Cessna 150-152 Club
Caravan Guide
www.cessna150-152club.com
Cessna 150/152 Caravan Guide
Table of Contents
What is caravan flying? 1
Some Rules 1
Responsibilities 1
Lead 1
Wingman 2
Preflight Planning 2
FSS Weather briefings/NOTAMS/TFRs 3
Filing of FAA VFR Flight Plan 3
Night Operations 3
Preflight Briefing 4
Communications 4
Frequency Changes 5
Flying 5
Startup 5
Taxi 6
Run up 6
Lighting 6
Takeoff 7
Aborts 7
Departure 8
Caravan assembly 8
Lead change 9
180 degree turns (lead stays in position) 10
180 degree turns – expedited for emergencies (tail takes lead) 10
Aerial Rejoin 11
Descent 11
Arrivals 12
Straight In 12
Overhead 13
Downwind 14
Landing 14
After landing 15
Debrief 15
Emergencies 15
Aircraft Malfunction 15
Breakaway – immediate separation 15
Inadvertent weather/smoke (IMC) penetration 15
Lost visual contact with caravan 16
Sympathetic aborts 16
Landing 16
Aerial Photography 16
Table of Contents 4/19/2009
Cessna 150/152 Caravan Guide
Introduction
The purpose of this document is NOT to teach the in’s and out’s of caravan flying. This is more a talking points guide to assist Cessna 150 and Cessna 152 pilots on caravan flying.
This guide does not cover every topic, nor will this guide alone provide you with all of the knowledge you need to be safe. This guide provides pilots with a general knowledge of caravan procedures. The flight experience of participating pilots is recognized; therefore basic flight principles are avoided.
Instructions and procedures in this guide govern the conduct of caravans and the handling of some normal and emergency operations. However, multiple emergencies, adverse weather, terrain, and other unforeseen circumstances may require deviation from, or modification to, procedures established in this guide. Good judgment is expected in instances where the recommended procedure does not cover the situation.
Introduction 4/19/2009
Cessna 150/152 Caravan Guide
What is caravan flying?
The military utilize formation flight for very practical uses, mostly tactical in nature for protection and strike capability. For us civilians, we can also fly in formation for convenience, safety, and fun. However, flying in tight formation with another involves much more than just joining up and flying around. Formation flying is an art. A real discipline that requires attitude, focus, and practice, practice, practice.
Most of us just don’t have the amount of time to put into formation practice, but we still want to travel around the country with our friends. That is where caravans come into play. Caravans are not true formations, but they serve the same purpose, convenience, safety, and fun. A caravan is a simi-disciplined flight of two or more aircraft flying together under the leadership of a flight leader, but not in formation. Although caravans are not true formations, caravans use standardized procedures to direct the participants in the caravan (wingmen), and some of the procedures formations use can also be used by caravans.
Some Rules
As with most other endeavors, caravan flying comes with its own small set of rules.
· All pilots flying in the caravan must be Private Pilot rated or higher.
· Caravans must be operated in VFR conditions. They should be flown during the day, but more experienced caravan pilots may operate at night.
· All aircraft must be equipped, and all pilots must be capable of navigating separately to designated airports if they become separated from the caravan.
· The speed of caravan is based on the most “velocity challenged” aircraft in the caravan.
Responsibilities
First and foremost, everyone in the caravan has the responsibility to
1. AVIATE
2. NAVIGTE
3. COMMUNICATE.
Whatever happens, whether you’re the leader or a wingman, your first responsibility is to FLY THE AIRPLANE.
Lead
Flight lead is the single person in charge of the caravan. He has the ultimate responsibility for the safe conduct of the flight. He insures, through a quality briefing, that everyone in the caravan knows what’s going on, and what is expected. Lead must fly to the skills of the weakest wingman, at the speed of the slowest airplane, so that he doesn’t leave the other caravan members in the dust. A flight lead must be trusted by the caravan members. He leads the flight in a responsible manner that verifies the confidence his wingmen have put in him.
