Cessna 150-152 Club

Formation Procedures Guide

Cessna 150/152 Formation Procedures Guide

Table of Contents

What is formation flying?...... 1

Regulations...... 1

Some Rules...... 1

Responsibilities...... 2

Lead...... 2

Wingman...... 2

Preflight Planning...... 3

FSS Weather briefings/NOTAMs/TFRs...... 3

Filing of FAA VFR Flight Plan...... 4

Night Operations...... 4

Preflight Briefing...... 5

Communications...... 5

Frequency Changes...... 6

Position Reports...... 6

Emergencies...... 6

Relative Motion...... 7

Error Detection and Correction...... 7

Standard Formations...... 8

Echelon...... 9

Finger Tip...... 10

Trail...... 10

Flying...... 11

Startup...... 11

Taxi...... 11

Run up...... 11

Takeoff...... 12

Formation Takeoff...... 13

Aborts...... 13

Departure...... 13

Station keeping...... 14

Enroute...... 14

Maneuvering...... 14

Cross Under...... 14

Close Trail...... 15

Cruise/Free cruise...... 15

Extended trail...... 15

The Rejoin...... 15

Lead change...... 16

Arrivals...... 17

Overhead...... 17

Downwind...... 18

Formation Landings...... 19

Debrief...... 20

Emergencies...... 20

Take-off...... 20

Flying...... 20

Breakaway – immediate separation...... 20

Inadvertent weather/smoke (IMC) penetration...... 20

Lost visual contact with formation...... 21

Sympathetic aborts...... 21

Landing...... 21

Formation Landing...... 21

Aerial Photography...... 22

Glossary of Terms...... 23

Introduction

The purpose of this document is NOT to teach the in’s and out’s of formation flying. This is more a talking points guide to assist Cessna 150 and Cessna 152 pilots on the art of formation 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 formation 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 formations 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.

Introduction10/11/2018

Cessna 150/152 Formation Procedures Guide

What is formation flying?

The military utilize formation flight for very practical uses, mostly tactical in nature for protection and strike capability. For us civilians, it is mostly for fun. It can also be used for convenience, safety, and, oh yeah, more fun. Flying in tight formation with another was a whole lot more fun than just tooling around the patch. However, there is much more to it than joining up and flying around. Formation flying is an art. A real discipline that requires attitude, focus, and practice, practice, practice.

A formation is a disciplined flight of two or more aircraft flying in close proximity with all movements coordinated and in unison. The formation is under the command of a flight leader who uses a standardized set of signals and commands to direct the wingmen. Formations are not to be confused with caravans.

If you have read the book, watched the video, and attended the training seminar, you are well prepared to begin formation training. Be safe, have fun, learn from each other, practice often, keep your attitude and discipline in check, and you will be rewarded with one of the most fun and challenging experiences of flying; You and your buds flying around the patch, looking good, feeling great. Enjoy and be safe

Regulations

There are few regulations to worry about. FAR’s are not quoted here, but here is the jist:

  • Formation flights must be prearranged
  • No passengers for hire
  • Formation flights are treated as one plane
  • Only lead squawks, others ‘choke the parrot’

Some Rules

As with most other endeavors, formation flying comes with its own small set of rules.

  • All pilots flying in the formation must be Private Pilot rated or higher.
  • Formations must be operated in VFR conditions. They should be flown during the day, but more experienced formation 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 formation.
  • The speed of formation is based on the most “velocity challenged” aircraft in the formation.

In order to facilitate consistency and safety, standards are necessary. To fly formation in an air show, what the FAA refers to as ‘waivered’ airspace, you must be certified by an FAA recognized organization. The only civilian general aviation group that does this currently is Formation Flying Inc. (FFI). FFI, along with other formation groups like the Warbirds of America, use the North American Training Association (NATA) T-34 Formation Flying Manualas a basis for their formation certification. The two cassette video (VHS) (230 minutes) package ‘Formation Flying: The Art’ is the best formation information material available. Knowing these 2 training guides will get you 95% of what you need to know. The other 5% comes with practice. Have I mentioned that this requires practice? Enough said on that.

Responsibilities

First and foremost, everyone in the formation has the responsibility to

  1. AVIATE
  2. NAVIGTE
  3. COMMUNICATE.

Whatever happens, whether you’re the leader or a wingman, your firstresponsibility is to FLY THE AIRPLANE.

Lead

Flight lead is the one in charge and has the ultimate responsibility for its members and the safe conduct of the flight. He insures flight members are current, qualified, and prepared. He insures through a quality briefing that everyone knows what is expected. A flight lead must be trusted by his members, and must fly to the skills of the weakest wingman. He leads the flight in a responsible manner that verifies the confidence his wingmen have put in him.

The flight leader must in all cases be the best possible platform for the Wingman. This concept is called “Wingman consideration.” Lead should fly so that power changes, level-offs, and roll-rates are so smooth, they are almost imperceptible to the Wingman.

Lead is responsible for

  • Planning the flight
  • Briefing the flight
  • Flying a smooth stable platform
  • In-Flight communications
  • In-Flight navigation
  • Flight Safety
  • Attitude
  • Discipline

Wingman

Simply stated, the Wingman's responsibility is to be in the position signaled by the flight lead at all times and comply with Lead's commands in a timely manner. A wingman’s attention should always be directed at lead. Unlike 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. In other words, Wingmen should never accept being out of position and should always strive to "gravitate" back into position.

