standard
Lead lines up on DOWNWIND side of runway Two lines up on UPWIND side of runway
nose wheel even with Leads main gear ensure proper wingtip clearance
Three lines up behind Lead by 150 ft (2 plane lengths) Four lines up on Three in same position as Two is on Lead On Leads mark, the first element goes to full afterburner
Flying Formation begins at brake release Two (and Four) will strive to stay in formation with their respective lead aircraft
Lead will direct the flight into rejoin once 3 and 4 get airborne
Flight members shall rejoin and announce In Position To aid the rejoin:
Set your radar to RWS, TWS, or ACM as appropriate, antenna elevation slightly up Understand the briefed departure route and push point location
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.
Lookout Responsibilities
Visual Cross Checks
It is the responsibility of all flight members to practice good visual cross 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
1A 3
2 OClock
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2
The responsibilities of who is engaged and who is supporting must be clearly communicated and clearly understood at all times by both fighters throughout the entire engagement.
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3-9 Line
Advantages
Excellent coverage of Leads 6 oclock and free maneuver room
Disadvantages
Poor 6 oclock coverage for wingman and change of lead difficult to execute
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Advantages
Good for maintaining integrity in poor weather/terrain; good heads down formation
Disadvantages
Poor 6 oclock coverage and easy detection of formation by one threat
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Number Two
Visual and radar lookout, back-up navigation.
Number Three
Visual, then radar lookout.
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 out from a briefed four-ship
The following position changes should be followed:
If Lead falls out, Number Three assumes Lead and Number Two moves to Line Abreast If Number Three falls out, Number Four moves up to Line Abreast 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-ship are the same as for Fluid 3 formation.
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Lead
No. 2
No. 3
No. 4
Virtual view allows the HUD and Work To keep This Orientation surrounding airspace to be Constant viewed concurrently Get close enough to see platform of the lead jet to aid recognition of changes in position
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Disadvantages
Or this derivative 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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Advantages
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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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 in formation. The formation permits four aircraft to maintain flight integrity under marginal weather or extremely rugged terrain conditions.
Or this derivative
Disadvantages:
Six o'clock lookout may be poor. Formation easily detected by single threat. The defensive maneuvering flexibility of the flight is very limited. Number Two must be disciplined and fly no further than 6,000 feet from lead to avoid conflict with trailing element. (MCM 11-F16 Vol5)
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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
Or this derivative
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Res Cell:
Element Leaders fly line abreast and Wingmen fly tight (closed up) wedge to reduce 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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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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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 other Elements 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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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-toground engagements Causes problems for air defenses during air-to-ground engagements Good mutual support
Disadvantages
Limited azimuth radar coverage Unable to fly NOE due to vertical separation
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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
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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
The higher/faster the formation is flying, the greater the distance needed between lead and wingman
True airspeed is greater and available sustained G is lower resulting in larger turn radii
Wingman altitude advantage is desirable to provide more energy than lead Pilots should visually check their six and their side of the formation Upon completing turns, pilots shall check each others six
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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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Temporarily accept a change in Distance and/or Altitude in order to expedite correct Bearing
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
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)
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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Check turns away from Wingman will normally cause a sucked condition
Get nose down and turn to the new heading while accelerating Obtain 50-150 knots excess and drive back to the bearing, trading the excess airspeed for altitude. This will often put him tight and once on bearing he can make a 10-15 turn away to obtain correct split
A heading will be called out Cowboy 22, check left 210 Any turn greater than 30 should be a modified TacForm Turn
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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 and try to get back aft to the bearing
If Wingman is sucked:
Lead will turn while the Wingy flies straight ahead, going down range 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 other side of the guy out in front
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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
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 that pilot 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
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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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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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
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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 NEVER stacks lower than the LEAD
Turns of 180 Used when an immediate threat is found in the rear quadrant AB is used and the nose is placed above or below the horizon to maintain tactical airspeed for best turn Both fighters turn at the same time and maintain airspeed with pitch attitude while pulling max G The turn is made into each other with the wingman passing over the top of lead and both rolling out on a reciprocal 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 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 a result 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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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, count four (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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Scratchpad
Conventional Wisdom: Refueling takes good hands and nerves of steel , Nah Its just flying Formation with another 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 scratchpad using the ICP keypad and then ICP ENTR
Hint: If you dont know the tankers channel, start with 126 and work backwards
T-ILS Button 1
Press the DCS SEQ to switch modes from TR to AA/TR Use the DCS to get to the TACAN scratchpad and key in ICP 0, then ICP ENTR to switch Band from X to Y
Youre set correctly when the HSI activates (no distance error flag)
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 moving target
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 moving target
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Switch to ACM Vertical radar mode when within 10 Nm Set DED to Bingo page,
allows you to monitor fuel flow when connected.
Open the refueling door just prior to making the ready to Take Fuel call.
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Jan 2004
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Closure Rate (11 kts) Target Speed (304 Kts) Target Course (032 T)
o
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Gradually decrease speed as you close As you close, you can switch to 10 x 60 ACM 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 (y 2)
KC 135
KC 10
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Listen to the boom operators calls Watch 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 rate Make only minute corrections with the stick and throttle. AdjustWatch... Dont overreact! Be patient!
You dont connect to the tanker, the tanker connects to YOU!
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Refueling takes several minutes in realistic refueling mode, depending on your fuel state and tank configuration
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Too Far Aft - Move Forward OK Fwd/AFT Too Far Fwd - Move Aft
Down/Up Directors
KC-135s can only offer boom operator calls for lineup - No Director lights
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Jan 2004
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Normal Refuelling
Quick Flow
Jan 2004
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http://freebirdswing.org
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Lesson Summary
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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Flight School
Demonstrate
Flying in formation through various flight maneuvers Switching into different formations Getting into position quickly Making the In Position call That you can integrate cockpit operations with visual and radar searches The techniques used to perform Mid-Air Refueling That you can use brevity and proper comms
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