Lead is responsible for:
· Planning the flight
· Briefing the flight
· In-Flight communications
· In-Flight navigation
· Flight safety
Wingman
Simply stated, the Wingman's responsibility is to keep up with Lead. Wingmen should be more aggressive, using frequent flight control or throttle inputs (although the magnitude of these inputs may be small) to maintain position within the caravan. In other words, Wingmen should never accept being left behind and should always strive to "gravitate" back into position to keep up with the flight.
Wingmen have ultimate responsibility for aircraft clearance in the flight. A wingman must be trusted by his lead, and others in the caravan, that he will not run into anyone.
Wingmen are responsible for:
· Maintaining situational awareness.
· Watching for traffic
· Collision avoidance
· Flight Safety
Preflight Planning
Plan legs, using distances based on weather and range. Use the caravan aircraft with the shortest range. Try not to fly more than 2 to 2.5 hours total per leg. Be conservative in your planning. In addition to aircraft performance, factor in pilot performance in terms of fatigue, time of day flying, etc.
Select waypoints that are easy to recognize for VFR navigation; airfields, lakes, wind farms, etc. Consider using airfields as waypoints for diversion purposes so there is always one closely ahead or behind you.
Check your cruising altitudes against MSA, obstacles, turbulence over mountains, etc.
Plan a speed that gives you a good cruise, but be flexible enough for wingmen to close gaps on lead. The caravan must not fly faster than the slowest member.
Consider headings, based on time of day/time of year that will not put the sun directly in your face. Flying into the sun inhibits vision and safety during caravan flying.
When planning en-route airfields to use, consider length, width, surface conditions (turf, asphalt, concrete), obstacles around airport, and congestion at the field. Consider fields with two runways to account for crosswind components when possible. Consider services / food / fuel available at the FBO or nearby. Additionally, consider ground operations and parking before determining which airfield to use.
Lead, or a designated pilot, should call the FBO(s) in advance to provide information to help the caravan with parking and services to ensure a timely stop and fueling. Consider pre-coordinating co-located parking spots, ladders, fuel trucks, courtesy cars, food, drinks, etc.
Check the weight of all caravan aircraft. See if weight can be distributed more evenly between the caravan aircraft if possible. Consider one plane carrying a first-aid kit; each plane should carry water and some food.
FSS Weather briefings / NOTAMS / TFRs
Lead, or a designated wingman, is responsible for getting a weather briefing and checking NOTAMS prior to the flight.
Check:
· Weather along the entire route is OK for entire trip
· Wind factors and takeoff and landing wind components
· Cruise groundspeed estimates with fuel considerations
· Turbulence
· Moisture in the air/rain/snow/icing considerations
· Weather alternate for ceiling and visibility and winds
Check all local and distant NOTAMS for:
· Closed runways, construction or surface repairs on runways, taxiways, and ramps at all primary and alternate airports.
· Inoperative lighting, UNICOM, NAVAIDS.
Special use airspace considerations
· Check for Restricted and Prohibited airspace and active MOAs and Alert areas.
· Ensure the flight does not transit Temporary Flight Restricted areas (TFR); stadiums, VIP movements, etc.
Filing of FAA VFR Flight Plan
If an FAA Flight Plan will be used, Lead has responsibility for filing the flight plan. Contact FSS personally, vs. on the computer, and advise them of your intentions.
Each wingman must have a copy of the route and flight plan should they become separated.
Lead also has responsibility for closing the flight plan. If anyone breaks out of the caravan and lands individually somewhere else, they must inform Lead and perhaps FSS upon landing depending on the level of coordination.
Night Operations
Night flying is a higher-risk operation and should be done with extreme caution in a caravan.
If flying at night: all items must be carefully briefed and separation should be increased for safety.
Moon illumination data should be used to plan the flight. Attempt to fly on nights of at least 75% moon illumination and a very solid VMC weather forecast. Watch the temp and dew point for fog forming; it may be clear in the sky, but the ground may develop fog. Route study, airfield study, and lighting must be ensured at all destinations; NOTAMS are especially important.
Remember, night fuel reserves are higher, and night currency must be in order if passengers are involved.
Lighting inside the aircraft must be planned for XC flying; lamps, lights, etc., and lighting for securing aircraft must also be planned; flashlights, ballcap lights, etc.