Wingmen have ultimate responsibility for aircraft clearance in the flight. A wingman must be trusted by his lead, and other wingmen, that he will not run into anyone.

Wingmen should not monitor moving maps, GPS, engine monitors, autopilots or any cockpit instruments. Formation flight is a wonderful stick and rudder exercise. Consider turning off these distractions

Wingmen are responsible for:

  • Flying your position
  • Maintaining situational awareness.
  • Flying your position
  • Occasionally watching for traffic
  • Flying your position
  • Instilling confidence in your lead by flying smooth, safe, tight formation.
  • Flying your position

Preflight Planning

Plan legs, using distances based on weather and range. Use the formation 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 formation must not fly faster than the slowest wingman.

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 formation 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 formation 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 formation aircraft. See if weight can be distributed more evenly between the formation 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, 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 formation 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 formation.

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 formation flight begins with a good briefing. The FAA requires that in order to fly in formation, the formation must have been prearranged by the pilots in command of participating aircraft.

Notice it does not say ‘arranged on the fly.’ A formal briefing is essential.

Briefings should be attended in person, by all participants, before departure. However if participants are departing from different airports and planning an inflight rejoin, participants may be briefed via telephone. However, if you are out flying, and see your buddy and want to fly a little formation, briefing over the radio does not meet the FAR requirements for a formation briefing.

Briefings should be just that, brief. Discuss what you want to accomplish, engine start time, taxi, take-off position, who will be lead, communication frequencies and frequency changes, a mutual air to air frequency, landing and taxi back. Standards are standards, procedures are procedures, and they should not be briefed. You are expected to know the standards and procedures. If you arrive at a briefing and do not know the standards or procedures, you will make the other flight members concerned for the flight, as others have prepared and you have not. You are expected to arrive at a briefing prepared to fly with the knowledge of formation basics.

A briefing will cover many things, usually quickly. Come to your briefing with a briefing sheet and a pen. Your lead will be impressed.

A 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.

Questions should generally be left until the end of the brief. There are no dumb questions in a briefing. Resolve any questions before you fly. There is nothing worse than having a situation come up while you’re flying in formation that could have been cleared up in the briefing. You risk your safety and the safety of the flight by doing the wrong thing, or have to key up and ask a question that should have been resolved in the briefing.

All formation 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

Key to the art of formation flying, has nothing to do with flying at all, it’s communicating. There are four forms of communication in formation flight: Hand signals, plane signals, body language, and voice. Oddly enough, voice is used the least thanks to the old military guys. Voice is not very practical in formation flight, particularly in larger formations. There is an old military saying that holds true today. There are two things lead wants to hear from his wingman; “two’s in” and “lead your on fire!” A good formation is a quiet formation.

Having said that, we are a little handicapped when flying the Cessna 150 in formation. The visibility is not very good in our little birds, especially in the fastbacks. So hand signals will not always work like they do in the T-34 or T-28. We will have to use the radio a little more often. But there is no reason to get diarrhea of the mouth in your formation. Keep radio communications down to brief, simple commands and checks.

Lead will normally speak for the formation with the outside world. In large formations lead may designate the responsibility to talk outside the formation to a wingman. If a wingman departs the formation, he will pick up his own call sign (usually his registration number) and become responsible for his own communications.

Frequency Changes

Formation flying requires Lead to direct all flight members to the appropriate radio frequencies simultaneously. Radio frequency changes will take longer in a formation flight, so Lead should plan accordingly.

Every frequency change in formation is going to be 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. The flight will not leave a frequency without all flight members checking out.

“Outkast Flight, go 122.75.” “2.” “3.”

Checking in is as easy, and a quick response and positive cadence is just as important.

“Outkast Flight, check-in.” “2.” “3.”

Initial contact with each new ATC controller shall include the number of aircraft in the flight

“Potomac Approach, Cessna 10568, flight of three.”

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.

Position Reports

When re-joining, or changing a formation, wingmen will check in when in position.

“2s in.”

Emergencies

Any aircraft that develops a problem, or encounters an emergency condition, sing out with your position number and a brief description of the problem.

“Lead 2, we lost our oil pressure.”

Any aircraft in the formation should announce any condition that may affect the safety of the flight.

“Outkast Flight traffic 2 o-clock low”

Relative Motion

Essentially, formation flying is nothing more than controlling the relative motion between aircraft. To maintain a fixed position the Wingman's goal is to stop all relative motion between aircraft. In order for Wing to do this, he must consider Lead as fixed in space and any movement between aircraft is considered as movement of the Wingman in relation to the Leader. To maintain position the Wingman must correct for relative motion between aircraft with smooth, timely control inputs. Wing must learn to judge bearing, distance, and relative motion to anticipate the control inputs required and avoid fixating on any one particular part of the Lead's aircraft. Scan Lead's entire aircraft, don't just use the fixed reference points.

Relative motion can be resolved into movement about any one or a combination of all three axes. Primarily, elevator controls vertical movement, power controls fore and aft movement, and aileron and rudder controls lateral movement.

Wingmen should always have his wings parallel to lead. According to the T-34 Flight Manual, closeness "is controlled by coordinated use of aileron and rudder (mostly rudder)."

It is uncomfortable for lead to see an inexperienced wingman making gross corrections banking towards or away from him. While "mostly rudder" is not coordinated flight, it works adequately. As skill improves and corrections become more minor, truly coordinated flight is preferred. A one-degree difference in coordinated bank angle will adjust position a few feet per second. There is no need to correct more rapidly.