Preflight Briefing
A good caravan begins with a good briefing. FARs require formations must be prearranged by the pilots in command of participating aircraft. Although caravans are not true formations, a thorough briefing is a necessity to get all members of the caravan on the same page and clear up any questions.
Briefings should be attended in person, by all participants, before departure. However if participants are departing from different airports and planning an in-flight rejoin, participants may be briefed via telephone.
Briefings should be just that, brief. Discuss what you want to accomplish, weather, NOTAMS, TFRs, engine start time, taxi route, take-off position, lead and caravan positions, communication frequencies and frequency changes, a mutual air to air frequency, landing and taxi back.
A briefing will cover many things, usually quickly. Come to your briefing with a briefing sheet and a pen. Your lead will be impressed.
The briefing is led by the flight lead. Do not argue with the flight lead. This is his flight. If you don’t like what’s going on, leave and get your own flight, but respect your flight lead if you stay. Leave your ego at home.
There are no dumb questions in a briefing. Save your questions till the end of the brief, but do not hesitate in asking any question. Don’t leave the briefing with unresolved questions. Resolve any and all questions before you fly. You risk your safety and the safety of the flight by doing the wrong thing, or embarrassment by keying up and asking a question in flight that should have been resolved in the briefing.
All caravan members should have everyone’s cell phone number in the event they get separated and cannot be reached during pre and post-flight events, and for coordination.
Communications
Develop a plan of call signs for Lead, all wingmen, and for the entire formation for ATC. Individual call signs may vary or be by number for simplicity. Lead should have a list in his aircraft with call signs and tail number / pilot’s name for emergency purposes.
Establish a “company freq” for discreet aircraft to aircraft communication within the caravan. Choose a frequency that is not used by ATC, FSS, or other organization in the areas you will be flying. Typically this is 122.75 or 123.4. Plan a secondary frequency to go to if the primary frequency becomes congested.
Develop a plan for caravan specific common terminology that will or may be used; i.e. “breakaway” “take spacing” “reduce speed for landing,” etc.
Normally Lead will speak for the formation with the outside world. However, Lead may designate another caravan aircraft to communicate with various agencies outside the caravan (i.e. pick up AWOS or ATIS, check in with ATC, etc.). If a wingman departs the caravan, he will pick up his own call sign (usually his registration number) and become responsible for his own communications. Lead will squawk for the formation. All wingmen will operate with transponders OFF or STBY.
At uncontrolled airports, all caravan aircraft will check-in on CTAF prior to taxi, and stay on CTAF until cleared of airport traffic area. When landing at an uncontrolled airport all caravan aircraft will check-in on CTAF prior to entering the airport traffic area and stay on CTAF until shutdown.
At controlled airports, and when transiting controlled airspace, all aircraft must be on the appropriate ATC frequency, then go to caravan freq on primary radio when clear of controlled airspace. When landing at controlled airports all caravan aircraft will check in on Approach/Tower and change frequencies as directed by ATC until shutdown.
Frequency Changes
Caravan flying requires Lead to direct all flight members to the appropriate radio frequencies simultaneously. Radio frequency changes will take longer in a caravan, so Lead should plan accordingly.
Every frequency change in a caravan is a three-step process.
1. Give the command to go to the new frequency.
2. Check in on the new frequency.
3. Talk to the new controller (if necessary).
A quick response and positive cadence is important.
“Outkast Flight, go 122.75.” “2.” “3.” “4.” “5.”
Checking in is as easy, and a quick response and positive cadence is just as important.
“Outkast Flight, check-in.” “2.” “3.” “4.” “5.”
Initial contact with each new ATC controller shall include the number of aircraft in the flight
“Potomac Approach, Cessna 10568, flight of five.”
If someone is left behind on a frequency change, lead will designate someone in the flight to go back to the last frequency and pick up the lost wingman.
Any aircraft in the caravan must announce any condition that may affect the safety of the flight.
“Outkast Flight, traffic 2 o-clock, crossing right to left”
Flying
There is a saying in the formation world; you are in formation from startup to shutdown. This is so true. When you are in formation, everyone is watching from startup, to taxi, to flying, to landing, to shutdown. Caravans are pretty much the same. You may not be flying a close regimented formation, but when you arrive or depart with a large group of Cessna 150s, you bet people are watching.